The"Best" steam locomotives . . . but from a different perspective maybe?

The Reading's renowned Iron Horse Rambles are my personal favorites. Nos. 2124, 2100 and 2102 get my vote.

Hmmm well I would have to cast a vote for....

Since so many were built, on many railroads I'd think that a 2-8-2 probably made the most money. 

From Steamlocomotive.com

"The North American total, then, as of about 1945, when pretty much all built would still have been in service, is somewhere in excess of 10,000 locomotives. Reasonably, then, about one out of every five locomotives in service on North American common carrier railroads was a Mikado (or MacArthur)."

The 4-4-0 "American" was used on most railroads for 50 years, and then 2-8-0

"Consolidations" were widely used for another 50.  I'd think that these two were

used in greater numbers than any others, popular on a great many shortlines.

I would have to see the numbers of how many of what were built and in operation.

Certainly, on my short line I'd like to have an 1890's 4-4-0, as well as a Consolidation

(to match the WBB 4-6-0), as well as the WBB 4-6-0.  The Consolidation is probably

out there, but I don't think the 4-4-0 is (just Civil War era versions).

Best is a relative term, depending on the railroad and its operational requirements.

I can't imagine 4-8-4's or even 2-8-2's stopming around on the Manufacturers Junction Railway in Cicero, IL when 0-6-0's (and later, SW1's) were best for their operation:

Original image: Charles Felstead

Rusty

Oh, yes, they are

My nomination would be Frisco 4-4-0 #103:

According to the December 1926 issue of "The Frisco Employes' Magazine" it had traveled 2,463,750 miles during its service on the Frisco up to that time.  It was built in 1881 by Manchester for $7,969.70.  The article notes that it was still in service, and #103's current engineer noted that they had held the Gold Star (for fuel economy) for 18 consecutive months.  The Frisco claimed that #103's mileage was a world record, although I have no way of knowing if that was true or not... still, it is a remarkable accomplishment.

OK, I'm through bragging about Frisco #103 now...

The Northern Pacific liked their Big Mikes. They were the back bone of the railroad.

I'm with colorado hirailer on the consolidation being used for 1/2 a century. Not the most powerful, but very reliable, many in use 'till the end of steam....

I would think Pacifics, Hudsons And Northerns would top most lists.

I'll second this one for sure.

The Nickel Plate sure liked their Berkshires. In 1949 they tested the Berks against an EMD 4-unit set of FT diesels.

They ordered more Berks.

Well, the N&W couldn't decide either. That's why they perfected the trifecta of steam... BTW, from left to right J, Y, and A. From Roanoke, Virginia; all designed, built, and run with pride by and for the N&W.

These three were the heart and soul of the N&W steam program through 1960. N&W was still operating these engines quite profitably long after most other roads had converted to diesel power.

As much as I love the J and A, my vote for "best" would have to go to the Y. Pound for pound, I would put it up against any other engine of the period.

From the Y-2 to the last Y6b, these engines were constantly being improved and served the N&W well for almost 50 years. There was even a Y7 on the drawing board in the late 1950's that never got built. The loss of outsourced ancillary equipment and material availability such as bearings helped spell their demise.

Gilly

   I think the Berks of God's Railroad are rightfully known for their design and employment on a railroad that could not have matched a better locomotive to the service they provided.

   However...the miles put on by the UP 800's per month, throughout their careers, and their claimed reliability and ease of maintenance are tough to overlook...maybe to the point of deserving the title of the "NKP Berk of the West" ?

DV

Favorite might be different from "best" or most efficient.  I would like to see comparative statistics on that Burlington Mike that was seriously upgraded for the Grand Canyon railway.  There were a half-century of advances incorporated into that locomotive.

My favorite steam locomotive was a Back-Up Mallet - totally inefficient by today's standards.

I would have to agree with Gilly@N&W and throw in the PRR K's along with the N&W selection.

Pennsy's most enduring class of locomotives was the D16. They had more of these than any other class.

That's really not bragging about the Frisco if it is fact, and you cited facts that pretty much confirm that it was great.  

This is the type of thing I was talking about.  If it was kept in service for that long it was obvious economical to run and no hassle to keep in service.  Regardless of looks, glamour ("the biggest," "the fastest") or other factors, it was clearly a good "earner" for the railroad.  I think the Consolidateds were like that, too: maybe those locos never got much fame or celebrity, but they did the tough, no-glory duty for many years.

I would go with the N@W Y classes.  Keep heavy coal trains moving.  Replaced electrics after a tunneling mainline redo.  That would show a "wow" factor to see if one was running today!

Reserve champion would be NKP 700 Berks.  

