After the 0-8-0 wheel arrangement had established itself with the class 33 and 34 locomotives on the Semmering, the class 35a was created in 1871. Under the direction of Louis Adolf Gölsdorf, a new locomotive was created that, unlike its predecessors, had an inside frame and outside valve gear.

Since an axle load of 13 tonnes was now permitted, a significant increase in power was possible. With a length of 2,300 mm, the firebox achieved a maximum for its time. Because it was completely behind the last axle and this had lateral play of 20 mm, there was a large overhanging mass. With a top speed of 35 km/h, however, this was of little consequence.

Production comprised 25 locomotives from Wiener Neustadt, 25 from the StEG workshops and five from Floridsdorf in 1871 and 1872. After the Upper Italian SFAI had loaned a locomotive for testing, 60 almost identical locomotives were ordered from Wiener Neustadt. These led to the later FS class 420, which was built by other manufacturers until 1905.

The locomotives of the class 35a were able to pull 210 tonnes on a ramp with a gradient of 2.5 percent. In addition to the Semmering Railway, they were also used on the Brenner Railway and in the Karst Plateau of present-day Slovenia. Like their predecessors, they were later given Kobel chimneys.

After the Second World War, 20 came to the FS and became class 452 there. 23 came to the Kingdom of the Serbs, Croats and Slovenes, of which 16 were later taken over by the JDŽ as class 132. The twelve locomotives remaining in Austria became the class 471 of the BBÖ. The three locomotives remaining in 1938 were numbered by the Reichsbahn as 55 5601 to 5603.

After the class 35a, the Südbahn had ten other very similar locomotives built by Sigl in Wiener Neustadt. Since the 35a was said to have a boiler “overflowing” with tubes, the 35c received fewer heating tubes. The tube heating area fell from 159 to 138 square meters, while the grate area remained unchanged and the area of the firebox hardly changed. In addition, they were fitted with a Le-Chatelier-Ricour countersteam brake.

After the First World War, two came to the Italian State Railways, where they became Gruppo 454. The rest all came first to the state of Serbs, Croats and Slovenes and were later classified by the JDŽ, just like their predecessors, in the class 132. Thus, the BBÖ did not receive any members of this class at all.

When the six-coupled locomotives on the Black Forest and the Odenwald lines with gradients of 1.25 percent became too weak, Hanomag delivered twelve eight-coupled locomotives in 1875. The axles were put as closely together as possible, but the desired rigid wheelbase of 2.5 metres needed for the sharp curves could not be realized. So the first and last driving axles were built with 12.5 mm of lateral play, what had a negative impact on the running characteristics. Later, the Baden State Railway bought type VIII c Mallet locomotives for mountain lines with sharp curves. So the number of the VIII a remained at twelve, which were withdrawn by 1923.

The “Monster” was an early four-axle locomotive with all wheels driven. The original locomotive was designed by Isaac Dripps and built in 1840 by the Camden & Amboy. The cylinders were situated in an inclined position above the second axle and acted on levers at the front of the locomotive. This power was transmitted to the third axle via connecting rods and the coupling rods only drove the fourth axle. The second axle was driven by the third one through a set of spur gears. Finally, a second set of coupling rods drove the first axle.

It was among the first, if not the first locomotive at all that was designed for burning anthracite. Its firebox had a combustion chamber and a water leg that created additional water circulation. In 1852 and 1853, long after the original locomotive had been built, two more each were built by the Trenton Locomotive Works. Some years later, Dripps rebuilt them to 4-6-0 locomotives. In this form, they were used until around 1875.

The class P-4 was the most powerful of the 0-8-0 switchers built for the Canadian National and its constituents. They had cylinders of 26 by 30 inches, drivers of 56 inches and a boiler pressure of 180 psi. The resulting tractive effort of around 55,000 pounds earned them the haulage rating of 55 percent stated in the roster of their operator. With a weight of more than 240,000 pounds in working order, they were considerably heavier than the later P-5 and also had larger drivers. There were four variants called P-4-a to P-4-d.

The a to c were nearly identical, but only the a and c had steam heating to switch passenger trains. The Grand Trunk got ten P-4-a built by Canadian Locomotive Co. in 1920 and five P-4-b built by their own workshops in 1923. These were originally called class F12 and soon came to the Canadian National. Seven P-4-c were again built by the CLC, but directly delivered to the Canadian National. The P-4-d was ordered by the Grand Trunk Western and had a larger boiler. Five were built by Lima in 1923. So there was a total of 27 locomotives which was numbered 8200 to 8226 by the Canadian national. The first ones were scrapped in 1955, but 19 lived at least until 1957 to be renumbered in the range between 8430 to 8448.

The class E-1 consisted of 25 0-8-0 Camelback switchers built by ALCO-Schenectady between 1912 and 1918. For burning fine anthracite, they had a large grate of 91.6 square feet. The Wootten firebox had a surface of 202 square feet, with additional 18 square feet in a combustion chamber. They were also designated 8S53 due to their eight wheels and 53,000 pounds of tractive effort. The superheated class E-2s had the same designation. The E-1 was retired between 1948 and 1954.

