After the ten express locomotives with a 2-4-0 wheel arrangement, the CLB ordered another series of twelve express locomotives in Esslingen. They date from the time when the locomotives were given names by the CLB and so they were all given the name of a town that is in what is now Poland or the Ukraine. Later the new locos were called Series I, while the older ones became Series II.

The third locomotive, called “Dnjepr”, was shown at the World Exhibition in Vienna in 1873 and apparently caused a stir because of its good looks and the large coupled wheels. Compared to the older locomotives, the driving wheels were significantly larger and the running axle, also fixed, was located under the driver's cab. Although the firebox now had a support, it was restricted in width by the large coupled wheels. Problems with this axle arrangement are also reported, which resulted in derailments due to icing in the area of the water cranes in winter. In addition, at higher speeds it was not an advantage for smooth running that the large coupled wheels were used instead of a leading axle. 

When they were nationalized in 1892, they were given the kkStB numbers 11.11 to 11.22. This resulted in the class 11 from 1905, but at that time only the 11.18 “Kherson” was left. It was in use until 1907, the remaining engines had already been retired between 1896 and 1902.

The “Saxonia” was the first functioning steam locomotive to be manufactured entirely in Germany. Since no one had any experience in building such a machine, one leaned on the “Comet” delivered from England. Construction began in 1937 in the newly founded engineering institute in Übigau near Dresden under the direction of Johann Andreas Schubert.

The two coupled axles with large wheels were retained, but a trailing axle was also added to improve handling. Although the trailing axle had been removed in 1840, it was reinstalled in 1842 after an accident in France and also retrofitted to the English prototypes, since from this point on the operation of two-axle locomotives was no longer permitted.

As with most early steam locomotives, inside cylinders were used, but also an inner frame. The boiler barrel and firebox were paneled with wood and the latter protruded far beyond the barrel and had a dome-shaped ceiling. The steam dome was also very tall and had a hemispherical ceiling.

Although this locomotive was intended for the inaugural run of the Leipzig-Dresden railway on April 7, 1839, it is reported that there were protests or sabotage on the part of the English locomotive builders, which is why the opening train was pulled by two English locomotives and the “Saxonia” only ran behind. Nevertheless, the locomotive continued to be in service, the end of which is not exactly documented. The locomotive was probably used until the 1850s.

In 1985, the GDR decided to create a replica of the engine that was true to the original for the 150th anniversary of the line between Leipzig and Dresden. One had to turn to the few surviving blueprints or contemporary literature, but tried to replicate the model as well as possible. However, since some of the original manufacturing methods were no longer familiar or modern safety regulations had to be observed, the original design was deviated from in many places. So the frame of the tender was clad in wood, as the original construction method could no longer be reproduced exactly.

After the jubilee run, the engine was kept operational and demonstrated its capabilities at speeds of up to 70 km/h. Today it is owned by the DB Museum Nuremberg, but is on display in the Dresden Transport Museum. It is no longer operational as the boiler expired in 2011 and has not been repaired since then.

To accelerate freight traffic on the line between Schwerin and Rostock, the Mecklenburg Railway company had already introduced the 2-4-0 locomotive named “Niclot” in 1859. Growing traffic volumes led to the procurement of two 0-4-2 freight locomotives in 1866 and 1869. These were built by Egestorff in Hanover and got the names “Wodan” and “Thor”.

Their features included outside cylinders and inside Allan valve gear. They had a round-topped firebox that was higher than the boiler barrel. After the introduction of type VIII and IX 0-6-0 locomotives which were based on the Prussian G 2 and G 3, they were used in secondary roles and for shunting. Their retirements came in 1903 an 1905.

The Prussian State Railways designated various freight locomotives with 0-4-2 wheel arrangement as G 2, which had been procured by their predecessor railways. Some of them, also designated as G 2, were actually assigned to the G 3 and had the wheel arrangement 0-6-0, but the assignment of the generic designations was partly in the hands of the regional administrations. The first locomotives of this type were procured from 1888 by the Schleswig-Holstein Marsh Railway and were based on an older type from 1866. Due to the arrangement of the chassis, the middle axle was driven and the front axle was coupled, which due to the constellation of the driving and coupling rods earned them the designation “scissor locomotive”.

With a wheel diameter of more than 1,500 mm, the engines were faster than conventional freight locomotives, which is why they were sometimes used in front of passenger trains. The smaller wheels of the trailing axle resulted in the advantage that the firebox had enough space and the driver's cab could be made more spacious. In addition, the staff was able to enjoy smoother running because they were a little away from the driving axles. 

After the Marsh Railway was taken over by the state railways, the plans for a standard design were drawn up from these locomotives, which was subsequently ordered by various directorates in Prussia. A disadvantage of the trailing axle, which was moved far to the rear, was that it now carried a weight of 15 tonnes, while the coupled axles together only carried 22 tonnes.

Production was discontinued after a total of 45 engines, as these were soon no longer sufficient for freight trains. Since the locomotives, as already mentioned, were also used to pull passenger trains, some of them became P 2 or P 3 when the designations were standardized in 1905. Other locomotives were designated G 2, which actually would have been G 3s. At the Reichsbahn, the engines were no longer given new numbers, since all of them had already been retired by 1923.