2-8-0

Under theWhyte notationfor the classification ofsteam locomotives,2-8-0represents thewheel arrangementof twoleading wheelson oneaxle,usually in aleading truck,eight powered and coupleddriving wheelson four axles, and notrailing wheels.In the United States and elsewhere, this wheel arrangement is commonly known as aConsolidation,after theLehigh and Mahanoy Railroad’sConsolidation,the name of the first 2-8-0.

2-8-0 (Consolidation)

Front of locomotive at left

Lehigh and Mahanoy Railroad'sConsolidationof 1866, the first 2-8-0 built

Equivalent classifications UIC class 1D, 1'D French class 140 Turkish class 45 Swiss class 4/5 Russian class 1-4-0

First known tank engine version First use 1907 Country German South West Africa Locomotive South West African 2-8-0T Railway Lüderitzbucht Eisenbahn Designer Orenstein & Koppel Builder Orenstein & Koppel

First known tender engine version First use c. 1864 Country United States of America Railway Pennsylvania Railroad Designer John P. Laird Builder John P. Laird Evolved from 0-8-0 Evolved to 2-8-2 Benefits Better stability through curves Drawbacks Poor steaming and limited speed.

First known "True type" version First use 1866 Country United States of America Locomotive Consolidation Railway Lehigh and Mahanoy Railroad Designer Alexander Mitchell Builder Baldwin Locomotive Works Evolved from 0-8-0 Evolved to 2-8-2

The notation2-8-0Tindicates atank locomotiveof this wheel arrangement, the "T" suffix indicating a locomotive on which the water is carried in side-tanks mounted on the engine rather than in an attachedtender.

The Consolidation represented a notable advance in locomotive power. After 1875, it became "the most popular type of freight locomotive in the United States and was built in greater quantities than any other single wheel arrangement."

Overview

Of all the locomotive types that were created and experimented with in the 19th century, the 2-8-0 was a relative latecomer.

The first locomotive of this wheel arrangement was possibly built by thePennsylvania Railroad(PRR). Like the first 2-6-0s, this first 2-8-0 had a leading axle that was rigidly attached to the locomotive's frame, rather than on a separate truck orbogie.To create this 2-8-0, PRR master mechanic John P. Laird modified an existing0-8-0,theBedford,between 1864 and 1865.

The2-6-0Mogul type, first created in the early 1860s, is often considered as the logical forerunner to the 2-8-0. However, a claim is made that the first true 2-8-0 engine evolved from the 0-8-0 and was ordered by the United States'Lehigh and Mahanoy Railroad,which named all its engines. The name given to the new locomotive wasConsolidation,the name that was later almost globally adopted for the type. According to this viewpoint, the first 2-8-0 order by Lehigh dates to 1866 and antedates the adoption of the type by other railways and coal and mountain freight haulers.

From its introduction in 1866 and well into the early 20th century, the 2-8-0 design was considered to be the ultimate heavy-freight locomotive. The 2-8-0's forte was starting and moving "impressive loads at unimpressive speeds" and its versatility gave the type its longevity. The practical limit of the design was reached in 1915, when it was realised that no further development was possible with a locomotive of this wheel arrangement.

Usage

As in the United States, the 2-8-0 was also a popular type in Europe, again largely as a freight hauler. The type was also used in Australia, New Zealand, and Southern Africa.

Australia

The 2-8-0 locomotive was used extensively throughout Australia. It served on the5 ft 3 in(1,600 mm) broad gauge,4 ft8+1⁄2in(1,435 mm)standard gaugeand3 ft 6 in(1,067 mm) narrow gauge and was employed mostly as a freight locomotive, although it was often also employed in passenger service inVictoria.

The first Australian locomotive class with this wheel arrangement were theQueensland RailwaysC13andC15,built as goods locomotives in 1879 byBaldwin Locomotive Works.Another lot of Consolidation engines consisted of 20 standard-gaugeNew South Wales Government Railways(NSWGR) J Class engines, which arrived from Baldwin Locomotive Works in 1891. The Js remained in service until 1915, when they were withdrawn. Wartime shortages between 1916 and 1920 had six engines re-entering service after being shopped and fitted with superheaters. The last engine of this class was finally withdrawn in 1934 and all were scrapped by 1937.

