In 1923 they were included by the Deutsche Reichsbahn as DRG Class 90.0-2 in their initial numbering plan with running numbers 90 001 to 90 328.
In 1925 the final plan recorded locomotives with the numbers 90 001 - 021, 90 024 - 90 115, 90 117 - 122 and 90 125 - 231 as well as the incorrectly designated Class 91 group with the numbers 91 088, 91 089, 91 109 - 114 and 91 301 and 302.
They were joined later by 90232 to 90234 from the Bremen Harbour Railway (Hafenbahn Bremen)[1] 90235 to 90 237 from the Saar Railway[2] and 90241 to 90245 from the Lübeck-Büchen Railway, that had ordered six new T 9.1 engines in 1900 and 1903, and later bought four more, second-hand, locomotives from the Prussian state railways.[3]
Several examples of this engine were handed over to foreign railway administrations and some of them later returned to the Deutsche Reichsbahn fleet during the Second World War as 90 246 - 251.
The T 9 Elberfeld variant of the Prussian state railways was a goods train tank locomotive with an 0-6-2 wheel arrangement. These vehicles were planned for service on the line between Elberfeld and Cronenberg. For that purpose the firm of George Krauss built four examples, which were very similar to the Bavarian D VIII, because the Prussian T 3 was deemed to be too underpowered. After the locomotives had proved their worth, Henschel built another 33 examples.
In the 1923 DRG renumbering plan for steam locomotives the locomotives were grouped into DRG Class 90.3 with running numbers 351 - 363. In addition they were joined by T 9.1 engines with numbers 90 154, 155, 167, 180 - 183. In the 1925 numbering plan only locomotive 90 116 was left. She was retired in 1931. Seven of these locomotives were handed over to private railways where they were in service until the 1950s.
T 9 - Langenschwalbach variant
Prussian T 9 – Langenschwalbach variant PKP TKi1-6[7]
The Langenschwalbach variant of the T 9 with the Prussian state railways was a 0-6-2T tank locomotive. They were planned for service on the Aartalbahn between Wiesbaden and Langenschwalbach (today Bad Schwalbach), because this line, with inclines of up to 3,3%, had proven too steep for the Prussian T 3 engines on duty there. As a result, it was decided in 1889 to build eight new locomotives for the 21.4km long route.
The engines had Allan valve gear, the carrying axle was designed as an Adams axle and the steam dome was located on the front boiler ring. Various brake systems were tested on these locos. In the 1923 renumbering plan, three locomotives were earmarked for renumbering to 90 002, 066 and 067. However, by 1925 they had been retired.
In 1930, following the takeover of the Bremen harbour railway, two more locomotives of this type joined the Deutsche Reichsbahn as numbers 90 232 and 90 233. However they were retired in the same year.
The single Upper Hessian Railway variant of the T9 was a goods train tank locomotive with a 0-6-2T wheel arrangement. It was built in 1895 by Krauss to a Bavarian design shortly before the transfer of this Hessian state railway to the Prussian state railways. It was given the number 26 by the Upper Hessian Railway; the Prussian state railway initially designated it as "Frankfurt 1871" and in 1906 as "Frankfurt 7205".
Class T 9.2 of the Prussian state railways were goods train tank locomotives with a 2-6-0T wheel arrangement. They had the same range of tasks as the T 9.1, and its main dimensions were largely the same. The reason for its design was a fear that the riding qualities of the T 9.1 were too poor. As a result, it was given a leading axle instead of a trailing axle.
Of the 235 machines built, 154 units were incorporated by the Deutsche Reichsbahn in its 1923 renumbering plan and designated as DRG Class 91.0-1. According to the 1925 numbering plan, 111 locomotives were taken over as 91 001–087, 91 090–108, 91 115, as well as the wrongly classified 90 023, 90 024, 90 123 and 90 124.
The locos with running numbers 91 116–121 came from the Bremen harbour railway (91116)[8] and the Saar Railway (91117 to 91121).[9] They were joined in 1938 by numbers 91 131–136 from the Brunswick State Railway.[10] In the Second World War, locomotives 91 137–149 came from Poland. After the war there were only a few left in service. The Deutsche Bundesbahn retired its last machine in 1953 and the Deutsche Reichsbahn (GDR) followed suit in 1966. The Reichsbahn engine, 91 134, has been preserved and since August 2006 has been owned by the Mecklenburg Railway Society (Mecklenburgische Eisenbahnfreunden) in Schwerin.
