View source for 4-8-4

{{Short description|Locomotive wheel arrangement}}
{{Infobox steam wheel arrangement
| name             = 4-8-4 (Northern)
| image            = WheelArrangement 4-8-4.svg
| alt              = Diagram of two small leading wheels, four large driving wheels joined by a coupling rod, and two small trailing wheels
| caption          = 
| image2           = 3751 in the yard July 2017.jpg
| alt2             = 
| caption2         = [[Atchison, Topeka and Santa Fe Railway|Santa Fe]] No. [[Santa Fe 3751|3751]]
<!--Equivalent classifications-->
| hatnote          = 
| UIC/Germany/Italy= 2′D2′
| French/Spanish   = 242
| Turkish          = 48
| Swiss            = 4/8
| Russian          = 2-4-2
<!--First known tank engine version-->
| date             = 
| country          = 
| locomotive       = 
| railway          = 
| designer         = 
| builder          = 
| evolvedfrom      = 
| evolvedto        = 
| mainbenefit      = 
| maindrawback     = 
<!--First known tender engine version-->
| date2            = 1926
| country2         = United States 
| locomotive2      = NP class A
| railway2         = [[Northern Pacific Railway]]
| designer2        = [[American Locomotive Company]]
| builder2         = American Locomotive Company
| evolvedfrom2     = [[4-8-2]], [[4-6-4]]
| evolvedto2       = 
| mainbenefit2     = Deeper firebox than the 4-8-2.
| maindrawback2    = 
<!--First known "True type" version-->
| date3            = 
| country3         = 
| locomotive3      = 
| railway3         = 
| designer3        = 
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| evolvedfrom3     = 
| evolvedto3       = 
| mainbenefit3     = 
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}}

Under the [[Whyte notation]] for the classification of [[steam locomotive]]s, '''{{nowrap|4-8-4}}''' represents the [[wheel arrangement]] of four [[leading wheel]]s on two axles, eight powered and coupled [[driving wheel]]s on four axles and four [[trailing wheel]]s on two axles. The type was first used by the [[Northern Pacific Railway]], and initially named the Northern Pacific, but railfans and railroad employees have shortened the name since its introduction. It is most-commonly known as a '''Northern'''.
{{TOC limit|3}}

==Overview==

===Development===
[[File:Union Pacific 844, Painted Rocks, NV, 2009 (crop).jpg|thumb|left|[[Union Pacific 844]], the only steam locomotive never retired by a [[North America]]n [[Class I railroad]]]]
The {{nowrap|4-8-4}} wheel arrangement was a progression from the [[4-8-2|{{nowrap|4-8-2}} Mountain]] type and, like the [[2-8-4|{{nowrap|2-8-4}} Berkshire]] and [[4-6-4|{{nowrap|4-6-4}} Hudson]] types, an example of the "Super Power" concept in steam locomotive design that made use of the larger [[Firebox (steam engine)|firebox]] that could be supported by a four-wheel trailing truck, which allowed greater production of steam. The four-wheel leading truck gave stability at speed and the eight driving wheels gave greater adhesion.  The {{nowrap|4-8-4}} type evolved in the United States soon after the [[Lima Locomotive Works]] introduced the concept of "Lima Super Power" in 1925, making heavy [[2-8-2]] and [[2-8-4]] locomotives. The prototype was built by [[American Locomotive Company]] (ALCO) for the Northern Pacific Railway (NP) in 1926, with a very large firebox with a {{convert|100|sqft|m2|adj=on}} grate, designed to burn low quality [[lignite]] coal. The four-wheel trailing truck weighed about {{convert|15000|lb|t}} more than two-wheel trucks of the time and could carry an additional {{convert|55000|lb|t}} of engine weight; the difference of {{convert|40000|lb|t}} was available for increased boiler capacity.<ref name="Alfred W 1952">Alfred W. Bruce. (1952). ''The Steam Locomotive in America: Its Development in the Twentieth Century''. New York. pp. 296, 299, 308–309.</ref>

