The AD60 was a class of Garratts for freight traffic introduced by the New South Wales Government Railways in 1952. Due to a limited axle load of 16 tons, they had been designed as 4-8-4+4-8-4. They got roller bearings on all axles and the crank pins and had a mechanical stoker. Another feature was that they were the first Garratts to have a cast-steel engine bed. Their running gear could negotiate curves with a radius of 400 feet or 120 metres.

The first order was for 25 locomotives, followed by a second one of 25 more. While the second order was already in production, the NSWGR realized that it was time to concentrate on diesel power. So they negotiated with Beyer-Peacock and managed to cut the order by eight locomotives, for a total of 42. As it turned out that the coal supplies were too small, they were soon increased from 14 to 18 tons.

Soon 30 were subject to another rebuild when it became clear that they were needed for main line traffic. Their cylinder diameter was increased by 3/4 inches while the suspension was rearranged to increase the axle load on each driving axle by more than two tons. They also got dual controls to facilitate running in both directions. The rebuilt variant was designated AD60++ and was also called “Super Garratt”.

Due to the introduction of diesel traction, withdrawals already started in 1961. In 1973, 6042 was the last steam locomotive to haul a revenue service in New South Wales. It is one of four which were preserved, but is in a very bad condition today. Only 6029 is still operational.

The P.6 was a class of 191 4-6-0 mixed traffic locomotives built for the New South Wales Government Railways between 1892 and 1911. They were similar to the Commonwealth Railways class G and are also known under their class designation C32 which they got in 1924. 106 were built by Beyer, Peacock & Co. at Manchester, what was the cause for their nickname “Manchester Engines”. 45 identical locomotives were built in Australia by Clyde Engineering and 20 more at the NSWGR's Eveleigh shops. 20 more came from Baldwin which differed in some details.

With a driver diameter of only five feet (1,524 mm), they could haul a train of 170 tonnes up a 2.5 percent incline at a speed of 20 mph (32 km/h). Despite their limited speed, their pulling power meant that they were also used for express and mail trains at the beginning. But since there were already more powerful and faster locomotives for these tasks at the time when the last ones left the factory, their tasks were soon limited to slower trains.

Two were rebuilt with compound cylinders, but since the tests didn't show satisfying results, they were soon rebuilt back into their original state. After the first 50 locomotives had been delivered with six-wheel tenders, the rest was delivered with eight-wheel bogie tenders to increase their range. Some of the first 50 later also got bogie tenders, but others still retained their original tenders to allow operation on 50-foot turntables. After the last locomotive had been built with a superheated boiler, all others were superheated, too between 1914 and 1939.

Later in their career, they were used for most types of trains. These included commuter, suburban and fast freight trains, as well as mixed and goods trains on branch lines. Sometimes they were even used as shunters. After it became evident that their original frames were too weak, 69 locomotives got new frames between 1937 and 1947. Withdrawals started in 1957 and were completed in 1971. On July 24, 1971 No. 3246 hauled the last scheduled steam-hauled passenger train in New South Wales. Four have been preserved, with 3237 and 3265 being operational today.

Over a period from 1896 to 1916, the NSWGR received a total of 280 Consolidations of the class T.524, designated D50 from 1924. They were described as a successful combination of the features of American and British locomotive design. Most were built by British companies, except for 30 by Clyde Engineering.

Ten which were under construction at North British during the First World War were initially used by Great Britain in the war. Since the NSWGR refused to accept the worn-out machines after the war, they ultimately ended up with Nord-Belge. The Commonwealth Railways used eight identically locomotives as class K.

They had a typically British-looking boiler with a Belpaire firebox. To make it easier to run through curves, the wheels on the second and third driving axles had no wheel flanges. The last 75 locomotives were built directly with a superheater and showed such good results that many of the existing ones were also retrofitted.

They were now the NSWGR's ultimate standard freight locomotive. Despite their age, it took a long time for their number to decrease significantly. In 1954 there were still 220 in use and in 1964 there were still 113, but increasingly in shunting service. Some even got automatic couplers for this task from 1960 onwards. They disappeared from active service in the 1970s and four remain today, none of which are operational.

The class C.79 was a 4-4-0 locomotive built for express and mail service. Introduced in 1877, it was the first locomotive of the NSWGR ordered in larger numbers. The first 30 were built by Beyer-Peacock between 1877 and 1879, followed by 26 from Dübs in 1880 and 1881. Four more were delivered by Beyer-Peacock in 1881. Eight more were built locally by Atlas Engineering Works at Haymarket, a suburb of Sydney.

With the arrival of the 4-6-0 class C.32 (the later P6) in 1892, the C.79 was increasingly used in secondary roles. Between 1896 and 1902, 20 locomotives were rebuilt into the 4-4-2T class CC.79 for suburban service, with the others being renamed to class C.80. From 1901, most got a new boiler with a larger Belpaire firebox instead of the round-topped one.

With the new class scheme of 1924, the C.80 became class Z12 and the CC.79 became Z13. 23 of the original 4-4-0 which had been in use in suburban service were withdrawn between 1928 and 1933. The remaining locomotives soon left the Sydney area and were used on branch lines. Most survived until the fifties and some until the sixties. Three each of the classes Z12 and Z13 have been preserved.

Due to increasing traffic in Sydney's suburban network at the beginning of the century, the NSWGR introduced the C30 as a class of 4-6-4T tank locomotives with a high adhesive weight and relatively small drivers for rapid acceleration. Beyer, Peacock & Co. built 95 between 1903 and 1917 and the NSWGR built 50 more in their own Eveleigh Railway Workshops.

When the Sydney suburban network was electrified in the late twenties, many locomotives became superfluous. For use on country branch lines, 77 were rebuilt into the 4-6-0 class C30T tender locomotives between 1928 and 1933. For this the rear frames were shortened, the water tanks were removed and tender of older withdrawn locomotives were added. Between 1940 and 1957, 28 of these were superheated and received larger cylinders and extended smokeboxes.

Soon the C30T was widely distributed around branch lines in the state. The original C30 tank locomotives were now used on the remaining non-electrified lines around Sydney and on branch lines without turntables. Later they were also used as shunters. All locomotives of the original and the rebuilt classes were withdrawn between 1957 and 1973. Five C30 are still existing, of which 3112 is being under overhaul. From the C30T seven have survived, with 3001 in an operational state and 3016 under overhaul.