The railway administration of the Paris city belt (Ceinture) had a total of 15 tank locomotives built in 1902 and 1903 for fast local trains with many stops. A first batch was built at the Hellemmes works and a second at the La Chapelle works. It was envisaged that there would be a loco at each end of the train, which together ensure very fast acceleration and can be used without switching at the end termini. A four-cylinder compound engine in a tandem arrangement was used for this, in which the high and low pressure cylinders were located one behind the other and each drove a rod together. The boilers had been taken over by the Nord 2.231 to 2.305.

With these locomotives, the 32 km long route with 23 intermediate stops was covered in one hour and five minutes. They were used by the Ceinture until 1934 and then came to the Nord where they were designated 3.701 to 3.715. With this operator, one locomotive was given a larger coal bunker and a trailing axle. During the same period, four were scrapped and two were sold to the private GCL. The rest soon came to SNCF, where they became the 230 TA 1 through 230 TA 6. SNCF scrapped them until 1947, and GCL scrapped the last engine in 1960.

For the operation of passenger trains on the route between Frankfurt am Main and Wiesbaden, the T 10 was developed as a powerful and fast tank locomotive in order to be able to do without turning at the terminal stations. In order to save development costs, assemblies from locomotives already in use were used as far as possible. The cylinders and chassis were taken over from the P 8 because it had good running characteristics. The result was a two-cylinder engine using superheated steam, which had a 4-6-0T wheel arrangement and could reach a speed of 100 km/h with a coupling wheel diameter of 1,750 mm.

In order to be able to accommodate the weight of the supplies, however, a lighter boiler had to be used and that of the P 6 was used. Finally, this was moved forward to make room for the coal bunker in the rear of the locomotive. In operation, it turned out that the running properties when reversing were worse than hoped due to the missing trailing axle. This was exacerbated by the fact that the load on the last coupled axle changed depending on the level of supplies. So the locomotives were rotated more frequently than originally planned in order to be able to run in both directions at the same speed.

A total of only twelve engines were built between 1909 and 1912, which were used almost exclusively on the intended route. After the war, only one of them had to be handed over to France, the remaining eleven were all taken over by the Reichsbahn a few years later. They were given the numbers 76 001 to 76 011 and their number was reduced to eight by the end of the Second World War. The Bundesbahn immediately gave them away, but all but two were taken over by the Osthannoversche Eisenbahnen (OHE). They were used in north-eastern Lower Saxony until they were phased out in 1964 as passenger train services were increasingly discontinued.

For the inclines over the Western Ghat, the Great Indian Peninsula Railway had initially used pairs of small 0-4-0T tank locomotives, coupled back-to-back. Five much more powerful 4-6-0ST saddle tank locomotives were built in 1863 to 1865 by Sharp, Stewart & Co. and numbered 109 to 113. They had been designed by J. Kershaw.

The broad gauge allowed the placement of inside cylinders with steam chests between them. Having inside and outside frames with coupling rods mounted on outside cranks, they were the only Indian broad gauge locomotives with this arrangement. As the bogie had an extremely short wheelbase of 3 ft 2 in and carried less weight in total than one driving axle, it was most likely used for better guidance in curves.

The firebox was wide with a water-filled separator in the middle and had two doors. On the image, one can see the sledge block brakes which were mounted between the driving wheels and directly acted on the rails. These are said to have been removed before entry into service. Since these locomotives were not identified as a success, no more were built and the last one was scrapped in 1886.