The Aussig-Teplitz railway was built in northern Bohemia in 1858 primarily to transport the lignite mined there. After the first passenger locomotives had been delivered by Borsig, in 1859 the first freight locomotive with a 0-6-0 wheel arrangement was also delivered by Borsig. Since this locomotive was classified as too powerful for its time, initially only four more units were ordered between 1864 and 1867, which, however, were supplied by the Wiener Neustadt locomotive factory Sigl. They were classified in type IIa and remained the only ones of their kind at ATE until 1870. Only after the extension of the main line did the construction of 32 further units begin at Hartmann in Chemnitz and at Sigl, which became class IIb.

Characteristics of the locomotives were the disc wheels and the outside frame. The cylinders were on the outside under the frame, while the valve gear was on the inside. Although the lignite available on site was burned, a firebox placed between the wheels was large enough. Since increased sparks had to be expected from the lignite, all ATE locomotives were fitted with a large spark-arresting chimney.

The locomotives were mainly used to transport lignite and fulfilled this role well into the twentieth century. After Bohemia became part of the newly founded Czechoslovakia in 1918, the ATE initially continued to exist. Only in 1924 it was nationalized and incorporated into the CSD. At that time, 36 of 37 examples were still running, which now became the class 320.1. They eventually retired from service by 1938.

Since the Aussig-Teplitz Railway had a network with many gradients, the power of the existing class I 2-4-0 passenger locomotives was no longer sufficient at a relatively early time. For this reason, starting in 1869, a total of nine class IIIa six-coupled tender locomotives were ordered from Hartmann, which were primarily intended for use in front of passenger trains. Compared to class IIa and class IIb freight locomotives, they had larger wheels with a diameter of 1,370 mm, which allowed higher track speeds. Like the freight locomotives, they had a large Kobel chimney and internal valve gear, but unlike these no external frame. Between 1889 and 1894, 26 more, almost identical locomotives were ordered from the Wiener Neustädter Lokomotivfabrik and designated as class IIIb. The biggest difference was that the slightly more powerful boiler was now operated with eleven instead of ten bars.

IIIb No. 14 “Rauschengrund”

The locomotives were also used in front of heavy freight trains, but were mostly found in front of passenger trains. Most engines survived until the nationalization of the ATE in 1924. They were now classified in the CSD classes 322.3 and 322.4. While the older type was completely phased out in the 1920s, 13 examples of the 322.4 were still available when the Sudetenland was annexed in 1938. The Reichsbahn gave them the numbers 53 7401 to 53 7413. Since they remained in their area of operation during the war, they returned to the CSD in 1945 and were singled out shortly thereafter.

After the ten express locomotives with a 2-4-0 wheel arrangement, the CLB ordered another series of twelve express locomotives in Esslingen. They date from the time when the locomotives were given names by the CLB and so they were all given the name of a town that is in what is now Poland or the Ukraine. Later the new locos were called Series I, while the older ones became Series II.

The third locomotive, called “Dnjepr”, was shown at the World Exhibition in Vienna in 1873 and apparently caused a stir because of its good looks and the large coupled wheels. Compared to the older locomotives, the driving wheels were significantly larger and the running axle, also fixed, was located under the driver's cab. Although the firebox now had a support, it was restricted in width by the large coupled wheels. Problems with this axle arrangement are also reported, which resulted in derailments due to icing in the area of the water cranes in winter. In addition, at higher speeds it was not an advantage for smooth running that the large coupled wheels were used instead of a leading axle. 

When they were nationalized in 1892, they were given the kkStB numbers 11.11 to 11.22. This resulted in the class 11 from 1905, but at that time only the 11.18 “Kherson” was left. It was in use until 1907, the remaining engines had already been retired between 1896 and 1902.

The Galician Carl Ludwig Railway originated from the k.k. Eastern State Railways and operated their lines east of Kraków. These routes are now in Poland and the Ukraine and went via Lemberg and Tarnopol to the border of the Russian Empire. In 1870, ten express locomotives with a 2-4-0 wheel arrangement were ordered from Maschinenfabrik Esslingen, which were classified as IId. In 1878 and 1882 a total of eight more were delivered by the Wiener Neustädter Lokomotivfabrik and designated IIe. As was usual at the time, all three axles were firmly mounted in the frame, but the overall wheelbase of just 3.32 meters still ensured sufficient ability to negotiate curves.

The locomotives from Esslingen were given the names of towns along the CLB routes, the others only numbers. After the railway was nationalized again in 1892, they were given the numbers 2231-2248 by the kkStB. In the same year they received new boilers. Some locomotives on the Kronprinz-Rudolf-Bahn also had numbers starting at 2201, but these became series 122 from 1905 and the CLB locomotives became series 22. All but three locomotives were retired between 1906 and 1915. The fate of the remaining ones was lost in 1917 in the turmoil of war, but probably two pieces came to Poland and one to Russia.