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 most important line of the Norte were the 400 miles from Madrid towards the Atlantic coast to Hendaya in France. Previously, different locomotives were needed for the long straights and the inclines. In order to be able to save time and money on changing locomotives in the future, an express locomotive was specified that had to be able to haul heavy express trains in the mountains. The requirements specified a 4-8-2 wheel arrangement, also known as “Mountain”, and also determined a four-cylinder compound engine of the De Glehn type. With a train weighing 400 tonnes, 55 km/h was to be achieved at 1.35 percent and 90 km/h at 0.5 percent. In addition, due to the ash-containing coal to be used, a large grate was required and the axle load could not be higher than 16 tonnes.

Hanomag was awarded the contract, so that six locomotives could be delivered to Spain in 1925. Although the engine was of the De Glehn type, as required, the high and low pressure cylinders were in one plane, as was usual on German locomotives. The high-pressure cylinders transmitted their power to the first and the low-pressure cylinders to the second driving axle. The frame was manufactured as a plate frame in accordance with the preferences of the Norte. The ability to negotiate curves was ensured by a bogie that could be moved laterally by 100 mm, a bissel axle that could be moved by 65 mm and weakened wheel flanges on the second and third coupled axles. Contrary to the practice among German locomotive builders, the boiler featured a Belpaire firebox with combustion chamber. 

Further production was handed over to Spanish companies. In 1927, eight came from Euskalduna, seven from Babcock & Wilcox and five from MTM. Five each from Babcock & Wilcox and MTM followed in 1928 and another ten each from these two manufacturers in 1930. The 285 mile section from Madrid to Miranda could now be completed without major stops, with two firemen working at the same time. 360 tonnes could easily be hauled on a section with a gradient of 2.1 percent and on flatter stretches the trains could even weigh 600 tonnes.

With the founding of RENFE, the locomotives were given the numbers 241-4001 to 241-4056. In 1942, 52 of the 56 locomotives were still in service, which were also distributed to other locations in the following years. Regular retirement began in 1962 and lasted until 1968. Today only 241-4001 survives. The 28 locomotives starting with 241-4048 were built as a further development between 1946 and 1948. These benefited above all from an optimization of the steam lines according to André Chapelon, a Kylchap exhaust system and Dabeg valve gear.

To cope with increasing traffic demands after World War II, RENFE ordered 2-8-2 mixed traffic locomotives with drivers of 1.560 mm. Maybe they were inspired by the SNCF 141 R which were delivered from US and Canadian companies directly after the end of the war. These combined high pulling power and good acceleration with speeds in excess of 100 km/h, making them suited for all kinds of trains. In this case, North British delivered the first 25 locomotives in 1953 which were numbered 141.2101 to 141.2125.

In the years until 1960, four Spanish companies brought the total number to 242, making it the largest class of steam locomotives of RENFE. 53 each had come from MACOSA, MTM and Babcock & Wilcox, while Euskalduna delivered 58. Although they were officially limited to 90 km/h, they could reach 115 km/h.

Some were fired with coal and some with oil, with the oil-fired locomotives being designated 141F. On an incline of 2.1 percent, the coal-fired variants could haul 370 tonnes and the oil-fired ones even more. When 141F.2348 was withdrawn in June 1975, it was the last steam locomotive of RENFE. Today only the oldest 141F.2101 is surviving.