This List covers the locomotives and railbuses of the Bavarian railways, excluding those of the Palatinate (Pfalz). The locomotives and railbuses of the Palatinate when it belonged to Bavaria are in the List of Palatine locomotives and railbuses.
see: Bavarian Ludwigsbahn
| Name | Bavarian Class | Quantity | Year of Manufacture | Type | Remarks | |
|---|---|---|---|---|---|---|
| none | 2 | 1837 | 1A1 n2 | |||
| none | 2 | 1838 | 1A1 n2 | |||
| none | 2 | 1838 | 1A1 n2 | |||
| none | 2 | 1841 | 1A1 n2 |
In the beginning, locomotives of the Royal Bavarian State Railways were given names. The locomotive name was displayed in raised capital letters on a brass plate on the side of the boiler or, in the case of tank locomotives, on the side of the water tank.
Locomotives were given the names of both Bavarian and foreign places, rivers, lakes and mountains, the names of important people from art and science, as well as the names of literary and mythological figures. Even a few animal names were used.
Examples: BAVARIA, WÜRZBURG, ALTMÜHL, FUNTENSEE, WATZMANN, COPERNICUS, FAUST, ODYSSEUS, PANTHER
Locomotives with names were also given a so-called inventory number that was displayed in small figures on the chimney and on the rear wall of the tender or, in the case of tank engines, on the rear wall of the driver's cab.
Inventory numbers ran in sequence on new locomotives entering service, regardless of class or type. Names and inventory numbers of withdrawn locomotives were usually reallocated to newly delivered machines. The name plates were then re-used.
Example: The Class C IV PASING 113, built in 1889, received the name and inventory number of a Class A V mustered out that year.
Names and inventory numbers were used for the last time in 1892. The state railway then went over to railway or running numbers, whereby locomotives of the same class or type were reserved a specified sequential range of numbers. The assignment of number ranges did not follow any recognisable logic. The number plates were designed in the same way and displayed in the same places as the name plates.
The older classification scheme introduced in 1847 divided the locomotives into five groups differentiated by capital letters:
Locomotive classes were indicated with Roman numerals after the letter; these numbers ran in the same sequence as the introduction of the locomotives classes into service. There was no distinction between locomotives used for different purposes.
Example: Bavarian B V, Bavarian D XI
Because there were only locomotives with one, two or three driven axles at the time when this classification system was introduced, they were given the letters A, B and C respectively. When tank engines were brought into service in 1871, the use of four coupled axles was still not conceivable, so tank locomotives were given the class letter D. However, when goods train locomotives with four coupled axles then appeared towards the end of the 19th century, they had, absurdly, to be given the designation E I.
The system was further expanded in 1896 on the appearance of locomotives with separate running gear:
Examples: AA I, Bavarian BB II
To differentiate between two-cylinder (Zwillings-) and compound (Verbund-) locomotives in the case of Classes B XI and C IV the class designation was supplemented with:
These additional letters were not inscribed on the engines themselves.
Narrow gauge locomotives for the only narrow gauge line in the state railways which then existed fell outside the boundaries of this system. These were given the abbreviation LE (for Lokalbahn Eichstätt) and Roman numerals from I to V. In addition these locomotives also displayed inventory numbers.
Because of technical advances and the requirements of railway operations, this scheme was no longer able to cope, so a new system was introduced in 1901.
This consisted of several elements:
A leading capital letter indicated the locomotive class:
The locomotive class could be elaborated on with one or more additional letters:
Then followed the ratio of the coupled axles to the total number of axles, separated by a forward slash e. g. 3/5.
To distinguish between superheated and wet steam locomotives of the same class, an "H" or an "N" was added at the end of the classification.
