The “Samson” and its two sisters were among the first steam locomotives in Canada. They had been ordered from Hackworth in Durham for the Albion mines in Nova Scotia. In May 1839 they arrived disassembled by ship in Canada and were then taken to their destination and assembled. The three coupled axles were driven by vertical cylinders. The boiler had a return flue, meaning the firebox and chimney were both at the front. Thus, the positions of driver and fireman were at opposite ends.

Despite its primitive design, the “Samson” remained in regular service at the Albion Mines until 1867, during which time it also had to pull passenger trains. Up until 1885, it was used to assist other locomotives when needed and had a higher tractive effort than more modern, faster locomotives. In 1883 it made a trip to the Chicago Railroad Fair.

Only in 1893 it was rescued from the junkyard and preserved with a passenger car by the Baltimore & Ohio until it came back to Canada in 1927. Today it can be seen in the museum in Stellarton, Nova Scotia. This makes it the oldest surviving locomotive in Canada and also is almost in its original condition.

Since the Aussig-Teplitz Railway had a network with many gradients, the power of the existing class I 2-4-0 passenger locomotives was no longer sufficient at a relatively early time. For this reason, starting in 1869, a total of nine class IIIa six-coupled tender locomotives were ordered from Hartmann, which were primarily intended for use in front of passenger trains. Compared to class IIa and class IIb freight locomotives, they had larger wheels with a diameter of 1,370 mm, which allowed higher track speeds. Like the freight locomotives, they had a large Kobel chimney and internal valve gear, but unlike these no external frame. Between 1889 and 1894, 26 more, almost identical locomotives were ordered from the Wiener Neustädter Lokomotivfabrik and designated as class IIIb. The biggest difference was that the slightly more powerful boiler was now operated with eleven instead of ten bars.

The locomotives were also used in front of heavy freight trains, but were mostly found in front of passenger trains. Most engines survived until the nationalization of the ATE in 1924. They were now classified in the CSD classes 322.3 and 322.4. While the older type was completely phased out in the 1920s, 13 examples of the 322.4 were still available when the Sudetenland was annexed in 1938. The Reichsbahn gave them the numbers 53 7401 to 53 7413. Since they remained in their area of operation during the war, they returned to the CSD in 1945 and were singled out shortly thereafter.

The Aussig-Teplitz railway was built in northern Bohemia in 1858 primarily to transport the lignite mined there. After the first passenger locomotives had been delivered by Borsig, in 1859 the first freight locomotive with a 0-6-0 wheel arrangement was also delivered by Borsig. Since this locomotive was classified as too powerful for its time, initially only four more units were ordered between 1864 and 1867, which, however, were supplied by the Wiener Neustadt locomotive factory Sigl. They were classified in type IIa and remained the only ones of their kind at ATE until 1870. Only after the extension of the main line did the construction of 32 further units begin at Hartmann in Chemnitz and at Sigl, which became class IIb.

Characteristics of the locomotives were the disc wheels and the outside frame. The cylinders were on the outside under the frame, while the valve gear was on the inside. Although the lignite available on site was burned, a firebox placed between the wheels was large enough. Since increased sparks had to be expected from the lignite, all ATE locomotives were fitted with a large spark-arresting chimney.

The locomotives were mainly used to transport lignite and fulfilled this role well into the twentieth century. After Bohemia became part of the newly founded Czechoslovakia in 1918, the ATE initially continued to exist. Only in 1924 it was nationalized and incorporated into the CSD. At that time, 36 of 37 examples were still running, which now became the class 320.1. They eventually retired from service by 1938.

Immediately after the procurement of the Va, the ÖNWB had a total of 58 examples of a direct development built, which came from different manufacturers. These were the Vb from Strousberg in Hanover, the Vc from Schwartzkopff in Berlin and the Vd and Ve from Floridsdorf. The first example of the Vd was the very first locomotive ever built by Floridsdorf.

Like the Va, the new engines had the wheel arrangement 0-6-0, outer frames with cranks and the same cylinder dimensions and wheel diameters. They received new boilers in 1886 with a larger firebox and slightly higher pressure. The next conversion took place in 1891, during which the smoke tubes were shortened and the space thus created was used as a combustion chamber. The boiler pressure was again increased to 10 bar.

With the nationalization of the ÖNWB, the engines became the class 151. After the First World War, a few examples were still in use, which then went to Czechoslovakia. The CSD made them the class 312.2 and in turn had to give some to Hungary in 1939, where the MÁV ran them as the class 351. The engines in Czechoslovakia were retired by 1949.

