Due to an urgent need for locomotives, the Alsace–Lorraine Imperial Railways turned to other manufacturers in 1874. So they ordered 16 2-4-0 passenger locomotives from Kitson at Leeds and 26 from Esslingen. Originally, the British locomotives were designated A 8 and the German locomotives were designated A 9. In the system introduced in 1906, they were renamed P 2.

They had a raised Belpaire firebox, a huge steam dome and a capuchon chimney with a lip on the forward edge. Originally they only had a Ricour type steam brake, but got air brakes later. Despite a driver diameter of only 5 ft 9 in (1,752 mm), they were also used in express service. Their withdrawals started in World War I and were completed by 1920.

The Altenburg-Zeitz railway company was founded in 1870 in the Duchy of Saxony-Altenburg to transport lignite from the Meuselwitz-Rositz mining area. In addition to transporting the lignite, passenger transport and other freight transport also had to be handled. For this reason, locomotives had to be procured that could handle both freight and passenger transport for the small company.

The five locomotives purchased by Borsig for this purpose had 1,525 mm coupling wheels and a leading axle mounted fixed in the frame. Other features included inside valve gear and a rudimentary cab. Between 1880 and 1888, five more tank and tender locomotives were procured. When the Altenburg-Zeitz railway company was nationalized in 1896, all machines were taken over. The numbers 1 to 5 were classified in the Saxon type II and provided with the numbers 745 to 749. The last three units survived until 1922 and were not given new numbers by the Reichsbahn.

Since the locomotives from the early days were no longer powerful enough, newer ones with an 2-4-0 wheel arrangement were procured from Maffei in Munich. 20 of these were delivered from 1873 and were based on the Bavarian locomotives. It is noteworthy that from 1888 all of them were converted to tank locomotives with an 2-4-2T wheel arrangement and remained in use as such.

In order to increase the output, following the trend of the time, the grate area was enlarged without significantly increasing the dimensions of the boiler. A further increase in power was achieved through a higher boiler pressure, which had become possible due to new materials and production techniques. The locomotives had an external frame and external cylinders, but internal Stephenson-type valve gear. Braking, as was usual at the time, was done with mechanical transmission only to the wheels of the locomotive.

After a few years of operation, it became apparent that the adhesive weight was too low and the running characteristics with the long rear overhang were no longer up to date. Therefore, the locomotives were equipped with a trailing axle and turned into tank locomotives, while most parts remained the same. Because the weight of the boiler feed water was now acting on the couple axles, the adhesive weight increased. In addition, more powerful boilers of the Baden type were used later and the brakes were replaced with a modern air brake system of the Westinghouse type.

The conversion was completed on all locomotives in 1892 and extended their operating life beyond what the original tender locomotives would have achieved. The decommissioning began in 1901, the last locomotive was taken out of service in 1910.

The locomotives of type XI were four-coupled tender locomotives with a leading axle for freight train service, which were procured from 1860 by the Grand Duchy of Baden State Railways. They were characterized by relatively large wheels, which allowed them to be used in front of passenger trains if necessary. From 1868 it was called V a.

The locomotives were equipped with a Crampton boiler, which protruded beyond the first and last axle. Initially, the saturated steam was only extracted from a regulator attachment directly on the upper edge of the boiler, which at times led to water being fed into the cylinders. Thus, all engines of the later deliveries received a steam dome. 

The wheel sets were mounted within an outer frame, so the power was transmitted via Hall cranks to the first coupled axle. With a driving wheel diameter of 1,524 mm it was ensured that at the top speed of 40 km/h low rotational speeds and smooth running were still guaranteed. The leading axle was rigidly mounted, but in view of the short overall wheelbase and the low speeds, this did not entail any particular disadvantages.

The primary operational areas of the XI were the Baden main line from Mannheim to Constance and the Odenwald line, which branched off from the main line in the direction of Würzburg. In addition to shunting services in the port of Mannheim, the deployment increasingly shifted to secondary routes with the commissioning of more powerful engines, where they benefited above all from the low axle load. In the mid-1890s, the remaining 18 of the 22 examples were withdrawn within a short period of time. One of them was converted into a tank locomotive in 1875, but it was to remain a one-off.