Examples:
The new classification system was only applied to those locomotives newly entering service. So up to 1920 two different classification systems existed together. With the foundation of the Deutsche Reichsbahn, later the Deutsche Reichsbahn-Gesellschaft (DRG) the Bavarian classification system was abolished.
| Class | Number(s) | Quantity | Year(s) of Manufacture | Type | Remarks |
|---|---|---|---|---|---|
| names | 24 | 1844–1845 | 1A1 n2 | 5 locos rebuilt into B I and 4 into C I | |
| DER MÜNCHNER | 1 | 1841 | 1A1 n2 | Maffei's first engine, purchased by the state railway in 1845 | |
| names | 13 | 1847–1848 | 1A1 n2 | 3 locos rebuilt into B I and 6 locos into C I | |
| names | 4 | 1851–1852 | 1A1 n2 | 2 locos rebuilt into B I and 2 locos into C I | |
| names | 8 | 1852–1853 | 1A1 n2 | 1 loco rebuilt firstly into B I and then into C I | |
| names | 24 | 1853–1855 | 1A1 n2 | ||
| names | 22 | 1847–1850 | 1B n2 | ||
| names | (11) | (1859–1876) | 1B n2 | Rebuild from 5 A I, 3 A II, 2 A III and 1 A IV | |
| names | 14 | 1851–1852 | 1B n2 | ||
| names | 18 | 1852–1855 | 1B n2 | ||
| names | 10 | 1852–1853 | 1B n2 | ||
| names | 94 | 1853–1863 | 1B n2 | ||
| PHÖNIX | 1 | 1857 | B3′ n2 | Stütztender locomotive with Engerth-like, articulated, 'supporting' tender. | |
| names | 5 | 1847–1850 | C n2 | Pusher and header locomotive for the Schiefe Ebene ramp at Neuenmarkt–Marktschorgast | |
| names | (13) | (1869–1877) | C n2 | Rebuild from 4 A I, 6 A II, 2 A III and 1 B I (ex A IV) | |
| HERCULES | 1 | 1857 | C2′ n2 | Stütztender locomotives with Engerth-like, articulated, 'supporting' tender. Ca. 1870 modified to be similar to the standard type, the Class C II | |
| names | 4 | 1858 | C3′ n2 |
| Class | Number(s) | DRG Number(s) | Quantity | Year(s) of Manufacture | Type | Remarks | |
|---|---|---|---|---|---|---|---|
| names | 107 | 1863–1871 | 1B n2 | ||||
| names | 6 | 1868 | B n2 | ||||
| names | 6 | 1872 | 1B n2 | ||||
| names | 4 | 1870 | B1 n2 | Strousberg type, sold to the Imperial Railways in Alsace-Lorraine in 1872 | |||
| names | 104 | 1874–1887 | 1B n2 | ||||
| names | 12 | 1889–1891 | 1′B n2v | ||||
| 2 | 1891 | 1′B n2 | Rebuilt into compound locomotive in 1896 | ||||
| 1201–1239 | 36 701–36 708 | 39 | 1892–1893 | 2′B n2 | |||
| 1240–1339 | 36 751–36 826 | 100 | 1895–1900 | 2′B n2v | |||
| 2301 | 1 | 1896 | 2′C n4v | Prototype with smaller driving wheel diameter (1640 mm) | |||
| 2302–2343 | 17 301–17 322 | 42 | 1899–1901 | 2′C n4v | |||
| 1400 | 1 | 1896 | 2′(a)A1 n2 | With dolly axle, rebuilt into a 2′B h2 of Class P 2/4 in 1907 after an accident | |||
| 2398–2399 | 2 | 1901 | 2′B1′ n4v | Bought from Baldwin (USA) for comparison purposes, four-cylinder, Vauclain compound driving gear | |||
| 3001–3010 | 14 141–14 145 | 10 | 1904 | 2′B1 n4v | |||
| 3201 | 15 001 | 1 | 1906 | 2′B2′ h4v | |||
| 3301–3328, 3330–3340 | 17 401–17 420 | 39 | 1903–1907 | 2′C n4v | Rebuilt into a 2′C h4v in 1924/25 | ||
| 3329, 3341–3369 | 17 501–17 524 | 30 | 1906–1911 | 2′C h4v | |||
