Since the existing two-axle light shunting locomotives with outputs of 200 and 400 hp were too weak for many tasks, the ÖBB had the three-axle class 2067 with 600 hp developed. It was based on the LDH 420, which was used by industrial companies and, in contrast to this, got a turbocharger. In addition to the 111 built locomotives of the class 2067, an LDH 420 of the Liesing siding was converted into the same form. The locomotives were used for various shunting services and also for local freight trains. The first ones were retired in 2001, but there are still a few in use today. Today, however, these are only used in workshops and for tunnel rescue trains.

The T 334.0 was a medium shunting locomotive that was also known in the GDR. In 1957, CKD had built three prototypes with the 410 hp 12 V 170 DR engine, which went into series production from 1961 in a slightly modified form with a different hydraulic transmission. The other gearbox was used because it allowed a higher top speed of 60 km/h and at the same time offered a shunting gear for 30 km/h. In contrast to other shunting locomotives with axles mounted in the frame that were built at this time, the T 334.0 had no external connecting rods, but was driven directly on the axles by cardan shafts.

The first series of a total of 325 pieces was made directly by CKD until 1966. Of these, a total of 71 went to works railways in the GDR, for example to the chemical fiber combine Schwarza and the Maxhütte Unterwellenborn. A second series of 120 locomotives was made by SMZ in Dubnica between 1966 and 1968 and a third series of 131 pieces came by Turcianska strojarne n.p. in Martin between 1969 and 1973. The machines of the Czechoslovak State Railways were painted green and were therefore nicknamed “Rosnicka” (tree frog). From 1988 they were designated as class 710 and from 1995 they were fitted with new engines by the Czech State Railways, as the basic structure was still in very good condition. The latter became class 711. Some of the locomotives also remained in use on works railways and in other countries for longer.

In 1959, CSD had two diesel locomotives built by CKD for shunting service and occasional light line service. In contrast to most Czechoslovakian diesel locomotives, these had hydraulic power transmission and weighed only 46 tonnes. The gearbox allowed the top speed to be switched between 70 and 35 km/h. The driver's cab was in an elevated position roughly above the center of the locomotive. The longer hood essentially housed the power train, while the shorter hood housed the cooling system.

Since the prototypes tended to slip due to their low weight, the production locomotives were made ten tonnes heavier. They were manufactured by Turcianska strojarne in Martin from 1962. 113 examples were built for the state railway and 61 for private customers. Their nickname was “Karkulka” (Little Red Riding Hood) and from 1988 they were listed as class 725. It was phased out by 1992. The T 444.1 was derived from the T 444.0 and had steam heating for passenger cars.

In 1953, Arnold Jung Lokomotivfabrik delivered 15 three-axle diesel shunters to the Egyptian Republic Railways. They were directly based on the Wehrmacht Locomotive WR 360 C, also known as V 36. Now called R 361 C, what stood for “Rangierlok” (shunter), 360 hp and three axles, with the number one denoting that it was the next generation. They still looked very similar to the V 36, with a cab on one end, a full-height hood and coupling rods. 

In 1955 and 1956, Jung delivered 27 more of a revised design with larger radiators, internally called R 362 C. While the first 15 had got the number 4211 to 4225, these got the numbers 4226 to 4252. During the Suez Crisis, No. 4239 was captured by the Israelis on the Sinai and brought to Israel. In service with Israel Railways, it was nicknamed “Abdel Nasser” and scrapped in 1970, the year when the sponsor of its name died.

In the 1950s, the Bundesbahn needed a shunting locomotive to replace six- and eight-coupled steam locomotives in this role. Development began in 1951 with the participation of all well-known manufacturers, who were to divide production among themselves. Finally, in 1955, a total of four prototypes were built by Krupp, Krauss-Maffei, MaK and Henschel with different engines.

The Maybach engine ultimately used in the series was a development of the GO 6, which had been used in the pre-war period in the SVT 137 series express DMUs. In contrast to the engines of shunting locomotives from other countries, this was turbocharged, but the boost pressure was limited to a moderate 0.4 bars. The hydraulic transmission did not transmit the power to the axles via individual cardan shafts as in the V 80, but to all axles via a single jackshaft and coupling rods. Despite the coupling rods, the middle axle could be shifted sideways by 30 mm for better running through curves.

Identical or at least very similar locomotives were sold to Belgium, Greece and Turkey. Just one year after the start of series production, the locomotives received approval for one-man operation. They were used not only in shunting service, but also in light line service. Of a total of 942 V 60s built, 319 were given a reinforced frame to increase traction, which increased the weight by almost five tonnes. These could be weighed down by a further six tonnes with additional ballast. In the 1960s, the locomotives with lighter frames showed that the frames were too light and had to be reinforced afterwards.

