Since 1830 attempts were made to implement steam superheating, but only in 1857 scientific investigations were made to use superheated steam. The superheat however was too small to have a positive effect. The setback was caused by the non-availability of a suitable apparatus, which could produce higher steam temperatures as well as the drawback of the non-existence of a temperature resistant lubricant. Progress during that time was achieved by introducing higher steam pressures and by applying double or multiple expansion.

The man devoted to this important problem was Dr. Wilhelm Schmidt, who already in 1888 tried to perfect a type of steam engine by using a mixture of hot air and steam to counteract the condensation losses in cylinders. The improvements were marginal, but the trial convinced him that steam temperatures of 660 deg. F (385 ° C) would be needed to obviate all condensation losses. From the time referred, Dr. Schmidt made the development of the superheated steam engine his life-work, successfully designing different types of superheaters, which met the conditions imposed by very high steam temperatures.

The exceptionally low coal and water consumption proved that the use of superheated steam was practicable and in fact, prior to 1908, scarcely any large stationary plant is put down where superheating is not employed. The success led Dr. Schmidt to attempt the application of superheat to locomotives. The Prussian State Railways were the first to put the superheated steam system to the test. Various politicians and companies in Belgium, Canada and Russia supported the inventions, and as early as 1900 the Canadian Pacific Railway and the Moscow-Kasan Railway had trial locomotives built with the Smoke-Box type superheater. In 1910 the Belgian State Railway were the first to adopt the smoke tube superheater.

The first 2 superheater locomotives were put to work by the Prussian State Railway in 1898. In 1908 they were still in regular service. A number of difficulties however were encountered, but soon were overcome by designing special forms of pistons, piston valves and stuffing boxes, suited to withstand the high temperatures of the steam and to ensure greater efficiency and durability. The success initiated many other railways authorities to adopt the system developed, and later patented by Dr. Schmidt.