Since the T 15 could not convince with its articulated chassis, the T 16 was developed with a one-piece, ten-coupled chassis. In order to still achieve good curve negotiation, the Gölsdorf axle principle, first used in 1897, was used. In contrast to more complicated, radially adjustable constructions, all axles of the T 16 were fixed in the frame, but the first, third and fifth could be moved sideways. This made it possible for the two outermost axles to move to the inside of the curve and the middle one to the outside in curves. Despite the simple design, this led to a reduction in wear and noise in tight curves.
Thanks to the use of superheated steam, the new locomotive was more powerful and more economical than its predecessors, and because the entire weight was on the driving axles, it was also able to transmit its power well to the tracks. They were often used on steep stretches in the low mountain ranges and on the slopes of large river valleys in Prussia, but they were also used on the level to pull heavier freight trains. With a maximum speed of 40 km/h, they were too slow for main lines even in freight service.
The Prussian State Railways ordered 343 which Schwartzkopff delivered between 1905 and 1913. In the course of production there were minor changes to the boiler dimensions and weights. The initially installed smoke box superheater was replaced by a smoke tube superheater from 1907. In addition, the batch from 1909 had the third instead of the fourth axle driven, with the third axle no longer having lateral play. The imperial railways in Alsace-Lorraine had twelve units built according to the same design plans by Grafenstaden near Strasbourg.
After the end of the First World War, 65 remained abroad, the rest were taken over by the Reichsbahn and later given the numbers 94 201 to 94 467. Between these, however, there were also some T 161 which had been wrongly numbered. During the Second World War, 32 from Poland and one from Belgium came back into the stock, which received the numbers 94 468 to 94 490. After the war, most of them went to the Bundesbahn, where they were withdrawn in 1955. The Reichsbahn of the GDR used their last ones until 1968, one of which still exists today and is on static display in Heilbad Heiligenstadt. 39 remained in Poland, where they were used as Tkw1.
