After the Bengal-Nagpur had tested two class HSG 2-8-0+0-8-2 Garratts for slow and heavy coal trains on inclines, they ordered the 4-8-0+0-8-4 class N in 1929. With a service weight of 234 tons, they are the heaviest locomotives ever to run in India and were perfectly suited to well-laid and relatively straight tracks found on the BNR network. They could haul up to 3,000 tons on the level and even managed 2,400 tons on inclines of one percent.

To enable the operation on a wider selection of lines, the 16 class N locomotives were joined in 1931 by ten NM class locomotives which were similar, but lighter. To date, these 26 locomotives are the only Garratts ever built with a 4-8-0+0-8-4 wheel arrangement. Two locomotives of class N are still existing. While No. 811 has run a few times in 2006 and 2019 but has an unclear future, No. 815 is on display at Delhi Railway Museum.

On the line from Mandalay to Lashio, Burma Railways not only had curve radii starting at 330 ft (100 m), but also a long gradient of four percent. For this purpose, four class GA.I Garratts were built in 1924 as Double Consolidation, i.e. with the wheel arrangement 2-8-0+0-8-2. At the time they were put into service, they were probably the most powerful meter-gauge locomotives in the world.

Due to the narrow curve radii, the innermost driving axle had a lateral displacement of 3/8 inches (9.5 mm) in both directions. On the four percent steep gradient, the GA.Is were able to reach 9 mph or 14.5 km/h with a 200-ton train.

In 1927, a single compound locomotive was ordered for comparison and was designated GA.II. This also only had two cylinders at each end, with the high-pressure cylinders located behind the cab and the low-pressure cylinders in front of the smoke box. Since the additional complexity apparently didn't pay off, the other locomotives were built with simple expansion.

Three GA.IIIs followed in 1927, which were largely similar to the GA.I, but had the smaller superheater of the GA.II. In 1929 Krupp delivered eight GA.IVs, which were similar to the previous locomotives but again had a larger superheater. According to A.E. Durrant, all four classes were retired due to damage during World War II.

For the expected increase in traffic towards the French border, the Central de Aragón ordered two types of Garratts for express and freight traffic. The locomotives for express service were designed as double Pacifics and were built by Babcock & Wilcox after plans by Beyer, Peacock & Co.

They were the most powerful express locomotives in Europe at the time and at the same time the only Garratts that were used on express trains. When they were incorporated into the RENFE, they became 462-0401 to 0406, whereby the 462 was to be understood as “two times 231”. Between 1955 and 1962 they were converted to oil firing and renamed 462F. Their use on express trains ended in 1966 and they were used in freight transport for another four years. Today only the non-operational 0401 exists.

For the expected increase in traffic towards the French border, the Central de Aragón ordered two types of Garratts for express and freight traffic. The locomotives for freight service were designed as double Mikados and were built by Babcock & Wilcox after plans by Maffei of Munich. The six locomotives delivered in 1931 were numbered 201 to 206 and dubbed “Garratts pequeñas” (small Garratts) in reference to their express counterparts.

When they were incorporated into the RENFE, they became 282-0401 to 0406, whereby the 282 was to be understood as “two times 141”. Between 1955 and 1958 they were converted to oil firing and renamed 282F. In 1961, ten more were built which were among the last Garratts to be completed. They were retired between 1971 and 1973 and 282F-0421 was preserved in running condition.

The class 59 of the East African Railways wasn't only the most powerful and heaviest Garratt locomotive ever built for meter gauge, but most likely also heavier than all built for cape gauge and nearly as heavy as the heaviest standard gauge Garratts in Australia and the Soviet Union. They were designed to accelerate freight traffic on the 330 miles between Mombasa and Nairobi. While Mombasa is located on the coast, Nairobi's elevation is 1.661 m or 5.450 ft above sea level.

Their wheel arrangement 4-8-2+2-8-4 is also called “Double Mountain”, since it resembles two 4-8-2 “Mountain” locomotives coupled back to back. In fact, the 34 locomotives built by Beyer-Peacock in 1955 were named after mountains. Their task was to haul 1,200 ton trains up long inclines of 1.5 percent. When needed, they also had to take over express trains with 35 coaches.

For the whole of their lives, they operated on the same line. Many of their crews only consisted of Sikhs. These always kept their locomotive in the best and cleanest condition and decorated their cab in a special way. After all had been withdrawn between 1973 and 1980, No. 5918 “Mount Gelai” was overhauled at the Nairobi Railway Museum. Until 2005, it wasn't only used to haul excursion trains, but sometimes even had to stand in when there was a shortage of diesel locomotives.

