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.

The second type of Class 7 4-8-0 locomotives procured by the Cape Government Railways was built from 1896 for the central and eastern regions. They all came from British manufacturers and 45 were delivered by 1898, while a single one came from Dübs in 1901.

These locomotives were a development of the 1891 model and again were designed by Beatty. Compared to their predecessors, they had a larger boiler and a larger tender. Only the first driving axle had no wheel flanges. In the 1930s, many were rebuilt with a superheater and piston valves.

The Sudanese military received eight identical locomotives in 1897 and 1898 and used them in the Mahdist War. They were also called “Dongola class”. They had been given water pipes to the front so that an additional tender could be coupled there for use in the desert.

Of the GCR's locomotives, all but two, which had previously been sold, were taken over by the SAR in 1912. During the First World War, some were used in the conquest of German South West Africa. Due to their suitability in this region, more were later relocated there. After replacing them with more modern steam locomotives and diesel locomotives, the SAR retired the last class 7A locomotives in 1972.

Although the Baltimore and Ohio had procured a locomotive with a 4-8-0 wheel arrangement in 1855 with the “Centipede”, the Central Pacific “Mastodon” was one of the first successful locomotives with this wheel arrangement. Completed in 1882, it was the heaviest locomotive in the world at the time. Shortly after its roll-out, test runs were undertaken in the Sierra Nevada with the locomotive number 229, during which, as expected, it performed significantly better than the existing Americans and Ten-Wheelers. When the operation was taken over by the Southern Pacific, it was renumbered 2925.

The shape of the boiler had some special features, including a firebox with a lower ceiling in the area of the driver's cab, which was around 13 feet long. The cylinders each had four slide valves, two of which were operated by one set of valve gear each. This type of cylinders was also inherited by “El Gobernator”, the even larger locomotive with a 4-10-0 wheel arrangement.

Built by the Central Pacific workshops, number 229 was later sent to the Cooke Locomotive and Machine Works in New Jersey to set up series production. Depending on the source, 20 or 25 other machines were made, which had slightly larger cylinders. The first locomotive was later modernized and converted to oil firing, which probably also applies to the production locomotives. They were scrapped in June 1935.

Unusual for a North-American 4-8-0, the NdeM ordered their classes PR-7 and PR-8 mainly for passenger service. A thought behind this may have been that a Twelve-wheeler had more adhesive weight than a similarly sized Pacific. Their driver diameter of 67 inches or 1,702 mm was larger than that of any US 4-8-0 and matched that of the fast European locomotives of this wheel arrangement.

Baldwin built a single PR-7 in 1924 that was numbered 5-A and later renumbered to 2856. It had the same boiler as the KR-1 Mikados and the MR-6 Pacifics, but this was mounted higher in the PR-7 to make space for the wide firebox above the last set of drivers. Nevertheless, the top of the drivers protruded into the firebox. This was possible since this oil burner did not need a continuous ash pan. In contrast to its sisters with the same boiler, it had an Elesco feed water heater. The cylinders had square dimensions with a bore and stroke of 28 inches each.

Baldwin delivered five more in 1935 which had a larger boiler. These were called class PR-8 and numbered 3000 to 3004. The main increase in the firebox heating surface could be attributed to the thermic syphons. With a service weight of 288,000 pounds or 130.5 tonnes, they were the heaviest 4-8-0 locomotives ever. The dimensions of the cylinders and drivers had not been changed and also the boiler pressure remained unchanged. The PR-7 was retired in 1962 and the last PR-8 was gone in the following year.

In 1940 and 1941 André Chapelon rebuilt 25 Pacifics of the PO 4501 to 4600 series into 4-8-0 locomotives of considerably more power which became SNCF 240 P. They were a follow-up of twelve other locomotives of the same series which had been rebuilt in 1932 and 1933 which now became SNCF 240 A. The new series was to be even more powerful and used for very heavy passenger and freight services on the line between Paris and Lyon with gradients of one percent.

Innovations of these locomotives included a boiler pressure of 20 bars, a stoker, an ACFI feed water heater, a longer stroke on the low pressure cylinders and a double Kylchap exhaust. This resulted in a short-time output of around 4,700 hp and a continuous output of around 4,000 hp. On the outside, the 240 P could be distinguished from the 240 A by running boards above the driving wheels, larger smoke deflectors and a four-axle bogie tender.

Heavy passenger trains of 800 tonnes could be hauled at speeds above 100 km/h, what increased to 120 km/h with trains of 512 tonnes. In World War II, passenger trains grew to 28 cars or 1,100 tonnes, while these locomotives were also tasked to haul 2,000-tonne coal trains at 85 km/h. But the electrification of the Paris-Lyon line meant that their lives were fairly short, so the last ones were withdrawn in 1953.

The MÁV series 424 was a 4-8-0 mixed traffic locomotive that wasn't only a success in Hungary, but also in other countries. It was based on the Südbahn class 570 and also had a high boiler that had enough space for a large grate. With a driver diameter of 1,610 mm and a top speed of 85, later 90 km/h, it was also suited for the express trains in Hungary. Due to its good acceleration, it could reach high average speeds on lines with many stops. But it was also powerful enough for heavy passenger and freight trains. On an incline of 0.5 percent, it could reach 70 km/h with a train of 1,150 tonnes.