| 3601–3623, 3642–3644 | 18 401–18 421 | 26 | 1908–1927 | 2′C1′ h4v | Original design | ||
| 3624–3641 | 18 441–18 458 | 18 | 1908–1927 | The so-called "Hochhaxige" (high haunches?), driving wheel diameter 2000 mm | |||
| 3645–3679 | 18 422–18 424, 18 461–18 478 | 35 | 1914–1918 | Shorter wheelbase like the Palatine S 3/6 | |||
| 3680–3709 | 18 479–18 508 | 30 | 1923–1924 | Follow-on order by the Bavarian Group Administration | |||
| 18 509–18 548 | 40 | 1926–1930 | DRG follow-on batch | ||||
| 1400 | 36 861 | (1) | (1907) | 2′B h2 | Rebuild from AA I | ||
| 3801–3836 | 38 001–38 013 | 36 | 1905–1907 | 2′C n4v | 1924/25 Rebuilt into 2′C h4v | ||
| 3837–3916 | 38 401–38 480 | 80 | 1921 | 2′C h4v | Follow-on order by the Bavarian Group Administration, with superheater |
| Class | Number(s) | DRG Number(s) | Quantity | Year(s) of Manufacture | Type | Remarks |
|---|---|---|---|---|---|---|
| names | 68 | 1861–1868 | C n2 | Standard version of the C II | ||
| names | 239 | 1868–1879 | C n2 | |||
| names | 14 | 1872–1874 | C n2 | Sigl design, like the MÁV III; modified to be similar to the other C III engines in 1895–1902 | ||
| names, 1401–1441, 1452–1462 | 53 8011–53 8064 | 87 | 1884–1892 | C n2 | ||
| names, 1442–1451, 1463–1550 | 53 8081–53 8168 | 100 | 1889–1897 | C n2v | ||
| 1551–1633 | 54 1301–54 1364 | 83 | 1899–1905 | 1′C n2v | ||
| 2051–2062 | 12 | 1895–1896 | 1′D n2 | Cylinder in front of the carrying axle | ||
| 2063–2064 | 2 | 1896–1897 | 1′D n4v | Four-cylinder, compound locomotive, Sondermann design, Rebuilt into 1′D n2 in 1899 | ||
| 2065–2084, 2087–2099, 2116–2130 | 48 | 1899–1901 | 1′D n2 | Cylinder behind the carrying axle | ||
| 2085–2086 | 2 | 1899 | 1′D n4v | Bought from Baldwin (USA) for comparison purposes, four-cylinder Vauclain compound locomotive | ||
| 2100 | 1 | 1896 | B′B n4v | Articulated Mallet locomotive | ||
| 1634–1670 | 54 1401–54 1432 | 37 | 1907–1909 | 1′C n2v | Continuation of the C VI | |
| 7001–7165 | 54 1501–54 1665 | 165 | 1919–1921 | 1′C h2 | ||
| 7166–7225 | 54 1666–54 1725 | 60 | 1922–1923 | Follow-on order by the Bavarian Group Administration | ||
| 2131–2137 | 56 401–56 404 | 7 | 1905–1906 | 1′D n2 | ||
| 5151–5160, 5501–5695, 5211–5235 | 56 801 – 56 809, 56 901–56 1035, 56 1101–56 1125 | 230 | 1915–1919 | 1′D h4v | 5151–5160 ordered for MGD Brussels and 5211–5235 for MGD Warsaw; both series taken over by Bavaria | |
| 5801–5815 | 57 501–57 507 | 15 | 1911 | E h4v | ||
| 5816–5895 | 57 511–57 590 | 80 | 1920–1924 | Follow-on order by the Bavarian Group Administration |
| Class | Number(s) | DRG Number(s) | Quantity | Year(s) of Manufacture | Type | Remarks |
|---|---|---|---|---|---|---|
| names | 15 | 1871–1875 | B n2t | |||
| names | 4 | 1873 | B n2t | |||
| 2400–2472 | 89 601–89 670 | 73 | 1898–1904 | C n2t | ||
| names | 6 | 1873 | B n2t | |||
| names, 1701–1737 | 88 7101–88 7201 | 132 | 1875–1897 | B n2t | ||
| names | 89 8101–89 8110 | 10 | 1877–1878 | C n2t | ||
| names, 1931–1960, 2101–2115 | 70 7102–70 7154 | 55 | 1888–1899 | 1B n2t | ||
