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 in a condition that offers no hope of refurbishment.

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 condenser, 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 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.

In 1893 and 1894, the Lake Street Elevated in Chicago got 35 0-4-4T Forneys from the Rhode Island Locomotive Works. They were the largest of their kind on any US elevated railroad and the first 25 were named after shareholders of the railroad, like “Clarence A” pictured. They were two-cylinder compounds with cylinder diameters of 13 and 21 inches. Despite their success, they were retired in 1896 when the Lake Street Elevated was electrified.

Locomotives 16 to 32 and 35 were sold to the Long Island Rail Road. Most of the rest went to logging companies, others got new owners in the industry. No. 35 was rebuilt to a 2-4-4T in 1898 and soon also simpled. In 1908 it went to the Morristown & Erie and became their No. 2. In 1922 it was sold again to the Hanover Brick Co. where it was used until its scrapping in 1936.

In 1876, Vulcan Foundry built a Single Fairlie locomotive for the narrow gauge Ffestiniog Railway. It was designed by G.P. Spooner and had two two-axle bogies, of which the leading one was powered. The locomotive received the number 9 and was named “Taliesin” after a 6^th century Welsh poet. The driving wheels had a diameter of two feet and eight inches and the cylinders measured 9 by 14 inches. The rated haulage capacity of the locomotive was 40 tons at 14 mph on an incline of 1 in 80 or 1.25 percent. Later it was renumbered to 7.

In 1900, it was rebuilt with a new boiler and a closed cab. Additionally, the water capacity was increased from 380 to 430 gallons. Now the locomotive weighed 17 instead of 15 tons. When the new boiler had to be replaced in 1924, the railway did not grant the costs of a new boiler. So “Taliesin” was used for light work for some years and finally disassembled in 1935. Many decades later, the shops at Boston Lodge used the remains of this locomotive to build a replica and completed the work in 1999. Technically this was not a new locomotive, but a rebuild with a new boiler. Since 2011, it is being operated with a boiler pressure of 200 psi. 

To improve the running characteristics of underground locomotives running between Moorgate Street and the South of London, Patrick Stirling introduced the 0-4-4T wheel arrangement in 1872. In contrast to other cases, where an additional axle was used to mount a bigger boiler or to increase the supplies, the new class 120 was even lighter than the previous class 126 0-4-2T. 48 had been built by 1881.

As they had to work in underground tunnels, they had a condensing apparatus. In the 1890s, many got a new domed boiler, as can be seen on the photo. When others were rebuilt around 1907, they lost their condensers and were converted into well tank locomotives. In 1905, number 533 got a special rebuild when it was converted into a crane locomotive for working at Doncaster Works.

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.

Although called “Stanier class 2”, these ten 0-4-4T passenger locomotives had actually been designed after Midland-style practices. As Stanier had just become Chief Mechanical Engineer of the LMS in 1932 when they were built, he most likely just designed some details, while much of the work can be attributed to Fowler. These locomotives had been ordered since the LMS already had several power class 1P 0-4-4T locomotives and decided that they needed a larger variant in the 2P class.

They were built with spare G6-type boilers which were usually fitted to Johnson 0-6-0 goods locomotives. They were only a few years old and had a Belpaire firebox, but no superheater. The driving wheels had a diameter of five feet an seven inches (1,702 mm) for sufficient speed on longer runs. In 1934, two were fitted with vacuum control gear for use in push-pull trains. The others only received another type of push-pull controls in times of British Railways. Nine were withdrawn in 1959 and the last one in 1962.

From 1869, the Midland Railway had tank locomotives built with two coupled axles and a trailing, two-axle bogie for the London suburban lines. 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.

They had a double frame that also served as a water tank. All locomotives initially had a condensing apparatus, which was later removed from most. Johnson later rebuilt them with a new boiler and cab. In the 1923 grouping, all came to the LMS except for one, which had been withdrawn in 1921. The withdrawals of the others took place between 1924 and 1935.

The first New York Elevated Forneys were 45 locomotives 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 started with the locomotives later known as class C, of which Baldwin supplied 13 and Rhode Island twelve. The locomotives delivered the following year became class B and were slightly lighter with a smaller water supply. Ten locomotives each were built by both manufacturers.