The Brigadelokomotive was a 0-8-0T tank locomotive built for the German military field railways with a gauge of 600 mm (nearly two feet). It was designed at the beginning of the 20^th century when it became evident that the 0-6-0+0-6-0T “Zwilling” was not powerful enough anymore. The first prototype was completed by Henschel in 1903, followed by a low volume production starting in 1905.

The locomotives had outside frames, outside cylinders and outside Stephenson valve gear. To enable running through tight curves, the first and last axles were Klien-Lindner hollow axles which could be adjusted radially. Later these were exchanged on some locomotives for conventional axles with weakened wheel flanges. With an indicated power of 75 hp, they could haul 70 tonnes with 15 km/h. Due to the limited water capacity of 1,100 liters, additional tenders were built with a capacity of up to 5,000 liters of water and 1.2 tonnes of coal.

Large-scale production only started in World War I, but at a large number of manufacturers. When production was completed in 1919, more than 2,500 had been built. With 789, the largest number had come from Henschel. Second and third were Borsig with 377 and O&K with 359. After the end of the war, they came to a large number of civil operators in many countries. Today, around 100 are still existing all around the world.

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.

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 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.

The GtL 4/4 was a local railway locomotive for freight traffic with four coupled axles. Although the first 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 contained a bogie, 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 with lateral movement. 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 state of the art at that time, also contributed to reducing operating costs.

After two pre-production locomotives in 1911, another batch was created in 1914, which also comprised only eleven locomotives. From 1921, more locomotives of this type were procured for the Bavarian group administration of the Reichsbahn, with the first 40 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 which had also been added later on the older locomotives. Overall, the locomotives which were procured for Bavaria and the Reichsbahn were assigned the numbers 98 801 to 98 917. Deviating from this, the LAG locomotives were renumbered 98 1601 and 98 1602 when they were taken over in 1938.

In the years between 1934 and 1941, 29 locomotives were rebuilt 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 were allowed to run at 55 km/h and were designated class 98¹¹. With the exception of eight that were lost in the war or remained in Poland, all of the unrebuilt locomotives came to the Bundesbahn. From the mid-1950s, withdrawals began, so that only two were given a computer number in 1968. The locomotives 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.

In the twenties, the ELNA (Engerer Lokomotiv-Normen-Ausschuß - Special locomotive standards committee) designed a range of standard locomotives to be built for private and light railways. The ELNA 6 was the heaviest of these types and had the wheel arrangement 0-8-0T. With a top speed of 40 km/h, it was intended for all kinds of traffic on secondary lines and also for shunting. With a wheelbase of less than 4.5 meters, it did not need axles with lateral play.

Between 1922 and 1946, a total of 116 were built by different manufacturers since they were included in the war locomotive program as KDL 4. In this context, also Schneider of Le Creusot in France had to manufacture these and also continued production after the war for a total of 67. Thanks to the liberation of France, all 67 could stay in the country, came to the SNCF and were designated 040 TX.

In Germany, there was a total of four different variants. The standard type was offered in a cheaper saturated and a more powerful superheated variant, called ELNA 6 N and ELNA 6 H. Krauss of Munich could realize a cheaper production by using tooling already existing for other locomotives, so the seven locomotives resembled some other types which were in use in Bavaria. They also had larger side water tanks instead of the well tanks of the standard variant and were heavier. Additionally, seven of the locomotives produced by Henschel were of an augmented type that had a higher boiler pressure, larger cylinders and a larger superheater. These also had side tanks and were even heavier than the Krauss type. Later some got wheels with a diameter of 1.200 instead of 1.100 mm.

As the customers were private and light railways, most of them only got one to three locomotives. The largest customer was the Halle-Hettstedt Railway Company that got seven of which four came from Krauss. After the war, the West German locomotives remained in private ownership, while the East German ones were taken over by the Reichsbahn. Most were put into class 92⁶⁴, but three with a counter-pressure brake became class 92²⁹. Today three are preserved.

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 0-8-0T variant was developed as the class 81. Due to the standard design, this was possible without much effort and so Hanomag produced a small batch of ten units as early as 1928.

The length that had been increased by the fourth axle and the now possible higher weight were used by lengthening the boiler by one meter. Since the locomotive was still 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 good curve running, the wheel flanges on both inner axles were weakened by 10 mm.

Although the standard locomotives 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 the number of members in the class 81 remained at ten. After the war, all remained with the Bundesbahn and were retired by 1963.

The Great Northern needed new locomotives to accommodate the growing freight traffic on the Metropolitan Line between King's Cross and the goods yards between Farringdon Street and Ludgate Hill. The particular challenges were gradients of up to 1 in 35, tight curves and several tunnels. Two locomotives were therefore ordered from Avonside in 1866, based on two others that had been built for the Vale of Neath Railway.

With four coupled axles they were exceptionally strong by British standards at the time. In order to be able to drive through the tight curves, the first and last axles could each be moved laterally by 5/8 inch and were reset by springs. Because of the tunnels they had a condenser. However, as they turned out to be too large for the Metropolitan Line, it is unclear how long they were actually used there in the time until they were scrapped in 1880.