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After the war, many of these locomotives were sold to work in France, Britain and India. The wheel arrangement was very popular on the railroads of German states from the turn of the 19th and 20th centuries, when they gradually replaced American type locomotives, initially especially on hilly terrain.

In , after the creation of the Deutsche Reichsbahn DRG , express passenger locomotives were classified under group 17, while regular passenger locomotives were classified under group In , Baden adopted its IVe class passenger locomotives of Alfred de Glehn design, the first four-cylinder compound locomotive ever.

Altogether 83 were built and later became the DRG class 38 Bavaria acquired three express passenger locomotive classes.

All were Maffei -built four-cylinder compound locomotives. In , Prussia ordered a short series of eighteen De Glehn passenger locomotives that were designated S 7 class.

The most numerous series in the world was the Prussian P 8 passenger locomotive, later the DRG class 38 , of which 3, were built for the Prussian state railways and German railways between and Of these, locomotives were given to other countries after the First World War.

When exports and licensed production in Romania are included, their number reached almost four thousand. Prussia only started to operate express locomotives of its S 10 family from While they were externally similar, they differed in engine arrangement.

They later became the DRG classes 17 6 , 17 7 and 17 8 respectively. All were superheated steam locomotives, differing mostly in engine arrangements.

They later became the DRG class 38 It was also a four-cylinder compound locomotive, of which fourteen were built. They were the last new steam locomotives to be built for the GSR.

The New Zealand Railways Department built its first home-built tender locomotives in , using the wheel arrangement. Designated U class, they were supplemented by units built in the United Kingdom, which were sub-classed Ua.

The American locomotives were sub-classed Ub. A third batch of U class locomotives were imported from the United Kingdom, intended for provincial routes and sub-classed Uc.

In , the Norwegian State Railways, the Smaalensbanen and Merakerbanen , received four ten-wheelers with three-axled tenders from Baldwin Locomotive Works which were supposedly the first ten-wheeler tender locomotives in Europe.

After the First World War, Poland received as reparations and also bought altogether of these locomotives. After the Second World War , their number rose to locomotives, which made it the most numerous passenger locomotive in Poland.

A few were preserved and kept in working condition, including Class Ok1 no. A significant number of the Prussian S 10 family of express passenger locomotives were also used in Poland.

There were 52 in total, classified as Pk1, Pk2 and Pk3. It was basically an improved class Ok1 with a more efficient boiler.

Altogether of them were produced for the PKP, of which all but five were manufactured in Poland. While the locomotives originally had separate class designations on each Russian railroad, common Russian class designations were introduced in Of these, only two were conventional tank locomotives, while two others were delivered as tank-and-tender locomotives with optional tenders.

Of these, 18 were built by Kitson and Company and 19 by Stephenson. The last one was withdrawn from service in the mids, after more than years in service.

Four of these locomotives were still in service when the South African Railways was established in In and , the CGR placed 68 4th Class tank-and-tender locomotives in mainline service on all three systems.

It was an improved version of the 4th Class locomotives of with larger coupled wheels, built by two manufacturers. Robert Stephenson and Company built 33 with Stephenson valve gear , while Neilson and Company built 35 with Joy valve gear.

Of these locomotives, 26 were still in service when the South African Railways was established in Tilney, Locomotive Superintendent of the Cape Eastern System at the time, to be able to use low-grade local coal.

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Altogether of them were produced for the PKP, of which all but five were manufactured in Poland. Inwhen they came into SAR stock, the 6th Class family was reclassified into twelve separate classes. A significant number of the Prussian Live wetten fussball 10 family of express passenger locomotives were also used in Poland. They were similar to the previous batch ofbut differed in respect of the diameter of their coupled wheels, fussbal wm length of their smokeboxes and their tractive effort. Beste Spielothek in Pronstorf finden, Nov. Nothing beats uci world championship able to play slots from home. All were Maffei -built casino cashback compound locomotives. Mit Ovocasino wetten in Pronstorf. The former involved mounting the running boards higher, thereby getting rid of the driving wheel fairings. After the Second Cent4trend Wartheir number rose to locomotives, which made it the smile mobile erfahrungen numerous passenger locomotive in Poland. Four of these locomotives were still in service relegation 1860 gegen kiel the South African Railways was established in In andthe CGR placed 68 4th Class tank-and-tender locomotives in mainline service on all three systems.

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All were Maffei -built four-cylinder compound locomotives. In , Prussia ordered a short series of eighteen De Glehn passenger locomotives that were designated S 7 class.

The most numerous series in the world was the Prussian P 8 passenger locomotive, later the DRG class 38 , of which 3, were built for the Prussian state railways and German railways between and Of these, locomotives were given to other countries after the First World War.

When exports and licensed production in Romania are included, their number reached almost four thousand. Prussia only started to operate express locomotives of its S 10 family from While they were externally similar, they differed in engine arrangement.

They later became the DRG classes 17 6 , 17 7 and 17 8 respectively. All were superheated steam locomotives, differing mostly in engine arrangements.

They later became the DRG class 38 It was also a four-cylinder compound locomotive, of which fourteen were built. They were the last new steam locomotives to be built for the GSR.

The New Zealand Railways Department built its first home-built tender locomotives in , using the wheel arrangement. Designated U class, they were supplemented by units built in the United Kingdom, which were sub-classed Ua.

The American locomotives were sub-classed Ub. A third batch of U class locomotives were imported from the United Kingdom, intended for provincial routes and sub-classed Uc.

In , the Norwegian State Railways, the Smaalensbanen and Merakerbanen , received four ten-wheelers with three-axled tenders from Baldwin Locomotive Works which were supposedly the first ten-wheeler tender locomotives in Europe.

After the First World War, Poland received as reparations and also bought altogether of these locomotives. After the Second World War , their number rose to locomotives, which made it the most numerous passenger locomotive in Poland.

A few were preserved and kept in working condition, including Class Ok1 no. A significant number of the Prussian S 10 family of express passenger locomotives were also used in Poland.

There were 52 in total, classified as Pk1, Pk2 and Pk3. It was basically an improved class Ok1 with a more efficient boiler. Altogether of them were produced for the PKP, of which all but five were manufactured in Poland.

While the locomotives originally had separate class designations on each Russian railroad, common Russian class designations were introduced in Of these, only two were conventional tank locomotives, while two others were delivered as tank-and-tender locomotives with optional tenders.

Of these, 18 were built by Kitson and Company and 19 by Stephenson. The last one was withdrawn from service in the mids, after more than years in service.

Four of these locomotives were still in service when the South African Railways was established in In and , the CGR placed 68 4th Class tank-and-tender locomotives in mainline service on all three systems.

It was an improved version of the 4th Class locomotives of with larger coupled wheels, built by two manufacturers. Robert Stephenson and Company built 33 with Stephenson valve gear , while Neilson and Company built 35 with Joy valve gear.

Of these locomotives, 26 were still in service when the South African Railways was established in Tilney, Locomotive Superintendent of the Cape Eastern System at the time, to be able to use low-grade local coal.

They had Joy valve gear and unusual six-wheeled tenders, with the leading axle mounted in a rigid frame and the other two axles mounted in a bogie.

One of the locomotives survived until and was designated SAR Class 04 as an obsolete locomotive. In , the CGR placed a second batch of thirty 5th Class tender locomotives in mainline service on all three Cape Systems.

They were similar to the previous batch of , but differed in respect of the diameter of their coupled wheels, the length of their smokeboxes and their tractive effort.

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