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.

Since the Aussig-Teplitz Railway had a network with many gradients, the power of the existing class I 2-4-0 passenger locomotives became insufficient early on. 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 with 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 outside frame. Between 1889 and 1894, 26 more, almost identical locomotives were ordered from the Wiener Neustädter Lokomotivfabrik and designated 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 for heavy freight trains, but were mostly found in passenger service. Most survived until the nationalization of the ATE in 1924. They were now put into the CSD classes 322.3 and 322.4. While the older type was completely withdrawn in the 1920s, 13 locomotives 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 class 53 of the kkStB consisted of 59 0-6-0 freight locomotives which had been built by Sigl, the factory of the StEG and Wiener Neustadt for two different operators. They were characterized by outside frames with Hall cranks and had a driver diameter between 1,175 and 1,180 mm. 26 were built for the Dux-Bodenbach Railway (DBE) between 1872 and 1882 and got the numbers 9 to 34. The other 33 were built for the Bohemian Northern Railway (BNB) and were designated series V with the numbers 57 to 89.

Upon nationalization, the locomotives of the DBE got the numbers 53.01 to 53.26, while the ones of the BNB got the numbers 53.31 to 53.63. After World War I, 20 and 15 locomotives of these two railways came to the ČSD. While the DBE machines became class 314.0, the BNB machines became class 323.1 due to their different top speed and axle load. They were retired between 1933 and 1952. One came to Italy and became FS class 218 and was only used until 1923. 23 came to Poland, but did not get new running numbers and were retired before 1925.

After the ten express locomotives with a 2-4-0 wheel arrangement, the CLB ordered another series of twelve express locomotives in Esslingen. They date from the time when the locomotives were given names by the CLB and so they were all given the name of a town that is in what is now Poland or the Ukraine. Later the new locos were called series I, while the older ones became series II.

The third locomotive, called “Dnjepr”, was shown at the World Exhibition in Vienna in 1873 and apparently caused a stir because of its good looks and the large driving wheels. Compared to the older locomotives, the driving wheels were significantly larger and the carrying axle, also fixed, was located under the driver's cab. Although the firebox now had a support, it was restricted in width by the large driving wheels. Problems with this wheel arrangement are also reported, which resulted in derailments due to icing in the area of the water cranes in winter. In addition, at higher speeds it was not an advantage for smooth running that the large driving wheels were leading instead of a leading axle. 

Upon nationalization in 1892, they were given the kkStB numbers 11.11 to 11.22. This resulted in the class 11 from 1905, but at that time only the 11.18 “Kherson” was left. It was in use until 1907, the remaining locomotives had already been retired between 1896 and 1902.

The Galician Carl Ludwig Railway originated from the k.k. Eastern State Railways and operated their lines east of Kraków. These lines are now in Poland and the Ukraine and went via Lemberg and Tarnopol to the border of the Russian Empire. In 1870, ten express locomotives with a 2-4-0 wheel arrangement were ordered from Maschinenfabrik Esslingen, which were classified as IId. In 1878 and 1882 a total of eight more were delivered by the Wiener Neustädter Lokomotivfabrik and designated IIe. As was usual at the time, all three axles were firmly mounted in the frame, but the overall wheelbase of just 3.32 meters still ensured sufficient ability to negotiate curves.

The locomotives from Esslingen were given the names of towns along the CLB lines, the others only numbers. After the railway was nationalized again in 1892, they were given the numbers 2231-2248 by the kkStB. In the same year they received new boilers. Some locomotives on the Kronprinz-Rudolf-Bahn also had numbers starting at 2201, but these became class 122 from 1905 and the CLB locomotives became class 22. All but three locomotives were retired between 1906 and 1915. The fate of the remaining ones was lost in 1917 in the turmoil of war, but probably two came to Poland and one to Russia.

The type 70 was a 0-8-0T tank locomotive designed by MÁVAG for work on 760 mm narrow gauge lines. Most notably, this included field and logging railways. For tight curves, it had Klien-Lindner hollow axles which could be radially adjusted. A total of 284 locomotives were built by MÁVAG and two Romanian companies over a span of more than 80 years. With the types 51, 85 and 94, MÁVAG also offered heavier and lighter variants which were built in smaller numbers.

The first locomotives were ordered by an operator from Transylvania and soon also MÁV ordered 31 where they became class 490. The first batches were built between 1906 and 1914. After World War I, many came to Romania, Czechoslovakia, Poland, Italy and Yugoslavia. Further batches were produced between 1942 and 1950, of which 28 more locomotives went to MÁV. The later locomotives had Walschaerts instead of Stephenson valve gear and a water capacity of four instead of two cubic meters, what led to an increased axle load of 6 instead of 5.5 tonnes. In total, 152 had been built in Hungary.

After World War II, Romania still had demand for more locomotives for its logging railways. So Reșița built 120 more between 1951 and 1958, which had and axle load of 6.2 tonnes and a boiler with less tube surface, but a larger grate. While the original MÁVAG locomotives could reach up to 230 hp when firing coal, the Romanian locomotives which were mostly fired with wood could not reach an output of more than 200 hp. 

Nevertheless, Romanian logging railways were not able to replace their steam locomotives with diesel locomotives or to move their traffic onto the road due to problems with the procurement of diesel. On the other hand, wood could be obtained for free from the sawmills. So the tractor works at Reghin produced twelve more locomotives of this old design between 1982 and 1987. The last ones were in regular service until 2001. Today more than 30 are still existing, with around half of them still in running order.

In 1884, the Hungarian Western Railway (UWB or MNyV) received twelve 2-4-0T tank locomotives from Krauss of Munich. They got the numbers 61 to 72, but it took only five years until their operator got nationalized and they became series XIII of the MÁV. Two years later, they were rebuilt to the wheel arrangement 0-6-0T and got a cab. In the new scheme of 1911, they became class 384. After World War I, one came to the ČSD. This one was retired in 1924 als also all MÁV machines had suffered the same fate by 1927.