The next batch of NSW 2-8-0 locomotives to appear, between 1896 and 1916, was theT classengines. The class was delivered from one local and several overseas builders, 151 locomotives fromBeyer, Peacock & Company,84 fromNorth British Locomotive Company,10 fromNeilson & Company,30 fromClyde Engineeringin Australia, and five fromDübs & Company.During World War II, 14 of these locomotives were equipped with superheaters, which raised their tractive effort from 28,777 lbf (128.0 kN) to 33,557 lbf (149.3 kN).

From 1899, theVictorian Railways(VR) also used a range ofbroad-gauge2-8-0 locomotives.

• The first of these locomotives were the Baldwin-builtV class.These engines were built atPhoenix FoundryinBallarat.By 1930, they had disappeared from the VR.
• The VR's next type was the 26C classengines, which saw freight and passenger service.
• In 1922, a smaller and lighter 2-8-0, theK class,was introduced for branchline freight and later also passenger services.

Victorian Railways J classNo. J 515

• Finally, the VR introduced sixty light 2-8-0J classengines in 1954. These also worked both freight and passenger services.

The first 2-8-0 engines in private service on theMidland Railway of Western Australiaarrived in 1912. These were3 ft 6 in(1,067 mm) gauge locomotives. The five in the class operated until 1958. All were gone by 1963.

In 1912, some of the NSWGR T class types were also purchased by the private East Greta Railway, later to become theSouth Maitland Railway,but these were converted to 2-8-2 tank locomotives. The class proved to be successful throughout its long service life, until being retired from government revenue service in 1973.

During 1916,Commonwealth Railwaysacquired eightK classfor theTrans-Australian Railway.

In 1924, a private coal company,J & A Brownin NSW, obtained three ex-British militaryRailway Operating DivisionROD 2-8-0locomotives. Brown later ordered another 10 of these locomotives, but only nine of that order arrived in Australia. The last was withdrawn in 1973.

Belgium

To compensate for wartime losses,Belgian railwaysacquired 300 2-8-0 locomotives in 1946. They were built in North America, 160 byMontreal Locomotive Worksin Canada, 60 by theCanadian Locomotive Company,and 80 by theAmerican Locomotive Companyin the United States. These machines proved to be very reliable and were used for mixed traffic until the end of the steam era, when number 29.013 hauled the last scheduled steam passenger train fromAthtoDenderleeuwon 20 December 1966.

This locomotive survived in preservation and is used on special excursions. On 16 December 2006, number 29.013 re-enacted the last 1966 run on the same route.

Canada

CP N-2-c no. 3716 at Canyon View

TheCanadian Pacific Railway (CP) N-2-a, b, and c classlocomotives were a class of altogether 182Consolidationtype locomotives, built by Montreal Locomotive Works between 1912 and 1914. They were numbered in the range from 3600 to 3799 and were used almost everywhere around the system. The order for these engines came about when CP needed bigger locomotives for their mainline since their current engines were wearing out and were too small for the loads that were being hauled. Most of the class were converted to oil-firing in later years.

One of the locomotives, No. 3716, is run and maintained in Summerland,BCas part of theKettle Valley Steam Railway.

Finland

Finland had five tender locomotive classes with a 2-8-0 wheel arrangement, the classes Tk1, Tk2, Tk3, Tv1, and Tv2. The class Tk1s were numbered from 271 to 290 and were nicknamedAmerikan Satikka.