| 2201–2296 | 73 031–73 124 | 96 | 1897–1904 | 1′B2′ n2t | ||
| 6001–6097 | 70 001–70 097 | 97 | 1909–1916 | 1B h2t | ||
| 6501–6502 | 72 101–72 102 | 2 | 1909 | 2′B n2t | ||
| 5001–5012 | 71 201–71 212 | 12 | 1906–1909 | 1′B1′ h2t | ||
| 5202–5210 | 73 131–73 139 | 9 | 1907 | 1′B2′ n2t | Continuation of the D XII | |
| 5201 | 73 201 | 1 | 1906 | 1′B2′ h2t | As the D XII, with superheater | |
| 6101–6110 | 77 110–77 119 | 10 | 1923 | 1′C2′ h2t | As the Palatine Pt 3/6, follow-on order by the Bavarian Group Administration | |
| 5751–5765 | 96 001–96 015 | 15 | 1913–1914 | D′D h4vt | ||
| 5766–5775 | 96 016–96 025 | 10 | 1922–1923 | Follow-on order by the Bavarian Group Administration | ||
| 2473–2490 | 89 701–89 717 | 18 | 1906–1913 | C n2t | Continuation of the D II | |
| 4701–4790 | 89 801–89 890 | 90 | 1921–1922 | Follow-on order by the Bavarian Group Administration | ||
| 4151–4183 | 92 2008–92 2040 | 33 | 1918–1919 | D n2t | ||
| 4184–4192 | 92 2041–2049 | 9 | 1924–1925 | Follow-on order by the Bavarian Group Administration |
| Class | Number(s) | DRG Number(s) | Quantity | Year(s) of Manufacture | Type | Remarks | |
|---|---|---|---|---|---|---|---|
| names, 1801–1804 | 98 7501–98 7526 | 53 | 1880–1894 | B n2t | |||
| names, 1851–1874 | 98 7601–98 7614, 98 7621–98 7681 | 75 | 1880–1895 | C n2t | |||
| names, 1901–1905 | 98 661–98 669 | 10 | 1888–1893 | C1′ n2t | Earlier D VIII, for Reichenhall–Berchtesgaden | ||
| 1906–1914 | 98 671–98 679 | 9 | 1898–1903 | Later D VIII | |||
| names, 1961–1963 | 98 7701–98 7709 | 9 | 1890–1893 | C1′ n2t | |||
| 1991–2050, 2701–2761, 2765–2782 | 98 411–98 423, 98 431–98 556 | 139 | 1895–1912 | C1′ n2t | |||
| 2501–2531 | 98 701–98 731 | 31 | 1899–1908 | B′B n4vt | |||
| 4001–4024 | 24 | 1906–1908 | B h4t | Maffei design, counter-rotating, driving gear; formerly the ML 2/2 | |||
| 4501–4506 | 6 | 1905–1906 | B h2t | Krauss design, internal cylinder and jackshaft; formerly ML 2/2 | |||
| 4507–4535 | 98 301–98 309 | 29 | 1908–1909 | Krauss design, jackshaft | |||
| 4536–4548 | 98 310–98 322 | 13 | 1911–1914 | Krauss design, standard driving gear | |||
| 1875–1876 | 98 7691–98 7691 | 2 | 1889 | C n2t | Taken over in 1908 by the LAG along with the Murnau–Garmisch line, similar to the D VII | ||
| 2762–2764 | 98 561–98 563 | 3 | 1900 | C1′ n2t | Taken over in 1908 by the LAG along with the Murnau–Garmisch line, similar to the D XI | ||
| 2783–2787 | 98 564–98 568 | 5 | 1914 | Continuation of the D XI | |||
| 4101–4103 | 97 101–97 103 | 3 | 1912 | Czz1′ h2(4v)t | Rack railway locomotive, for Erlau–Wegscheid line | ||
| 4104 | 97 104 | 1 | 1923 | Follow-on order by the Bavarian Group Administration | |||
| 2551–2563 | 98 801–98 813 | 13 | 1911–1914 | D h2t | |||
| 2564–2650 | 98 814–98 900 | 87 | 1921–1924 | Follow-on order by the Bavarian Group Administration | |||
| 98 901–98 917 | 17 | 1927 | DRG follow-on batch | ||||
| (GtL 4/5) | 98 1001–98 1045 | 45 | 1929–1933 | D1′ h2t | New DRG series, development of the GtL 4/4 |
