In order to increase the top speed of the successful GtL 4/4 local locomotive, it was provided with a carrying axle. It was decided to attach this to the rear end of the locomotive and connect it to the last coupling axle using a Krauss-Helmholtz bogie. The boiler and cylinders remained unchanged compared to the GtL 4/4, but the supplies had been increased. The locomotives were unofficially called GtL 4/5, although according to the Reichsbahn scheme they became the class 98¹⁰.

In practice, the trailing axle was not entirely convincing, so the top speed could only be increased from 40 to 45 km/h. When production stopped, 45 had been produced. It was finally decided to equip the GtL 4/4 with a leading axle. The resulting class 98¹¹ could be approved for 55 km/h.

The L1 was a Great Northern Railway tank locomotive designed by Henry Ivatt for running commuter trains on the Metropolitan City Lines in London. Although four coupled axles and a driving wheel diameter of only 4 feet 8 inches looked more like a freight locomotive, this design was chosen to achieve the fastest possible acceleration. The boiler and the cylinders were largely the same as the eight-coupled class K goods locomotives. Since the area of operation was in the city and partly in tunnels, a facility for condensing the steam was used. This was recognizable by the pipes from the smokebox to the water tanks.

At first only a prototype was built and it quickly became apparent that the axle load was too high. This can be explained by the fact that the weight of the large boiler was additionally increased by the water reserves and the condensation device. That is why the ten other production engines were created with a slightly smaller boiler, cylinders adapted to it and reduced water supplies. These eleven engines were used in passenger service as planned, but they do not seem to have performed particularly well. While they demonstrated the ability for very rapid acceleration to 30 mph, they did not significantly exceed 40 mph. 

Schematic drawing with dimensions

Locomotive Magazine, August 1903

As the locomotives had great pulling power, 30 more were built in 1905 and 1906 for use on freight trains in West Riding of Yorkshire. In 1907 the eleven others from London were also transferred there. Spread over the years from 1909 to 1926, the locomotives were given a larger boiler that corresponded to the original plans. A superheater was installed on seven and the boiler pressure was reduced from 175 to 170 psi. Locomotive number 131 was experimentally converted to oil firing. From 1923 they became class R1 at the LNER. From 1927 the first engines were retired. During this time there was a proposal to convert the locos to diesel powered compressed air locos. A 400 hp diesel engine would have filled a tank with compressed air, which would then have acted on the existing cylinders. However, these plans were not implemented and in 1934 the last engine was retired.

Since the Great Northern's L1, it had become the fashion in Britain to procure very heavy tank locomotives without a leading axle for jobs requiring high tractive effort or rapid acceleration. The poorer running smoothness at higher speeds and the shorter range compared to a tender locomotive could be ignored here. While the L1 was built for the rapid acceleration of commuter trains, the Lancashire & Yorkshire Railway's Class 32 was intended to be used for heavy shunting or hauling freight trains. The area of application was primarily in the port of Liverpool, which had short, steep gradients. George Hughes, chief engineer of the L&YR, based the development to a certain extent on the class 30 D tender locomotive of his predecessor Aspinall.

The diameter of the boiler was increased by a full foot while still sticking to the saturated steam principle. Considerations had come to the conclusion that the superheaters of the time did not work with full efficiency in shunting operations and that the additional complexity would therefore not be expedient. The wheelbase of the coupled axles was increased, which required the four middle coupled wheels to be designed without flanges. The cylinders were very large for a locomotive without a compound engine and powered the second axle. They provided a pulling force of about 34,000 pounds. 

The last built engine, No. 1505

Five examples were ordered, all delivered in March and April 1908. Their use was initially planned on the shunting yards in Aintree with humps, but this was ultimately not possible. The reason for this was that some chassis parts damaged the conductor rails attached there. Ultimately they were stationed at Accrington and Agecroft and used for heavy shunting and pushing work. After the grouping of 1923, the L&YR belonged to the LMS and there there was no great need for small classes with a few vehicles. Therefore, they were retired between 1925 and 1929 when the maintenance deadlines for the boilers expired.

Instead of ordering another batch of the class 1185 with a 0-8-2T wheel arrangement, H.P.M. Beames developed the class 380 with a two-axle trailing bogie to get more space for the supplies. Their area of application was the steep and winding lines in the valleys of South Wales, on which they were to pull freight trains and, if necessary, also be used in front of passenger trains. When the locomotives were delivered, the LNWR had already been merged into the LMS, where they were classified in power class 5F. 14 of the 30 locos survived the founding of British Railways, but these were retired by 1951.

When the two 0-6-2T locomotives No. 1 and 5 of the Mindener Kreisbahn (Minden County Light Railway) couldn't keep up with rising requirements in freight traffic, No. 11 was ordered from Jung. This one was a 0-8-2T where the first driving axle was movable to both sides by 18 mm to ensure smooth running on the meter-gauge line. It had two side tanks and a third one between the frames.

It was used by the MKB until 1936 when the tracks were converted to standard gauge. The 11 was now sold to the Sylter Inselbahn, where it only lasted eleven years. In the following years it got multiple new owners, of which the last one was the Hessische Landesbahn. They used it on the line between Giessen and Bieber and retired it in 1963.