From 1923, the BBÖ had 40 locomotives with a 4-8-0 wheel arrangement and a low axle load built to operate the heavier express trains on the Westbahn. Borrowings were taken from the two prototypes of the class 570, which had been built in 1915 for the Südbahn. Despite the lack of a trailing axle and the maximum speed of only 85 km/h, they had a large grate and a high tractive effort, which allowed them to be used with heavy trains, even in mountainous areas. The Polish PKP had Fablok build 60 very similar locomotives as Os24. The Austrian locomotives came to the Reichsbahn in 1938 as class 33¹ and later kept the same numbers in the ÖBB. The last disappeared in 1968. Five locomotives had come to Yugoslavia after World War II, where they were designated as class 10.

The second type of Class 7 4-8-0 locomotives procured by the Cape Government Railways was built from 1896 for the central and eastern regions. They all came from British manufacturers and 45 were delivered by 1898, while a single one came from Dübs in 1901.

These locomotives were a development of the 1891 model and again were designed by Beatty. Compared to their predecessors, they had a larger boiler and a larger tender. Only the first driving axle had no wheel flanges. In the 1930s, many were rebuilt with a superheater and piston valves.

The Sudanese military received eight identical locomotives in 1897 and 1898 and used them in the Mahdist War. They were also called “Dongola class”. They had been given water pipes to the front so that an additional tender could be coupled there for use in the desert.

Of the GCR's locomotives, all but two, which had previously been sold, were taken over by the SAR in 1912. During the First World War, some were used in the conquest of German South West Africa. Due to their suitability in this region, more were later relocated there. After replacing them with more modern steam locomotives and diesel locomotives, the SAR retired the last class 7A locomotives in 1972.

Although the Baltimore and Ohio had procured a locomotive with a 4-8-0 wheel arrangement in 1855 with the “Centipede”, the Central Pacific “Mastodon” was one of the first successful locomotives with this wheel arrangement. Completed in 1882, it was the heaviest locomotive in the world at the time. Shortly after its roll-out, test runs were undertaken in the Sierra Nevada with the locomotive number 229, during which, as expected, it performed significantly better than the existing Americans and Ten-Wheelers. When the operation was taken over by the Southern Pacific, it was renumbered 2925.

The shape of the boiler had some special features, including a firebox with a lower ceiling in the area of the driver's cab, which was around 13 feet long. The cylinders each had four slide valves, two of which were operated by one set of valve gear each. This type of cylinders was also inherited by “El Gobernator”, the even larger locomotive with a 4-10-0 wheel arrangement.

Built by the Central Pacific workshops, number 229 was later sent to the Cooke Locomotive and Machine Works in New Jersey to set up series production. Depending on the source, 20 or 25 other machines were made, which had slightly larger cylinders. The first locomotive was later modernized and converted to oil firing, which probably also applies to the production locomotives. They were scrapped in June 1935.

Numbers 6 to 8 of the Emu Bay Railway in Tasmania were 4-8-0 locomotives built in 1900 by Dübs with the works numbers 3864 to 3866. With the consulting engineer being David Jones from the Highland Railway, the locomotives had a distinct Scottish appearance. They had to provide goods service over the line with a ruling grade of 2.5 percent and tight curves. A rigid wheelbase of 8 ft 4 in with a driver diameter of 3 ft 9 in indicates that one of the driving axles, most likely the last one, had lateral play. Boiler pressure was initially 150 psi, but was later increased to 175 psi. 

No. 7 was withdrawn in 1961, while the others were put into touristic and general passenger service again. For this they were converted to burn oil and received smoke deflectors. 6 was named “Murchison” and 8 was named “Heemskirk”. In 1966, they went into preservation. Now 6 is on display at the Zeehan West Coast Heritage Museum, while 8 went into service on the Don River Railway.

Unusual for a North-American 4-8-0, the NdeM ordered their classes PR-7 and PR-8 mainly for passenger service. A thought behind this may have been that a Twelve-wheeler had more adhesive weight than a similarly sized Pacific. Their driver diameter of 67 inches or 1,702 mm was larger than that of any US 4-8-0 and matched that of the fast European locomotives of this wheel arrangement.

Baldwin built a single PR-7 in 1924 that was numbered 5-A and later renumbered to 2856. It had the same boiler as the KR-1 Mikados and the MR-6 Pacifics, but this was mounted higher in the PR-7 to make space for the wide firebox above the last set of drivers. Nevertheless, the top of the drivers protruded into the firebox. This was possible since this oil burner did not need a continuous ash pan. In contrast to its sisters with the same boiler, it had an Elesco feed water heater. The cylinders had square dimensions with a bore and stroke of 28 inches each.

Baldwin delivered five more in 1935 which had a larger boiler. These were called class PR-8 and numbered 3000 to 3004. The main increase in the firebox heating surface could be attributed to the thermic syphons. With a service weight of 288,000 pounds or 130.5 tonnes, they were the heaviest 4-8-0 locomotives ever. The dimensions of the cylinders and drivers had not been changed and also the boiler pressure remained unchanged. The PR-7 was retired in 1962 and the last PR-8 was gone in the following year.

When several Colombian railways were unified under state control in 1924, P.C. Dewhurst designed a standard locomotive to be used on lines with three foot and meter gauge. They were 4-8-0 or twelve-wheelers, also called “Docerruedas”. They were produced between 1924 and 1951 by a total of seven manufacturers from the USA, Germany, Great Britain, Belgium and Czechoslovakia.