In 1869 and 1870, some locomotives with the wheel arrangements 2-2-2 and 4-2-0 (Crampton) were converted into four-coupled ones in order to increase the tractive effort for the increased loads in express traffic. Four locomotives with 0-4-2 wheel arrangement were then ordered and assigned to class B IX, but soon sold to the Reichseisenbahnen Alsace-Lorraine. Finally, in 1874, Maffei began to manufacture the new B IX, which had a 2-4-0 wheel arrangement and was thus the first four-coupled express locomotive in Bavaria to be procured in series.

Since at that time engineers had already come to the realization that overhanging masses impair the running properties at high speeds, attempts were made to reduce them as much as possible. With the B VIII, which was built in small numbers, experience had already been gained with a firebox whose center of gravity was directly above the second coupled axle, and this feature was adopted with the B IX. In order to also minimize the front overhangs, the cylinders were moved as close as possible to the leading axle. Like the previous series, the B IX had an outer frame, internal Stephenson valve gear and external cylinders. Due to its smooth running, it could be approved for 90 km/h and, with a train weight of 150 tonnes, reached a speed of 70 km/h on the flat.

A total of 104 engines were made between 1874 and 1887. After the end of the First World War, they were no longer used in high-value express service, but the remaining units with the numbers 34 7421 to 34 7440 were included in the Reichsbahn's provisional renumbering plan. However, the new numbers did not need to be attached, since the last machines were retired in 1925. Today, the locomotive with the number 1000 can be viewed as a cutaway model in the Lokwelt Freilassing, a branch of the Deutsches Museum in Munich.

Starting in 1863, Sharp, Stewart & Co. not only delivered some goods locomotives with a 0-6-0 wheel arrangement to the newly founded Cambrian Railways, but also twelve locomotives with a 2-4-0 wheel arrangement. The driving wheels were not particularly large at 66 inches, but they were used for passenger and express trains. Although relatively small for their time and not particularly fast, the engines were richly decorated with large amounts of brass. From 1890 they were fitted with a new boiler and a driver's cab. Two locomotives were converted to tank locomotives from 1908.

After the KFNB had ordered the first five freight locomotives in the 0-4-2 wheel arrangement in England at the end of the 1830s, they began to manufacture their own freight locomotives in Wiener Neustadt in 1844. Based on the 4-2-0 type from Norris, the bogie was converted into a fixed frame part and the second leading axle was replaced with a coupled axle. The cylinders continued to be fixed in an inclined position next to the smokebox and still drove the rear axle. Because of the low-lying boiler, the deep firebox reached just above the top of the rails.

The engines were given the names “Koloss” and “Elephant” and were delivered in 1844. In 1853 and 1865 they received new boilers with a larger heating surface. Although they were normally only known by their names, they were internally numbered 43 and 44. According to the new scheme from 1869, they were classified as Series I and given the numbers 308 and 309. They were phased out two years later.

In the years 1879 and 1880, the Kaiserin-Elisabeth-Bahn procured a total of eight more 2-4-0 express locomotives from the workshops of the state railway company. The requirements specified were that 100 tonnes should be towed at 55 km/h or 200 tonnes at 27.5 km/h on a gradient of one percent. In order to achieve the necessary train loads on the curve radii from 280 meters, a great deal of development effort was put into the locomotives. This also included the Haswell corrugated iron firebox, which was only used in the 1870s and was not able to establish itself beyond that.

The biggest difference to the existing series I and II was that the diameter of the dring wheels was increased from 1,580 to 1,900 mm. Although the top speed was only increased from 70 to 80 km/h, this improved smooth running at higher speeds and reduced consumption and wear. The reduced pulling power due to the significantly larger wheels was compensated for by a higher boiler pressure of ten bars and a slightly larger cylinder diameter. In addition, it was about seven tonnes heavier than the KEB II and thus had a larger adhesive weight. 