T 9.3
Prussian T 9.3 DRG Class 91.3–18, 91.20 ÖBB 691, PKP Class TKi 3, SNCB Type 93
This was an evolutionary development of the Prussian T 9.2, in which the main difference was the use of a Krauss-Helmholtz bogie instead of an Adams axle. That meant that its top speed could be increased to 60km/h, and later even to 65km/h. The Reichsbahn took over 1,503 machines from Prussia as 91303 to 911805, of which ten T9.3s originally came from the Imperial Railways in Alsace-Lorraine; and 10 Württemberg T 9s as 912001 to 912010. In 1935 the Reichsbahn took over 31 from the Saar Railway as 911806 to 911836.[11] In the Second World War more locomotives were added from Belgium as numbers 911837 to 911844.
On 1 April 1949,[12] the Deutsche Reichsbahn (GDR) took over yet more T 9.3s from private railway companies, with the numbers 91 6501, 6576, 6577, 6581 and 6582, some of which had been converted to superheating.
Six T 9.3s remained in Austria after the Second World War. Two were handed over to the SZD in 1948 (91 1700 and 1822), two were rather quickly retired (91 1421 in 1951 and 91 1314 in 1952). The remaining two engines, 91 1207 and 91 1347, formed ÖBB Class691 retaining their serial numbers. Both were used in the St. Pölten region and retired in 1957.
↑ Only Langenschwalbach variant in Poland and classified there with the remaining TKi1 class. See: Herbert Rauter (1991), Preußen-Report No. 3. Naßdampf-Tenderlokomotiven T0-T7, T9, T11, T13, T15 (in German), Fürstenfeldbruck: Hermann Merker Verlag GmbH, p.69, ISBN3-922404-19-7
The Bavarian Class GtL 4/4 engines were superheated steam locomotives in service with the Royal Bavarian State Railways for duties on branch lines (Lokalbahnen).
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 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 Mecklenburg T 4 was a German steam locomotive built for the Grand Duchy of Mecklenburg Friedrich-Franz Railway as a goods train 2-6-0T with a leading axle and three coupled axles. In 1925 it was incorporated in the renumbering plan of the Deutsche Reichsbahn as DRG Class 91.19.
In 1905 the Prussian state railways grouped six-coupled, medium-powered, goods train, tank locomotives into its Class G 3. In addition to standard locomotives, there were also 285 G 3s that were not built to German state railway norms, because they had been built, in most cases, before the foundation of the Prussian state railways.
The Prussian Class P 6s were passenger locomotives operated by the Prussian state railways with a leading axle and three coupled axles.
The Baden VI b was the first German tank locomotive with a 2-6-2 wheel arrangement. It was developed by the firm of Maffei for the Grand Duchy of Baden State Railways in order to provide faster services on the Höllentalbahn. As a result, the first six batches were given a firebox sloping to the rear. One striking feature was also the connecting pipe between the two steam domes.
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 T 10s were tank locomotives operated by the Prussian state railways. They were procured for duties between Frankfurt and Wiesbaden between 1909 and 1912. This 41-kilometre (25 mi) long route between the two termini was to be worked without turning the locomotive. Because the engine tended to derail, in practice it was turned whenever possible. On these engines, supplied by Borsig, the boiler from the Prussian P 6 and the running gear and drive from the Prussian P 8 were used. The boiler had to be positioned further forward than was usual on other locomotives in order to even out the distribution of weight, because the design omitted any trailing wheels. The first trial runs took place on 30 June 1909.
The Prussian Class G 7.1 engines of the Prussian state railways were German eight-coupled, goods train, steam locomotives.
The Baden Class I e locomotives with the Grand Duchy of Baden State Railways were twin-axled tank engines that were built by the Maschinenbaugesellschaft Karlsruhe for duties on branch lines.
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 T 3 steam locomotives procured for the Prussian state railways were 0-6-0 tank locomotives. Together with the Prussian T 2 they were the first locomotives that were built to railway norms. The first units were delivered by Henschel in 1882.
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 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.
References
Weisbrod, Manfred (1991). Dampflokomotiven deutscher Eisenbahnen, Von Privatbahnen zur DRG (EFA 1.5) (in German). Düsseldorf: Alba. pp.15–18, 38–41, 90–92, 109–110. ISBN3-87094-139-1.
Further reading
Hütter, Ingo (2021). Die Dampflokomotiven der Baureihen 60 bis 91 der DRG, DRB, DB, und DR (in German). Werl: DGEG Medien. pp.449–455, 457–458, 460–462, 470–480, 483–534. ISBN978-3-946594-21-5.
Moll, Gerhard; Wenzel, Hansjürgen (1984). Die Baureihe 91 (die preußische T 9). Freiburg: EK-Verlag. ISBN3-88255-154-2.
Rauter, Herbert (1991). Preußen-Report Band Nr. 3. Fürstenfeldbruck: Hermann Merker Verlag GmbH. ISBN3-922404-19-7.
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