Prussian State 2-6-0 Locomotives in Germany

Class 7276 (Locobase 15145)

Data from cnum_8XAE739, Exposition universelle, Groupe VII. Classes 39 et 40: Industrie des Transports-Chemins de fer et Tramways. Exposition internationale des industries et du travail de Turin 1911 (Paris: Comite Francais des Expositions a l'Etranger, 1911), p. 18.

This tank engine operated on the Bromberg Kreisbahn

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Class G5.1 / BR 54.1 (Locobase 1272)

Data from Albert Gieseler, "Baureihe 54.0" on the Dampfmaschinen und Lokomotiven website at [], last accessed 25 June 2023. BMAG works numbers were 2038-2039 in 1892, 2047-2057 in 1893; 2080-2094, 2115-2124 in 1894.

Hanomag works numbers were 3287-3297 in 1899

Henschel & Sohn works numbers were 5175-5215 in 1899

Humboldt works numbers were 36-48 in 1899, 61-84 in 1900, 90-99 in 1901, 111-120 in 1902.

Arnold Jung works numbers were 405-409 in 1899; 421-423, 457-458 in 1900; 459-462, 487-490 in 1901

Schichau works numbers were 1021-1030 in 1899; 1045-1052, 1081-1094, 1111-1126 in 1900, 1157-1173 in 1901.

Vulcan Stettin works numbers were 1302-1303 in 1892, 1319-1327,1329-1340 in 1893, 1394-1403 in 1894,

These Moguls answered the KPEV decision to procure a more powerful locomotive than the G4 0-6-0. Vulcan added an Adams truck ahead of the drivers to create the first of the wheel arrangement to enter service in Europe.The basic design was divided into simple-expansion (this entry) and compound (Locobase 1273).

They originally operated at 10-bar boiler pressure, but that was soon raised to 12 bar.

NB: When measured from the inside tube diameters, tube heating surface came to 130.5 sq m (1,405 sq ft) and evaporative heating surface (which included the firebox area) worked out to 141.4 sq m (1,522 sq ft).Locobase calculated the heating surface areas from the external (outside) diameter presented in the specifications.

After the 1918 Armistice, the KPEV sent 28 G5.1s to the Belgian National Railway where they formed Type 75.

As 54 001-071, 71 of the engines were taken into the DRG in 1923, but they were soon retired.

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Class G5.2 / BR 54.2-54.3 (Locobase 1273)

Data from "Locomotives for the Prussian State Railways," The Locomotive Magazine", Vol VIII (2 May 1903), p. 298-299. See also diagram Loco: 137, Societe Alsacienne de Constructions Mecaniques from locomotive book supplied by Dany Machi up at [] as

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

As noted in Locobase 1272, the KPEV adopted this Mogul design as its light freight engine. After the simple-expansion G5.1 was introduced in 1892, this cross-compound version with Dultz intercepting valve followed beginning in 1895. The Dultz valve was used to work the engine in either a simple-expansion or compound-expansion system. It was mounted on the smokebox at the base of the stack. Adams radial axle boxes in the leading truck allowed about 40 mm of lateral play.

SACM's version of the G5.2 had 212 fire tubes and a firebox area measured at 11.38 sq m (122.5 sq ft), which resulted in an EHS of 134.25 sq m (1,445 sq ft).

When the DRG was formed in 1923, 186 of the total were given class numbers 54 201-54 386, but all were out of service by the 1930s.

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Class G5.3 / BR 54.6 (Locobase 1274)

Data from "Baureihe 54.6" on Alfred Gieseler's Dampfmaschinen und Lokomotiven website at [], last accessed 19 January 2023.

Part of the KPEV's extensive G5 series, these were the simple-expansion version with larger pistons. They too were equipped with the Krauss-Helmholz bogie that combined the leading truck and the first driven axle.

[NB:As with most German locomotives, this engine's stated evaporative heating surface area was measured from the inside diameter of the tubes; it came to 126.16 sq m (1,358 sq ft) and, together with the direct heating surface area, amounted to 137 sq m (1,474 sq ft). Locobase uses the external tube diameter to generate an EHS that can be compared to the usual Anglo-North American figures.)

