Robinson developed these heavy GCR class 9N tank locomotives for fast suburban traffic. With a driving wheel diameter of 5 feet and 7 inches or 1,702 mm and three coupled axles, they were also able to achieve good acceleration. Otherwise they were state-of-the-art with piston valves and superheaters. Between 1910 and 1917, 21 locomotives were built in GCR's Gorton works.

The second production lot was delayed until after the First World War. In 1923, ten more were built with adjustments by Gresley, including a smaller heating surface. These were now being built by Hawthorn, Leslie & Co. as were the next 13 in 1925 and 1926.

The previous class 9N became the A5 at the LNER. In order to be able to distinguish the first and second series, these became the A5/1 and A5/2. British Railways took over 43 of 44 locomotives. The rest were retired between 1957 and 1960.

The Prince of Wales Tanks were 47 4-6-2T tank locomotives which Charles Bowen Cooke had built in Crewe between 1910 and 1916 for the LNWR. As their name suggests, they were referred to as tank versions of the Prince of Wales Class. However, they were more closely related to the Precursor Tanks, which had one less driving axle. They were also known as class 2665 after their running numbers and also as “5ft 6in Tank (Superheated)”.

Twelve locomotives were built without superheaters, but were rebuilt after a short time. The area of operation included, among others, suburban trains from London-Euston. Since the axle load was lower than that of the Precursor Tanks, they could be used more freely. This was the case, for example, on a 120-mile route in Wales. They all came to the LMS in 1923 and were decommissioned there between 1935 and 1941. Their successors were the 2-6-4T tank locomotives designed by Fowler and Stanier.

The class A8 of the LNER was created when Gresley rebuilt all 45 locomotives of the North Eastern class D, the later LNER class H1 that had been designed by Vincent Raven. To make this 4-4-4T better suited for heavy suburban traffic and long distance coastal trains, he swapped the two-axle trailing bogie against a single axle and added another driving axle, making it a 4-6-2T.

In this process, also the boiler was revised. It was now operated with 175 instead of 160 psi and had a Robinson superheater instead of the Schmidt type. After all had been rebuilt between 1931 and 1936, they also replaced the 0-4-4T class G5. The introduction of the DMUs in the 1950s was the decline of the A8. They were withdrawn between 1957 and 1960.

Based on the class 229 2-6-2T tank locomotive of the Südbahn and kkStB, Ernst Prossy developed the class 629 for the Südbahn. In order to be able to increase power while maintaining the axle and meter loads, a leading bogie was used. With an unchanged driving wheel diameter of 1,614 mm (63.5 inches), they were suitable for passenger and light express trains. Approval was initially granted for 85 km/h and later increased to 90 km/h, and even 110 km/h was achieved on test runs.

After the Südbahn had received 15, Gölsdorf also adopted the design with small changes for the kkStB and had 25 more built. Larger numbers were only created after the First World War, when the BBÖ, the ČSD and the PKP had more machines built. The ČSD in particular ultimately made it to a total of 234 with its class 354.1 locomotives built by Škoda. These were characterized by two steam domes with a connecting pipe.