[[File:Timken 1111.jpg|thumb|350px|Roller-bearing equipped [[Timken 1111]] (Northern Pacific 2626)]]
The {{nowrap|4-8-4}} type arrived when nearly all the important steam locomotive design improvements had already been proven, including [[Superheater]]s, [[Fireman (steam engine)#Mechanical stoker|mechanical stoker]]s, outside [[valve gear]] and the Delta trailing truck. One-piece, cast steel bed-frames with integrally cast cylinders gave the strength and rigidity to use [[Rolling-element bearing#Roller bearings|Roller bearings]]. In 1930, the [[Timken Company]] used the [[Timken 1111]], a {{nowrap|4-8-4}} built by ALCO with roller bearings on all axles, to demonstrate the value of their sealed roller bearings. The Timken 1111 was subsequently sold to the NP, where it became NP No.&nbsp;2626, their sole Class A-1 locomotive.<ref name="Alfred W 1952"/>

The stability of the {{nowrap|4-8-4}} wheel arrangement meant that driving wheels up to {{convert|80|in|m}} diameter could be used for high speed passenger and fast freight operation. Lateral control devices allowed these locomotives to traverse relatively sharp curves despite their {{nowrap|eight-coupled}} drivers. The increased boiler size possible with this type, together with the high axle loads permitted on mainlines in North America, resulted in the design of some massive locomotives, some of which weighed as much as 450 tons, including the tender. The {{nowrap|4-8-4}} was suitable for both express passenger and fast freight service, though it was not suited to heavy [[drag freight]] trains.<ref name="Alfred W 1952"/>

Although locomotives of the {{nowrap|4-8-4}} wheel arrangement were used in a number of countries, those that were developed outside North America included various design features which set them apart from North American practice. Scaled down examples of the type were exported by two American builders, ALCO and [[Baldwin Locomotive Works]], for {{RailGauge|1000mm|allk=on}} lines in [[Brazil]]. Most were two-cylinder locomotives, but five classes of three-cylinder {{nowrap|4-8-4}}s were built:
* The simplex [[DRB Class 06|06 class]] by the [[Deutsche Reichsbahn]] in [[Germany]].
* The simplex [[Victorian Railways H class|H class]] by the [[Victorian Railways]] in [[Australia]].
* The compound 242A1 class of the Société nationale des chemins de fer français ([[SNCF]]) in [[France]].
* The simplex [[ČSD Class 477.0|477 class]] tank engines by [[ČKD|CKD]] for [[Czechoslovak State Railways]]; 60 4-8-4T locomotives were built between 1951 and 1955, the last new steam engines built in [[Czechoslovakia]]. 
* An experimental high-pressure compound locomotive of the [[New York Central]] (NYC).

===The Northern name===
Since the {{nowrap|4-8-4}} was first used by the [[Northern Pacific Railway]], the type was named "Northern". Most North American railroads used this name, but some adopted different names.
* "Heavy Mountain" or "New Mountain" on the [[Atchison, Topeka, and Santa Fe]] (ATSF). Original blueprints of class 3751 designate the 4-8-4 as a "Mountain" or "Heavy Mountain". The index to the blueprints reference the 3751 class as "Mountain, 4-Wheel Trailer". Early correspondence of the ATSF refer to this type as "New Mountains". The Santa Fe never adopted the "Northern" designation. 
* "Big Apple" on the [[Central of Georgia Railway]] (CG).
* "Confederation" on the [[Canadian National Railway]] (CN), named because they were purchased in 1927, the 60th anniversary of Canada's confederation in 1867. The "Confederation" 4-8-4s  were later renamed by the CN to the generic "Northern" name in later years.
* "Dixie" on the [[Nashville, Chattanooga and St. Louis Railway]] (NC&StL).
* "Golden State" on the [[Southern Pacific Transportation Company|Southern Pacific Railroad]] (SP), temporarily renamed "General Service" during the [[Second World War]] and also referred to as "GS" by [[Western Pacific Railroad|Western Pacific]] for those GSs which were diverted to the WP from SP's order by the [[War Production Board]].
* "Greenbrier" on the [[Chesapeake and Ohio Railway]] (C&O).
* "J" on the [[Norfolk and Western Railway]] (N&W).
* "FEF" (Four-Eight-Four) on the [[Union Pacific Railroad]] (UP).
* "Niagara" on the [[New York Central Railroad]] (NYC).
* "Niágara" on the {{lang|es|i=unset|[[Ferrocarriles Nacionales de México]]}} (N de M) and in [[Brazil]].
* "Pocono" on the [[Delaware, Lackawanna and Western Railroad]] (Lackawanna).
* "Potomac" on the [[Western Maryland Railway]] (WM).
* "Wyoming" on the [[Lehigh Valley Railroad]] (LV).

