to Germany, which was again refused in Baden. They were finally retired in France in the early 1930s. It was not until 1941 that the Deutsche Reichsbahn received prairie tender locomotives again. The series 23, which was procured in two prototypes, was to be procured as a passenger locomotive in up to 800 copies from 1941 as a replacement for the prussian P8, but the Second World War made these plans obsolete in favor of urgently required freight locomotives. After the war, both the Deutsche Bundesbahn with the DB class 23 and the Deutsche Reichsbahn in the GDR with the DR class 23.10 each procured a good 100 new prairie locomotives. However, due to structural change, the last units remained in operation for an average of less than 20 years and were taken out of service until around the mid-1970s. Hungary The most numerous steam locomotive type used in Hungary was the , built from 1909 onwards, which were still at work in the last days of steam. The Hungarian State Railways (MÁV) also ran three important classes of 2-6-2 tank engines. These were the large class built from 1917, and the smaller and . Italy The Ferrovie dello Stato Italiane (Italian State Railways) built the 151-strong compound FS Class 680 for express trains from 1907 to 1911. The FS Class 685, built in 271 units from 1912 to 1928, was its non-compound and superheated version, and proved very successful, to the point that all but 31 of the earlier Class 680 were rebuilt as 685 (bringing the size of the class to 391 locomotives). New Zealand A fleet of five tank engines, built by Manning Wardle of Leeds in England, were supplied to New Zealand in 1884-85. The private Wellington and Manawatu Railway (WMR) used them for construction, maintenance and local service work. Three were later taken over as the New Zealand Railways (NZR) WH class in 1908. The second batch of Prairie locomotives was built to an order for the New Zealand Railways Department, with the initial order for ten being let to Nasmyth, Wilson and Company of Manchester, England. This later became the NZR V class which, due to political interference and their being overweight, did not go into traffic until 1890. New Zealand's third batch of Prairie locomotives was ordered by the WMR in 1884. Their design was almost identical to that of the NZR V