Around the turn of the century it became increasingly apparent that the four-coupled construction type could also no longer meet all the requirements of passenger transport. In particular the KED Altona, Berlin and Frankfurt am Main initiated the development of a six-coupled locomotive in order to meet the needs of increased -passenger transport. The recently developed T 93 was to serve as the model – but compared with this locomotive a higher speed was to be achieved. For a direct comparison with the recently developed superheated steam method, two versions of the new engine were planned – as a saturated steam and as a superheated steam locomotive.

The Union-Gießerei in Königsberg/Prussia took over construction of both versions of the locomotive in 1902. The design of the T 11 was based mainly on the T 93, which was also produced by Union in 1901. To improve the running properties, the carrying axle formed a Krauss-Helmholz bogie with the 1st coupled axle and had corresponding side play. The 2nd and 3rd coupled axle were fixed in the frame and connected with each other via a compensating lever.

With a coupled wheel diameter of 1500 mm and a mean axle load of 15 tonnes, the locomotive was flexible, so that other depots also ordered it. Within eight years, eight depots had put the considerable number of 470 locomotives into service – in addition to Union, the locomotive factories Borsig, Hohenzollern and Vulkan were involved in construction. The 80 kph tender locomotive was mainly used as planned for suburban passenger transport. The Berlin depot alone put 141 engines of Class T 11 into service on urban routes. After the First World War broke out, however, it was moved to shunting duties at the Berlin stations. Up to that point, a complete replacement was not possible due to the constantly increasing transport requirements.

Later the T 11s only helped out at peak times on public holidays and at weekends. The situation was similar in the other large Prussian cities, so that the T 11 was also moved to the villages at an early stage and was used on secondary lines, on which they could not take advantage of their higher speed however. In 1918 over 100 engines had to be given to the victorious powers of the First World War. Poland alone received 56 locomotives, 25 went to France and 22 to Belgium. After these contributions, 358 engines remained in the fleet of the newly founded DRG classified as BR 74.0-3.

Delivery date: 3rd Quarter 2009