Prussian State 0-10-0 Locomotives in Germany

Class G10 / BR 57.10-57.35 - 1919 (Locobase 1283)

Data from the US Military Railway Service Equipment Data Book for German Locomotives supplied by Allen Stanley from his extensive Rail Data Exchange in March 2004, supplemented and amended by Albert Gieseler in []

Giesler shows two entries for the G10, one he credits to Henschel in 1910, the other to Krupp in 1919. Locobase has used the locomotive-by-locomotive database compiled by and posted at [] and believes the first to be built to the later design was delivered by Borsig in 1919.

Giesler comments that some G10s had 123 small tubes, other 119, and which locomotive had which boiler is unclear. The MRS diagram depicts the latter.

After World War I, Germany supplied 350 of these engines to Lithuania, Poland, Romania, and Turkey as part of war reparations.

2,358 of both types were taken into the DRG in 1923.

According to the Turkish website -- [] (visited 1 Jan 2003) -- the G10's fixed wheelbase was 9' 10", which shows how the first and last axles were free to shift from side to side. The TCDD procured 49 from 1922 to 1927, some used G10s, some newly built by Henschel, Nohab, and Schwarzkopff. Some operated into 1980s.

Class G10/BR 57.10-57.35 - 1910 (Locobase 12575)

Data from Albert Gieseler in [] . See also diagram UG Type 15, Societe Alsacienne de Constructions Mecaniques from locomotive book supplied by Dany Machi up at [] as Diagrammes des machines SACM construites a GRAFENSTADEN (October 2007); and "The 7000th Locomotive, Hanover Locomotive Works", Locomotive Magazine, Volume XX [20] (15 June 1914), pp. 157-158.

Tube and flue diameters are the interior measurement. External diameters were 50 (1.97") and 133 mm (5.24"), respectively. Piston valves measured 220 mm (8.67") in diameter. A feed water heater with 189 brass water tubes presented 15. 4 sq m (166 sq ft) to the exhaust steam.

Giesler shows two entries for the G10, the present one, which he credits to Henschel in 1910, and a later version, supplied by Krupp and others beginning in 1919 (Locobase 1283). Locobase has used the locomotive-by-locomotive database compiled by and posted at [] and believes the first to be built to the later design was delivered by Borsig in 1919.

Giesler comments that later G10s in this first big group had 131 small tubes, which approximated the tube heating surface of the 1919 design.

2,358 of both types were taken into the DRG in 1923.

According to the Turkish website -- [] (visited 1 Jan 2003) -- the G10's fixed wheelbase was 3.0 metres (9' 10"), which shows how the first and last axles were free to shift from side to side. The TCDD procured 49 from 1922 to 1927, some used G10s, some newly built by Henschel, Nohab, and Schwarzkopff. Some operated into 1980s.

Class T16.1/BR 94.5-17 (Locobase 5763)

Christian Lindecke -- [] (visited 21December 2003) for data, with more from the US Military Railway Service Equipment Data Book for German Locomotives supplied by Allen Stanley from his extensive Rail Data Exchange in March 2004. See also Albert Gieseler at [], last accessed 8 May 2011, and diagram UG Type 156, Societe Alsacienne de Construction Mecaniques from SACM locomotive book supplied by Dany Machi up at [] as

Diagrammes des machines SACM construites a GRAFENSTADEN (October 2007).

This was the fully developed version of the earlier T16 (Locobase 1290) fitted with a less evaporative and direct heating surface, but more superheat as well as larger water tanks and coal bunkers.

The class spread across German railways where T16.1s could move 1,800 tons on the level at 40 kph (25 mph). Climbing a 1% grade inevitably bit into the train load, but still amounted to 600 tons at 25 kph (15 mph). Presented with 2.5%, train load dropped to 280 tons at 20 kph (12 mph).

After World War I, in several countries received T16s as reparations. Of those left to Germany, 690 were taken into the DRG in 1923 as Classes 94.5 to 94.17. Another 20 years on, after another war, 250 still answered the call for the DB and the last of these wasn't retired until 1974.