Class Tk3 No. 1136 in special service fromKouvolatoKotka

The class Tk2s were numbered 407 to 426 and 457 to 470. They were nicknamedSatikka.Three were preserved, No. 407 atNärpes,No. 418 atJunction City, Oregon,in the United States, and No. 419 atHaapamäki.Theclass Tk3swere numbered 800 to 899, 1100 to 1118, and 1129 to 1170. They were built byTampella,Lokomo,and Frichs. The class Tv1s were numbered 594 to 617, 685 to 741, 900 to 948, and 1200 to 1211. They were built by Tampella and were nicknamedJumbo.Four were preserved, No. 609 at Haapamäki, No. 933 at the Veturi museum atToijala,No. 940 atLapinlahtiand No. 943 atYlivieska.The class Tv2s were numbered from 618 to 637. They were nicknamedWilson.Only No. 618 was preserved, also at Haapamäki.

Finland had only one tank locomotive class with a 2-8-0 wheel arrangement, the class M1 consisting of one solitary locomotive numbered 66. It was not preserved.

Germany

The 2-8-0 wheel arrangement enjoyed a brief period of popularity in Germany during the era of theLänderbahnenor State Railways, from about 1840 to 1920, prior to the establishment after the First World War of theDeutsche Reichsbahn,the German National Railways. Under theDeutsche Reichsbahn-Gesellschaft(DRG)classification system, all 2-8-0 locomotives were assigned to class 56 (Baureiheor BR 56), with different types receiving subclassifications. The earliest type was the Prussian G7³of 1893.

Indonesia

SS Class 900 or DKA D50

In response to the increasing need for freight and passenger transports on theBuitenzorg–Bandung–Banjarline, the JavaStaatsspoorwegenat the time ordered 42Consolidationlocomotives from 4 different engine manufacturers, includingSwiss Locomotive and Machine Works (SLM),Hanomag,HartmannandWerkspoor,came in 1914, 1915 and 1921, classified as SS Class 900 (901–942). These locomotives were made to fulfill the requirements that submitted by SS, being able to haul 550 tons of freight with speeds of up to 50 km/h (31 mph) or 30 km/h (18.6 mph) on lines with a gradient of 4% or 1 in 25. In order to be able to negotiate 150 meters curve radius, the leading wheels adopted Adam axle system which could enable to turn radially by 70 mm. As for the fourth driving wheels, adoptedGolsdorfaxle system (patented byKarl Golsdorf), this make the outer driving wheels able to move laterally by 100 mm. As by result, it's not only able to turn at 150 meters curve radius, but speeds up to 75 km/h (46.6 mph) was made possible from its initial of 50 km/h (31 mph). Based on record in 1938, the SS Class 900/DKA 50s ever been used to haul theEendaagsche Expressor One Day Express train onBandung–Banjarsouthern-west line replacing the2-8-8-0SS Class 1250 (DKA DD52) due to resource and asset saving policies duringGreat Depressionand2-6-2TSS Class 1700/DKA C30s which were considered to be inefficient in serving the increasingly congested volume of freights and passenger transport. In 1939, theEendaagsche Expressshortened the time journey forBandung–Yogyakarta–Surabayato only 11 hours. These locomotives worked onBandung–Purwakarta–Batavialine and also assigned to work the eastern express trains inEast JavaonBan dục vọng i–Surabayaline in tandem with4-6-4TSS Class 1100 (DKA C27). To make the SS 900s have the characteristics of express locomotive, each unit received the modification of two pair ofsmoke deflectors.In the need of increasing freight transport inSouth Sumatra,the JavaStaatsspoorwegenallocated 4 of them to serve coal transport from Bukit Asam toKertapati.Not quite a long, the South Sumatra division of SS or so calledZuid-SumatraStaatsspoorwegen(ZSS) were also ordered 11 of these from two German engine manufacturers, 5 were imported fromHartmannin 1925 and the rest of 6 fromHanomagin 1926.