| Class | Number(s) | DRG Number(s) | Quantity | Year(s) of Manufacture | Type | Remarks | |
|---|---|---|---|---|---|---|---|
| I–V | 99 071–99 075 | 5 | 1885–1900 | C n2t | For Eichstätt–Kinding | ||
| 1101–1103 | 99 131–99 132 | 3 | 1906 | 1′C h2t | For Neuötting–Altötting, no. 1102 was lost on the eastern front in First World War | ||
| 1104 | 99 133 | 1 | 1923 | Substitute order by the Bavarian Group Administration | |||
| 991 | 99 151 | 1 | 1909 | D n2t | For Eichstätt–Kinding | ||
| 996 | 99 201 | 1 | 1917 | C′C h4vt | Acquired in 1920 from the military field railway fleet, for Eichstätt–Kinding |
Locomotives of two Bavarian classes underwent major modification by the Deutsche Reichsbahn and Deutsche Bundesbahn. Although the rebuilds took place decades after the end of the Royal Bavarian State Railways, these locomotives displayed unmistakable Bavarian features and were designated even in railway administrative documents with (unofficial) Bavarian class names.
| Class | Number(s) | DRG Number(s) | Quantity | Year(s) of Manufacture | Type | Remarks | |
|---|---|---|---|---|---|---|---|
| (S 3/6) | 18 601–18 630 | (30) | (1953–1956) | 2′C1′ h4v | DB rebuild from 18.4–5 (S 3/6) with high-performance boiler | ||
| (GtL 4/5) | 98 1101–1129 | (29) | (1934–1941) | 1′D h2t | DRG rebuild from 98.8–9 (GtL 4/4) with front carrying axle |
| Class | Number(s) | DRG Number(s) | Quantity | Year(s) of Manufacture | Type | Remarks | |
|---|---|---|---|---|---|---|---|
| 21001–21010 | E 16 01–E 16 10 | 10 | 1925 | 1′Do1′ w4e | Ordered by the Bavarian Group Administration | ||
| E 16 11–E 16 21 | 11 | 1928–1933 | DRG follow-on batch | ||||
| EP 1 to 1920: EP 3/5 | 20001–20005 | E 62 01–E 62 05 | 5 | 1912 | 1′C1′ w1k | For Garmisch–Griesen | |
| 20006–20034 | E 32 06–E 32 34 | 29 | 1924–1926 | 1′C1′ w2u | Ordered by the Bavarian Group Administration; 8 locos in 1935/36 after raising the top speed redesignated as E 32 101–E 32 108 | ||
| to 1920: EP 3/6 | 20101–20104 | E 36 01–E 36 04 | 4 | 1914 | 1′C2′ w1k | For Freilassing–Berchtesgaden | |
| to 1920: EP 3/6II | 20121–20124 | E 36 21–E 36 24 | 4 | 1914 | 1′C2′ w1k | For Freilassing–Berchtesgaden | |
| 21501–21535 | E 52 01–E 52 35 | 35 | 1924–1925 | 2′BB2′ w4u | Ordered by the Bavarian Group Administration | ||
| to 1920: EG 4x1/1 | 20201–20202 | E 73 01–E 73 02 | 2 | 1914–1915 | Bo′Bo′ w4t | For Freilassing–Berchtesgaden | |
| to 1920: EG 2x2/2 | 20221–20222 | E 70 21–E 70 22 | 2 | 1920 | B′B′ w2u | For Freilassing–Berchtesgaden | |
| 22001–20222 | E 77 01–E 77 31 | 31 | 1924–1925 | (1′B)(B1′) w2u | Ordered by the Bavarian Group Administration, identical design to Prussian EG 701–EG 725 | ||
| (22101–22102) | E 79 01–E 79 02 | 2 | 1926–1927 | 2′D1′ w2u | Ordered by the Bavarian Group Administration, for Freilassing–Berchtesgaden; already supplied with DRG numbers | ||
| 22501–22520 | E 91 01–E 91 20 | 20 | 1924–1927 | C′C′ w4u | Ordered by the Bavarian Group Administration, identical design to Prussian EG 581–EG 594 |
