Prussian G 8
| Prussian G 8 DRG Class 55.16–22 ÖBB Class 755 PKP Tp 3 FS Class 422 |
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Prussian G 8, "Mainz "
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| Number(s) | DRG 55 1601–2268 |
| Quantity | 1,054 |
| Manufacturer | Vulcan, Grafenstaden, Hanomag, Henschel and Schichau |
| Year(s) of manufacture | 1902–1913 |
| Retired | 1969 |
| Axle arrangement | D h2 |
| Type | G 44.14 |
| Track gauge | 1,435 mm (4 ft 8 1⁄2 in) standard gauge |
| Length over buffers | 16,938 mm (55 ft 6.9 in) (3 T 12) / 17,968 mm (58 ft 11.4 in) (3 T 16.5) |
| Service weight | 58.5 t (57.6 long tons; 64.5 short tons) |
| Adhesive weight | 58.5 t (57.6 long tons; 64.5 short tons) |
| Axle load | 14.7 t (14.5 long tons; 16.2 short tons) |
| Top speed | 55 km/h (34 mph) |
| Indicated Power | 809 kW (1,085 hp) |
| Driving wheel diameter | 1,350 mm (53.15 in) |
| Cylinder bore | 575 mm (22.64 in) / 590 mm (23.23 in) / 600 mm (23.62 in) |
| Piston stroke | 660 mm (25.98 in) |
| Boiler Overpressure | 12 bar (1,200 kPa; 170 psi) |
| Grate area | 2.25 m2 (24.2 sq ft) / 2.35 m2 (25.3 sq ft) |
| Superheater area | 31.7 m2 (341 sq ft) / 41.2 m2 (443 sq ft) |
| Evaporative heating area | 135.2 m2 (1,455 sq ft) / 140.0 m2 (1,507 sq ft) |
| Tender | pr 3 T 12, 3 T 15, 3 T 16.5 pr 2'2' T 16 |
| Water capacity | 12.0 m3 (2,600 imp gal; 3,200 US gal) / 15.0 m3 (3,300 imp gal; 4,000 US gal) / 16.0 m3 (3,500 imp gal; 4,200 US gal) / 16.5 m3 (3,600 imp gal; 4,400 US gal) |
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" (verstärkte G 8) built from 1913 (later designated the G 8.1) with a 17-tonne (17-long-ton; 19-short-ton) axle load. The latter was the most numerous German state railway (Länderbahn) locomotive, over 5,000 examples being built.
A total of 1,054 Prussian G 8 locomotives were built between 1902 and 1913 by various manufacturers. It was the first superheated goods train locomotive in Prussia, which is why it initially suffered from a host of teething troubles. One further problem was the restriction to a 14-tonne (14-long-ton; 15-short-ton) axle load; as a result many components had to be made too light in order to save weight. During its period of procurement constant modifications were made to the locomotives: the cylinder bore was increased from 575 to 600 mm (22.64 to 23.62 in); and the grate area, evaporative heating area and superheater area were also increased in size.
Seven engines were experimentally fitted with Stumpf parallel flow cylinders (Gleichstrom-Zylindern). Ten more were given Lenz valve gear. Neither of these variants improved on the standard design however.
After the First World War, 336 locomotives had to be given to Germany's former enemies as reparations and 18 units to the Saar Railway. In 1925 the Deutsche Reichsbahn took over 656 locomotives as Class 55.16-22, numbering them as 55 1601-2256 in their renumbering plan. In 1935 they were joined by another twelve were from the Saarbahn, nos. 55 2257-2268. In the Second World War several more came from Poland and were given the numbers of already retired engines between 55 1604 and 55 1710.
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