The [[Richmond, Fredericksburg and Potomac Railroad]] (RFP) gave each of its three {{nowrap|4-8-4}} classes a separate name, the "General" of 1937, the "Governor" of 1938 and the "Statesman" of 1944.

===Demise===
The big-wheeled {{nowrap|4-8-4}} was at home on heavy passenger trains and quite capable of speeds over {{convert|100|mph|km/h|abbr=off}}, but freight was the primary revenue source of the railroads; in that service the Northern had limitations. The adhesive weight on a {{nowrap|4-8-4}} was limited to about 60% of the engine's weight, not including the dead weight of the tender. Henry Bowen, the Chief Mechanical Engineer of the [[Canadian Pacific Railway]] (CPR) from 1928 to 1949, tested the first two CPR K-1a Northerns introduced by his predecessor, then he designed a [[2-10-4|{{nowrap|2-10-4}} Selkirk]] type using the same boiler. The resulting T-1a [[Selkirk locomotive]] had the same number of axles as the Northern, but the driving wheels were reduced from {{convert|75|to(-)|63|in|m}} in diameter, while the additional pair of driving wheels increased the tractive effort by 27%. In a later variant, Bowen added a booster to the trailing truck, enabling the Selkirk to exert nearly 50% more tractive effort than the similar-sized K-1a Northern.

When it was demonstrated that a three-unit [[EMD F3]] diesel-electric [[consist]] that weighed slightly less than the total engine and tender mass of a CPR K-1a Northern could produce nearly three times its tractive effort, high-powered steam locomotives were retired as quickly as finance allowed.

==Usage==

===Australia===
A total of twenty-three {{nowrap|4-8-4}} locomotives operated in Australia, built to three distinct designs.

In 1929, the ten {{RailGauge|5ft3in|allk=on}} gauge [[South Australian Railways]] 500 class {{nowrap|4-8-2}} Mountain types of 1926 were equipped with steam boosters in the form of small auxiliary steam engines to increase their power. This necessitated the replacement of their two-wheel trailing trucks with four-wheel [[bogie]]s. The booster contributed an additional {{convert|8000|lbf|kN|abbr=off}} to the tractive effort and permitted an increase in the locomotive's load across the [[Mount Lofty Ranges]] to 540 tons. In their new {{nowrap|4-8-4}} configuration, they were reclassified to 500B class.<ref name="Australian 500B">[http://www.natrailmuseum.org.au/exhibits/nrm_504.html National Railway Museum, Port Adelaide - 500B-class 4-8-4 steam locomotive No.504 "TOM BARR-SMITH"] - retrieved 1 November 2006 {{webarchive |url=https://web.archive.org/web/20060819070609/http://www.natrailmuseum.org.au/exhibits/nrm_504.html |date=August 19, 2006 }}</ref>

[[File:520 class loco-South Australia-1984.jpg|thumb|[[South Australian Railways 520 class]]]]
In 1943, the first of twelve streamlined South Australian Railways [[520 class steam locomotive|520 class]] locomotives were delivered from the Islington Workshops in [[Adelaide]]. Although they were large locomotives, they were designed to run on lightly constructed {{convert|60|lb/yd|adj=on}} track, with the engine's weight being spread over eight axles. Their {{convert|66|in|mm|0|adj=on}}-diameter coupled wheels were specially balanced for {{convert|70|mph|km/h|adj=on}} running.<ref name="Australian 520">[http://www.natrailmuseum.org.au/exhibits/nrm_523.html National Railway Museum, Port Adelaide - 520-class 4-8-4 steam locomotive No.523 "Essington Lewis"] - retrieved 1 November 2006 {{webarchive |url=https://web.archive.org/web/20060819065240/http://www.natrailmuseum.org.au/exhibits/nrm_523.html |date=August 19, 2006 }}</ref>