Preservation

SS 911 or DKA D5011 at the Transportation Museum ofTaman Mini Indonesia Indah

DuringJapanese occupationin 1942, all Dutch East Indies railway locomotives were renumbered based onJapanese numberings,this including the SS Class 900s were renumbered to D50s and this numbering system still used after the Independence of Indonesia byDjawatan Kereta Api(DKA) or Department of Railways of the Republic of Indonesia up to now. DuringIndonesian National Revolutionsome of SS Class 900/DKA D50 were used among the others to haul trains belonging to Republican fighters and the Dutch military. In some records, some of them were destroyed in action due to the conflict. While the SS911 or DKA D50 11 was captured by 2nd Company of1e Bataljon, 15 Regiment Infanterieof Dutch Marines duringOperation Kraaiin Yogyakarta. After the acknowledgement of Indonesian sovereignty by Dutch in 1949, the SS Class 900 were transferred toDjawatan Kereta Api.In 1976, most of D50s were found regularly inJember,East Java which many of them had been dumped out and seemed to be derelict. While the rest of them are still used regularly in South Sumatra pulling some coal trains. Out of 61 units, only DKA D50 11 (ex-SS911) survived and now preserved as static display in Transportation Museum ofTaman Mini Indonesia Indah.

Italy

In Italy, the state-controlled railways companyFerrovie dello Stato(FS),after comparing two models of 2-8-0 engine in 1906 (a simple-expansion [simplex] locomotive purchased from Baldwin and a compound type assembled by German and Italian builders) opted for a simplex 2-8-0 as basic power for its freight and mixed trains. Production of such locomotives, classifiedGr. 740in Italy, began in 1911 and stopped four years later whenItaly entered the First World War.

Thereafter, Italian industry was devoted to producing military equipment, so FS bought locomotives from North American firms. From 1917 to 1922,American Locomotive CompanyandMontreal Locomotive Worksbuilt 400 2-8-0 locomotives for Italy but only 393 were delivered. The FS classified these engines asGr. 735and used them for freight and passenger services. After the war, the supply of Italian-built Gr. 740 resumed. Both Gr. 740 and Gr 735, very similar in performance, remained in service until the end of the 1960s.

Japan

JNR Class 9600No. 9608, oldest surviving example of the class, on static display at Ome Railway Park.

The Baldwin supplied the first three 2-8-0 9000 class locomotives for export to Japan in 1893, in use ofHokkaido Colliery and Railway Company,which were taken overJapanese Government RailwayunderRailway Nationalization Actof 1906.

Among several classes, most successful examples were 770 ofJNR Class 9600,built from 1913 to 1926. Some independentshortlineshad equivalent locomotives to 9600 both factory-new and secondhand from JNR, the last example was Yubari Colliery and Railway No. 21, built in 1941 byKawasaki.Despite obsolescence and early replacement by 2-8-2 D51, 9600s were still widely utilized thanks to high performance and appropriate route availability. The last example, No. 79602, kept longevity until March 1976, making the very final steam traction in service on JNR. No. 79602 was nearly preserved, however, sadly, subsequently destroyed by arson attack at Oiwake MPD.

New Zealand

Several 2-8-0 locomotives were supplied to New Zealand by theBaldwin Locomotive WorksofPhiladelphiain the United States. SixO Classlocomotives were built for theNew Zealand Railwaysin 1885.

TheWellington and Manawatu Railway Company,which operated theWellington-Manawatu line,had four similar locomotives built by Baldwin, two in 1888, one in 1894 and one in 1896. The WMR locomotives of 1894 and 1896, No. 12 and No. 13, wereVauclain compoundlocomotives, the first in New Zealand and the first narrow-gauge compounds in the world. While standard gauge compounds usually had the low-pressure cylinder mounted below the high-pressure cylinder on each side, this was often reversed on narrow-gauge locomotives, which had the larger low-pressure cylinders mounted above the high-pressure cylinders to provide greater clearance at platforms.

In 1908, when the WMR was nationalized, these locomotives were classified into three NZR subclasses because of detail differences, the two 1888 locomotives asO^Bclass,the 1894 locomotive asO^Aclass,and the 1896 locomotive asO^Cclass.

North Korea

TheKorean State Railwayhave locally built 500-series (used by rubber recycling plant) and 810 series Japanese builtnarrow gauge (762mm) 2-8-0 locomotives. The 810 series was likely retired in 2006 and 500-series may still be operating.

