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.

In the twenties, the ELNA (Engerer Lokomotiv-Normen-Ausschuß - Special locomotive standards committee) designed a range of standard locomotives to be built for private and light railways. The ELNA 2 was a 2-6-0T tank locomotive for light line service. Between 1925 and 1943, a total of 37 have been built. Among these were four built by Krauss, these differed in some aspects from the standard type.

The biggest customer was the Liegnitz-Rawitsch Railway with five locomotives. The ELNA 2 did not get a class number from the old Reichsbahn, but the East German Reichsbahn received 16 in 1949 and numbered them class 91⁶². One ELNA 2 that is still existing today is No. 146 of the Butzbach-Lich Railway.

The Ferrocarriles de Tongoy operated a cape gauge line in Chile between the copper mines of Tamaya and the harbor of Tongoy. After it had been opened in 1867 and had six locomotives, it got the two locomotives shown here from Rogers in 1870. These were two 2-6-0T tank locomotives, No. 8 “Campanil” and No. 9 “Pizarro”.

These were of typical American design and were richly decorated with their names and numbers in very huge letters on the sides of the water tanks. Anyway, they were just standard models of Rogers. The line reached its peak in transported copper ore in 1879 and quickly declined until 1891. But it wasn't closed and the locomotives were only retired in 1910 when the line was converted to meter gauge. 

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 rebuilt their locomotives of the class 129 in the same way.

The class 99 was designed by Karl Gölsdorf for use on secondary lines, for example where single through coaches had to be hauled with sufficient speed. It was introduced in 1897 and like many Austrian locomotives of that time, it was a two-cylinder compound with two interconnected domes. The cylinders were mounted between the leading and the first driving axle, what improved the running characteristics.

By 1908, 69 had been built for the kkStB. Five more were delivered to the NÖLB between 1903 and 1907 and designated class 2. They could easily exceed the required output of 300 hp and could even reach 400 hp when running on good coal. Even climbing inclines of up to five percent, they could be found in many corners of the empire.

For South Tyrol, the class 199 was designed with larger supplies. In comparison to the 99, it could carry 6,000 litres of water and 2,100 kg of coal, instead of 4,800 litres and 1,250 kg. The kkStB got 20 of these between 1908 and 1913, and also the NÖLB ordered nine more of the same type which became their class 102. Only two superheated compounds were built as class 299. Again the NÖLB ordered three of these superheated locomotives as their class 202, but these had simple expansion.

After World War I, the BBÖ had only 34 left which were joined by 18 from the NÖLB when this was nationalized. The largest foreign operator was the ČSD with 34 which were designated class 320.0. 13 became JDŽ class 153, eight became FS classes 876 and 877 and the two class 299 locomotives became CFR class 299. From 1938, the Reichsbahn numbered the BBÖ classes 99 and 199 as class 98¹³. The ÖBB designated them classes 91, 91.1 and 191 from 1953 and retired the last one in 1972. Today two are still surviving in Austria, with 91.107 in operational condition. Three more can be found in Slovenia.

Between 1890 and 1897, the LAG received 13 compound 2-6-0T tank locomotives from Krauss. They received numbers between 17 and 49. Four of these went to the LAG's subsidiary Lausitzer Eisenbahn-Gesellschaft (LEG) in today's Poland. For better guidance on secondary lines, they had a Krauss-Helmholtz bogie that combined the leading and the first driving axle. Aside from these, two simple locomotives were built which were numbered 27 and 28 and were otherwise similar. Additionally, two heavier compound locomotives were built in 1900 which were numbered 59 and 60.

In 1903, No. 18 was rebuilt with the Schmidt smoke tube superheater and tested with very good results, but remained the only one. In 1917, two of 13 locomotives were sold to the BASF. When the LAG was nationalized and integrated into the Reichsbahn in 1938, the Bavarian locomotives became class 98⁷³, while the locomotives of the LEG became class 98⁷⁴. From the eleven Reichsbahn locomotives, the ten remaining ones came to the Bundesbahn after World War II. They were retired between 1946 and 1950.

In 1911 and 1912, the LBE ordered five 2-6-0T tank locomotives from Linke-Hofmann for mixed traffic. They were based on the Prussian T 9³ and also had a Krauss-Helmholtz bogie that connected the leading axle to the first driving axle. They had larger drivers with a diameter of 1,400 instead of 1,350 mm, allowing for a top speed of 70 instead of 65 km/h.

The five locomotives received the numbers 118 to 122 and were named “Rothenburgsort”, “Hasselbrook”, “Schlutup”, “Moisling” and “Dänischburg”. On the level, they were able to haul a 250-tonne train with their top speed. When the LBE was nationalized in 1938, the four remaining locomotives were numbered 74 361 to 73 364. After World War II they came to the Bundesbahn, but were already retired between 1950 and 1954.

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.

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.