When tested while hauling a 900-ton train, one reached a maximum speed of at level and an average speed of while climbing a 1 in 100 gradient. Between 1938 and 1945, all of them remained on the Böhmisch-Mährisch Bahn (BMB) and Protektorátni Drahy Cech a Moravy (CMD) lines in Bohemia and Moravia, and all 27 survived the Second World War. By the early 1960s, the Class 456.0 locomotives were spread thinly over most of the country, having been allocated to locations from Plzeň in western Bohemia to Banská Bystrica in Slovakia. All were withdrawn from service between 1968 and 1972. One, no. 456.011, went into industrial service and three others, numbers 456.015, 024 and 026, were later used as mobile boilers. The remainder were scrapped. Tender locomotives The CSD ordered three Class 486.1 1’D2’-h3 (2-8-4) locomotives, based on the three-cylinder Class 114 locomotive of the Austrian Federal Railways (BBÖ). This hand-fired locomotive had a Krauss-Helmholtz leading truck and the diameter of its coupled wheels was . Its total weight in working order was 107.6 tons, of which 63.9 tons were adhesive weight. All three cylinders were of bore with a stroke. The heating surface of the boiler was , of which were superheating area. The grate area was and the locomotive was designed for possible coal dust firing. They had Class 926.0 tenders, which were rebuilt from Class 623.0 tenders. They were not as successful as expected. One of the Class was tested against a Class 486.0 2’D1’-h3 (4-8-2) locomotive on the hilly mainline between Žilina and Košice on the former Košice-Bohumín Drahy (KBD) line. It proved to be inferior to its opponent in both speed and power. All three locomotives were allocated to the Brno shed for most of their active service lives. During the years from 1938 to 1945, they were rostered as BMB-CMD locomotive stock. They were withdrawn from service in 1967 and 1968 and were later used as mobile boilers. Germany Deutsche Bundesbahn After the Second World War, the recovering West Germany needed economical assistance. This came, in part, in the form of new locomotive orders placed with the West German locomotive industry, which kept it going in the tough and competitive world markets. A new tank locomotive type was designed by Krauss-Maffei and, in 1951, the firm built thirteen locomotives of a new Deutsche Bundesbahn (DB) Class 65 1’D2’t-h2 (2-8-4T) locomotive. Five more followed in