Russia

In Russia, the 2-8-0 wheel arrangement was represented by the prerevolutionary Sch (Shuka-pike) class. These two-cylinder compound locomotives without superheaters were declared the standard Russian freight locomotive in 1912, but since they were relatively low-powered, they were only useful on easier lines without steep gradients such as the Saint Petersburg-Moscow route.

South Africa

Five 2-8-0 locomotive classes saw service in South Africa, all of them initially acquired by theCape Government Railways(CGR), which classified all but two as 8th Class. All of them were variations on the same design, usedsaturated steam,and had cylinders with overhead slide valves, actuated by insideStephenson valve gear.

SAR Class 8X,circa1930

• In 1901 and 1902, the CGR placed 16Consolidations in service. Designed by H.M. Beatty, chief locomotive superintendent of the CGR from 1896 to 1910, they were ordered from theSchenectady Locomotive Worksin the United States and partly delivered by Schenectady in 1901, with the remainder delivered from the newly establishedAmerican Locomotive Companyin 1902. Conceived as mixed-traffic locomotives, they had bar frames and narrow fireboxes. In 1912, when these locomotives were assimilated into the South African Railways (SAR), they were designatedClass 8X.
• In 1902, the CGR also placed a single experimentaltandem compoundConsolidationin service, based on its Schenectady/ALCO-built 8th Class. Delivered by ALCO in 1902, the locomotive was not classified and was simply referred to as the Tandem Compound. In 1912, it was designatedClass Experimental 2on the SAR.

SAR Class Experimental 2

• In 1903, the CGR received a second experimental tandem compoundConsolidationfrom ALCO. It was similar to the earlier one, but with a larger fire grate and an increased heating surface which enhanced its steaming ability. It also remained unclassified and was also simply referred to as a Tandem Compound. In 1912, it was designatedClass Experimental 3on the SAR.
• Also in 1903, the CGR received four moreConsolidations fromKitson and Companyof Hunslet in Leeds. They were very similar to the earlier Schenectady and ALCO-builtConsolidations, but with the boiler pitch raised by 2 in (51 mm). Coupled with a shallow firebox, this enabled the grate to be extended out sideways over the fourth set of drivers, resulting in a grate area of 30.9 sq ft (2.871 m²) compared to the 20 sq ft (1.858 m²) of the previous model. In 1912, they were designatedClass 8Yon the SAR.

SARClass 8Z

• In 1904, the CGR placed its last eightConsolidations in service. These were ordered from theNorth British Locomotive Companyof Glasgow in Scotland and were very similar to the previous four Kitson-built locomotives, but slightly larger in boiler and firegrate area dimensions. In 1912, these eight were designatedClass 8Zon the SAR.

While subjecting theConsolidations to exhaustive testing on all types of traffic and under varying conditions, some trouble was experienced with the leading pony truck and it was dropped in favour of a four-wheeled bogie in later orders for more eighth class locomotives. All subsequent Cape eighth class locomotives were therefore built with a4-8-0Mastodonwheel arrangement.

South West Africa

DSWA eight-coupled tank

In 1907 and 1910, theStaatsbahn Keetmanshoop(Keetmanshoop State Railway) inGerman South West Africaplaced 21 tank locomotives in service. After the first World War, when all railways in the territory came under the administration of the South African Railways in 1922, five locomotives of the batch of 1910 survived. They were not classified or renumbered, but were referred to as theeight-coupled tanks.

In 1911, nine tender locomotives were placed in service by theStaatsbahn Lüderitzbucht-Keetmanshoop(Lüderitzbucht-Keetmanshoop State Railway). After the first World War, all nine locomotives came onto the roster of the SAR, where they were referred to as theeight-coupled tenders.

Sweden

Swedish M3t Steam Turbine Locomotive

The unusualM3tTurbine Steam Locomotive was of this type. 90 of the SwedishE (0-8-0) classwere rebuilt between 1935 and 1951 and given a lead truck, designated theclass E2.

