The T 0 was a so-called “omnibus locomotive” that was developed for lines with low passenger numbers. Since four-coupled tank locomotives were too large and too expensive to maintain, the T 0 was built with an 2-2-0T wheel arrangement. With it, it was possible to run trains more often in rural areas.

The resulting locomotive had a leading axle with a 1,000 mm wheel diameter and a rear, powered axle with a wheel diameter of 1,210 mm. Despite a length of only 6,500 mm, the wheelbase was 3,700 mm, which was very long and gave the locomotive good running characteristics. The driver's cab was designed in such a way that the engine could be run by one person alone. Due to the low coal consumption, it was also possible to fire the boiler without an additional fireman. Nevertheless, the locomotive with the number 64 was equipped with a Littrow chute, which consisted of a coal hopper on the roof and a chute. Since this did not prove itself, it was later removed again.

As with the Bavarian local railway engines, the conductor was able to board the locomotive while it was in motion. Due to the small width of the boiler and water tanks, running boards with a railing could be attached. These also made it possible to reach the locomotive in the event that it was coupled to the train on the boiler side. The power and tractive effort of the T 0 were sufficient to tow four or five light passenger cars on flat land with sufficient acceleration so as not to unnecessarily increase travel times on routes with many stops. Nevertheless, the good running characteristics made a speed of 60 km/h possible, which was faster than most small tank locomotives. 

Despite the cheap operation, only six pieces were built. In the end, this type of construction did not catch on and instead, branch lines soon ran more frequently with light, regular tank locomotives or railcars. Thus the use of the T 0 ended around the end of the First World War.

The class T 0 referred to two series of small tank locomotives that were only powered on one of two axles. The first four locomotives were omnibus locomotives with a luggage compartment, but since this did not prove its worth, the second series was built as a conventional tank locomotive. In order to test different types of power plants, two pieces of the first series were each equipped with a simple and a compound engine. The latter were developed with the help of August von Borries and were the first Prussian locomotives with this type of power plant. Schichau in Elbing in what was then West Prussia acted as the manufacturer of these four locomotives.

In operation, the compound locomotives showed a significantly lower coal consumption than the others. The luggage compartment attached to the locomotive in order to dispense with a luggage car soon proved to be too small. Thus, in 1883, a second series was procured, which no longer had a luggage compartment. Instead, the new variant was generally more powerful than the first and used only a compound engine. The increase in power was achieved with a boiler with a larger grate and heating surface and larger cylinders. This also increased the weight by two tonnes. Ten pieces were made, which were supplied by Henschel.

Photo and sectional drawing of the standard design

Die Lokomotive, April 1910

The four pieces of the first series were either retired or resold around 1900. The remaining locomotives remained in use until they were retired in 1922. One of them can still be seen today in the German Museum of Technology in Berlin. The latter today bears the number 1907 of the Hanover Directorate, although the locomotives actually bore the numbers Hanover 1900 to 1903, Hanover 6001 to 6008 and Cassel 6001 and 6002 respectively.