The second locomotive with the designation X b was a eight-coupled shunting locomotive, which was built between 1907 and 1921 in several series by the Karlsruhe Engineering Company and Maffei. It must not be confused with the six-coupled tender locomotive, which was procured as X b from 1863 and designated as VII b from 1868. The reason for the procurement was the fact that the previously existing shunting locomotives with only three coupled axles were now overstrained due to the trains weighing up to 1,300 tonnes.

A few years earlier they experimented with the VIII d, which had the wheel arrangement 0-8-0T, but with a complicated Hagans gear. Their chassis was divided into two groups, only the first of which was directly driven. The two rear axles were driven by rocker arms, which required a lot of maintenance and led to the development of the X b.

The new design had a conventional saturated two-cylinder engine and chassis with the second and fourth axles shifting 25 mm to each side. Although the locomotive was only developed for shunting service, it received air brakes and steam heating for passenger cars. The high position of the boiler, with which the firebox could be arranged above the frame, is clearly visible. This resulted in space for the water supplies under the boiler and between the frame panels, which improved the view to the front. Another striking feature are the two steam domes, which were connected by a pipe and with which one hoped greater elasticity under different operating conditions. With the power thus achieved, it was possible to haul trains of 720 tonnes at its maximum speed of 45 km/h.

Sectional drawing

Die Lokomotive, Oktover 1910

Of the 98 machines built, the Reichsbahn took over 90 in 1925, which they designated as class 92^2-3. The remaining eight came to Belgium as reparations immediately after completion. After the Second World War, 82 were still available, two of which went to the Reichsbahn. Since these could not be used economically, they were sold and used as works locomotives. With the 80 machines of the Bundesbahn, the decommissioning began in the mid-fifties, until on April 25, 1966 the last one ended its service.

The GtL 4/4 was a local railway locomotive for freight traffic with four coupled axles. Although the first machines were built as early as 1911, the majority of this class was procured during the period of the Deutsche Reichsbahn. In contrast to the previously procured BB II, the chassis no longer consisted of two bogies, but all axles were mounted in one frame. The Gölsdorf system was used to run through tight curves and the second and third axles were designed to be laterally shiftable. This made maintenance easier and also made two of the four cylinders superfluous, which proved to be a great advantage, especially on local railways. The use of superheated steam, which was already mandatory at that time, also contributed to reducing operating costs.

After two pre-series locomotives in 1911, another series was created in 1914, which also comprised only eleven pieces. From 1921, more locomotives of this type were procured for the Bavarian group administration of the Reichsbahn, with the first 40 units being improved in detail and somewhat heavier. Of these, the LAG procured two identical vehicles. Another 64 locomotives followed between 1923 and 1927, which had a further increased weight, which could be attributed to increased supplies. When they were put into service, they were given the new Reichsbahn numbers that had been introduced later on the older locomotives. Overall, the engines that were procured for Bavaria and the Reichsbahn were assigned the numbers 98 801 to 98 917. Deviating from this, the LAG machines were renumbered 98 1601 and 98 1602 when they were taken over in 1938.

In the years between 1934 and 1941, 29 locomotives were converted to a 2-8-0 wheel arrangement by equipping them with a front Bissel axle. The boiler and cab were moved forward to improve weight distribution. These machines were allowed to run at 55 km/h and were designated as class 98¹¹. With the exception of eight that were lost in the war or remained in Poland, all of the non-converted locomotives came to the Bundesbahn. From the mid-1950s, decommissioning began, so that only two pieces were given a computer number in 1968. The engines of the class 98¹¹ all survived the war and only one came to the Reichsbahn, all the others to the Bundesbahn. Their service life ended between 1960 and 1968.

The R 4/4 was a tank locomotive for heavy shunting service, which was built in small numbers for the Pfalzbahn from 1913 and was later procured in larger numbers by the Bavarian State Railways. Although they worked with saturated steam, they proved their efficiency and were able to survive into the Bundesbahn era. The boiler with a relatively large diameter was placed very high in order to be able to accommodate a generously dimensioned and wide but not too long firebox above the coupled wheels. The water tank was therefore installed below the boiler, since there was now more space than on the sides.

Production for the Pfalzbahn included nine engines that were completed in 1913 and 1914. There they were mainly used for shunting over longer distances, as they could reach a maximum speed of 45 km/h on the flat with trains of up to 1,000 tonnes.

Between 1918 and 1925, Bavaria procured another 42 engines, which in terms of performance hardly differed from the Palatinate type. However, they had additional water tanks on the sides of the boiler, which increased the water supply to up to nine cubic meters. In addition, the steam dome and the sandbox were now arranged separately from each other and were no longer located under a common cover on the top of the boiler. In 1925, the Reichsbahn took over all but two machines and gave them the numbers 92 2001 to 92 2049. The remaining two had been handed over to Saarland in 1921 and only returned in 1935. After the Second World War, almost all of the examples remained with the Bundesbahn, which used them in the Palatinate and Bavaria. The last one was retired in 1962.

From 1927, the class 80 was the smallest model in the standard locomotive program. It was a tank locomotive with a 0-6-0T wheel arrangement, which was mainly used in shunting operations. However, since this was too weak for some tasks, a four-axle variant was developed as the class 81. Due to the standard design, this was possible without much effort and so Hanomag produced a small series of ten units as early as 1928.

The length increased by the fourth axis and the now possible higher weight were used by lengthening the boiler by one meter. Since the locomotive was to continue to be used mainly as a shunting locomotive and therefore no higher speeds were required, the wheel diameter was left at 1,100 mm to achieve a high tractive effort. To ensure curve running, the wheel flanges on both inner axles were weakened by 10 mm.

Although the standard series had been developed as a replacement for the large variety of Länderbahn types, the many existing larger tank locomotives were considered sufficient for shunting operations and further orders were therefore not forthcoming for the time being. When another lot of 60 units was ordered, the war shifted the demand to heavy freight locomotives and thus only ten examples of the series 81 remained. After the war, all remained with the Bundesbahn and were retired by 1963.