Turkey

Turkish 8F at the National Railway Museum, Shildon, England

Turkey was a neutral country during the Second World War and to retain Turkish goodwill, Great Britain supplied several locomotives to theTurkish Railways,where they were classified 8F.

Two of these 8F class locomotives were brought back from Turkey early in 2011 and one of them is on display at theNational Railway MuseuminShildon,England.

United Kingdom

GWR 2800 Class

The 2-8-0 gradually became the standard heavy-freight steam locomotive type in the United Kingdom during the first half of the 20th century, replacing the0-8-0types that had appeared asmineral locomotivesin the 1890s. These had themselves been a replacement for these heavier tasks of the 0-6-0 locomotives used for freight since the mid 19th century. The 0-6-0 remained a common type for lighter use and on branch lines, but the 0-8-0 largely disappeared in favour of the better-riding 2-8-0.

The first 2-8-0 to be built in Britain was theGreat Western Railway's2800 Class,with 84 locomotives built between 1903 and 1919, followed by a further 83 of the very similarGWR 2884 Classbetween 1938 and 1942. In 1904,George Whaleof theLondon and North Western Railway(LNWR) began to rebuild some of his predecessor'sClass B0-8-0compound locomotivesto 2-8-0,classes EandF.

With coal trains increasing in size and scale, the GWR needed to develop a more powerful locomotive to meet these requirements, on what were relatively short haul routes. Thus in 1906, Chief Engineer G.J. Churchward took the basic design of his GWR 2800 Class, and adapted it. After proposing a 2-8-2T design, Churchward developed the UK's first 2-8-0 tank engine, the4200 class.

Preserved GCR Class 8K

In 1911,John G. Robinsonof theGreat Central Railway(GCR) introduced his very successfulGCR Class 8Kfor heavy freight. 129 of these were originally built by the GCR. During the First World War, the design was adopted by theMinistry of Munitionsand it became the standard locomotive of theRailway Operating Divisionof theRoyal Engineersas theROD 2-8-0.Altogether, 521 of these ROD locomotives were built during the war. After the war, large numbers of these were purchased by the LNWR and GWR, while some were also sold to a private Australian coal company, J&A Brown in New South Wales. Altogether, 273 were purchased by the LNWR during the early 1920s.

GNR Class O2

Other successful 2-8-0 designs were built in the UK. TheGNR Class O1andO2were introduced byNigel Gresleyof theGreat Northern Railwayin 1913 and 1918, respectively, and theClass 7Fby Henry Fowler of theSomerset and Dorset Joint Railwayin 1914. Whilst most British 2-8-0 designs were intended for heavy freight, theGWR 4700 Classwere designed for heavy mixed-traffic work, but were initially employed mainly on fast overnight freight trains; later they were used on express excursions in the summer.

The most successful British 2-8-0 class was theClass 8F,designed in 1935 byWilliam Stanierfor theLondon, Midland and Scottish Railway.By 1946, 852 had been built. During the Second World War, theWar Departmentoriginally chose the class 8F as its standard freight locomotive, and large numbers of them saw service overseas, notably in the Middle East.

The Class 8F was superseded after 1943 by the cheaperWD Austerity 2-8-0for war service. A total of 935 of these were built and again, many saw service overseas.

United States

Pennsylvania RailroadConsolidationNo. 2106,circa1907

Baltimore & OhioConsolidationNo. 2300,circa1907

Drawings forLake Superior and IshpemingSC-1,circa1916

In the United States, only a few railroads purchasedConsolidationtypes when Baldwin Locomotive Works first introduced its version. Even theBaltimore & Ohiorailroad, which eventually had nearly 1802-8-0locomotives in regular service by 1885, did not purchase any of this type until 1873. TheBuffalo, Rochester and Pittsburgh Railway,which eventually became part of B&O, purchased 15 of this type fromBrooks Locomotive Worksin 1883.