Although it had only been built by MÁVAG, the production spanned 34 years in total. In 1924, 26 had been built for the MÁV and only one followed in 1929. In World War II, the need for a powerful locomotive that can haul various military trains led to 216 more being built between 1940 and 1944. Production even continued after the war, so 122 more had followed by 1958. So in total 365 had been built for the MÁV, but when the last were built, many others had already been given to other countries. The MÁV modified some locomotives for example with Kylchap exhausts and only retired them between 1972 and 1986. Today, 424.009, 247 and 287 are operational with more being preserved in a non-operational state.

More had been directly delivered to other countries. Between 1942 and 1944, the Slovak SŽ had ordered 15 which became part of the ČSD after the war. Together with others they got from Hungary, the ČSD soon had 51 in their inventory and designated them class 465.0. The last ones were operated until 1973. In Yugoslavia, 13 former Hungarian locomotives were used as class 11 and three of them had been assigned to Tito's train. More had been built for China and North Korea, what brought the total number to 514.

In 1925, the Madras & Southern Mahratta Railway got four 4-8-0 locomotives for their metre-gauge network which had been designed by Messrs. Rendel, Palmer & Tritton. They were built by W.G. Bagnall and got the numbers 500 to 503. Some visible features were the inclined cylinders, the Belpaire firebox and steam pipes which were partly external. Despite an axle load of only 8.7 tons, they had a good power to weight ratio. Also the tenders were relatively light, partly due to their rigid frame without the extra weight of bogies. 

The class B was a 4-8-0 freight locomotive designed for the main lines of the South Island. Starting in 1899, four were delivered by Sharp, Stewart & Co. and six more by the NZR Addington shops. They were capable of hauling 600 tons on fairly flat terrain. As early as 1903, three were rebuilt to the 4-6-4T class W^E. Starting in the twenties, some got superheated boilers. Some of these even got more powerful superheated boilers with a wide firebox and a pressure raised from 170 to 200 psi. 

Between 1911 and 1913, the Addington shops delivered ten locomotives of the class B^A. These had a superheater and a smaller firebox. Their haulage capacity was now 700 tons. They were now increasingly used on branch lines and often also hauled passenger trains. Like some class B locomotives, they also got wide firebox boilers starting in 1928.

The largest class of the series was the B^B that was built by A & G Price of New Zealand. 30 were completed between 1915 and 1918. While the others had been used on the South Island, the B^B was mainly intended for freight and passenger trains on branch lines on the North Island. Their cylinder diameter had been increased by one inch and the firebox hand been enlarged on the cost of a smaller tube heating area. Without the introduction of the A^B class Pacifics, it is possible that more would have been ordered.

In the thirties, eight B^A and ten B^B were modified for use as shunters. The withdrawals of all three classes took place in the sixties and had been completed in 1969. No. 552 is the only member of class B^A that has been preserved. It is being owned by the Mainline Steam Heritage Trust and has been operational, but currently is being overhauled. Also B^B No. 144 is currently at the same trust's depot at Parnell and is awaiting its restoration.

In order to be able to accommodate a longer boiler on the Consolidation, the Norfolk & Western chose the 4-8-0 “Twelve-wheeler” wheel arrangement instead of the Mikado. The aim was to achieve a higher adhesive weight because the weight of the firebox was placed on the rear driving axles. Even the firebox was extended to the rear of the cab so that the engineer and fireman were separated from each other. These locomotives were nicknamed “Mollies” by the crews.

After 125 class M locomotives, 100 more class M1 locomotives were built. They only differed in the valve gear and the valves. Due to design errors, the M1 was subject to high levels of wear and tear, so it was retired relatively early. The M was replaced on main lines by the 2-8-8-2 class Y and was used on secondary lines and in switching service until the late 1950s. Only ten had received a superheater. The number 475 is still in use on the Strasburg Railroad today and the 433 also survives.

The Bergensbane, or Bergen Railway, connects Oslo with Bergen and, despite a large number of tunnels, has challenging gradients, so that the express trains at the beginning of the century had to rely on pilot locomotives. For this reason, the NSB launched an invitation to tender for a powerful express train locomotive that should be able to cover this route without double-heading. The route has a constant gradient of 2 to 2.1 percent over a length of 70 km, which culminates at an altitude of 1301.7 meters at Lake Taugevatn and has curve radii of 180 meters. However, the tracks required a maximum axle load of twelve tonnes, while a locomotive with four cylinders was specified to further reduce the loads on the rails.

The winner of this tender was the locomotive later designated as the type 26, which was designed by the Schweizerische Lokomotivfabrik in Winterthur. The required power was achieved with four coupled axles and a leading bogie. Thanks to the boiler being placed very high, it was possible to accommodate a wide firebox without a trailing axle. The locomotives were able to haul trains weighing 200 tonnes at 35 km/h on the aforementioned incline.

The three locomotives delivered by SLM in 1910 were designated type 26a and were, however, somewhat lighter than expected. In order to be able to fully utilize the available axle load, two more units were ordered from Thune in Oslo, which were a bit heavier and were designated type 26b. The largest sub-series with 17 units was the type 26c, which was designed as a compound machine due to the high steam consumption of the four cylinders. It was supplied by several manufacturers between 1919 and 1924.

As early as 1915, the type 26 locomotives were withdrawn from the Bergen Railway, as the latter had been converted for a higher axle load and the heavier type 31 locomotives were now being used there. Thanks to the small coupling wheels, they were suitable for all types of trains and were therefore used in different parts of Norway in different roles. Rebuilds took the form of an oil-fired engine in the 1950s and the fitting of an engine with a larger boiler in 1961. The locos survived until 1969, when the last year of steam service in Norway had struck. Two pieces were kept in reserve in 1970 in case diesel locomotives failed.