In 1846, the KFNB had six 4-2-0 machines manufactured by Günther in Wiener Neustadt, which were basically similar to the Norris locomotives from the USA. They were lighter than other machines previously made by European manufacturers. They were given the names “Adonis”, “Jason”, “Deucalion”, “Phaeton”, “Endymion” and “Ganymed”.

The “Jason” fell victim to a boiler explosion in 1848. The technical data given refer to the state after the boilers had been replaced on the other five locomotives between 1853 and 1865. After the “Adonis” had been retired in 1862, all others were retired in 1866.

When the k.k. Nördliche Staatsbahn (Northern State Railway) received its first six locomotives in 1842, they were at the same time the first locomotives built at the Wiener Neustadt factory. As this railway had mostly flat lines in today's Czechia, the 4-2-0 locomotives from Norris were used as a model. They were named “Sedletz”, “Florenz”, “Plass”, “Carolinenthal”, “Hohenstadt” and “Hohenmauth”.

In his first years, manufacturer Wenzel Günther wasn't able to make all parts in his own shops. So the complete boiler was made by Seßler of Krieglach, while other parts had to be cast by other firms. In 1855, when the NStB came to the StEG, they got the numbers 2 to 7. It didn't take long for these locomotives to become too weak with around 80 hp. Additionally, the frame was to weak to support a more powerful boiler and larger cylinders. So they were retired between 1860 and 1864.

The inventor Seth Boyden, who had already made a name for himself in the field of leather and metalworking, also got into locomotive construction in 1837. The first of the two locomotives he built was the Orange, destined for the Morris & Essex Railroad. It was the first locomotive ever to be built in the state of New Jersey.

It had a 4-2-0 wheel arrangement with a leading bogie and a firebox in front of the driving axle. Boyden designed the very simple controls with a special reversing device. For the first time in history, the cylinders were mounted directly on the outside of the frame below the smoke box, which later became standard on almost all American steam locomotives. They had an exceptionally long stroke, almost three times the diameter.

The engine was first tested on August 1, 1837 and went into commercial operation on September 23. Without counterweights, the running smoothness probably left a lot to be desired due to the large masses going back and forth. Nevertheless, the engine was considered a success and was in use for a number of years.

With the founding of the Vienna-Raaber Eisenbahn, a locomotive was initially required that could be used for the construction of the line and for further tests. Georg Simon Sina von Hodos saw the simply built machines from Norris from the USA as ideal for this and therefore had one of these locomotives bought used. With the outside cylinders, which did not require a cranked axle, it was hoped that maintenance would be easier.

The locomotive arrived in Vienna in April 1838 and was named “Philadelphia” after its origin. Although it was used as planned during the construction work, when the line opened it was too weak to carry passenger trains.

Now that more powerful locomotives had been procured from England, the “Philadelphia” continued to be used for other tasks. In 1853 it came to the Southern State Railway and was retired in 1857.