The French Nord received a total of 36 Engerth supporting tender locomotives for passenger transport in 1857 and 1858. They only had two driving axles with large wheels and three axles for the tender. The wheelbase between the driving axles was relatively large in order to achieve good running stability.

From 1873 onwards, eleven locomotives were rebuilt into 0-4-2 tender locomotives in the Nord workshops by separating the tender with the two axles underneath from the locomotive and installing a trailing axle instead of the first tender axle. Later, both the rebuilt and the non-rebuilt ones were used in Lille's suburban traffic. The retirements took place between 1910 and 1913.

The class 79 emerged from a competition in which a freight locomotive for the Arlberg was sought. In addition to this, the classes 76 and 78 also competed, as well as the victorious class 73. The design from Floridsdorf had a Klose supporting tender and, like all the competitors, four coupled axles. The two machines differed in that one had an inside frame and one had an outside frame. Only the 79.02 came to the BBÖ, which remained in service until 1926.

The K III and from 1900 III K were tank locomotives for narrow-gauge railways with many curves and gradients, which were designed in an unusual and complicated way to better adapt to their area of application. Their development became necessary because the I K, which had only been procured since 1881, no longer had sufficient power, especially on mountainous routes.

The special feature of the III K was a combination of a supporting tender and a Klose engine, which gave it a striking appearance and good driving characteristics in curves. Since the firebox was far behind the last driving axle, the single-axle tender was firmly connected to the locomotive with a ball joint and at the same time formed the rear half of the driver's cab. The first and last of the three sets of driving wheels were designed to be radially adjustable, whereby their deflection was controlled by the movement of the tender via a lever linkage. The power was provided by two inside cylinders, which gave their power to the external coupling rods via gears. The latter also had to be designed to be flexible due to the movable axles, which led to a great deal of effort in terms of construction and maintenance. The train was braked using a Heberlein brake, which was controlled by a cable and pulleys on the top of the locomotive and cars.

The first two examples were delivered by Krauss in Munich in 1889, another four followed in 1891 by Sächsische Maschinenfabrik Hartmann. Other, almost identical machines were delivered to the Yugoslav State Railways, where they were used until the 1960s. No further purchases of the III K were made, since the much less complex IV K bogie locomotive was already being manufactured from 1892. After being taken over by the Reichsbahn, the locomotives were used until 1923 and then parked for the time being. In 1925 the numbers from 99 7541 were still provided for the six locomotives, but they were no longer renumbered due to the soon to be phase out.

Between 1865 and 1872, the StEG had a total of 93 Engerth type supporting tender locomotives built for passenger transport. These had two coupled axles and were designed with a wheel diameter of 1,580 mm for a top speed of 70 km/h. The cylinders were between the wheels of the first coupled axle and the drive was on the second coupled axle. Some of the locomotives were manufactured by Cockerill in Belgium and some in StEG's own workshops.

Upon the nationalization in 1891, the locomotives that were based on the Austrian lines went to the kkStB and became the series 14 there. These 27 locomotives were scrapped by 1918.

On Hungarian territory, 37 locomotives came to the MÀV and were designated there as TII No. 1301 to 1337. From the late 1890s they were replaced in passenger service by newer locomotives. From 1909 the first were scrapped. In 1911 the 31 remaining locomotives became the series 250. Of the four locomotives that remained after the First World War, the last one was scrapped in 1924.

The first Engerth type locomotives, which the Southern State Railways had procured after the Semmering competition, were built in 1853 and 1854 in the Belgian Cockerill works in Seraing. The locomotives each had three coupled axles and behind the ball joint there was a two-axle tender. The firebox was roughly centered over the tender's axles. On four machines, as can be seen in the illustration, the first tender axle was connected to the coupled axles with a gear coupling and the rearmost axle was in turn driven by this via coupling rods. Although the entire weight of the locomotive and tender could be used as a adhesive weight, the technical implementation did not prove successful.

No. 622 after conversion to a tender locomotive

Only the first 16 locomotives of this series were manufactured by Cockerill. Ten more came from the Esslingen machine factory, the first of which was given the name “Kapellen”. When the railways were privatized in 1858 and the locomotives came to the Südbahngesellschaft, they became the class 19 and later the class 33. Between 1861 and 1864 all the locomotives were converted, in which they received a fourth coupled axle to support the firebox and the supporting tender was replaced by a normal tender. These machines were used until 1929.

After a few Engerth locomotives with two coupled axles and a three-axle tender for passenger service had already been built from 1855, more were built from 1856 for use in front of freight trains. Compared to the first 0-6-4T locos, they were slightly lighter and had slightly lower boiler pressure, but slightly larger coupled wheels. There were again 26 pieces, which were supplied by the locomotive factory in Wiener Neustadt. The state railway first took it over as class 21 and redesignated it as class 27 in 1864.

Between 1871 and 1884 they were also converted into normal tender locomotives. However, they did not receive an additional coupled axle, since the weight of the firebox could also be carried in this way. Until the beginning of the First World War, all examples were still in use, only in 1915 did one have to be retired. After the end of the war, all remaining 25 units were handed over to Italy as reparations and used there as class 197 of the FS. Their service life ended between 1925 and 1929.

No. “662” after the rebuild to a tender locomotive

The third type of six-coupled locomotives of the Engerth type on the Southern State Railway consisted of eight units that were delivered in 1857 by the Esslingen machine works. They had the same wheel diameter as the second type, but were slightly heavier. From 1858 they became the class 22 and from 1864 the 28 series on the Southern Railway. Six of the eight locomotives in this class were converted between 1869 and 1886 into tender locomotives with a 0-6-0 wheel arrangement. The boiler was pushed forward to distribute the weight evenly over the axles. These six locomotives all remained in service until at least 1897, the last being the last rebuilt No. 665 “Reifnitz”, which was retired in 1907. The two engines that had not been converted initially remained in use. However, the No. 660 “Lipitta” was retired in 1885 and the No. 664 “Prosecco” in 1888.

The Tyrolean State Railway built two lines, the northern one running between Innsbruck and Kufstein on the Bavarian border. Among the 26 locomotives purchased were eight Engerth-type supporting tender locomotives, which were intended for operation with freight trains. Their chassis consisted of three driving axles with a wheel diameter of 1,264 mm and a two-axle tender.

Five of the eight machines were given the names of places along the route. These were “Amras”, “Hall”, “Innsbruck”, “Kufstein” and “Martinswand”. The remaining three were called “Achensee”, “Inn” and “Tirol”. As early as 1859, just a year after the line opened, the Tyrolean State Railway was taken over by the Southern Railway. These locomotives were first renumbered as class 18 and later as class 25.