The class 32c of the Südbahn was a 0-6-0 freight locomotive and a direct successor of the 32a and 32b. Like its predecessors, it had a boiler overhanging at the front and the rear, but its Stephenson valve gear was now installed inside the frames. For use on steep lines, it had two steam domes. After only 21 of the predecessor classes had been built, a total of 73 members of the class 32c were built between 1884 and 1900. They came from the StEG factory, from Wiener Neustadt, from Floridsdorf and from MÁVAG.

Although designed as freight locomotives, they were also used for other types of trains. They could be found on the Semmering, in South Tyrol, in the Puster Valley, on the Karst and in Hungary. After World War I, only 20 remained in Austria and became BBÖ class 58. The last one of these was taken over by the Reichsbahn in 1938 and was now numbered 53 7121.

18 locomotives which had been in use in Hungary now became class 333 of the MÁV. The last one of these survived until 1966. With 29, the Italian FS was now the largest user of the 32c. Here they became gruppo 333 and most were already retired in the twenties. Of the last four, three were retired in 1932 and the last one in 1934.

After decades of procurement of the six-coupled freight locomotive of class VII a (previously X d), the Karlsruhe mechanical engineering company developed the VII d as a successor model. In line with the general trend in the 1990s, the new locomotive had a two-cylinder compound engine.

The first delivery from MBG Karlsruhe consisted of only two locomotives. These had a Belpaire firebox and inside valve gear, but the production locomotives used a Crampton boiler and the usual outside Heusinger valve gear.

A total of 59 units were delivered from Karlsruhe, but there were also 34 more from Maffei and 16 from Maschinenfabrik Esslingen. The model was initially the most powerful six-coupled freight locomotive in Germany. On the main line of the Baden State Railway, which has a gradient of 0.53 percent over a length of 6 km, freight trains weighing 500 to 630 tonnes could be transported at 20 to 30 km/h. However, as time progressed and more powerful locomotives appeared, the use of the VII d increasingly shifted to level routes.

In the preliminary renumbering plan of the Reichsbahn, the VII d was still listed as the series 53⁸⁶ and 53⁹, but it met the same fate as other older freight locomotives. With its low speed, it was no longer suitable for local freight trains and tank locomotives were preferred for shunting service. Thus, all engines were decommissioned by 1925 and not a single one got the new numbering.

The type X d, known as VII a according to the new scheme from 1868, was the first freight locomotive to be purchased in large numbers by the Grand Duchy of Baden State Railways. With more and more improvements, it was able to stay in production from 1866 to 1891, resulting in 171 engines from 17 batches.

To increase the adhesive weight, all three axles were coupled, with the power being applied by the outside cylinders to the middle axle. The Stephenson-type valve gear was inside, and the greater wheelbase between the first two axles compared to the rear two is visible. In the first three batches, a large steam dome was used directly above the firebox, later a Belpaire firebox and a steam dome on the boiler barrel were used. Boiler pressure was nine bars for most batches, but was increased to ten bars for the last two batches due to advances in manufacturing and materials. Later, some engines even received a new boiler with twelve bars pressure. Two and three-axle models with different capacities were used as tenders. After retiring from line service, some locomotives were converted into tank locomotives and received a new driver's cab that was better suited for shunting.

By the outbreak of the First World War, 141 of the 171 units were still in use and the Reichsbahn finally took over 44 units in 1925, including three units from the first year of production. However, not only these were already obsolete, but also the newer batches and thus all examples of the locomotive now designated as class 53⁸⁵ were retired before 1930.

Some six-coupled freight locomotives, built between 1868 and 1879 a total of 305 times, were called C III by the Bavarian State Railways. A distinction can be made between three slightly different types, of which the standard type made up the largest part with 239 locomotives.

The oldest variant included 52 locomotives, which the Bavarian Eastern Railway procured in five series from 1867. It was based on the type C, but had a larger-diameter boiler and more grate and heating area to increase power. They came into the stock of the state railway after the takeover of the Eastern Railway in 1876 and were slightly lighter than their sisters.

The standard type was created from the C II of the state railway and was produced from 1868. In contrast to its predecessor, it was driven on the middle axle instead of on the last one. The valve gear was still inside, but was now of the Allan design. The locomotive frame was on the outside, so the power was transmitted via Hall cranks. From the third batch of 1876, a larger boiler and larger cylinders were installed. The first two batches were later adapted to the later batch.

In the years 1872 to 1874, 14 more were added, which were originally built by Sigl in Vienna for Hungary with larger tenders and were not accepted. The dimensions of the locomotives themselves were almost identical to the rest of the machines, especially after the installation of a new boiler with the same dimensions.

The last locomotives of all variants survived until after the First World War and some were included in the Reichsbahn's provisional renumbering plan as class 53⁷⁸, but were retired by 1925.