Class T16/BR 94.2 (Locobase 15547)

Data from Dr. R. Sanzin, "Die Lokomotiven auf der Intertionalen Austellung in Mailand 1906, 33. 5/5 gekuppelte Heissdampf-Tenderlokomotive der preussischen Staatsbahnen ...", Zeitschrift des Oesterreichischen Ingenieur- und Architeckten-Vereines, Vol LIX, Nr. 12 (22 March 1907), pp. 211-214. See also [] . Schwarzkopff (later Berliner Maschinenbau AG) produced this class from 1906 to 1923.

Sanzin reported that the first, third, and last axles in this large tank engine enjoyed 28 mm (1.1") of lateral play. Designers were still experimenting with superheater layouts, so the boiler had 39 flues measuring 33.5 mm (1.32") inside, 41.5 mm (1.63") outside diameters and 20 with 35.5 mm (1.4") inside and 44.5 mm (1.75") outside. Both flue sizes were considerably smaller than what would be standard just a few years later. External diameter for the tubes was 46 mm (1.81"). (See also Locobase 1477 for the superheated 4-4-0 on which this layout was based.)

Class T16/BR 94.2-4 (Locobase 1290)

Data from Railroad Gazette 10 April 1908, supplemented and amended by Albert Gieseler in [], whose data gives a slightly bigger locomotive. He notes that the BMAG (Schwartzkopff)'s 1907 batch had 159 small tubes and a smaller firebox heating surface of 11.5 sq m and total heating surface of 135.5 sq m. See also Christian Lindecke's [], last accessed 8 may 2011.

Lindecke also comments that these were developed after the earlier T15s proved maintenance-intensive. Obviously, the modifications satisfied the specification.

The RG's report described the increase in performance afforded by Dr. Schmidt's smokebox superheater. The trials showed that 170 psi in the boiler was easy to maintain, 570-deg steam could be had within a few miles and 600-650 deg steam "could be maintained with great ease."

After World War I, many made their way to Bulgaria (Class 50), Poland (Tkw-1), and Yugoslavia (Class 159). Of the rest, 267 also ran on the Deutsche Reichs Bahn as Class 94.2, 3, and 4 from 1923. Of these (and locomotives reclaimed as war booty from Poland and Belgium), 82 remained serviceable in 1945. The last one was scrapped in the mid -1960s.

Class T39 / 99.43 (Locobase 7997)

Data from [], last accessed 3 December 2006; and "Baureihe 99.43-Lokomotiven der Baureihe 99.43" entry in Albert Gieseler's Dampfmaschinen und Lokomotiven website at [], last accessed 3 October 2023.

Continuing to enlarge the basic narrow-gauge tank design, the KPEV added an axle to its eight-coupled engine. The last axle wasn't coupled by rods to the others but driven by a Luttemoller-design transmission gear. This allowed it much more lateral movement. Also, the middle set of drivers were flangeless.

Seven years later, O&K supplied another six T39s that had taller drivers (850 mm/33.5") and four tonnes greater weight.

Class T40 / 99.18 (Locobase 7999)

Data from [], last accessed 3 December 2006. See also Albert Gieseler at [],

This was one of the last KPEV designs and did not in fact ever operate as a T40. The DRG assigned its designation before the Neubaulok entered service. Using the Lutemoller geared coupling, the end axles were not driven by coupling rods as were the middle three.

The trio operated in several venues including the military railway and several narrow-gauge lines. After World War II, two were spirited off to the Soviet Union as reparations payments while the third found employment on the Eisfeld and on the Schÿnbrunn before finishing its career on the Spreewaldbahn in 1969.

NB: Giesler is the only source for the tube and flue count. Locobase accepts this weird distribution because its calculated area differs from the water side value in the proper direction (reversing the two counts errs in the opposite direction, but not by as much),.