In 1953, Arnold Jung Lokomotivfabrik delivered 15 three-axle diesel shunters to the Egyptian Republic Railways. They were directly based on the Wehrmacht Locomotive WR 360 C, also known as V 36. Now called R 361 C, what stood for “Rangierlok” (shunter), 360 hp and three axles, with the number one denoting that it was the next generation. They still looked very similar to the V 36, with a cab on one end, a full-height hood and coupling rods. 

In 1955 and 1956, Jung delivered 27 more of a revised design with larger radiators, internally called R 362 C. While the first 15 had got the number 4211 to 4225, these got the numbers 4226 to 4252. During the Suez Crisis, No. 4239 was captured by the Israelis on the Sinai and brought to Israel. In service with Israel Railways, it was nicknamed “Abdel Nasser” and scrapped in 1970, the year when the sponsor of its name died.

To convert the Ethiopian railway to diesel locomotives, the Compagnie de Chemin de Fer Franco-Ethiopien de Jibuti à Addis Ababa originally planned to procure six double locomotives. These were to come from the Swiss Locomotive and Machine Works in Winterthur, but the order was changed to twelve single locomotives. This number was originally to be divided into five express locomotives of the series V (voyageurs) and seven freight locomotives of the series M (marchandises). After the number of express locomotives had already been reduced to one, it derailed during the first test runs. Since it was concluded that higher speeds could not really be achieved with the meter gauge tracks that had been laid, this locomotive, like the other eleven, was ultimately handed over as a freight locomotive.

In order to still be able to use it in front of passenger trains, the power transmission had to be converted to a different ratio in the workshop with relatively little effort. As a result, top speeds of 65 or 90 km/h could be achieved with different tractive forces, as required. In order to comply with the maximum axle load of only eight tonnes, the bogies were each equipped with a carrying axle. The locomotives were specially equipped for operation in extremely different environmental conditions, from the coast to an altitude of over 2,300 meters and under dusty conditions. In addition to special air filters for the engine room and the cab, this also included a device for maintaining positive pressure in the interior to keep dust out. Since there are often obstacles in the form of animals or other objects on these routes, the front was designed to be particularly robust with a large cowcatcher. The carrying axles were removed from 1963 and the axle load increased to 12.5 tonnes, since the tracks had been reinforced in the meantime.

After the classes KK16 and AA16, the Egyptian National Railways ordered another 70 diesel locomotives from Henschel, which were again built under license from EMD. They were to be used for light passenger service and were therefore designed with a lower weight. The 567 series engine here had twelve cylinders and delivered 1,425 hp. In this case, four axles were enough, all of which were powered. Since high speeds were not used in lighter service, the maximum speed of 100 km/h was even lower than that of the KK16 freight locomotive. With a total length of almost 19 meters, these locomotives were the shortest of their sister series.

After the 13 class KK16 freight locomotives, ENR ordered 38 passenger locomotives from Henschel, which in turn were developed based on EMD technology. In contrast to the predecessors, these locomotives only received an engine from the 567 series from EMD, which here had 16 cylinders and delivered 1,950 hp. One motor reduced the length of the locomotive by about two meters. The three-axle bogies were still equipped with two traction motors and a carrying axle. They were designed for a top speed of 120 km/h and were 20 tonnes lighter than the KK16.

For operation with the Egyptian National Railways, Henschel secured itself the license rights from EMD to build diesel locomotives based on the F-series. Like these, Henschel built the locomotives with the so-called “Bulldog Nose”, but with a driver's cab at each end. As with the American models, the three-axle bogies only had two traction motors. The Henschel locomotives were thus similar to the Norwegian NoHAB diesels in terms of their origin and appearance.

The first model in the series was the KK16, of which 13 were built in 1957. It was designed as a freight locomotive and was primarily intended to haul ore trains through the Nile Valley. EMD had previously supplied the G8s to Egypt, which were powered by an eight-cylinder 567-series two-stroke diesel. The KK16 received two of these engines, each with 910 hp, and was compatible with the G8 in multiple operation.

The South African class 36-000 are light diesel locomotives which were designed by GE for shunting and freight pickup duties and deliver 1,173 hp. Production took place in South Africa by the General Electric-Dorman Long Locomotive Group (GE-DL). 36-001 to 36-100 were completed between 1975 and 1978, with 36-101 to 36-124 following in 1981. The 36-000 must not be mixed up with the class 36-200 of the same dimensions and power class that was based on the EMD SW1002.

They have a single cab, but this contains two driving desks for operation in both directions. The large windows in combination with the lack of an AC unit often lead to problems in the South African heat, so some locomotives could either be seen with improvised sun shades or with roof extensions added in the depot.

For use as shunters and for light short-distance freight trains, South African Railways ordered a total of 101 SW1002 from EMD. Between 1980 and 1984, they received two orders of 50 and 51 locomotives which were designated class 36-200. Like the SW1000 and SW1001 designed for service in the US, they got the 8-645E engine that delivered 1,140 hp for a short time. By 1991, a total of six more had been delivered to three customers in the industry, bringing the total number to 107. Nearly all had been produced a General Motors South Africa (GMSA), only one of the three locomotives built for Iscor had been built by GM-Astarsa in Argentina.

Under the designation C30ACi, General Electric marketed a 3,300 hp six-axle diesel-electric locomotive for use on cape gauge lines. It is powered by the twelve-cylinder variant of the proven 7FDL engine and reaches a starting tractive effort of 548 kN or 123,000 pounds. The two prototypes and eight production locomotives were built by GE in Erie, Pennsylvania in 2010 and 2011. 193 more were built by Transnet Engineering at Koedoespoort, Pretoria.

Transnet designates them class 43-000. One of their tasks are the 342-car ore trains on the Sishen-Saldanha line. There they are used to assist the class 9E and 15E electric locomotives to prevent overstressing of the power supply. But in the last years, these trains generally use a larger number of electric locomotives and less diesel locomotives. Additionally to the locomotives for Transnet, six were built for Kumba Iron Ore and ten for the Mozambique Railways (Caminhos de Ferro de Moçambique).