The Forney “Tallulah”, later known as the “Maud”, is today the oldest surviving locomotive of the Southern Railway. Built for the Atlanta & Charlotte Air Line in 1879, she was most likely used on commuter trains, although few records exist from this period. She finally came to the Southern in 1894 via the Richmond and Danville Railroad.

Exact records are only existing since 1903, when she was given the number 1509 as part of a rebuild and was called “Maud” by the staff. She was now used as a switcher, which was probably also the case in the years before. She was retired in 1950 and saved from the scrapyard due to her popularity with employees. Today she resides disassembled at the South Eastern Railroad Museum in Duluth, Georgia, waiting to be reassembled and restored.

The Caledonian Railway had a large number of 0-4-4T tank locomotives built between 1884 and 1925, which were intended for local passenger traffic in Edinburgh and Glasgow. One of four chief engineers who procured these locomotives was John F. McIntosh. During his service, which lasted from 1895 to 1914, twelve members of class 92, twelve of class 104, ten of class 879 and 68 of class 439 were created.

Depending on where the individual classes were to be used, the driving wheel diameter differed significantly with 54 or 69 inches. For the sections laid underground, some locomotives had a condensation device, but this apparently could not always retain all of the steam. Pickersgill introduced the class 431 in 1922, which was based directly on the 439 and was used as a banker locomotive. The LMS also had its own version of the 439 built from 1925 onwards. A large number of McIntosh's 0-4-4Ts also survived into the British Railways era.

Although the 0-4-4T wheel arrangement was mostly found on small Elevated railroad locomotives in the USA, there were also larger examples. The Chesapeake & Ohio received two from ALCO in Schenectady in 1889, which they designated as class B-1. With a service weight of 110,000 pounds and cylinders measuring 17 by 24 inches, they were significantly heavier than most Forneys. One locomotive was sold to J.T. Gardner and the second was scrapped in 1913. Later the class designation was used for new locomotives with a 2-10-2 wheel arrangement, which came to the C&O via the Hocking Valley.

Dugald Drummond's first design for the LSWR was the class M7 0-4-4T tank locomotive, which was the larger successor to Adams' T1. While the driver diameter remained the same, over all the grate was enlarged, resulting in the heaviest British machine with this wheel arrangement. It was intended not only for suburban lines in London, but also for semi-fast trains. After a derailment at higher speeds, they were only used on suburban lines.

Between 1897 and 1911, 105 locomotives were built, differing in several details. These included different frame lengths, different arrangements of individual components such as the sandboxes and the reverser, which was initially a lever and later steam-operated. To reduce wear and tear, boiler pressure was reduced from 175 to 150 psi after high speed running on main lines was no longer necessary.

With the introduction of new locomotives on suburban lines, the M7 was increasingly used on branch lines. For this purpose, a larger number were equipped with push-pull controls, which initially worked using cables and pulleys. Later, a more reliable system that worked with air pressure was used. The retirements took place in greater numbers from 1958 onwards and were completed in 1964 after the M7 was replaced by modern standard steam locomotives, diesel locomotives and diesel multiple units. Two still exist today, of which 30053 is operational. It was based in Steamtown in the USA between 1967 and 1987 and is now stationed on the Swanage Railway.

From 1869, the Midland Railway had tank locomotives built with two coupled axles and a trailing, two-axle bogie for the London suburban routes. The first six came from Beyer, Peacock & Co. in 1869 and are known as class 690. 20 more came in 1870 from Dübs, which were almost identical in construction and were designated class 780.

No. 781 as built

Locomotive Magazine, October 1903

They had a double frame that also served as a water tank. All locomotives initially had a condensing apparatus, which was later mostly removed. Johnson later rebuilt it with a new boiler and cab. In the 1923 grouping, all came to the LMS except for one, which had been retired in 1921. Their decommissioning took place between 1924 and 1935.

The first New York Elevated Forneys were 45 engines built in 1878 and 1879 by Baldwin and the Rhode Island Locomotive Works. There were two designs of different weight, which later became classes B and C. Like all Forneys, they had two coupled axles, the second of which had no flanges, and a trailing bogie that carried the full load of the supplies.

It all started with the locomotives later known as Class C, of which Baldwin supplied 13 and Rhode Island twelve. The engines delivered the following year became Class B and were slightly lighter with a smaller water supply. These consisted of ten pieces each from both manufacturers.

The North Eastern Railway class O was designed by Wilson Worsdell to supplant the 2-4-2T suburban tanks of his brother Thomas. Between 1894 and 1901, 110 were completed at Darlington. They now had the 0-4-4T wheel arrangement and a higher tractive effort than their predecessors with a symmetric wheel arrangement. Although they had no leading axle, they were good for 60 mph between stations with a longer distance.

In 1923, they became LNER class G5. In the following decades they got no major rebuilds, but all survived until the founding of British Railways in 1948. The first one was withdrawn in 1949, but larger numbers only followed in 1955. By 1958, all were gone and scrapped. At Shildon, the Class G5 Locomotive Company Ltd. is now building a replica that will be numbered 1759.

When the South Eastern & Chatham needed new suburban tank locomotives for the south of London, Harry Wainwright used the existing 0-4-4T locomotives of the SECR's constituents as an inspiration. These were the SER's class Q and the LCDR's classes R and R1. To be specific, he used the R1 as basis for the development of the new class H.

Between 1904 and 1909, 64 were built by Ashford Works. After it was realized that actually two more had been ordered and only their parts manufactured, these two were completed in 1915. Most were used on ex-SER lines and only the 13 which were used on ex-LCDR lines had an additional Westinghouse brake. The boiler designed for the class H was later also used for rebuilding other classes.

All went to the Southern Railway and all but two were taken over by British Railways in 1948. In the following years, many of them were equipped for push-pull service and used on rural branch lines. Between 1952 and 1964, 64 were withdrawn. 31263, the last one to be withdrawn, was preserved and is owned by the Bluebell Railway since 2008, now in SECR livery and carrying the number 263.

For new suburban lines in London, James Sterling developed a tank locomotive with a 0-4-4T wheel arrangement, which was based on the G&SWR Class 1, which he had developed earlier. The 34 locomotives that were built first still had a bogie that could not be moved sideways, while the bogie of all the others could be moved sideways. Some of the locomotives had a lower chimney and a condenser for use in tunnels. After the transition to the SE&CR, 55 locomotives were rebuilt to class Q1. The last machines were gone by 1930.

For the South Side Rapid Transit in Chicago, it was required that the trains with five four-axle passenger cars should achieve an average speed of 15 mph. This was higher than, for example, on the New York Elevated and required extra powerful Forney locomotives. Thus, in 1892 Baldwin delivered a total of 45 of these locomotives, which were primarily optimized in terms of power.

Unusual for a locomotive of this size was that they had a four-cylinder Vauclain compound engine. All cylinders could be supplied with live steam for starting, which ensured high starting tractive effort and rapid acceleration. Thanks to a large firebox, it was possible to use slow-burning anthracite, which reduced smoke emissions and simplified the crew's work.

Another locomotive with the number 46 was also built with a compound engine, but with only two larger cylinders. Since this did not prove itself as a compound machine, it was converted to simple steam expansion and used in switching service.

The performance of the locomotives was fully utilized with a timetable that had two-minute intervals at rush hour. The network was electrified as early as 1898, so the steam locomotives were sold. Many locomotives ended up in industry or logging service, where their mobility was an advantage.