The unsatisfactory results of the unreliable and high-maintenance M-class Mallets led the Kenya-Uganda Railway to switch to Garratt-type locomotives. They weighed over 120 tons loaded, had a Belpaire firebox and were among the most powerful meter gauge locomotives of their time. The first four machines to be delivered came in 1926 from Beyer, Peacock & Co. and were designated class EC. They were fired with eucalyptus wood, which soon proved inefficient and dangerous for the crew. Thus, a conversion to coal firing took place, but they were already sold to Indochina in 1939.

In 1927, 20 examples of the EC1 were purchased, which were essentially identical to the EC but were coal-fired from the start. Two more examples followed in 1930, which differed from the 1927 machines in minimal details. For this reason, the first series later became the class 50 and the second the class 51 in the East African Railways. Ten more oil-fired machines followed in 1931, which ran as the EC2 on the KUR and later became class 52 on the EAR.

With the Garratts, the train loads could be significantly increased compared to the older locomotives. Up to 440 tons could now be towed on the old stretches with a gradient of up to two percent, on which the older eigth-coupled vehicles could tow a maximum of 200 tons. They also hauled passenger trains at higher speeds on the upgraded line between Mombasa and Nairobi. They were mostly phased out in the 1950s and some of the bogies were reused to rebuild class 13 tank locomotives from a 4-8-2 to 4-8-4 wheel arrangement.

For the requirements of the Second World War, the KUR had seven Garratts of the EC4 class built from 1944, which had a high power despite their light construction. In 1945, the KUR received two more or less identical EC5s, four of which went to the Tanganyika Railways and others to India and Burma. The KUR soon received the machines from Tanganyika and five from Burma. Six more, slightly revised locomotives were ordered in 1949. These entered service directly for the East African Railways and were designated the Class 56, while the EC4 and EC5 formed the Classes 54 and 55.

The LMS was the only British railway to order greater numbers of large Garratts. Although the Midland Railway's small engine policy had worked for most of the time, they needed much more powerful locomotives when even double-headed 0-6-0 locomotives became overwhelmed by heavy coal trains. They had to haul trains of 1,450 tons with a speed of 25 mph (40 km/h).

Three were built in 1927, followed by 30 more in 1930. Only one year later, 31 were fitted with the Beyer Peacock Patent Self-Trimming Coal Bunker. These cylindrical bunkers were revolved and oscillated by means of a two-cylinder steam engine, conveying the coal to the cab. These also reduced coal dust in the cab, but often got jammed.

One problem was the standard axle bearings designed by Derby, which the LMS insisted on and which turned out to be too weak. Another finding was that these locomotives were heavy on coal, even measured by their huge pulling power. Despite these issues, there were only retired between 1955 and 1958. They were replaced by locomotives like the BR Standard 9F that had a similar pulling power, but could also reach higher speeds with lighter trains.

The AD60 was a class of Garratts for freight traffic introduced by the New South Wales Government Railways in 1952. Due to a limited axle load of 16 tons, they had been designed as 4-8-4+4-8-4. They got roller bearings on all axles and the crank pins and had a mechanical stoker. Another feature was that they were the first Garratts to have a cast-steel engine bed. Their running gear could negotiate curves with a radius of 400 feet or 120 metres.

The first order was for 25 locomotives, followed by a second one of 25 more. While the second order was already in production, the NSWGR realized that it was time to concentrate on diesel power. So they negotiated with Beyer-Peacock and managed to cut the order by eight locomotives, for a total of 42. As it turned out that the coal supplies were too small, they were soon increased from 14 to 18 tons.

Soon 30 were subject to another rebuild when it became clear that they were needed for main line traffic. Their cylinder diameter was increased by 3/4 inches while the suspension was rearranged to increase the axle load on each driving axle by more than two tons. They also got dual controls to facilitate running in both directions. The rebuilt variant was designated AD60++ and was also called “Super Garratt”.

Due to the introduction of diesel traction, withdrawals already started in 1961. In 1973, 6042 was the last steam locomotive to haul a revenue service in New South Wales. It is one of four which were preserved, but is in a very bad condition today. Only 6029 is still operational.

The only Garratt locomotives to ever operate in New Zealand were the three members of the class G delivered in 1928. They had been ordered due to rising train loads on the heavy grades on the North Island Main Trunk. By introducing such powerful locomotives, it was hoped to dispense with banking altogether.

They were designed as Double Pacifics and a special feature that distinguished them from other Garratts was the coal bunker that was located on an extension of the main frame behind the cab. This bunker was connected to a mechanical stoker. They also belonged to the few Garratts with three cylinders per bogie. While the outside cylinders were operated by Walschaerts valve gear, the inside ones were operated by these through a Gresley-Holcroft mechanism.

When it became obvious that these locomotives were too large and complicated for the requirements in New Zealand, it was decided to rebuild them into six Pacifics. The rebuilds were finished in 1937 and 1938 and featured a new centre cylinder to fit the smokebox that was now located above the cylinder. They came to the south island and were withdrawn in 1956.