In 1923, 71 remained in service and were designated 54 601-671.

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Class G5.4 / BR 54.8-10 (Locobase 9417)

Data from Railway Engineer (March 1905), p 71.

This is the same design as the G5 4 described in Locobase 1275, but whereas that specification comes from a diagram prepared in 1945-1946, this set of data comes from very close to the original introduction date for this class.

Christian Lindecke, in [] (29 Dec 2003) says that the G5 4 saw the change from the Adams-bogie layout used in the first two series to the Krauss Helmholtz axle and 13 mm (1/2") deepening of the flange. Except for a reduction in the wheelbase and a higher-pitched boiler, these were otherwise little different from the G5 2.

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Class G5.4 / BR 54.8-54.10 (Locobase 1275)

This von Borries compound design was, like most of the KPEV's designs, built in substantial numbers, according to Charlie Oxley's article in the Australian Live Steam publication Blast Pipe (March 2001) (accessed via the web in August 2002).

Data from US Military Railway Service Equipment Data Book -- German Locomotives supplied from the extensive collection of Allen Stanley (March 2004), when compared to the data from 1906 shown in Locobase 9417, suggest that the design changed somewhat during the long production run for this large class. Compared to the 1906 data, the locomotives shown in the MRS book were heavier and had larger grates.

Of the total, the DRG gave class numbers to 275 -- 54 801-54 1075. Some of these engines also went to Italy as war reparations and were designated Gruppo 603.

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Class P6 / BR 37 (Locobase 1268)

Data from US Military Railway Service Equipment Data Book -- German Locomotives supplied from the extensive collection of Allen Stanley (March 2004); Gustav Reder (Michael Reynolds, trans), The World of Steam Locomotives (New York: Putnam, 1974), pp.214-216; and Albert Gieseler, "Baureihe 37.0" on Gieseler's Dampfmaschinen und Lokomotiven website at [], last accessed 15 April 2023. See also "Prussian P 6" in Wikipedia at [], last accessed 15 April 2023.

Designed at the turn of the century by von Garbe, the class leader was built by Hohenzollern in Dusseldorf. Reder wrote that Garbe intended this design to replace several distinct types: The P4 4-4-0, which no longer was powerful enough to pull local passenger trains over hilly terrain; other fast-freight Moguls; and express passenger engines over the same routes.

The prototype used 530-mm (20.9") cylinders, which were quickly seen as too small, but otherwise the design was a great success. All used the Krauss-Helmholz truck that included the lead truck and the lead driving axle. Alas, Reder notes: "Garbe seemed to have achieved his goal of a versatile locomotive, but unfortunately it was too late." He explains that the growth of traffic outstripped even a six-coupled freight engine.

Still, the P6 filled the bill as a local passenger engine and 271 others went into service by 1910.. Of these, reparations assess against Germany after World War I led to 110 of the class being transferred to several nationlal railways. According to Wikipedia, 44 went to Poland (PKP Oi1), 24 to Belgium, 19 to France (16 to the Nord (3.1551-3.1566), 3 to Alsace-Lorraine), 9 to Italy (FS 626), 6 to Lithuania, 4 to Latvia and 4 to the Territory of the Saar Basin (2101-2104).

NB: German railways measured their tube heating surface areas using the inside diameter, which together with the firebox heating surface area, yielded 1,424 sq ft (132.28 sq m). Locobase uses the tubes' external diameeters to allow a suitable superheat ratio comparisons with Anglo-Amwerican practice.

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Class T11 H / BR 74.029+326 (Locobase 15294)

Data from Albert Gieseler's Lokomotiven und Dampfmaschinen website at [] (last accessed 12 July 2013).

Gieseler's website seems to be the most comprehensive view of DRG locomotive classes available and this subtype offers a good example. The Prussian State railway was already building the superheated T12 in large quantities, but chose to convert some of its smaller T11s (shown in their saturated-boiler form in Locobase 1287) to superheating as well.

Somewhat unusually, the engines actually gained combined heating surface area and lost a little weight.