[[File:H220-Newport.jpg|thumb|left|[[Victorian Railways]] [[Victorian Railways H class|H220 ''Heavy Harry'']]]]
The [[Victorian Railways H class|H class]] three-cylinder {{nowrap|4-8-4}} of the [[Victorian Railways]], built in 1941, was designed for heavy passenger work on the line between [[Melbourne]] and Adelaide. Nicknamed ''Heavy Harry'', it was the largest steam locomotive built in Australia and, after the [[New South Wales D57 class locomotive|NSWGR D57]] 4-8-2 and the [[South Australian Railways 500 class (steam)|South Australian Railways 500/500B class]], the third-most-powerful non-articulated locomotive. It was one of the five Australian classes of three-cylinder {{nowrap|4-8-4}} locomotives.

Construction of three locomotives commenced at the [[Newport Workshops]] in 1939 and three sets of frames were manufactured. Although work was halted due to the outbreak of the [[World War II|Second World War]], a shortage of motive power caused by increased wartime traffic resulted in authorisation being given for the completion of class leader H220. The locomotive went into service on 7 February 1941, but remained the sole member of the class because the other two partly-built locomotives were never completed. Since the necessary upgrades to the Adelaide line was deferred, H220 operated only on the line between Melbourne and [[Albury]] in [[New South Wales]].<ref name="Dunn3">{{cite book |last=Dunn |title=Super Power on the VR: Victorian Railways 4-8-4 'H' Class Pocono |publisher=Train Hobby Publications |year=2006 |location=Melbourne |isbn=1-921122-07-2 |page=15|display-authors=etal}}</ref><ref>[http://www.steamtrainartist.com/text_steam_train_PL1058.html Steamtrainartist.com - Victorian Railways H Class 4-8-4] - retrieved 1 November 2006 {{webarchive |url=https://web.archive.org/web/20070303140508/http://www.steamtrainartist.com/text_steam_train_PL1058.html |date=March 3, 2007 }}</ref>

===Brazil===
To meet the acute locomotive shortages in Brazil after the Second World War, 27 scaled down American {{nowrap|4-8-4}} Niágara locomotives were ordered by the Brazilian {{lang|pt|i=unset|Departamento Nacional de Estradas de Ferro}} (DNEF) from ALCO in 1946. These locomotives were supplied to the {{lang|pt|i=unset|[[Augusto Pestana (politician)#Congressman, founder of the Railway Company of Rio Grande do Sul and State Secretary|Viação Férrea do Rio Grande do Sul]]}} (VFRGS), which then purchased another fifteen directly from ALCO in 1947. They were designated the 1001 class. In 1956 and 1957, some of them were sold to [[Bolivia]]. The Baldwin Locomotive Works supplied similar {{RailGauge|1000mm|allk=on}} {{nowrap|4-8-4}} locomotives to the {{lang|pt|i=unset|Rede Mineira de Viação}} (RMV no. 601 to 604), the {{lang|pt|i=unset|Rede de Viação Paraná-Santa Catarina}} (RVPSC no. 801 to 806) and the {{lang|pt|i=unset|Noroeste do Brasil}} (NOB no. 621 to 623).<ref>{{cite web |title=Centro-Oeste |url=http://ar.geocities.com/centrooeste/pages/50ejjcGelsa.htm |archive-url=https://web.archive.org/web/20091027000448/http://ar.geocities.com/centrooeste/pages/50ejjcGelsa.htm |archive-date=2009-10-27 |url-status=dead |access-date=2008-11-26 }}</ref>

After his retirement from the {{lang|fr|i=unset|Société nationale des chemins de fer français}} ([[SNCF]]) in [[France]], French engineer [[André Chapelon]] was appointed as the chief designer of {{RailGauge|1000mm|allk=on}} {{nowrap|4-8-4}} locomotives at the French state-owned sales consortium {{lang|fr|i=unset|Groupement d'exportation de locomotives en Sud-Amérique}} (GELSA). In 1949, a contract was signed between DNEF and GELSA for the construction of 24 {{nowrap|4-8-4}} locomotives with a {{convert|13|t|LT ST|1|abbr=off}} axle load. The order also included 66 {{nowrap|2-8-4}} Berkshires. All ninety locomotives were delivered by January 1953.

