Prussia, Alsace-Lorraine, Baden, Württemberg G 12 Saxon XIII H (1919 version) DRG Class 58.2–5/10–21 ÖBB Class 658 PKP Class Ty1 SNCF 150 C JŽ class 36 État-Belge Type 92
It had been shown during the First World War that, from a servicing and maintenance point of view, it was a great disadvantage for each state railway to have its own locomotive classes with no standardization. Even spare parts for locos of the same class often did not fit their sister locos. In addition, the military railways needed a fast, powerful, goods locomotive that did not have a high axle load.
Einheitslokomotive G 12
In the advertisements placed by locomotive factories, G 12 engines were described as Einheitslokomotiven (standard locomotives). That caused a lot of confusion, because the term Einheitslokomotive had become synonymous with the Einheitslokomotive 1925, designed in that year by the DRG („Kunibald“ Wagner). The Deutsche Bundesbahn (DB) also called its steam locomotives Einheitslokomotive 1950 according to DV 939a "steam locomotives and tenders (standard gauge)" from 1953, and its AC electric locomotives E10, E40, E41 and E50 were designated as Einheits(elektro)lokomotiven.
The standardisation of locomotives began in Prussia in the 19th century with 'norms' (Normalien). Those designed by Robert Garbe used many common parts, as the P8, G10 (common boiler) and T18 (also same boiler apart from Smokebox). The Prussian G 8.3 is a shortened G 12, the Prussian G 8.2 eliminated the inner cylinder.
The G 12 was the first locomotive commonly in service with multiple German state railways and thus rightly carries the name Einheitslokomotive, apart from "Kunibald" Wagner continuing the tradition of Garbe, and, later, handing the torch over to Friedrich Witte of the DB and Max Baumberg of the Deutsche Reichsbahn (DB). However, it is a distinct machine from the Einheitslokomotive 1925 of the DRG.
In the 1920s, continuing well-constructed types (like the Bavarian S 3/6, Saxon XX HV, Prussian P 8 and others, including G 82 and G 12), came under serious consideration. Wagner prevailed by stating that none of those machines offered the crucial standardisation of parts needed for economic operation. The G 12/G 82 was also not used as template or first classes of the Einheitslokomotive 1925. Instead, the Einheitslok-1925 was a complete redesign, its genesis being described in detail by Alfred Gottwaldt, Geschichte der deutschen Einheits-Lokomotiven Franckh, Stuttgart 1978, ISBN3-440-07941-4.
After Robert Garbe retired, the locomotives deviated in several ways from earlier principles for Prussian locomotive design. For example, they had a continuous bar frame and a wide, outer, Belpaire firebox, located above the frame with a large grate area. The same principles were applied to other, later, designs such as the Prussian T 20 or Prussian P 10.
The Saxon locomotives were, like their predecessors, designated as Class XIII H; Baden and Württemberg took on the Prussian designation of G 12. Only the Bavarian State Railways, the railways of Mecklenburg and Oldenburg did not buy any G 12s. As a result, the G 12 can be viewed as the precursor to the standard locomotives or Einheitsloks of Germany.
Deutsche Reichsbahn
The majority of locomotives of this class were taken over by the Deutsche Reichsbahn. There they were given the following operating numbers:
Baden G 12: 58 201–225, 231–272, 281–303, 311–318
Saxon XIII H: 58 401–462
Württemberg G 12: 58 501–543
Prussian G 12: 58 1002–2148.
Number 58 1001 was not a G 12, rather an engine for the CFOA left in Germany.
Coal dust firing
Around 1930, six engines were converted to coal dust firing and, after 1945, a number of other engines were similarly modified, of which 43 remained in service for a long time (up to 1968).
World War II and beyond
A G12 of Yugoslav Railways (JŽ) Class 36 on a southbound freight at Bled Jezero station in Slovenia, 1971
After World War II, locomotives 58 1669, 1746, 1767, 1904, 1917, 2122 and 2132 remained in Austrian national territory. Number 58 1669 was given back to the DB in 1949, 58 1904 was paid off in 1951 and 58 1917 ended up in the Soviet Union in 1949. The remaining four engines formed the Austrian ÖBB Class 658. All the engines had been retired by 1966. However, at least two examples (658.1746) and (658.2122) survived longer as heating locomotives at Linz depot. 658.1746 was seen dumped as 01033 in August 1972, along with 658.2122 as 01042. 01042 survived until at least February 1976.
The locomotives remaining in Poland after 1945 were given the Polish State Railways class Ty1. Those in Yugoslavia became class 36.
Tenders
Ty 1-76 with tender 20C1-76
The G 12 was mainly equipped with Prussian class 3 T 20 or 2'2' T 31.5 tenders. The Saxon XIII H, on the other hand, generally ran with the somewhat larger Saxon class 3 T 21 tenders, resulting in a greater overall length. Because the volume of the water tank was reduced when locomotives were converted to coal dust firing, only large Prussian 2'2' T 31.5 tenders or standard tenders were used after the war.
Preservation
As of the time of writing[when?], two former Baden locomotives of the older type, 58 261 (Bw Chemnitz-Hilbersdorf) and 58 311 (Ettlingen), a Prussian original, 58 1616 (formerly used as a steam generator (Dampfspender) (Bw Hermeskeil) and an example obtained by Yugoslavia after WW2, 36-013, notably with the rear steam dome removed (Železniški Muzej Ljubljana), remain preserved.[citation needed]
See also
Wikimedia Commons has media related to Prussian G 12.
Frister, Thomas; Wenzel, Hansjürgen (2010). Lokporträt Preußische G 12, Die Baureihen 58.2-3, 58.4, 58.5 und 58.10-21 (Eisenbahn-Bildarchiv Nr. 44) (in German). Freiburg: EK-Verlag. ISBN978-3-88255-384-0.
Hütter, Ingo (2015). Die Dampflokomotiven der Baureihen 54 bis 59 der DRG, DRB, DB, und DR (in German). Werl: DGEG Medien. pp. 467–469, 470–472, 473–474, 487–516. ISBN978-3-937189-85-7.
Lohr, Hermann; Thielmann, Georg (1988). Lokomotiven württembergischer Eisenbahnen (EFA 2.6) (in German). Düsseldorf: Alba. pp. 104–106, 163. ISBN3-87094-117-0.