The 2-8-0 design was given a major boost in 1875, when thePennsylvania Railroadmade it their standard freight locomotive, and 1875 was also when theErie Railroadbegan replacing its4-4-0sin freight service with 2-8-0s. The railroads had found that the 2-8-0 could move trains twice as heavy at half the cost of its predecessors. From a financial standpoint at the time, the choice of the 2-8-0 as new freight locomotive was therefore clear.

TheS160 Classof theUnited States Army Transportation Corpswas built by American manufacturers and was designed for use in Europe for heavy freight work during the Second World War. A total of 2,120 of this class was built and they worked on railroads across the world. Production of the 2-8-0 type in the United States totalled more than 23,000 locomotives, of which 12,000 were export versions.

Preservation

Great Northern Railway Consolidation No. 1147 is on display in a park inWenatchee, Washington.

Great Northern Railway Consolidation No. 1246 is in storage in southern Oregon.

Maine Central class W 2-8-0locomotives numbered 501 and 519 were officially property of theEuropean and North American Railway(E&NA) as a condition of the lease of that company by the Maine Central Railroad. While all other Maine Central steam locomotives were scrapped when replaced by diesel locomotives, these two survived as a lease obligation until Maine Central purchased E&NA in 1955. The advantages of preservation were recognized by that date, so No. 501 is awaiting restoration to operating condition at theConway Scenic RailroadinConway, New Hampshire,and No. 519 was on display at theSteamtown National Historic SiteinScranton, Pennsylvania.

Southern Pacific No. 895, a 2-8-0Consolidationlocomotive built by ALCO in 1913 is on static display at Roseland Park inBaytown, Texas.SP No. 895 was retired after 44 years of service and donated by Southern Pacific Railroad to the Robert E. Lee High School Key Club, then towed on temporary tracks to its current location at Roseland Park in April, 1957.

Baltimore & Ohio No. 545 "A.J Cromwell", built in 1888, is preserved at theB&O Railroad MuseuminBaltimore, Maryland.

Southern Pacific's No. 2562

The Southern Pacific Railroad's locomotive No. 2562 was built by the Baldwin Locomotive Works in 1909, serial No. 29064. It is on exhibit in theArizona Railway MuseuminChandler, Arizona.The locomotive and its tender are listed in theNational Register of Historic Places,reference No. 09000511.

The Atchison, Topeka, and Santa Fe Railroad's class 759 locomotive No. 761 was built around 1890. When active, it was used on the railroad'smainlinebetween Chicago and the west. No. 761 is plinthed next to the historicWickenburg, Arizona,train depot that is now the town's visitor center.

Santa Fe class 769 locomotiveNo. 769is currently on static display inMadrid, New Mexico,but is awaiting a future restoration to run on theSanta Fe Southern Railway.

Denver and Rio Grande Western No. 346 is operational at the Colorado Railroad Museum. Rio Grande No. 318 is also on static display at the same museum.

Denver and Rio Grande Western No. 315 is operational and owned by the Durango Historical Society.

The Colorado & Southern (C&S) narrow-gauge No. 60 is on display inIdaho Springs, Colorado,while C&S No. 71 is inCentral City, Colorado.

A Ks1 class 2-8-0, No. 630, is run and maintained inChattanooga, Tennessee,by theTennessee Valley Railroad Museum.In 2014, this locomotive participated in the Norfolk Southern 21st Century Steam program.

In 1962, theArcade & Attica Railroadpurchased an ALCO-build locomotive from the Boyne City Railroad in Michigan. The locomotive, now numbered 18, is billed as the last operating steam excursion inNew York State.

Three out of the four SC-1 hogs from theLake Superior and Ishpemingsurvived being scrapped. EngineNo. 33has been restored by theHocking Valley Scenic Railway,before being purchased by theAge of Steam RoundhouseinSugarcreek,Ohio,where it operates today. Engine No. 35 has been on static display at theIllinois Railway MuseuminUnion,Illinoissince 1985.

