The Pts 3/4 was developed for the approximately five-kilometre-long, meter-gauge steam tram between Neuötting and Altötting, three of which were procured after it opened in 1906. They were given the numbers 1101, 1102 and 1103 by the Bavarian State Railway.

The locomotives had a 2-6-0T wheel arrangement and the chassis was covered for safety reasons. Despite the small coupling wheels, the boiler was high up because the water tank was below it. In order to keep up with current developments, these small locomotives were also designed using superheated steam technology. Like the local railway locomotives, the Pts 3/4 was designed so that it could be operated by one man.

In 1922, when only two of the three engines were still running, an identical machine was produced as a replacement and given the number 1104. A short time later, the locomotives were given the numbers 99 131 to 99 133 in the Reichsbahn. They remained in use on their original line until it was shut down in 1930 as the last of its kind in Germany. The locomotives were initially kept in reserve, but were scrapped the following year. Only road number 99 133 was sold to the Wallersdorf-Münchshöfen Kleinbahn, where it was in service from 1938 to 1948.

Schematic drawing of Nos. 89 to 92 from the SLM

SLM

When the 2-6-0 wheel arrangement was not yet widespread in Europe, the Gotthard Railway had eight tank locomotives with this wheel arrangement built in Esslingen. They were to be used to pull passenger and express trains on the mountain route and also to pull freight trains in the lowlands. Four more followed in 1883 from the SLM. These differed from the first eight by the coal bunker, which was behind the cab. Upon the nationalization in 1909, all came to the SBB. They were retired between 1914 and 1933.

For commuter service, Gölsdorf developed the class 129 tank locomotive with a 2-6-0T wheel arrangement and a two-cylinder compound engine with a long stroke. This was the first time that this wheel arrangement was used for passenger trains in Austria. They could easily run at 110 km/h on test runs and delivered up to 1,150 hp. They formed the basis for the class 229 of the Südbahn, which had larger stocks thanks to an additional trailing axle. The kkStB then ordered further locomotives of the class 229 and also converted their locomotives of the class 129 in the same way.

The class XXI was one of the few locomotives that were specially procured for the Grand Duchy of Mecklenburg Friedrich-Franz-Eisenbahn. It arose from the fact that a tank locomotive like the Prussian T 9 was needed for branch lines, but the axle load was too high. Therefore, as the developer of the T 9, Henschel was commissioned to build a similar locomotive with an axle load of only twelve tonnes. The resulting XXI shared the same 2-6-0T axle formula and similar visual appearance, but was lighter and had smaller supplies. From 1910 it was given the designation T 4.

Between 1907 and 1922, Henschel and Orenstein & Koppel delivered 50 engines in slightly different designs to Mecklenburg, which became the class 91¹⁹ at the Reichsbahn. In addition, there were six more in 1919 and 1920 for the light railways in the province of Saxony, which later became the class 91⁶⁴. Depending on the year of construction and design, the locomotives had axle loads of between 11.8 and 14 tonnes with different amounts of coal and water. The driving wheels were either 1,150 or 1,200 mm in diameter and allowed a top speed of 45 or 50 km/h. Despite the lighter construction compared to the T 9, the indicated power could remain at the same level due to advances in technology.

The Reichsbahn took over all 50 Mecklenburg machines and later also those of the private railways after they had been nationalized. After the war only four locomotives came to the Bundesbahn, where they were retired by 1950. Two more were in Poland and were used there as TKi 100. The remaining 32 were all left in the East Zone. Half of them had to be handed over to the Soviet Union as reparations, where they were given the designation TT. The remaining half was used by the Reichsbahn together with the former private railway locomotives and retired by 1970.

No. 8, built as 2-6-0T

collection R.V. Conyngham

Shortly after the changeover to cape gauge, the NGR ordered seven tank locomotives with a 2-6-0T wheel arrangement. They were quickly converted to the 4-6-0T wheel arrangement and all 30 others were built with this wheel arrangement ex works. Some of them were used with additional water tenders to increase the range. Two were converted by Reid to 4-6-4T and one to 4-6-2T. When the SAR was founded, there were still twelve locomotives which became class C. One of the locomotives built in 1879 was sold to a power plant company and reached a service life of more than 100 years before it was declared a museum piece.