To replace steam locomotives in freight traffic, the NS had the series 2200 built between 1955 and 1958. Baldwin and Westinghouse were involved in the development. They had only a cab at one end and a narrow engine compartment with running boards. The mechanical part was manufactured partly by Allan in the Netherlands and partly by Schneider in France, while the electrical part came from Heemaf.

Some of them were also used for passenger trains, with a steam heat car being used in colder weather. Some locomotives were even equipped for sandwich operation. Due to the decline in freight traffic, the first ones were retired between 1972 and 1974, and many only disappeared from 1985 onwards. The last ones were retired in 2003.

To convert the Ethiopian railway to diesel locomotives, the Compagnie de Chemin de Fer Franco-Ethiopien de Jibuti à Addis Ababa originally planned to procure six double locomotives. These were to come from the Swiss Locomotive and Machine Works in Winterthur, but the order was changed to twelve single locomotives. This number was originally to be divided into five express locomotives of the series V (voyageurs) and seven freight locomotives of the series M (marchandises). After the number of express locomotives had already been reduced to one, it derailed during the first test runs. Since it was concluded that higher speeds could not really be achieved with the meter gauge tracks that had been laid, this locomotive, like the other eleven, was ultimately handed over as a freight locomotive.

In order to still be able to use it in front of passenger trains, the power transmission had to be converted to a different ratio in the workshop with relatively little effort. As a result, top speeds of 65 or 90 km/h could be achieved with different tractive forces, as required. In order to comply with the maximum axle load of only eight tonnes, the bogies were each equipped with a carrying axle. The locomotives were specially equipped for operation in extremely different environmental conditions, from the coast to an altitude of over 2,300 meters and under dusty conditions. In addition to special air filters for the engine room and the cab, this also included a device for maintaining positive pressure in the interior to keep dust out. Since there are often obstacles in the form of animals or other objects on these routes, the front was designed to be particularly robust with a large cowcatcher. The carrying axles were removed from 1963 and the axle load increased to 12.5 tonnes, since the tracks had been reinforced in the meantime.

The NZR class D^G diesel locomotive was designed in the early fifties by English Electric as a response to a change in the dieselisation strategy. An order for 21 more 1,500-hp class D^F locomotives was transformed into 42 of the new 750-hp locomotive. Now the standard procedure was to usually use the D^G double-headed, while still having the flexibility to haul two lighter trains at the same time. In consequence, the D^G only had one cab to save costs. The wheel arrangement was A1A-A1A to keep the axle loading at eleven and a half tons.

The 42 locomotives were built in 1955 and 1956 by Robert Stephenson & Hawthorns. Eleven of these, destined for use on the South Island, had received a device that could decrease the load on the unpowered axles, increasing the adhesive weight and the starting tractive effort. These could now reach 29,000 instead of 26,000 pounds and got their own class designation D^H.

When more powerful diesel locomotives had been introduced and the D^G and D^H were only used for light duties, the load switching devices were removed from all D^H in 1968. As reliability decreased in the seventies, ten were thoroughly modernized between 1978 and 1980. In this process, they also got a new cab, but in the result their reliability did not increase that much. So it only took until 1983 for all to be withdrawn. Four have been preserved, with three currently being operational.