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Under theWhyte notation for the classification ofsteam locomotives,2-8-0 represents thewheel arrangement of twoleading wheels on oneaxle, usually in aleading truck, eight powered and coupleddriving wheels on 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.[1]
The notation2-8-0T indicates atank locomotive of 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."[2]
Of all the locomotive types that were created and experimented with in the 19th century, the 2-8-0 was a relative latecomer.[3]
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, in 1863.
The2-6-0 Mogul 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.[3]
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.[3]
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.
The 2-8-0 locomotive was used extensively throughout Australia. It served on the5 ft 3 in (1,600 mm) broad gauge,4 ft 8+1⁄2 in (1,435 mm)standard gauge and3 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.[4]
The first Australian locomotive class with this wheel arrangement were theQueensland RailwaysC13 andC15, 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.[4]
The next batch of NSW 2-8-0 locomotives to appear, between 1896 and 1916, was theT class engines. 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 Engineering in 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).[4]
From 1899, theVictorian Railways (VR) also used a range ofbroad-gauge 2-8-0 locomotives.
The first 2-8-0 engines in private service on theMidland Railway of Western Australia arrived 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.[4]
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.[4]
During 1916,Commonwealth Railways acquired eightK class for theTrans-Australian Railway.[4]
In 1924, a private coal company,J & A Brown in NSW, obtained three ex-British militaryRailway Operating DivisionROD 2-8-0 locomotives. Brown later ordered another 10 of these locomotives, but only nine of that order arrived in Australia. The last was withdrawn in 1973.[4]
To compensate for wartime losses,Belgian railways acquired 300 2-8-0 locomotives in 1946. They were built in North America, 160 byMontreal Locomotive Works in Canada, 60 by theCanadian Locomotive Company, and 80 by theAmerican Locomotive Company in 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 fromAth toDenderleeuw on 20 December 1966.[5]
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.[6]
TheCanadian Pacific Railway (CP) N-2-a, b, and c class locomotives were a class of altogether 182Consolidation type 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.[7][8]
One of the locomotives, No. 3716, is run and maintained in Summerland,BC as part of theKettle Valley Steam Railway.[9][10]
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.
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 Tk3s were 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 atLapinlahti and 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.
The 2-8-0 wheel arrangement enjoyed a brief period of popularity in Germany during the era of theLänderbahnen or 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 (Baureihe or BR 56), with different types receiving subclassifications. The earliest type was the Prussian G73 of 1893.
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In response to the increasing need for freight and passenger transports on theBuitenzorg–Bandung–Banjar line, the JavaStaatsspoorwegen at the time ordered 42Consolidation locomotives from 4 different engine manufacturers, includingSwiss Locomotive and Machine Works (SLM),Hanomag,Hartmann andWerkspoor, 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, adoptedGolsdorf axle 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 Express or One Day Express train onBandung–Banjar southern-west line replacing the2-8-8-0 SS Class 1250 (DKA DD52) due to resource and asset saving policies duringGreat Depression[11] and2-6-2T SS Class 1700/DKA C30s which were considered to be inefficient in serving the increasingly congested volume of freights and passenger transport. In 1939, theEendaagsche Express shortened the time journey forBandung–Yogyakarta–Surabaya to only 11 hours. These locomotives worked onBandung–Purwakarta–Batavia line and also assigned to work the eastern express trains inEast Java onBanyuwangi–Surabaya line in tandem with4-6-4T SS 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.[12][13] In the need of increasing freight transport inSouth Sumatra, the JavaStaatsspoorwegen allocated 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 fromHartmann in 1925 and the rest of 6 fromHanomag in 1926.[14][15]
DuringJapanese occupation in 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 Revolution some 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 Infanterie of Dutch Marines duringOperation Kraai in 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.[16][17][18]
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. 740 in 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 Company andMontreal Locomotive Works built 400 2-8-0 locomotives for Italy but only 393 were delivered. The FS classified these engines asGr. 735 and 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.
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 Railway underRailway Nationalization Act of 1906.
Among several classes, most successful examples were 770 ofJNR Class 9600, built from 1913 to 1926. Some independentshortlines had 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, it was subsequently destroyed by arson attack at Oiwake roundhouse.[19]
Several 2-8-0 locomotives were supplied to New Zealand by theBaldwin Locomotive Works ofPhiladelphia in the United States. SixO Class locomotives were built for theNew Zealand Railways in 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 compound locomotives, 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 asOB class, the 1894 locomotive asOA class, and the 1896 locomotive asOC class.
TheKorean State Railway have locally built 500-series (used by rubber recycling plant[20]) and 810 series Japanese built[21] narrow gauge (762mm) 2-8-0 locomotives. The 810 series was likely retired in 2006 and 500-series may still be operating.
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.