The 24 class 242F Niágara locomotives were built by [[Société de Construction des Batignolles]] ({{ill|Batignolles-Châtillon|fr}}). They were two-cylinder simple expansion locomotives, designed to burn poor quality local coal with a low calorific thermal value, with coupled wheels of {{convert|60|in|mm|0|abbr=off}} diameter and a grate area of {{convert|58|sqft|m2|abbr=off}}. They were coupled to big tenders which a coal capacity of {{convert|18|t|LT ST|1|abbr=off}}. The [[Belpaire firebox]] included a combustion chamber and the boiler pressure was a high {{convert|18|atm|kPa psi|abbr=off}}. One member of the class was tested on the {{RailGauge|1000mm|allk=on}} [[Reseau Breton]] line in France before being shipped to Brazil.<ref>[http://thierry.stora.free.fr/techdat3_f.htm#Brazil Locomotives Compound "Type Français" - Informations Techniques page 3]</ref>

The DNEF allocated the locomotives to four of Brazil's state railways. Under Brazilian railway conditions, these modern locomotives were not popular with local railwaymen and were not used as much as had been hoped. Their maximum axle load of {{convert|13|t|LT ST|1|abbr=off}} restricted their usefulness, as did their long tenders. In some places the [[Railway turntable|turntables]] were too short to turn the locomotives and they had to be turned on [[Wye (rail)|triangles]]. In addition, the building specifications had called for a locomotive capable of a maximum speed of {{convert|80|km/h|mph|abbr=off}} and the ability to negotiate curves with a [[Minimum railway curve radius|minimum radius]] of {{convert|80|m|ft|abbr=off}}. This last point proved to be a source of contention when it was later discovered that the curves in some places were of less than {{convert|50|m|ft|abbr=off}} radius. As a consequence, the locomotives were involved in a number of derailments.

In the late 1960s, they were relegated down from first class passenger trains. Some locomotives, allocated to [[Southern Brazil]], were also tried in [[Bolivia]].

===Canada===
Since the Canadian mainlines were generally laid with {{convert|115|lb/yd|kg/m|adj=on}} rail, Canadian {{nowrap|4-8-4s}} were heavy and weighed in with axle loads up to {{convert|31.3|ST}}.

When the [[Canadian National Railway]] (CN) introduced its first {{nowrap|4-8-4}} in 1927, it used the name "[[Confederation locomotive|Confederation]]" for the type, to celebrate the 60th anniversary of the Canadian Confederation. The CN employed a total of 160 Confederation locomotives.
[[File:Canadian Northern 6400 1939.jpg|thumb|[[Canadian National Railway|A Canadian National Railway]] [[Confederation locomotive|U-4-a]], a streamlined 4-8-4 of which one, [[Canadian National 6400]], is preserved. The other 7 preserved examples are non streamlined.]]
* Altogether forty locomotives were delivered in 1927, twenty Class U-2-a from the [[Canadian Locomotive Company]] and twenty Class U-2-b from the [[Montreal Locomotive Works]] (MLW).
* Another twenty Class U-2-c came from MLW in 1929 and another five Class U-2-d, also from MLW, in 1936.
* The CN U-4a was one of the few streamlined Confederation types, with five locomotives built by MLW and also introduced in 1936. U-4a No.&nbsp;6400 achieved fame in 1939 by heading the royal train (see [[1939 royal tour of Canada]]) and being exhibited at the [[1939 New York World's Fair|New York World's Fair]] in the same year.
* Between 1940 and 1944, a total of ninety more Confederation locomotives, built in four batches, were added to the CN roster.<ref name="Northern Type CN">{{Cite web |url=http://www.steamlocomotive.com/northern/?page=cnr |title=Grand Trunk Western / Canadian National 4-8-4 "Northern" Type Locomotives |access-date=2012-11-17 |archive-url=https://web.archive.org/web/20140728133705/http://www.steamlocomotive.com/northern/?page=cnr |archive-date=2014-07-28 |url-status=dead }}</ref>