All in all, the A III was the most powerful of all Austrian 2-4-0 locomotives and also outperformed many 4-4-0 locomotives well into the 1890s. They were taken over by the kkStB in 1883 and initially referred to as A III. Later they became class 7 and got the numbers 7.01 to 7.08. The BBÖ also took over six more after the First World War and retired them between 1922 and 1929.

In 1851, Bavaria and Austria had sealed a state treaty that several railways should be built to connect the two countries. A total of 54 Series I express locomotives were procured for the first line to be opened from Vienna via Linz to Salzburg. The locomotives were built in several workshops: 18 in the Wiener Neustadt locomotive factory, 24 by the Staats-Eisenbahngesellschaft factory and six by Sigl. It was not until 1863 that the last six pieces followed from the KEB's own workshop. After the entire route had been opened, a big party was held in the Vienna Augarten on August 15, 1860, which was also attended by the passengers of the first train that had arrived from Munich via Salzburg with a Series I locomotive.

As was usual at the time, the locomotives did not have a driver's cab. Proper cabs were only retrofitted later, as were Kobel chimneys to protect against flying sparks. Despite the driving wheel diameter of only 1,580 mm, they were initially used in express train services.

Between 1869 and 1872, 30 more Series II locomotives followed, most of which had been manufactured by the KEB workshop. They had the same driving wheel diameter and the same wheel arrangement, but were slightly heavier. Both series were equipped with outside cylinders, but the series I still had an inner frame and the series II had an outer frame. The boiler pressure was now nine instead of seven bars. The engineer Johann Zeh installed the so-called Zehn flap, with the help of which one could direct air into the cylinders when the regulator was closed and whose compression could be used as an additional brake.

In the 1880s, the Series I locomotives received new boilers that could be operated at 10 bars. The grate area was increased and the heating surface decreased, which improved their relation to each other and brought the boiler into line with the II series. These too were later operated with ten bars. The Series I locomotives survived with the k.k. State railways as series 12 until 1904, their successors became series 21, even came to the BBÖ and were retired in 1928.

Although the Crampton locomotive enjoyed long popularity in France in general and with the Est in particular, it reached its limits in the late 1870s. Thus, Regray initially had seven locomotives made with 2-4-0 wheel arrangement. Since the Belpaire firebox ended with the rear on the second coupled axle and the 2.31 meter diameter wheels were still very large, the locomotives were referred to as “coupled cramptons” or “super cramptons”. On numbers 508 to 510, the firebox was pulled further forward so that it lay between the coupled axles. The locomotives had a double outer frame in which the cylinders were situated.

After the first ten examples had been manufactured in the Est workshops in Épernay in 1878 and 1879, the next 32 examples were ordered from commercial suppliers. The numbers 511 to 522 came from Cail in Paris in 1881 and the 523 to 542 in 1882 from the Wiener Neustädter Lokomotivfabrik. Their wheels were only 2.10 meters tall and the cylinders were slightly smaller. They also featured a conventional firebox that was larger than the previous Belpaire firebox. 

A third series of 20 examples was made again in Épernay in 1884 and 1885. These were given a larger boiler, which exceeded the 100 square meter mark for the tubular heating surface. This enabled them to achieve a boiler output that was greater than that of contemporary locomotives with a 2-4-2 or 4-4-0 wheel arrangement. Furthermore, they had received a larger tender that, in addition to the three tons of coal, could hold up to 13 cubic meters of water instead of the ten cubic meters of the older tenders. Traction was later increased on 48 of the 52 examples in the last two series by reducing the wheel diameter to 1.83 metres.

Numbers 508 and 509 were converted to a Flaman boiler in 1888, which could hold a maximum number of smoke tubes with two barrels. Since the front axle was heavily loaded after the conversion, the carrying axle was replaced with a bogie. Since the results of the conversions did not justify the high effort, no other engines were converted in this way. The engines with smaller coupled wheels were soon increasingly used in ordinary passenger train service and were partly used until 1936. The first of the non-converted examples, on the other hand, had already been retired in 1906.