The Bavarian Class D XII steam locomotives were manufactured by the firm of Krauss from 1897 for the Royal Bavarian State Railways. Ninety six of them were procured for service on the stub lines running from Munich into the mountains, but in reality they were stationed in many large Bavarian locomotive depots. Two engines were transferred to the Palatinate Railway (Pfalzbahn) in 1916, the remaining 94 later joined the Deutsche Reichsbahn fleet and were incorporated as DRG Class 73.0-1 with operating numbers 73 031–124.
The Prussian G 8.1 was steam locomotive operated by the Prussian state railways. It was a heavier, stronger development of the G 8 and was initially referred to as a 'strengthened standard class'.
The Prussian T 18 was the last class of tank locomotives developed for the Prussian state railways. They were originally intended for services on the island of Rügen as replacements for Class T 12 and T 10 engines. They emerged when a class of locomotive was conceived in 1912 that was to handle express and passenger trains in border areas or in shuttle services on short routes. A tank engine design with symmetrical running gear was envisaged because, unlike a tender locomotive, it could run equally fast forwards and backwards and could be operated on return journeys without having to be turned on a turntable. Its power and top speed were to be the same as those of the P 8. Robert Garbe designed this 4-6-4 (2′C2′) tank locomotive for 100 km/h with a 17-ton axle load and contracted the Vulkan Werke in Stettin to build it. It was given the designation T 18.
The Alsace-Lorraine Class G 8.1 was a superheated, goods train, steam locomotive with four driving axles, and was based on the Prussian G 8.1. There were no design differences between the two. The Imperial Railways in Alsace-Lorraine received a total of 137 G 8.1 engines between 1913 and 1919, of which eleven were built by Henschel and the rest by the Grafenstaden. They were numbered 5151 to 5278.
The Prussian G 10 was a German goods train, steam locomotive, whose design was based on a combination of the running and valve gear from the Prussian T 16 and the boiler from the Prussian P 8. In developing the G 10, however, the T 16 running gear with side play on the first and fifth axles was modified. The T 16 was also subsequently built with this modified configuration and called the Prussian T 16.1. The G 10 was intended for heavy goods train duties on main lines, but as a result of its low axle load it could be employed more flexibly than its equally powerful cousin, the Prussian G 8.1. The G 10 was occasionally even used in passenger train service.
The Prussian T 13 was a series of tank locomotives built in large numbers for the various German state railways, notably the Prussian state railways, and the Deutsche Reichsbahn during the early part of the 20th century.
The Prussian G 12.1 was a German steam locomotive built for the Prussian state railways during the First World War and was the largest Prussian freight locomotive with a 2-10-0 wheel arrangement. It had three cylinders, the two outer ones driving the third axle and the inner one the second axle.
The Prussian T 16.1 locomotives were built for the Prussian state railways as goods train tank locomotives about the time of the First World War. Six examples were also procured by the Imperial Railways in Alsace-Lorraine.
The Saxon Class III b were German steam locomotives built for the Royal Saxon State Railways in the late 19th century as tender locomotives for express train duties. In 1925, the Deutsche Reichsbahn incorporated the engines into DRG Class 34.77-78.
The steam locomotives of DRG Class 34.73, formerly the Mecklenburg Class P 3.1 were passenger train locomotives operated by the Grand Duchy of Mecklenburg Friedrich-Franz Railway and were based on the Prussian P 3.1. They were sometimes used in express train services to begin with. Of the 41 examples belonging to this administration, which were built between 1888 and 1908, two originally came from the Lloyd Railway (Neustrelitz-Warnemünde). One improvement over the Mecklenburg P 2 was the braked coupled axle.
The Prussian state railways grouped a variety of different types of passenger tank locomotive into its Prussian Class T 5. Several examples of the sub-classes T 5.1 and T 5.2 transferred into the Deutsche Reichsbahn as DRG Classes 71.0 and 72.0.
The Prussian Class G 7.1 engines of the Prussian state railways were German eight-coupled, goods train, steam locomotives.
The Prussian T 14s were German, 2-8-2T, goods train, tank locomotives operated by the Prussian state railways and the Imperial Railways in Alsace-Lorraine. They were later incorporated by the Deutsche Reichsbahn into their renumbering plan as Class 93.0–4.
The Prussian Class T 14.1 was a German 2-8-2T, goods train, tank locomotive operated by the Prussian state railways and the Royal Württemberg State Railways. They were later incorporated by the Deutsche Reichsbahn into the DRG renumbering plan for steam locomotives as DRG Class 93.5–12.
The Prussian Class G 8 locomotives were eight-coupled, superheated, freight locomotives operated by the Prussian state railways. There were two variants: the G 8 built from 1902 with a 14 tonne axle load and the "reinforced G 8" built from 1913 with a 17-tonne axle load. The latter was the most numerous German state railway (Länderbahn) locomotive, over 5,000 examples being built.
The Prussian Class T 12 were early German passenger tank locomotives built for the Prussian state railways in large numbers. These locomotives were superheated variants of the T 11.
The Prussian T 8 were six-coupled superheated goods tank locomotives of the Prussian state railways. They were originally intended for suburban passenger service in Berlin, and for use on branch lines. Due to their poor running qualities, they were demoted to shunting and short-distance goods train service.
The Prussian G 9 was the last saturated locomotive class developed for the Prussian state railways. A total of 200 were put into service between 1908 and 1911, first by Schichau, and later by other locomotive manufacturers. Since problems arose with the G 8, the superheated steam technology was not really trusted. The chassis was taken from the G 7, whereas the larger boiler was a new design. The G 9 remained inferior to the G 8 in terms of performance. At first a number of locomotives were referred to as G 7, but they were later reclassified G 9. They mainly operated in ore traffic between the Ruhr area and the North Sea.
The Prussian G 7.3 was a class of 2-8-0 locomotives of the Prussian state railways. The third class of the G 7 series, they were intended to power heavy goods trains on steep inclines, on which the permissible axle load was not yet that high. This affected for example, the Paderborn–Holzminden and Betzdorf–Siegen routes.
The Prussian G 5.2 was a class of two-cylinder compound goods locomotive introduced in 1895. As with many Prussian locomotive design, simple and compound versions of the same type were built – in this case the G 5.2 was the two-cylinder compound version of the simple G 5.1. The compound locomotives were more economical and more powerful than the simple locomotives; they were more suitable for long stretches with few stops. The newly introduced air brakes made it possible to use the G 5.2 on passenger trains, which the Prussian State Railways often did.