The Canadian Pacific Railway (CPR) experimented with the {{nowrap|4-8-4}} wheel arrangement in 1928, when two K-1a class locomotives were built in its [[CPR Angus Shops|Angus shops]] in [[Montreal]], the first locomotives to be built with a one-piece cast-steel frame in Canada. However, since the CPR mainlines were built to high standards, the railway preferred to develop the {{nowrap|4-6-4}} Hudson type for passenger work since it gave adequate power and was cheaper to maintain, while a ten-coupled type, the {{nowrap|2-10-4}} Selkirk, was adopted for heavy-duty work. Nevertheless, although the two CPR Northerns remained orphans, they proved their worth continuously for 25 years on overnight passenger trains between Montreal and [[Toronto]]. Before their retirement in 1960, they were converted to oil-burners and worked freight trains in the prairie provinces.<ref>James A. Brown and Omer Lavallee. ''Hudson Royalty''. Trains Magazine, August 1969.</ref><ref name="Northern Type CP">{{Cite web |url=http://www.steamlocomotive.com/northern/?page=cp |title=Canadian Pacific 4-8-4 "Northern" Type Locomotives |access-date=2012-11-17 |archive-url=https://web.archive.org/web/20121126081425/http://www.steamlocomotive.com/northern/?page=cp |archive-date=2012-11-26 |url-status=dead }}</ref>

===Chile===
In 1936, the German builder [[Henschel & Son]] supplied ten {{RailGauge|5ft6in|allk=on}} gauge {{nowrap|4-8-4}} locomotives to the {{lang|es|i=unset|Ferrocarriles del Estado}} (State Railways or FdE) of [[Chile]], designated the {{lang|es|Tipo 100}}. They were called {{lang|es|Super Montañas}} (Super Mountains), since they followed the {{lang|es|[[EFE Tipo 80|Tipo 80]]}} {{nowrap|4-8-2}} Mountain that was introduced six years earlier. They were equipped with mechanical stokers and Vanderbilt tenders and weighed 185 tonnes in working order. On test, they produced {{convert|2355|ihp|abbr=off}} at a coal consumption of {{convert|34|kg/km|abbr=off}} and a water consumption of {{convert|274|L|abbr=off}} per kilometre. The design was not repeated, however, and the FdE returned to the {{nowrap|4-8-2}} wheel arrangement with its subsequent acquisitions. The {{lang|es|Tipo 100}} was used on the line from Almeda to [[Talca]] until it was replaced by diesels in 1969. One of them, no. 1009, is preserved in the Santiago Railway Museum.<ref>{{Cite web |url=http://www.lcgb.org.uk/html/santiagomuseum.htm |title=Railway Pages of David Pendlebury & Chris Cairns. Museo Ferroviario de Santiago - Santiago Railway Museum |access-date=2008-11-26 |archive-date=2009-10-12 |archive-url=https://web.archive.org/web/20091012020645/http://www.lcgb.org.uk/html/santiagomuseum.htm |url-status=dead }}</ref>

===China===
[[File:KF7 steam locomotive at Qishuyan.jpg|thumb|China Railways KF Class]]
In 1933, the [[Beijing–Hankou Railway]] in [[China]] needed new locomotives for their [[Guangzhou]] to [[Shaoguan]] line, where gradients of around two percent, curves with less than {{convert|250|m|ft|abbr=off}} radius and low capacity bridges existed. The requirement was therefore for a locomotive with high tractive effort and a low axle load. In 1935 and 1936, 24 600-series {{nowrap|4-8-4}} locomotives, designed and built in the United Kingdom by [[Vulcan Foundry]], were delivered to the railway. The locomotives represented a significant improvement over previous designs and incorporated a more efficient E-type superheater and duplex steam valve to allow better steaming without enlarging the boiler, while the {{nowrap|4-8-4}} wheel arrangement allowed better weight distribution.

When the [[Changsha]]–Guangzhou Railway was completed in October 1936, the locomotives were transferred to operate over the northern section between [[Hankou]] and Changsha on this new mainline, which connected Guangzhou with [[Tianjin]] and [[Beijing]].