While researching my great grandfather and his career as an engineer I did find info about how many railroads had and used long term the 2-8-0. It seems that most consolidations  had very long careers and ran up to the end on steam often. This tells me they worked well, ran with little maintenance and were reliable. My great Grandfathers last locomotive, and one he spent years running, was a B&O consolidation.  From all I can gather he spent most of his 40 years on the B&O running 2-8-0's......maybe not my favorite loco....but seems one of the most enduring........

Smart move!

The NKP Berks were the right engines, on the right railroad, at the right time, in the right hands. The fact that the NKP very successfully competed with the mighty NYC for Buffalo - Chicago traffic speaks volumes.

I think the NYC Niagara I posted earlier in the thread qualifies as:

1. One of the most advanced designs of the late steam era.

2. It was competitive in cost to the diesel.

3. It was a puller comparable to the UP FEF series.

The NKP Berkshire is another also in terms of speed. Its ironic that the last run of the remaining class of Niagara's, specifically # 6015 in passenger service pulled train No. 416, Indianapolis to Cincinnati on account of a diesel failure. Departed Indianapolis 34 minutes late, arrived Cincinnati 6 minutes late. Certainly made up some time.

And yet, all succumbed to the burble of the diesel...

Rusty

Nobody has mentioned the incredible B&O EM1, but then the technical history of this machine is largely unknown beyond the most severe BeeanO nuts.  This locomotive was very specifically designed to compete both cost and performance wise with the B&O's new EMC/ EMD  FT fleet. Each EM1 articulate was projected to be the equivalent of a two unit FT Diesel. Doing this in low mileage freight service made it a doubly tough nut to crack. B&O also lacked the awesome operating dept. and practices of neighbor N&W. Sadly, the rising post war costs made the projections more and more unrealistic.  The projected life of these machines was fifteen years, which is almost exactly what they got. Still waiting for a really good book on the 7600s; one that digs into the technical and operating detail....and a little less on the "good-looking" aspect.  EM1 was a photogenic chooch, but her real beauty was far beyond skin deep.   Norfolk and Western, OTOH, is the all time champ....the locomotives were just a small part of an operating philosophy without equal. One can say they had an unfair advantage here, because of their size and location...and traffic connections. Maybe,... what they really had was the right people with the right attitude !

The LNER Class A3 Pacific steam locomotive No. 4472 Flying Scotsman (originally No. 1472) was built in 1923 for the London and North Eastern Railway (LNER) at Doncaster Works to a design of H.N. Gresley. It was employed on long-distance express trains on the LNER and its successors, British Railways Eastern and North-Eastern Regions, notably on the 10am London to Edinburgh Flying Scotsman train service after which it was named.

The locomotive is notable for having set two world records for steam traction; becoming the first steam locomotive to be officially authenticated at reaching 100 miles per hour (160.9 km/h) on 30 November 1934,^[1]and then setting a record for the longest non-stop run by a steam locomotive when it ran 422 miles (679 km) on 8 August 1989 while in Australia.^[2]

Retired from regular service in 1963 after covering 2,076,000 miles (3,341,000 km)

That's 40 years of service.

The one engine that was built for a reason and it filled those requirement. And during a time America needed It the most.

The one and only Union Pacific 4-8-8-4 Big Boy

All engines were built for a reason--from the lowliest yard goat to the most glamorous streamliner.

If we follow that logic, all the other steam locomotives ever built were useless, good for only holding down the track so it wouldn't blow away in a stiff breeze while the mighty Big Boy thundered by.

Rusty

 There was never another steam engine that people know and love like the big boy. All other steam should bow in its presence. 

Pretty good logic eh Rusty?

Yes all engines were built for a reason but there is nothing like a big boy and that is the number one reason it is the top engine of all time. 

I think just as many were familiar with the Berkshires of the NKP,C&O & the Pere Marquette.  Not to mention the J's,A's and Y's of the N&W.  Then there are GS engines of the SP....and....

I am pleased my comments about Americans and Consolidations have been seconded.

My dad fired Consolidations, graduating to Mikados, and was about to become an engineer when WWII rudely interrupted.  I never saw an American in operation, but the Chicago and Illinois Midland ordered two, #500-501, from Baldwin just prior to WWII, so they must have still had some utility.  I always wonder how they were used?  They had round domes and were slightly more modern looking than the Frisco picured above.

I can't picture them switching boxcars at prairie elevators, so assume they may have

gone into Chicago commuter service? I would put one in service on my road if one was

available.  An American is just the kind of second hand power a struggling short line

would acquire.  Too bad there are no "modern" ones in three rail.

Wrong.

Rusty

David1: I have to disagree with you over the Big Boy. Maybe for pure power she may be the answer but for speed ,great looks and down right beautiful  you just cant beat the "J" not sure anyone ever will.

I like the J but come on, the J is hideous compared to the big boy.  

Darn Rusty your wrong again. 

Ok guys I can't keep pulling your chains, but you guys are sooooo easy. 

Yes I like the big boy and it is my favorite but there are many others I also like and admire.