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Class T11/BR 74.0-74.3 (Locobase 1287)

Larger follow-ons to the T9.3, these T11s were built by Borsig (Berlin), Hohenzollern (Dusseldorf), and Elassischen Mashinenbau Gesellschaft (Grafenstaden). These were the saturated-steam version that were built at the same time as the superheated T12s. They were less powerful than the T12s, but their lower axle loading may have suited them for lines that couldn't handle the heavier T12s.

Successful short-haul passenger engines, they served the West German DB until 1951 and were retired from the East German DR in 1956.

Additional data from US Military Railway Service Equipment Data Book -- German Locomotives supplied from the extensive collection of Allen Stanley (March 2004).

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Class T12/BR 74.4 (Locobase 15581)

Data from Albert Gieseler's Lokomotiven und Dampfmaschinen entry at [], last accessed 11 November 2013. See also Emile Guarini, "The Schmidt Superheated Steam Locomotive", Railroad Gazette, Volume XXXVIII [38], No 24 (16 June 1905), pp. 712-713.

Delivered by Borsig in 1905-1906, these batches of the prolifically produced T12 tank locomotive had Schmidt's smokebox superheater. Although much was expected of this installation, the Prussian State soon specified Schmidt's smoke-tube setup; see Locobase 15582.

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Class T12/BR 74.4 (Locobase 15582)

Data from diagram Loc 145, Elsassische Machinenbau Gesellschaft from SACM locomotive book supplied by Dany Machi up at [] as

Diagrammes des machines SACM construites a GRAFENSTADEN (October 2007). ). See also Albert Gieseler's Lokomotiven und Dampfmaschinen entry at[], last accessed 11 November 2013.

Shown by Geiseler as representing those engines that were built between 1907 and 1913. They were the first T12s to be delivered with Schmidt's smoke-tube superheater instead of the smoke-box superheater of the variant described in Locobase 15581. Compared to the saturated-steam T11 that entered service in the same period (Locobase 1791), these loks had smaller grates in their Belpaire fireboxes, but larger cylinders with short strokes and a larger total amount of heating surface. Moreover, a healthy percentage of that surface was in the form of superheater elements. One cost of the increased power was a higher axle loading.

They were found to be powerful and fast, able to accelerate quickly and move 250 tons on the S-Bahn in Berlin and 300 tons on suburban routes. Their relatively small boilers and tanks were never far from a water stop on these densely packed lines.

The SACM diagram may refer to the 25 engines delivered to the Elsass-Lothringen.

See also the 1914 variant at Locobase 5074.

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Class T12/BR 74.4-13 (Locobase 5074)

Data from [] (visited 10 June 2005). See also Albert Gieseler's Lokomotiven und Dampfmaschinen entry at [], last accessed 12 July 2013.

These were built by Borsig (Berlin), Hohenzollern (Dusseldorf), and Elassischen Mashinenbau Gesellschaft (Grafenstaden) for commuter service, particularly in Berlin.

Somewhat more powerful than the earlier T12s described in Locobase 15582, these latter locomotives had Knorr feed water heaters. Following a short-lived trend, some had dampers that closed the flues when the regulator was closed. At the same time, the driver could step on a pedal and open a relief valve on the Hochwald patent piston valves to eliminate back pressure.

By 1920, the Prussian State had procured 974 locomotives.

Although their small boilers didn't much constrain operations on the S-Bahn, their displacement from such service by electrification put the T12s in less congenial surroundings. They were relegated to short freight runs or switching.

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Class T9.3 / BR 91.3-91.18 (Locobase 1286)

Data from MRS French Loco Dgms supplied in April 2004 by Allen Stanley from his extensive Rail Data Exchange collection. See also [] .

Obviously a ubiquitous locomotive in pre World War I Prussia, these engines were used as "light shunters" as well as on local passenger and mixed-traffic trains. They were fitted with the Krauss-Helmholz truck, which combined the leading truck and the first driven axle and which allowed higher maximum speed of 60-65 km/h (37-40 mph).

Those that had gone to the Elsass-Lotheringen were taken over by its French successor the Alsace-Lorraine and were reclassified by the SNCF in 1938 as 130 AT and 130 BT (aka 130 TA and 130 TB). The Nord also received 29 (3.1463-3.1491), PO received 4 (1868-1871), and the PLM secured30 (5701-5730). Many of these operated in France into the early 1960s.