Hendrie, NGR Locomotive Superintendent from 1903 to 1910, were modified to a 4-8-2 wheel arrangement by having trailing bissel trucks added below their cabs to improve their stability when hauling fast passenger trains.

It was designed to haul heavy freight trains on the mountainous central section of the North Island Main Trunk.

The X class was, however, not a typical Mountain type, since its trailing truck served to spread the axle load rather than to allow a larger and wider firebox.

To accomplish this, the plate frame was equipped with a cast bridle at the rear to accommodate the improved firebox design, and the load also necessitated the addition of a trailing truck.

[7] The D57 design was developed further in 1950 with the smaller cylindered D58 class, of which thirteen were built at the Eveleigh and Cardiff Locomotive Workshops of the NSWGR.

[8] The Western Australian Government Railways (WAGR) introduced two classes of 4-8-2 locomotives for freight haulage on the state's 3 ft 6 in (1,067 mm) network.

The first was the S class, of which ten were built at the WAGR Midland Railway Workshops from 1943, with the locomotives named after West Australian mountains.

Mass production began the following year, but was interrupted by war restrictions introduced by the German authorities and delivery was halted before the full order was filled.

After 1958, these locomotives were gradually converted to mixed fuel oil and coal firing, which resulted in improved steaming ability and better performance, particularly on mountainous lines.

During their 35 years of service, they exhibited excellent performance with only minor problems such as oval wear on the leading axle's inside crank.

The last twenty, designated the U-1-f class, were delivered with semi-streamlined conical smokebox covers that earned them the nickname of Bullet Nose Bettys.

The Czechoslovak State Railways (ČSD) introduced the 498.0 class 4-8-2 express passenger locomotive in 1938 following successful trials in the Tatra Mountains comparing it to an alternative 2-8-4 Berkshire prototype.

In France, the 4-8-2 Mountain, known as the 241 type based on its axle arrangement, began to be used on the more undulating routes as increasingly heavy loads, brought about by the introduction of all-steel passenger cars after 1918, began to overtax the hill-climbing capabilities of the existing 4-6-2 Pacific and the speed capabilities of 2-8-2 Mikado locomotives.

[17] In March and July 1973, twelve reboilered South African Railways Class 15BR locomotives, built by Montreal Locomotive Works (MLW) in Canada between 1918 and 1922, were sold to Caminhos de Ferro de Moçambique (CFM), the Mozambique Railways, where they were mainly used for shunting at Lourenco Marques and occasionally on freight service to Swaziland.

Two 4-8-2 locomotives were built in 1952 by Henschel & Son to the design of the South African Class 19D, for the Nkana copper mines in Northern Rhodesia (now Zambia).

[23] A lighter version of the South African Class 4A 4-8-2 was built for the Rhodesia Railways (RR) by North British Locomotive Company (NBL) in 1921.

It was designated the RR 10th Class and was used on the long section south of Bulawayo in Southern Rhodesia (now Zimbabwe) through Bechuanaland Protectorate (now Botswana) to Mafeking in the Cape Province.

[20][23][24] In 1955, four more, without superheating and numbered from 1 to 4, were built to the design of the South African Class 19D by NBL for the Wankie Colliery in Southern Rhodesia.

Designed by Day, they were intended as a general utility locomotive capable of operating on 80 pounds per yard (40 kilograms per metre) rail.

However, the urgency brought about by the rapidly deteriorating political climate in Europe at the time led to an additional 116 locomotives being ordered even before the first batch could be delivered and tested.

Since they were intended for working in the arid Karoo, their very large tenders with a high water capacity rode on six-wheeled bogies.

Although well-designed and good performers in theory, they lacked the advantages of streamlined casing and especially suffered from problems associated with the high-pressure boiler, which needed specially-designed lubricators that were not available in impoverished post-war Spain.

The increased capacity of the new machines never reached its full potential, however, due to the lack of maintenance typical of post-war Spain.

One is preserved (241-2238F) in Móra la Nova (Tarragona, Catalonia, Spain) for the APPFI enthusiast association that intends to restore it to running order.

[31] The Southern Railway considered using 4-8-2s for express trains before changing to the 2-8-2 and eventually 4-6-2 design, leading to the Bulleid pacifics.

The London and North Eastern Railway had designs for 4-8-2s, but during WWII the British government forbid the development of express passenger locomotives, so the plans were dropped.

Following the LNER chief mechanical engineer Sir Nigel Gresley’s death from illness in 1941, neither Edward Thompson nor Arthur Peppercorn resumed the 4-8-2 project, and after the United Kingdom nationalized private railway companies into British Railways in 1948, only 4-6-2s were pursued as express locomotives with the BR Standard Class 6 and 7 (though they were classified as mixed-traffic), as well as rebuilt versions of the aforementioned 4-6-2s of Bulleid’s design, which would last until dieselization.

ALCO combined the traction of the eight-coupled 2-8-2 Mikado with the excellent tracking qualities of the Pacific's four-wheel leading truck.

2600-2619) owned by the Illinois Central Railroad; they were equipped with 275 psi (1,900 kPa) boilers, and they were able to produce a tractive effort of 78,450 lbf (349.0 kN).

It pulled excursions from 1988 to 2002, but rising insurance rates and a flue sheet cracked beyond repair forced it back into retirement.