| Class | Number(s) | DRG Number(s) | Quantity | Year(s) of Manufacture | Type | Remarks | |
|---|---|---|---|---|---|---|---|
| 8373 | (1) | (1901) | Bo g2t | Accumulator car, rebuild from a Ci coach built in 1887 | |||
| 2521 | 1 | 1904 | A1 n2v | De Dion-Bouton steam railbus | |||
| 14501–14507 | 7 | 1906–1909 | B2′ h4 | Steam railbus, engine like the PtL 2/2 (Maffei) | |||
| 101–109 | to 1930: München 501–509 1930 to 1941: 1481–1489 from 1941: ET 184 01–ET 184 09 | 9 | 1907–1909 | Bo g2t | Electric railbus, for Berchtesgaden–state border and Königssee | ||
| 1501 | to 1941: München 601 from 1941: ET 194 01 | 1 | 1909 | Bo g2t | Electric luggage railbus, for Berchtesgaden–state border and Königssee | ||
| to 1930: München 701–704 1930 to 1941: 1101–1104 from 1941: ET 85 01–ET 85 04 | (4) | (1924) | Bo′2′ w2t | Electric railbus, rebuilt by the Bavarian Group Administration from a former MCCi | |||
| to 1930: München 705–730 1930 to 1941: 1105–1136 from 1941: ET 85 05–ET 85 36 | 32 | 1927–1933 | Bo′2′ w2t | Electric railbus, DRG new series; development of the rebuilt ET 85 |
The classification scheme of the Bavarian Ostbahn was different from that of the state railway. The locomotives were also divided into five groups that were given capital letters.
The Ostbahn did not differentiate between the individual classes with a special class number. Instead of that locomotives were numbered sequentially within a group. After nationalisation, the former Ostbahn locomotives were initially operated under their old numbers. Not until 1892 were they redesignated in accordance with the classification system of the state railway.
The initial use of names was soon given up again.
| Ostbahn Number | State Railway Class | State Railway Number | Quantity | Year(s) of Manufacture | Axle arrangement | Remarks | |
|---|---|---|---|---|---|---|---|
| 12 | 1857–1858 | 2A n2 | Crampton design, rebuilt into 1B n2 of the B 79–B 90 series | ||||
| 12 | 1859 | 1A1 n2 | Stephenson design, rebuilt into 1B n2 of the B 67–B 78 series | ||||
| A 1–A 2 to 1872: E 1–E 2 | B V (Ostbahn) | 1001–1002 | 2 | 1869 | B n2 | ||
| B V (Ostbahn) | 1003–1068 | 66 | 1858–1865 | 1B n2 | |||
| B IX (Ostbahn) | 1069–1080 | (12) | (1870–1871) | 1B n2 | Rebuilt from A 13–A 24, driving wheel diameter 1524 mm | ||
| B IX (Ostbahn) | 1081–1092 | (12) | (1869–1872) | 1B n2 | Rebuilt from A 1–A 12, driving wheel diameter 1829 mm (Loco B 79/1081: 1524 mm) | ||
| B IX (Ostbahn) | 1093–1098 | 6 | 1872 | 1B n2 | driving wheel diameter 1828 mm | ||
| B IX (Ostbahn) | 1099–1111 | 13 | 1875 | 1B n2 | driving wheel diameter 1696 mm | ||
| C II (Ostbahn) | 1112–1123 | 12 | 1862–1863 | C n2 | |||
| C III (Ostbahn) | 1124–1175 | 55 | 1867–1875 | C n2 | C 37–C39 were sold as new in 1872 to the Imperial Railways in Alsace-Lorraine, on new models the same number was used | ||
| D IV (Ostbahn) | 1178–1189 | 12 | 1867–1872 | B n2t | |||
| D II (Ostbahn) | 1176–1177 | 2 | 1866 | B n2t | Property of the Deggendorf-Plattling Railway operated by the Bavarian Ostbahn |