Following the establishment of the People's Republic of China, the locomotives were designated the [[China Railways KF]] class. Some of the locomotives survived in service until the early 1970s. One of them, no. 607, is preserved at the [[National Railway Museum]] in the United Kingdom<ref>[https://archive.today/20120910170131/http://www.nrm.org.uk/OurCollection/LocomotivesAndRollingStock/CollectionItem.aspx?objid=1987-7001 National Railway Museum - Chinese Government Railways Steam Locomotive 4-8-4 KF Class No 7]</ref>  and another is in China at the [[Beijing Railway Museum]].<ref>{{citation| url = http://www.railwaysofchina.com/preserved.htm| work = www.railwaysofchina.com| title = Preserved locomotives.| access-date = 25 May 2012| archive-url = https://web.archive.org/web/20110715150940/http://www.railwaysofchina.com/preserved.htm| archive-date = 15 July 2011| url-status = dead}}</ref>

===Czechoslovakia===
The 60 {{nowrap|4-8-4}}T tank engines of [[Czechoslovak State Railways]]' [[ČSD Class 477.0|477 class]] represent the ultimate development of the [[ČKD|CKD]] 4-8-2 tender locomotive, but added a four-wheel trailing truck as part of the conversion to a tank locomotive.  One of five classes of three cylinder {{nowrap|4-8-4}} locomotives known, they were the last steam locomotives delivered to the Czechoslovak State Railways, with the last group built in 1955. Used primarily in local passenger service, they were pulling regularly timetabled trains as late as 1981. 
[[File:477_Farbe.jpeg|thumb|CSD 477.043 in the Railway Museum at Lužná u Rakovníka]]
Three are preserved, as of 2018 two of them were still operational (013 and 043).<ref>Výhrevna Vrútky, [https://vyhrevna-vrutky.sk/zeleznica-pre-deti-2018/ Železnica pre deti 2018], 5 June 2018, with photos of 477.013</ref><ref>[[České dráhy]], Železničář, 11 April 2019, page 4, mentions 477.043 pulled a train with hundreds of passengers in March 2019</ref><ref>Annual report of Národní technické muzeum for calendar year 2009, mentions 477.060 was on display in [[Augsburg Railway Park]]</ref>

===France===
The lone prototype, numbered 242A1, of the {{lang|fr|i=unset|Société Nationale des Chemins de fer Français}} (SNCF) was one of the five known classes of three-cylinder {{nowrap|4-8-4}} locomotives. It also had the distinction, along with an experimental high pressure locomotive of the [[New York Central Railroad]] in the United States, of being one of the two compound {{nowrap|4-8-4s}}. It was rebuilt by [[Andre Chapelon]] from the unsuccessful 1932 three-cylinder {{nowrap|4-8-2}} simple expansion locomotive no. 241.101 of the {{lang|fr|i=unset|[[Chemins de Fer de l'État]]}} into a {{nowrap|4-8-4}} [[compound locomotive]]. This remarkable locomotive achieved extraordinary power outputs and efficiency in coal and water consumption, but no further examples were built since the SNCF focused on electric traction for its future motive power development.<ref>{{cite web|url=http://thierry.stora.free.fr/english/techdat2.htm#242A1_1|title=242 A 1, three cylinders 4 8 4| work=French Compound Locomotives' Homepage| year=2002| author=Stora, T.| access-date=2008-02-08}}</ref>

[[File:SNCF Class 242 A1.jpg|thumb|left|SNCF No. 242A1]]
No. 242A1 was put through trials on many test runs which showed that this locomotive was equal in power output to the existing SNCF electric locomotives at the time. Here, for the first time in Europe, was a steam locomotive with a {{convert|20|t|LT ST|1|abbr=off}} axle load which was not only at least as powerful as the most powerful existing high-speed electric locomotive, but which could repeatedly achieve its maximum power without any mechanical trouble. Developing {{convert|5300|ihp|abbr=off}} and with {{convert|65679|lbf|kN|0|abbr=off}} of peak tractive effort and {{convert|46225|lbf|kN|0|abbr=off}} of mean tractive effort; nothing in Europe could match it.

