These ten locomotives were built in 1870 in France for service in the USA, but were ultimately used in Spain. They had been ordered by the Memphis, El Paso and Pacific Railroad that started to build a line from the eastern Border of Texas to San Diego on the Pacific in the 1860s. They had the works numbers 1253 to 1262 and were to be named after rivers. When Koechlin in Alsace had shipped the first two, they learnt that the customer was in serious financial problems. So the locomotives were loaded off from the ship in Bordeaux and Koechlin started to search for new customers.

Although built for North America, they were designed after typical European or French practice. They had plate frames and a very large steam dome. The outside valve gear was of the Gooch type. Due to their Stephenson long boiler design, they had long overhangs which meant that the running characteristics were not very good at speed. The coupler frame for the tender was mounted between the second and third driving axles to reduce flange wear. Sources state an indicated output of 499 hp, but continuous power is more likely to have been slightly below 400 hp. Built in broad gauge, possible customers were on the Iberian Peninsula.

Originally built to burn wood, they had to be converted to burn coal as usual in Europe. Four locomotives were sold to the Tarragona a Barcelona y Francia that later became part of the Madrid a Zaragoza y Alicante. There they were already withdrawn by 1906 since there were no tasks really suitable for them. Maybe this was because they had drivers too large for heavy freight service, but the boilers and running characteristics were too weak for fast passenger service.

Three were bought by the Asturias, Galicia y Leon and two by the Lerida a Reus y Tarragona. Both of these companies later became part of the Norte. The tenth locomotive maybe have come to the Torralba–Soria, but there are no records to prove this. Maybe this locomotive was not built at all after the original customer became bankrupt. All five locomotives owned by the Norte later became RENFE 030-2108 to 030-2112. They were officially withdrawn in 1964, after a life of 94 years.

The class B-6 consisted of seven 0-6-0 switchers built by ALCO-Cooke for the Texas & Pacific. Their numbers were 317 to 323. They were introduced with a boiler pressure of 200 psi that was reduced to 175 psi in 1916. Three were equipped for oil burning in 1916 and 1917, so the six tons of coal in the tender were replaced by 1,600 gallons of oil. At the same time, the T&P built 28 0-6-0 switchers of the class B-5 in their own works.

In 1906, the Texas & Pacific manufactured two examples of the Class E-1 in their own works in Marshall, Texas, which would remain their only Atlantic locomotives. The boiler was relatively small compared to the cylinder volume, but it operated at a relatively high pressure for the time of 220 psi. A special feature of the chassis was that the compensating levers also included the trailing axle in addition to the driving axles, which is why this was also loaded with a high load of 58,000 pounds. This resulted in a tail-heaviness that led to unsatisfactory running characteristics. In addition, the tractive effort was no longer quite sufficient at this time for modern steel passenger cars.

For these reasons, the two locomotives underwent a complete rebuild as early as 1917. To increase traction, the drivers were reduced from 79 to 75 inches. Boiler pressure was reduced to 185 psi, but this was offset by increasing the cylinder diameter from 20 to 22 inches. The cylinders were now supplied by piston valves instead of slide valves. The boiler now contained a relatively large superheater and was oil-fired. The two locomotives survived in this form for a little over ten years until they were retired in December 1928 and January 1929.

The first locomotives that were built from the start with the 2-10-4 wheel arrangement were the ten members of the class I-1 of the Texas and Pacific from 1925. The goal in the development was to create a ten-coupled freight locomotive with a larger firebox to provide greater power at higher speeds. Since the Santa Fe had just rebuilt the first locomotive with this wheel arrangement from a different one, this wheel arrangement was now called “Texas”.

They had oil burning and a grate with an area of 100 square feet or 9.29 m². The area of the firebox was increased with a combustion chamber and two thermic syphons. There was also a booster in the trailing bogie and an Elesco feed water heater.

The ten I-1s had a driver diameter of 63.5 inches (1,613 mm) and a boiler pressure of 250 psi (17.25 bars). Between 1927 and 1929, four batches of 15 each were built, designated I-1a to I-1d. They now had a driver diameter of only 63 inches and a boiler pressure of 255 psi. They were also 4,000 pounds heavier, or another 5,000 pounds on the I-1d.

Although their service life was already coming to an end in 1948, three were equipped with Timken roller bearings on all axles and designated Class I-2. By the early 1950s all but the 610 and 638 were scrapped. While the 638 was also scrapped two years later, the 610 was preserved. It pulled the American Freedom Train in the 1970s and has not been operational since 1982. Today she can be found in Palestine, Texas.