The HLR 73 and 74 were three-axle shunting locomotives which were built to replace the last steam locomotives in this task. They were related to the type 82, but had an increased output of 550 kW (750 hp) instead of 475 kW (650 hp). Production of the HLR 73, originally designated type 273, started in 1965 at La Brugeoise et Nivelles and Ateliers Belges Réunis. 35 had been built by 1966, a second batch of 40 followed in 1973 and 1974 and a third batch of 20 followed in 1977. In contrast to the Cockerill diesel engine of the HLR 73, the ten HLR 74 built in 1977 had an ABC engine of the same power.

Most locomotives of these two types were withdrawn from service with the SNCB between 2002 and 2010 and in 2013, only six were left. But only some were scrapped and most were sold to private owners. Eight of them came to the Netherlands, they were sold to Rotterdam Rail Feeding (RRF) in 2008 and 2009. RRF used them until 2019. Apart from the locomotives which are still being used by private operators, some are being preserved, most notably by the association called Toerisme en Spoorpatrimonium (TSP).

The type 200 was one of the first Belgian mainline diesel locomotives. It used the same engine as the earlier four-axle type 201, but with an increased output of 2,000 hp. Distinguishing features from its predecessor was the more angular body design and six axles. After the first order for 53, 40 more were ordered immediately. With a top speed of 120 km/h and a steam heating boiler, they were designed for mixed traffic. In the result, they could be found with all types of trains from freight to the TEE.

In 1971, 200.001 was rebuilt with a 4,000 hp engine and electric train heating. It was numbered 200.101, but rebuilt back in 1981. Also in 1971, the class was renamed to HLD 51. Since the 90s, they were mostly used in freight traffic. After the withdrawal of the last locomotives in 2003, some were preserved and some sold to foreign customers. So a two-digit number came to Italy, while two came to France.

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.

The class 001 designates six-axle diesel-electric locomotives originally fitted with 1,200hp Crossley two-stroke diesels. They were intended for passenger and freight service and were built by Metropolitan-Vickers in Manchester. The low reliability of the Crossley engines meant that from 1968 they were rebuilt to engines of the EMD 645 type. These also worked on the two-stroke principle and initially produced 1,650 hp. Since the propulsion electronics and the cooling system were stressed with this power, the power was soon reduced to 1,325 hp. The 60 locomotives provided valuable services until they were replaced by new class 201s in 1994.

The series 1400 of the Portuguese State Railways were 67 diesel locomotives ordered from English Electric to replace the remaining steam locomotives in mixed service. They were based on the British class 20 and had a similar V8 engine, but in this case with an intercooler and producing 1,370 hp, hence its designation 8CSVT. Another change was that the cab was not on the extreme end of the locomotive.

Only the first ten were completed by English Electric in 1967 and the rest was assembled by Sorefame in Portugal. After production was completed in 1969, all which were already withdrawn in the 20th century had become victims of accidents. Between 2001 and 2010, eleven were sold to Argentina. In Portugal, many were still in service in 2020. At this time, most of these had already been sold to private operators, with Medway being the biggest.

The 040 DH was a series of four-axle diesel locomotives produced in large numbers by the “August 23^rd” works (FAUR) in Bucharest. Designated LDH 125 by their manufacturer, the original design came from Sulzer of Switzerland and used hydraulic transmissions which were also manufactured under license in Romania. Their main task was to replace the last steam locomotives on secondary lines and in heavy shunting service.

Power comes from a six-cylinder Sulzer diesel that produces 1,250 hp, hence the “125” in the manufacturer's designation. The hydraulic transmission has one step for shunting service with a top speed of 60 km/h and a second step for line service up to 100 km/h. Some locomotives were built with a steam heating boiler, which later became class 80 of the CFR. The variant without steam heating became class 81.

Between 1968 and 1976, a total of 944 was built for domestic and foreign customers. Of 633 built for Romania, 475 came to operators in the industry and only 158 to the CFR. 263 more were built for the Bulgarian BDŽ, where they were designated class 55. Additionally, 42 came to industrial operators in Czechoslovakia, three into Iraq, two to China and one to the Soviet union. Derived from the original LDH 125, there were variants with lower power, for broad gauge or with electric transmission.

Some locomotives in service with the CFR were later rebuilt to electric train heating and designated class 89. Two different variants of rebuilds by Alstom and Remarul included a more modern engine, while retaining the same transmission. Locomotives which got Caterpillar engines became class 82 and others with a MTU engine became class 83. After 2005, more received a more comprehensive overhaul by Remarul which became class 84.