All had drivers with a diameter of 40 inches (1.245 mm) and a cylinder stroke of 22 inches (559 mm). The cylinder diameter varied from 17 to 18 1/4 inches (432 to 464 mm). To enable running through tight curves, the first driving axle had no flanges and the last one had an axlebox that allowed lateral movement and was self-centering. Also the bogie allowed ample lateral movement.

In total, 108 of these were delivered to several Colombian Railways which later became part of FCN. With more than 60, the Pacífico got the most. One picture shows number 37, one of the Kitson locomotives delivered to the Pacífico. It was named “Pedro del Ospina” and was one of the lightest at 111,000 pounds (50.3 t). Ambalema-Ibagué No. 10 was built by Baldwinin 1947 and had a weight of 131,500 pounds (59.6 t).

In 1940 and 1941 André Chapelon rebuilt 25 Pacifics of the PO 4501 to 4600 series into 4-8-0 locomotives of considerably more power which became SNCF 240 P. They were a follow-up of twelve other locomotives of the same series which had been rebuilt in 1932 and 1933 which now became SNCF 240 A. The new series was to be even more powerful and used for very heavy passenger and freight services on the line between Paris and Lyon with gradients of one percent.

Innovations of these locomotives included a boiler pressure of 20 bars, a stoker, an ACFI feed water heater, a longer stroke on the low pressure cylinders and a double Kylchap exhaust. This resulted in a short-time output of around 4,700 hp and a continuous output of around 4,000 hp. On the outside, the 240 P could be distinguished from the 240 A by running boards above the driving wheels, larger smoke deflectors and a four-axle bogie tender.

Heavy passenger trains of 800 tonnes could be hauled at speeds above 100 km/h, what increased to 120 km/h with trains of 512 tonnes. In World War II, passenger trains grew to 28 cars or 1,100 tonnes, while these locomotives were also tasked to haul 2,000-tonne coal trains at 85 km/h. But the electrification of the Paris-Lyon line meant that their lives were fairly short, so the last ones were withdrawn in 1953.

The MÁV series 424 was a 4-8-0 mixed traffic locomotive that wasn't only a success in Hungary, but also in other countries. It was based on the Südbahn class 570 and also had a high boiler that had enough space for a large grate. With a driver diameter of 1,610 mm and a top speed of 85, later 90 km/h, it was also suited for the express trains in Hungary. Due to its good acceleration, it could reach high average speeds on lines with many stops. But it was also powerful enough for heavy passenger and freight trains. On an incline of 0.5 percent, it could reach 70 km/h with a train of 1,150 tonnes.

Although it had only been built by MÁVAG, the production spanned 34 years in total. In 1924, 26 had been built for the MÁV and only one followed in 1929. In World War II, the need for a powerful locomotive that can haul various military trains led to 216 more being built between 1940 and 1944. Production even continued after the war, so 122 more had followed by 1958. So in total 365 had been built for the MÁV, but when the last were built, many others had already been given to other countries. The MÁV modified some locomotives for example with Kylchap exhausts and only retired them between 1972 and 1986. Today, 424.009, 247 and 287 are operational with more being preserved in a non-operational state.

More had been directly delivered to other countries. Between 1942 and 1944, the Slovak SŽ had ordered 15 which became part of the ČSD after the war. Together with others they got from Hungary, the ČSD soon had 51 in their inventory and designated them class 465.0. The last ones were operated until 1973. In Yugoslavia, 13 former Hungarian locomotives were used as class 11 and three of them had been assigned to Tito's train. More had been built for China and North Korea, what brought the total number to 514.

In 1925, the Madras & Southern Mahratta Railway got four 4-8-0 locomotives for their metre-gauge network which had been designed by Messrs. Rendel, Palmer & Tritton. They were built by W.G. Bagnall and got the numbers 500 to 503. Some visible features were the inclined cylinders, the Belpaire firebox and steam pipes which were partly external. Despite an axle load of only 8.7 tons, they had a good power to weight ratio. Also the tenders were relatively light, partly due to their rigid frame without the extra weight of bogies. 

In 1913, Hanomag built eight 4-8-0 locomotives for the MZA which had a driver diameter of 1,600 mm and were numbered 1301 to 1308. In contrast to the 1101 series with 1,400 mm drivers that was ordered for steep climbs, the new series was to deliver better performance on less demanding lines at higher speeds. They had a higher boiler pressure and were four-cylinder compounds with a common piston valve for each set of high and low pressure cylinders. The inside cylinders were mounted in a way that they could be accessed from the front for maintenance.

The distance between the third and fourth driving axle had to be increased to make space for the firebox. This resulted in a driving wheelbase of 5,700 mm, but the last axle had 20 mm of lateral play, decreasing the rigid wheelbase to 3,400 mm. They were run up to speeds of 105 or 110 km/h and their power was indicated with 2,050 hp. The requirements included to haul 280 tonnes on inclines of 1.5 percent at 50 km/h, or 340 tonnes on the level at 100 km/h, for that this amount of power was more than sufficient.

They delivered better results than the series 877 to 880 Pacifics which had been built by Maffei and had largely the same boiler. So 25 more were ordered to be built in 1914, this time from ALCO which allegedly had to be persuaded to build a 4-8-0 instead of a Mikado. These locomotives were numbered 1321 to 1345, with a gap to the first batch. From 1927, they were challenged by the series 1701 4-8-2. With the founding of the RENFE, the first batch became 240.4051 to 4058, while the second batch became 240.4061 to 4085. The RENFE mainly used them in freight service and withdrew all between 1964 and 1966.