In 1887, the Lehigh Valley Railroad experimented with a 4-6-0 Ten-wheeler design with a Strong's patent firebox, a cylindrical device behind the cab which required an extension of the frame and the addition of two trailing wheels to support it.

The first true Pacific, designed as such with a large firebox aft of the coupled wheels, was ordered in 1901 by the New Zealand Railways Department (NZR) from the Baldwin Locomotive Works of Philadelphia, Pennsylvania.

The NZR Chief Mechanical Engineer, Alfred Beattie, ordered thirteen new Q class locomotives with a sufficiently large Wootten firebox to efficiently burn poor grade lignite coal from eastern South Island mines.

Designed to meet modern safety and certification standards, Tornado runs on the United Kingdom's rail network and on mainline-connected heritage railways.

[10] In Australia, the first known example of the wheel arrangement was the Q class tank locomotive of the 3 ft 6 in (1,067 mm) gauge Western Australian Government Railways (WAGR).

Class leader 3801 achieved considerable fame in preservation, with notable feats such as hauling the Western Endeavour, a transcontinental journey from Sydney to Perth in 1970.

[23] The Reid-Newfoundland Company Limited, which operated the railways in Newfoundland, took delivery of ten Pacific locomotives with 42-inch (1,070 mm) drivers between 1920 and 1929, built by Baldwin, Montreal and ALCO Schenectady.

[28][29] The French-owned Imperial Railway Company of Ethiopia, with 784 kilometres (487 miles) of 1,000 mm (3 ft 3+3⁄8 in) metre gauge trackage, had four Pacific type locomotives on its roster.

The locomotive used saturated steam and had 1,250-millimetre-diameter (49 in) coupled wheels, which made it well suited to run the 473 kilometres (294 miles) between Addis Abeba and Dire Dawa in Ethiopia.

[30][31] Twenty-two Pacific locomotives of the Class Hr1, numbers 1000 to 1021 and named Ukko-Pekka after the nickname of Finnish President Pehr Evind Svinhufvud, were constructed in Finland by Tampella and Lokomo between 1937 and 1957.

Large numbers were later rebuilt to compounds or to incorporate superheaters by both the PLM and the state-owned Société Nationale des Chemins de fer Français (SNCF).

The only post-World War II 4-6-2s on narrow gauge Indian Railways were the five ZP class locomotives with six-wheel tenders, built by Nippon Sharyo in Japan in 1954.

[42] Twenty of new advanced 4-6-2 locomotives arrived in 1920–1922 and classified as SS 1000 class (1001-1020) with a driver's cabin design that tapered to forward giving the impression of grace and speed, in addition of 4-6-2 wheel arrangement supplemented with four compound cylinders and superheater was expected to provide the faster, more stability and fuel efficiency that required to haul express trains, but this was not achieved.

There some complaints that the SS Class 1000 locomotives were oscillated showed by record that the stoker couldn't put a shovel of coal into firebox due to hard shaking when driven at speeds above 100 kilometres per hour (67 miles per hour), while excessive wear on the third driving wheels and there was design error in manufacturing which led to maintenance difficulties (in other records, they had a design flaw at the trailing wheels causing instability).

During its last days in service before retirement, it was used to haul local passenger trains between Bangil and Surabaya Kota and now preserved as static display at the Transportation Museum of Taman Mini Indonesia Indah.

[47] When the 4 ft 8+1⁄2 in (1,435 mm) standard gauge Baghdad Railway was nearing completion between Mosul and the town of Tel Kotchek on the border with Syria, the Iraqi State Railways ordered four streamlined Pacific locomotives from Robert Stephenson & Hawthorns in the United Kingdom, to haul the international Taurus Express between Istanbul in Turkey and Baghdad in Iraq on the Iraqi stage of its journey.

The three cylinders were provided with rotary cam poppet valves with the camshaft divided into two parts, independently driven from each side of the engine, which avoided complete immobilisation in case of a breakdown on a long stretch of single track.

Between 1926 and 1928, the 3 ft 6 in (1,067 mm) gauge Nigerian Railways ordered ten Class 405 Pacifics from Nasmyth, Wilson & Company in Manchester, for express services on the 1,126-kilometre (700 mi) line between Lagos and Kano.

At first, these coal fired locomotives were allocated to the October Railway to haul principal passenger trains over a distance of 650 kilometres (400 miles) of double track line between the two largest cities in Soviet Russia, Moscow and Leningrad.

When the production of the heavier 2-8-4 Berkshire class IS Joseph Stalin got under way in 1937, the Pacifics were modified from coal to oil firing and transferred to join other older locomotives on the North Caucasus lines, from where they worked as far south as to Baku.

Unlike usual practice in such cases, the engine was not equipped with armour plate protection, but was draped in strands of thick hemp rope which earned it the apt nickname Hairy Mary amongst the troops.

In 1906, two small 4-6-2 side-tank locomotives, designed by Hendrie and built by Hunslet, entered service on the 2 ft (610 mm) Estcourt-Weenen narrow gauge railway of the NGR.

[64] In 1908, two Pacific tank locomotives with bar frames and Walschaerts valve gear, built by Bagnall, entered service on the narrow gauge Walmer Branch of the CGR in Port Elizabeth.

[64] In 1911, shortly before being amalgamated into the SAR, the NGR placed the first two of seven 4-6-2T narrow gauge locomotives in service, built by Kerr, Stuart & Company using the Hawthorn Leslie drawings for the Class NG3.

While virtually identical to the Hawthorn Leslie Side Tanks, their boiler pitch had been raised 3 inches (76 millimetres) to make a larger firebox possible.

Typically American in appearance, with an ornate chimney cap and steam dome as well as a separate engine number on a disk on the front of the smokebox door, they were the only narrow gauge Pacific tender locomotives to see service on the SAR.

[64] A Pacific locomotive was ordered by the Ferrocarril Madrid-Aragon from Forges, Usines et Fonderies de Haine-Saint-Pierre in Belgium in 1914, but was not delivered, presumably due to the disruption to trade caused by World War I.

[68] (Also see Tunisia) In 1913, the Swedish State Railways (Statens Järnvägar or SJ) ordered eleven four-cylinder compound Pacific type locomotives from Nydqvist & Holm (NOHAB) for the Stockholm-Malmö heavy express train service.

They began buying 2-6-2 Prairie types in quantity from Baldwin in 1901, with the four cylinder Vauclain compound system, a weight of 190,000 pounds (86,000 kilograms) and 79-inch-diameter (2,007 mm) coupled wheels.

When these proved insufficiently stable for high speed service, the road ordered the 1200 class of 4-6-2 Pacifics, which were two cylinder simplex engines weighing 220,000 pounds (100,000 kilograms) and fitted with 69-inch-diameter (1,753 mm) coupled wheels on unusually long axle centers.