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.

At the end of the 1920s, the BBÖ tried to increase the average speeds of the ever-increasing train weights of 550 to 600 tonnes. Instead of further increasing the maximum speed in the lowlands, the aim was to significantly increase the speeds in the mountains. However, since the electrification of the Austrian routes did not progress as quickly as hoped, there was a need for powerful express steam locomotives. In order to be able to achieve a power similar to that of the electric locomotives of the time, exceptionally large locomotives were required.

Since Austria already had good experience with express locomotives with trailing bogies and a 2-6-4 wheel arrangement, locomotives with a 2-8-4 wheel arrangement were designed. Thanks to four driven axles, this allowed a high adhesive weight, but at the same time, thanks to the bogie, a long and wide firebox. Due to the 1,940 mm wheels and the drive on the third coupled axle, the longest connecting rods ever installed on a steam locomotive were required. This record was not surpassed by any other locomotive later. The 114.01 with three cylinders and the 214.01 with two cylinders were built as prototypes.

Since the smooth running of the three-cylinder locomotive was offset by noticeably higher consumption, the 214 was selected as the series model. In 1931 and 1936 six were built at the Lokomotivfabrik Floridsdorf. They were the most powerful express locomotives in Europe and were used on the Westbahn as far as Passau. In trial runs, speeds of up to 155 km/h were reached. From 1938 they became the class 12 on the Deutsche Reichsbahn and kept this number later on at the ÖBB. After the western railway was electrified, they were used in the south of Austria, where there was greater wear and tear due to the tighter curve radii. As a result, the locomotives were no longer used for express trains after 1956 and were retired by 1962.

The Romanian State Railways CFR acquired the license to build these machines and produced 79, which were designated as series 142 there. Today only the Austrian 12.10 and the Romanian 142.063 exist, neither of which have been preserved in working order. The latter was bought by the Austrian Society for Railway History (ÖGEG) in the 1980s and given the originally unassigned number 12.14.

In order to be able to operate coal trains weighing up to 1,600 tonnes from the Moravian-Silesian coal fields, a more powerful freight locomotive was needed. Although Gölsdorf had already developed a ten-coupled freight locomotive with the classes 80 and 180 before the First World War, they could not be used in front of express freight trains due to the lack of a leading axle. The designs came in 1916 from Gölsdorf's successor Rihosek and initially envisaged a compound engine. 

The locomotives that were only delivered after the end of the war from 1920 onwards were ultimately given a simple engine, since the additional expense of a compound engine was now considered unnecessary for freight locomotives. Not only the boiler was largely taken over from the classes 380 and 470, but also many other parts such as the chassis. The Adams axle could be moved laterally by 65 mm and the first and fifth driving axles had a side play of 26 mm. In contrast to the 80 and 180, the third driving axle, which was the main driver here, could not be moved and therefore had no wheel flanges. 

The prototype 81.01 delivered in 1920 could be recognized by the Kobel chimney. During test runs on a gradient of around one percent, 598 tonnes were hauled at 38.5 km/h. On the Tauern railway with 2.78 percent, 303 tonnes could still be hauled at 28 km/h, with power reserves apparently still being available in the boiler. The production machines that were then delivered had a normal chimney, a larger steam dome and different types of feedwater heaters. 

The locomotives, which were only put into service after the collapse of the monarchy, could no longer be used on the intended lines and were therefore run in other regions. There they were used not only for express freight trains, but also for express passenger trains. By 1923, 40 locomotives were built for the BBÖ in Floridsdorf, 16 in the StEG factory, 14 in Wiener Neustadt and three at Krauss in Linz. The last 18 were designated class 81.4 and had received Lentz valve gear, a Dabeg mixing preheater and partly a superheater with 92.4 square meters of smaller tubes.

Ten more locomotives were purchased by the SHS Kingdom railways in Wiener Neustadt and later listed as class 29 by the JDŽ. The locomotives of the BBÖ were classified by the Reichsbahn as class 58⁷ from 1938 and kept their running numbers with the ÖBB after the Second World War. 17 of them came to JDŽ. The Austrian locomotives were retired by 1961. Today there are still one Austrian and one Yugoslavian locomotive.

In order to be able to increase the weight of the ore trains on the Erzbergbahn, two heavy rack locomotives with a 2-12-2RT wheel arrangement were put into service in 1942. They were initially planned as class 369 of the BBÖ, but were now incorporated directly into the Reichsbahn as class 97⁴. At that time they were the most powerful rack locomotives in the world, but due to the lack of reinforcement of the rack rail on the north ramp of the Erzbergbahn they could only be used on the south ramp. The 97 402 was put out of service in 1949. The 97 401 became the 297.401 at the BBÖ in 1953. It received a Giesl ejector in 1958 and was retired in 1968.