In 1991, theWestern Maryland Scenic Railroad,based inCumberland, Maryland,acquired SC-1 classNo. 734.The locomotive was restored to operating condition and cosmetically changed to look like an originalWestern Maryland2-8-0. The locomotive was renumbered 734 in honor, so to speak, of the H-7 (Nos. 701-764) class of 2-8-0 that the Western Maryland harbored and of which none was preserved, although it has an overall appearance of an H-8. Over the years it was overworked and according to the WMSR 734 is in very poor mechanical condition. It was pulled from service officially in 2016. As of 2023, Mountain Thunder, as No. 734 is nicknamed, is awaiting funds for evaluation to determine if overhaul and restoration is possible.

In the late 1980s, four ex-LS&I 2-8-0s were purchased by theGrand Canyon Railwaybased in Williams, Arizona. They were Nos.18,19, 20, and29.OnlyNo. 29remains inWilliams,undergoing its 1,472-day inspection, whileNo. 18is undergoing a rebuild at theColebrookdale RailroadinBoyertown, Pennsylvania,No. 19 is on static display inFrisco, Texas,and No. 20 is on static display inAllan, Texas.

Other preserved Ex-LS&I 2-8-0s include No. 21, which is being rebuilt inBaraboo, Wisconsin,No. 22, which is on static display at theMid-Continent Railway MuseuminNorth Freedom, Wisconsin,No. 23,which is being rebuilt at theEmpire State Railway MuseuminPhoenicia, New York,and No. 24, which is on static display at theNational Railroad MuseuminGreen Bay, Wisconsin.

UPRR No. 561 is on static display along US Highway 81 inColumbus, Nebraska.

UPRR No. 423 is on static display on 10th street inGering, Nebraska.

UPRR No. 6072 is on static display at Wyman park inFort Riley, Kansas.

Baldwin Locomotive Works No. 40, built in December 1925 for theLancaster and Chester Railroadin South Carolina, and later purchased by theCliffside Railroadin North Carolina, now pulls scenic excursion trains at theNew Hope and Ivyland RailroadinNew Hope, Pennsylvania,which opened in August, 1966.

Great Western No. 60, built in August 1937 by the American Locomotive Company inSchenectady, New York,is currently operated on theBlack River and Western RailroadinRingoes, New Jersey.No. 60 originally operated on theGreat Western Railway of Colorado.

Baldwin Steam Locomotive No. 1702, built in 1942 for the United States Army, was purchased by theGreat Smoky Mountains Railroad(GSMR) ofBryson City, North Carolina,in the mid-1990s for use on its scenic railway excursions. After a decade of service, No. 1702 was retired in 2004. In October 2012, a partnership formed between GSMR andSwain Countyto provide funding to restore the locomotive. In 2013, a complete restoration was launched and the locomotive returned to service during summer 2016.

No. 29on static display at theGrand Canyon Railway,2015.

Pennsylvania Railroad No. 1187, of the class R, later H3, is on display at theRailroad Museum of PennsylvaniainStrasburg,Lancaster County,Pennsylvania.This class is described in detail in the bookSet Up Running: The Life of a Pennsylvania Railroad Engineman 1904-1949.

TheValley Railroad,operating inConnecticutas the Essex Steam Train and Riverboat, has one 2-8-0, No. 97 built in 1923 by the American Locomotive Company’s Cooke Machine Works inPaterson, New Jerseyfor use in Cuba. It stayed at Cooke until the Works’ closure in 1926 and started service on the Birmingham and Southeastern Railroad in Alabama as No. 200. It ran various excursions on theVermont RailwayandNew Haven Railroadin the late 1960s under a private owner. No. 97 arrived inEssexin 1970 initially operating between 1973 and 2010. It returned to service in October 2018.

Virginia & TruckeeNo. 29 is currently operational on theVirginia and Truckee Railroadheadquartered inVirginia City, Nevada.

TwoUSATCGeneral Pershinglocomotives survive in the United States.No. 28is currently undergoing repair to run again at theTexas State RailroadinPalestine, Texas,andNo. 101is on static display at theNational Railroad MuseuminGreen Bay, Wisconsin.