With the renumbering in 1968, the lighter version became the class 260 and the heavier one became the class 261. In the 1980s, some industrial locomotives were tested as possible successors to the V 60, but none were adopted. Nevertheless, at the same time there were already many decommissionings, with some locomotives being sold to private railways. Others were sold to state or private railways in Norway, Yugoslavia, the Netherlands, Algeria, Italy and Switzerland. To save on personnel costs, the locomotives were classified as light locomotives in 1987 to be able to use less trained personell and the class numbers were changed to 360 and 361, respectively.

In the 1990s, many locomotives from the classes 360 and 361 were equipped with remote controls and were thus redesignated as classes 364 and 365. They also received automatic shunting couplers and Caterpillar engines. The unconverted locomotives were retired by 2003. In 2015, 221 of the converted ones were still available.

In the GDR's diesel locomotive program, a 650-hp locomotive was planned for medium shunting services, of which two prototypes were manufactured in 1959 as the V 60. It also had to be able to be used on tight radii and not only be used by the Reichsbahn, but also in industrial combines and, if possible, also be exported. The required axle load of a maximum of 15 tonnes made four axles necessary, which had to be in one frame because of the drive via coupling rods. Two axles were connected to each other with a Beugniot frame in order to enable the axles to be moved sideways.

The prototypes were powered by a turbocharged V8, which, however, did not prove itself with the frequent load changes in shunting. Instead, the larger V12 from the V 100 and V 180 was used in production, which still achieved the required 650 hp after the omission of the turbocharger. The first 163 prodction engines of the V 60¹⁰ weighed 55 tonnes, the others were equipped with five tonnes of ballast and designated as V 60¹². Production was soon relocated from Babelsberg to Hennigsdorf, with a total of 2,256 units built by 1982. The engines were listed as class 106 from 1968. After the completion of more than 1,000 engines, the class numbers 104 and 105 were used to comply with the three-digit serial numbers, since the 107 was already occupied by the V 75.

As planned, the V 60 was also used by a large number of industrial companies, even if the Reichsbahn later bought some of them. For the ferry port of Mukran on the island of Rügen, 14 examples were converted to a gauge of 1,520 mm and central buffer coupling in order to be able to take over the Soviet freight cars arriving there. Exports took place to Egypt, Bulgaria, Algeria and others.

After reunification, the locomotives were assigned to the classes 344 to 347. Many were gradually sold off, since the West German V 60 was more economical to use and some had already been equipped with remote control by the Bundesbahn. Even the fact that at that time some locomotives had already been rebuilt with a de-rated engine and a single-gear transmission to improve efficiency did not change that. The industry bought many more locomotives and in some cases used them for a longer period of time.

The third post-war generation of Henschel shunting locomotives was based directly on the second, but used a larger number of standardized assemblies. There were again two- to four-axle locomotives, the engine power of which sometimes overlapped and made it necessary to include the wheel arrangement in the designation.

The DH 360 Ca and DH 500 Ca models were therefore three-axle locomotives with 360 and 500 hp respectively. The weaker variant used a V12 diesel from Henschel that was not turbocharged. The variant with 500 hp received the Mercedes-Benz MB 836 Bb, which already powered the previous series. Overall, the third-generation locomotives were available with 120 to 850 hp, with the three-axle models later also being offered with 700 hp. 

No locomotives of this generation were delivered to the Bundesbahn ex works and customers were primarily found in the mining industry. The DH 500 Ca also found customers in Spain, Switzerland, Norway, Sudan and Ghana. A total of 18 DH 360 Ca and 89 DH 500 Ca were built.

The three-axle models of the second Henschel post-war generation started with the DH 390 and shortly afterwards the weaker DH 360. Soon the engine power was increased to 440 and finally 500 hp thanks to new engines. The engine used in the DH 440 was the MAN W 8 V 17.5/22 A with a displacement of 42 liters and eight cylinders, which reached its rated output at 1,100 rpm. The DH 500, on the other hand, received the Mercedes-Benz MB 836 Bb with a displacement of just under 30 liters from six cylinders, which, however, with 1,500 rpm was already one of the high-speed engines and was turbocharged. 

The DH 440 only reached a quantity of six, half of which went to various companies and half to the Danish State Railways. However, the latter had 120 copies built by Frichs as MH (II) without licensing. The DH 500 was offered from 1956 as a „Hüttenlok” (smelter locomotive) because it was a suitable locomotive for the narrow tracks of the metallurgical works with sufficient power for the heavy loads. This was partly thanks to the shorter overall length due to the smaller engine. It could anticipate some improvements that led to the DH 500 Ca from Henschel's third generation.