In World War I, Henschel designed a Mallet tender locomotive for use by the Austro-Hungarian field railways in Serbia. 20 were to be delivered to Serbia, but by the end of the war only 19 had been completed. In 1930, Henschel built 30 more as war reparations. They were called class VIc7 by the railway of the SHS state and the Yugoslavian State Railways. In 1933, the JDŽ renumbered them to class 92. Their dominion was the heavy coal and ore traffic on the winding and steep narrow gauge lines. In 1970, the last few locomotives were still in service. Today only 92-043 is being preserved in the Požega museum.

Number 6 of the k.u.k. Feldbahn (Imperial and Royal Field Railway) was one of five prototypes from different manufacturers which were tested at the beginning of the 20^th century. It was built by MÁVAG of Budapest in 1902 and was the only one of the five that had an additional tender. The first of four driving axles was a Klien-Lindner axle that could be adjusted radially. The second and third axles were special in that they had outside wheel flanges, which caused problems when running over switches. In the end, this locomotive type was not produced in series and the prototype came to the Beszterce forest railway in 1918.

Starting in 1898, the kkStB procured 99 locomotives of the class 106, which were a direct development of the class 6. They were almost identical in terms of their basic design and most of the key figures. These were express locomotives with a 4-4-0 wheel arrangement with 2.14 metre wheels and a two-cylinder compound engine. Only the diameter of the low-pressure cylinder was 20 millimeters larger. The boiler now had a larger grate at the expense of the tube heating surface.

The field of application of the 106 was the same as that of the 6, i.e. express trains up to about 250 tonnes on lines on the level. As was usual in Austria at the time, the approved speed was only 90 km/h, although 130 km/h had been reached on a test run. On the level they could reach 75 km/h with 200 tonnes and at one percent still 60 km/h with 60 tonnes.

The Südbahn also procured 27 of the class 106. One difference was that the safety valves were still designed as spring balance valves, while the State Railways were already using pop valves. After the First World War, the locomotives of the Südbahn were divided between the Hungarian MÁV and the railways of the SHS Kingdom (the later JDŽ). Of the kkStB locomotives, 42 went to the BBÖ and 43 to the CSD. Others came to the PKP and one each to the FS and JDŽ. From 1938, the Deutsche Reichsbahn assigned the locomotives to the class 13¹, but retired them shortly thereafter. Their career at MÁV and CSD also ended shortly after the Second World War.

In 1901, Karl Gölsdorf had the class 108 built, which was the first Atlantic in Austria-Hungary with a four-cylinder compound engine. The requirement was to accommodate a powerful express locomotive with the largest possible tender on the existing 16 meter turntables. This meant that the total wheelbase could be a maximum of 16,440 mm.

The length of the locomotive was kept short by extending the firebox to the rear edge of the frame. The crew stood on the platform between the locomotive and the tender, while the firebox had to be placed between the wheels between the second driving axle and the trailing axle due to the short wheelbase. The new, four-axle tender could hold 21 cubic meters of water and 9 cubic meters of coal, which allowed a long range.

The locomotives briefly produced up to 1,600 hp and could reach speeds of up to 143 km/h. However, for operational reasons, the maximum permitted speed was only 100 km/h. They were able to pull 220 tonnes at 75 km/h on an incline of one percent.

In addition to the 25 machines of the kkStB, the Südbahn also purchased eleven. After the First World War, the kkStB machines went to the ČSD, which remained in use there as the class 275.0 until 1948. However, those from the Südbahn came to the BBÖ in 1923 and remained in use until 1934.

Although the class 170 of the kkStB with the 2-8-0 wheel arrangement appeared to be a freight locomotive, it was developed by Gölsdorf for the increasingly heavier passenger trains on the Arlberg Railway. It had two connected steam domes and two compound cylinders. The second and fourth driving axles could be moved laterally for better running characteristics.

Especially during the First World War, the 170 was indispensable in freight transport. It achieved the highest number of all Austrian steam locomotives and the Südbahn also ordered 54. After the war, the ČSD even had more manufactured and now had a total of 374. Of these, 345 were superheated and simpled, which led to the renumbering from class 434.0 to 434.2. The BBÖ had 228, which retained the Reichsbahn's class number 56 after the Second World War.