In World War II, when the Dutch exile government expected a severe shortage of locomotives after the war, they ordered two types of steam locomotives from NoHAB of Sweden. For freight service, 35 0-8-0 locomotives were ordered which were directly based on the TGOJ M3b. They were delivered after the end of the war and numbered in the range from 4701 to 4735. The other type were the 15 4-6-0 locomotives of the series 4000.

Three cylinders were unusual for the Netherlands, but gave them the highest tractive effort of any steam locomotive in the country. The fully enclosed cab was a sign for the Nordic origin of these locomotives. The electric lighting of the running gear, what was also not common in the Netherlands, earned them the nickname “Kerstboom” (“Christmas tree”).

Although they had been designed for freight service, their third cylinder ensured good running characteristics up to 70 km/h. So they were also used in passenger service when needed. As electrification progressed, they were used almost exclusively for coal traffic in Limburg in the fifties. Their withdrawals followed until 1957.

In 1873, the Kaiserin-Elisabeth-Bahn initially received eight freight locomotives from the Sächsische Maschinenfabrik Hartmann in Chemnitz. One of them received an honorary diploma at the 1873 World Exhibition in Vienna. The next 16 locomotives came from Austria, namely from Wiener Neustadt and Floridsdorf.

These were eight-coupled locomotives with a wheel diameter of 1,106 mm for use on low mountain lines with a low axle load. To run through tighter curves, the fourth axle could be moved laterally by 20 mm. They had outside cylinders but inside valve gear.

When the KEB was nationalized in 1884 they became the kkStB class 70. Shortly thereafter they received new boilers to extend their life. After the First World War, a total of five came to the ČSD, which remained in service for more than 20 years. The two machines of the BBÖ were retired in 1936.

Over a long period from 1866 to 1891, the Nord had a total of 430 freight locomotives of basically the same type built. With the 0-8-0 wheel arrangement, they were among the most powerful models at the time of their introduction. The nickname “180 Unités” came from a French unit to measure tractive forces. Four units corresponded here, for example, to a freight car with a load of less than ten tonnes, which is pulled on the flat at 50 km/h.

The cylinders, which were quite large with a diameter of 500 mm, were already mounted outside the frame. In reality, the locomotives could pull coal trains weighing 680 tonnes on lines with a maximum gradient of 0.6 percent. At 1.2 percent, 415 tonnes could still be pulled. In later series, the boiler pressure was increased from 8.5 to 10 bars, which increased the train weights accordingly.

The locomotives built after 1879 were fitted with a boiler with a Belpaire firebox. From 1890, a driver's cab was installed ex works. Between 1907 and 1913, 108 locomotives were rebuilt into tank locomotives. Other machines from the Nord-Belge that were almost identical in construction were also rebuilt in this way and used in Belgium.

When the SNCF was founded in 1938, only two of the non-rebuilt tender locomotives were still in use. Of the 108 tank locomotives, a total of 104 were still in use. The last of these remained in use as shunting locomotives until 1962. Today only 4.853 survives, which was not converted into a tank locomotive and was used in a sugar refinery until the 1960s.

To haul heavy coal trains from Peterborough to London, Ivatt developed the class K, which was soon dubbed the “Long Tom” because of its longer boiler compared to the six-coupled locomotives. The dimensions of this boiler roughly corresponded to the class 990 or C1 (small boiler) Atlantics. It could generate enough power to haul 60 full wagons of coal. This corresponded to a train weight of 1,052 tons compared to 681 tons for the older, six-coupled freight locomotives. With the cylinder dimensions required for this, it was still possible to arrange the cylinders within the frame. From 1901 a total of 55 engines were built.

Although the engines could handle the required train weights without any problems, a high coal consumption was noticeable. Therefore, from 1908 almost all engines were superheated, with two different variants being created. The first one, later designated by the LNER as the Q1s class, retained the original cylinder dimensions and slide valves. The others, which later became LNER class Q2, used cylinders with a diameter of 21 instead of 20 inches and piston valves instead of slide valves. Both variants had Schmidt-type superheaters and both had the fully automatic Klinger-type lubrication required for superheated operation.

In 1913 number 445 was fitted with the Doncaster superheater developed by Gresley. No other engines with this superheater followed. From 1923, it was listed as class Q3 by the LNER due to its different power characteristics. In 1914, number 420 was fitted with a significantly larger boiler. Since the other boilers of this type were finally used for the 2-6-0 machines of class K2, the 420 remained a one-off.

In the 1920's the superheaters were replaced with the Robinson type which were standard on the LNER. With the introduction of the 2-8-0 locomotives of classes O1 and O2, the locomotives were no longer needed for transporting coal to London and were increasingly used in more northerly areas. During this time they were nicknamed “Sea Pigs” because of their high water consumption compared to other locomotives. From 1926 the retirement began, whereby the few locomotives with saturated boilers were affected first. By 1935 all Q1s and Q2s were gone and the only Q3 lasted until 1937.