After the end of series production of the T 16, the T 16¹ was built, which was an enhanced derivative of this one. In the period between 1913 and 1924, a total of 1,236 engines were manufactured, which was a multiple of the predecessor.

Sectional drawing with dimensions

Die Lokomotive, June 1924

Although the T 16¹ nominally did not have a higher indicated power than the T 16, the development focus was on a more massive construction in order to increase the adhesive weight. So they hardly differed from each other on the outside, except for a slightly longer length, but by using a frame with greater plate thickness, more generously dimensioned braking devices and larger supplies, the operating weight had increased by a few tonnes.

94 1292 in September 1990 in Greiz

Werner & Hansjörg Brutzer

Since the third axle was now driven instead of the fourth, an axle arrangement was used that deviated from the standard form of the Gölsdorf system. In this case, the axles of the first and fourth wheel sets were designed to be laterally displaceable by 50 mm and the wheel flanges of the driven wheel set were weakened. The top speed ex works remained at the same level as the previous class at 40 km/h, but later the chassis was subsequently standardized on many engines and thus permitted speeds of up to 60 km/h. In principle, it was possible to transport up to 1,800 tonnes at 40 km/h on the flat, but these locomotives, like the T 16, were mainly used on mountain routes and for shunting. Up to 600 tonnes at 25 km/h were possible on a gradient of one percent, or a maximum of 280 tonnes at only 20 km/h with a gradient of 2.5 percent.

Although by far the largest part of the production went directly to Prussia, some examples were also ordered by the Reichseisenbahn Alsace-Lorraine or by smaller railways. The Reichsbahn took over 1,117 units, which were numbered 94 502 to 94 1740. As with other locomotives, it also happened with the T 16¹ that later some engines from the previous foreign countries returned to the Reichsbahn. This happened around 1935 with the locomotives from the Saarland or during the war with other engines from the annexed Poland. The locomotives later came to both German railway administrations, where they were in service until 1974. Due to their large number, several engines are still existing today, but none of them are operational.