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.[22]
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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 a4-8-0Mastodon wheel arrangement.[22]
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In 1907 and 1910, theStaatsbahn Keetmanshoop (Keetmanshoop State Railway) inGerman South West Africa placed 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.[23][27]
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.[23][27]
The unusualM3t Turbine Steam Locomotive was of this type. 90 of the SwedishE (0-8-0) class were rebuilt between 1935 and 1951 and given a lead truck, designated theclass E2.
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 Museum inShildon, England.
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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 the0-8-0 types that had appeared asmineral locomotives in 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 Class between 1938 and 1942. In 1904,George Whale of theLondon and North Western Railway (LNWR) began to rebuild some of his predecessor'sClass B0-8-0compound locomotives to 2-8-0,classes E andF.
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.
In 1911,John G. Robinson of theGreat Central Railway (GCR) introduced his very successfulGCR Class 8K for heavy freight. 129 of these were originally built by the GCR. During the First World War, the design was adopted by theMinistry of Munitions and it became the standard locomotive of theRailway Operating Division of theRoyal Engineers as 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.[4]
Other successful 2-8-0 designs were built in the UK. TheGNR Class O1 andO2 were introduced byNigel Gresley of theGreat Northern Railway in 1913 and 1918, respectively, and theClass 7F by Henry Fowler of theSomerset and Dorset Joint Railway in 1914. Whilst most British 2-8-0 designs were intended for heavy freight, theGWR 4700 Class were 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.[28]
The most successful British 2-8-0 class was theClass 8F, designed in 1935 byWilliam Stanier for theLondon, Midland and Scottish Railway. By 1946, 852 had been built. During the Second World War, theWar Department originally 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 2-8-0 for war service. A total of 935 of these were built and again, many saw service overseas.
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In the United States, only a few railroads purchasedConsolidation types when Baldwin Locomotive Works first introduced its version. Even theBaltimore & Ohio railroad, which eventually had nearly 1802-8-0 locomotives 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 Works in 1883.[29]
The 2-8-0 design was given a major boost in 1875, when thePennsylvania Railroad made it their standard freight locomotive, and 1875 was also when theErie Railroad began replacing its4-4-0s in 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.[29]
TheS160 Class of theUnited States Army Transportation Corps was 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.[30]
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 2-8-0 locomotives 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 Railroad inConway, New Hampshire, and No. 519 was on display at theSteamtown National Historic Site inScranton, Pennsylvania.[31]
Southern Pacific No. 895, a 2-8-0Consolidation locomotive 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.
Southern Pacific 2579 is on static display under a shed in Klamath Falls, Oregon.
Baltimore & Ohio No. 545 "A.J Cromwell", built in 1888, is preserved at theB&O Railroad Museum inBaltimore, Maryland.
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 Museum inChandler, 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's mainline between 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. 769 is currently on static display inMadrid, New Mexico, but is awaiting a future restoration to run on theSanta Fe Southern Railway.[32]
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, along with Denver, Leadville and Gunnison 191.
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 Railroad purchased 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.[33]
Three out of the four SC-1 hogs from theLake Superior and Ishpeming survived being scrapped. EngineNo. 33 has been restored by theHocking Valley Scenic Railway, before being purchased by theAge of Steam Roundhouse inSugarcreek,Ohio, where it operates today. Engine No. 35 has been on static display at theIllinois Railway Museum inUnion,Illinois since 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 Maryland 2-8-0. 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 Railway based in Williams, Arizona. They were Nos.18, 19, 20, and29. OnlyNo. 29 remains inWilliams, undergoing its 1,472-day inspection, whileNo. 18 is undergoing a rebuild at theColebrookdale Railroad inBoyertown, Pennsylvania,[34] 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 Museum inNorth Freedom, Wisconsin,No. 23, which is being rebuilt at theEmpire State Railway Museum inPhoenicia, New York, and No. 24, which is on static display at theNational Railroad Museum inGreen 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 Railroad in South Carolina, and later purchased by theCliffside Railroad in North Carolina, now pulls scenic excursion trains at theNew Hope and Ivyland Railroad inNew 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 Railroad inRingoes, 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 County to provide funding to restore the locomotive. In 2013, a complete restoration was launched and the locomotive returned to service during summer 2016.
Pennsylvania Railroad No. 1187, of the class R, later H3, is on display at theRailroad Museum of Pennsylvania inStrasburg,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 inConnecticut as 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 Jersey for 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 Railway andNew Haven Railroad in the late 1960s under a private owner. No. 97 arrived inEssex in 1970 initially operating between 1973 and 2010. It returned to service in October 2018.
Virginia & Truckee No. 29 is currently operational on theVirginia and Truckee Railroad headquartered inVirginia City, Nevada.
TwoUSATCGeneral Pershing locomotives survive in the United States.No. 28 is currently undergoing repair to run again at theTexas State Railroad inPalestine, Texas, andNo. 101 is on static display at theNational Railroad Museum inGreen Bay, Wisconsin.[35]
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