The Central Mexicano also received a total of 15 locomotives of the US type of the Mason-Fairlie in 1890, which essentially corresponded to the British Single Fairlie. Under the boiler barrel was a bogie that held the cylinders, three driving axles and a leading axle. At the rear, the tender rested on a three-axle bogie. The firebox hang between the bogies and could therefore be built deep enough.

In contemporary depictions, the locomotives were described as a successful design with a comfortable cab. Although they could negotiate the tightest curves with ease, the running smoothness was apparently not particularly good. Nevertheless, all locomotives were already scrapped between 1899 and 1908. This is probably due to the fact that more modern locomotives without moving steam lines were now available.

Double Fairlies were used on the winding and steep lines in New Zealand as early as 1872. From 1878 Avonside also manufactured Single Fairlies, which were easier to maintain with a single, larger boiler and a single driving bogie. These were the 18 members of class R and the seven members of the heavier class S.

The class R was able to prove that it was technically capable of reaching a speed of 53 mph or 85 km/h. However, due to the laterally movable bogie, the running smoothness was very poor. However, since the speeds were generally significantly lower, the locomotives could be used successfully. They later received larger water tanks and a new boiler with higher pressure.

The retirements of the class R took place between 1919 and 1944. Three machines were handed over by the NZR to the Sanson Tramway. R 28 was used for shunting in the port of Timaru until 1940. Today she is the only surviving R and only Single Fairlie in New Zealand and is located in Reefton. She was actually planned to be made operational again by 2018, but there is currently nothing further to read about the progress.

The North Wales Narrow Gauge Railways, which opened in 1877, were built to the unusual one foot 11 1/2 inch gauge. Their first two locomotives were two Single Fairlies, that is, with a power bogie and a trailing bogie. In 1917 both were combined into one working locomotive due to their poor condition. From 1923 it belonged to the Welsh Highland Railway and it is unclear whether they also used it on the Furness Railway and reduced their height to do so. It was retired in 1937 and not refurbished after the Furness Railway reopened.

In 1906 construction began on the Porthmadog, Beddgelert and South Snowdon Railway, which was to become an extension of the North Wales Narrow Gauge Railways. Although the line was to be electrified, steam locomotives were initially ordered from Hunslet. One these was the “Gowrie”, which was not delivered until after construction had been halted. It was named after the manager of the planned railway line, Gowrie Colquhoun Aicheson.

Like all of the NWNGR, the Gowrie was built in 1 foot 11 1/2 inch gauge. It is considered to be the last locomotive built for this company. Due to the very tight curves, the locomotive was built as a Single Fairlie. This meant that the three coupled axles were in a front bogie and the two trailing axles in a rear bogie. 

The loco was not as successful as the “Moel Tryfan” and “Snowdon Ranger” which had been combined into a single loco in 1917. The “Gowrie” was sold in 1918 and went through several owners. It was almost bought back when the Welsh Highland Railway was founded, but ultimately this did not happen. It was seen for the last time in service in 1928 and was scrapped in 1931.