While no. 242A1 was being tested, electrical engineers were designing the locomotives for the {{convert|512|km|mi|adj=mid|-long|abbr=off}} line between [[Paris]] and [[Lyon]], which was to be electrified. An electric locomotive that was to be slightly more powerful than the successful Paris to [[Orléans]] 2-D-2 type electric locomotive was being contemplated. When the test results of no. 242A1 became known, however, the design was hurriedly changed to incorporate the maximum capacity possible with a {{convert|23|t|LT ST|1|abbr=off}} axle load, resulting in the {{convert|144|t|LT ST|1|abbr=off}} 9100 class with a power output of more than {{convert|1000|hp|abbr=off}} more than that of the original design.

The performances of the [[:fr:Mistral (train)|''Mistral'']] and other heavy passenger express trains would therefore not have been so outstanding if no. 242A1 had not existed and Andre Chapelon therefore indirectly influenced French electric locomotive design. In addition, no. 242A1 demonstrated the suitability of the Sauvage-Smith system of compounding for French conditions and the designs for future French steam locomotives that were prepared but never produced, were to make use of the Sauvage-Smith compounding system.

In service, no. 242A1 was allocated to the [[Le Mans]] depot and, between 1950 and 1960, it hauled express trains over the {{convert|411|km|mi|abbr=off}} between Le Mans and [[Brest, France|Brest]]. It did not remain in service long, however, and was withdrawn and scrapped in 1960.

===Germany===
In 1939, the [[Deutsche Reichsbahn]] placed two prototype three-cylinder [[DRB Class 06]] 2D2-h3 heavy express locomotives in service, built by [[Krupp]] in 1938. Along with the lone 242A1 of the {{lang|fr|i=unset|Société Nationale des Chemins de fer Français}} (SNCF) and the lone Victorian Railways H class in Australia, it was one of the five known classes of three-cylinder {{nowrap|4-8-4}} locomotives. Due to the outbreak of the Second World War and construction problems, only the two locomotives were produced.

With three {{convert|520|by|720|mm|in|2|abbr=off}} cylinders, large {{convert|2000|mm|in|2|abbr=off}} diameter coupled wheels, a high {{convert|280|psi|abbr=off}} boiler pressure and {{convert|55800|lbf|kN|abbr=off}} of tractive effort, they were capable of a maximum speed of {{convert|140|km/h|mph|abbr=off}} and could haul a 650 tonne train at {{convert|120|km/h|mph|abbr=off}}. Many parts, such as the boiler, were standardised with that of the [[DRG Class 45]] heavy freight locomotive. The streamlined Class 06, the only German {{nowrap|4-8-4}}, was the biggest steam locomotive ever built in Germany. The two locomotives were shedded in [[Frankfurt]] and were placed in service on the line to [[Erfurt]]. No. 06.002 was bombed and destroyed during the hostilities and no. 06.001 survived until 1951, when it was retired and scrapped.<ref>[http://www.dbtrains.com/en/locomotives/epochII/BR06 dbtrains.com - BR 06] - retrieved 1 November 2006</ref>

The boiler of both the 06 and 45 were designed along the lines of [[Robert Garbe]] and [[Richard Paul Wagner|Richard Paul "Kunibald" Wagner]], who held that a [[Firebox (steam engine)#Combustion chamber|combustion chamber]] or double-expansion [[compound steam engine]]s were unnecessary when using [[superheated steam]]. While the DB railways in the FRG salvaged the Class 45 design by fitting it with a badly-needed [[mechanical stoker]], there was no need for the powerful Class 06 Express locos; when express traffic resumed, [[DB Class V 200]] and [[DB Class E 10]] Diesel-hydraulic and AC electric engines made any investment into pre-World War II steam engines unacceptable for the DB leadership even though [[Friedrich Witte]] or [[Adolph Giesl-Gieslingen]] proposed many improvements.

===Mexico===
In 1946, the {{lang|es|i=unset|[[Ferrocarriles Nacionales de México]]}} (N de M) placed orders with American Locomotive Company and Baldwin Locomotive Works for sixty Niágara locomotives for use on its principal express passenger services on upgraded lines, but the order was reduced to 32 in favour of diesel-electric locomotives. These QR-1 class locomotives were used mainly on lines north of [[Mexico City]] and were nicknamed {{lang|es|La Maquina}}. All were taken out of service in the late 1960s. Most survived and  No. 3028, although not in operating condition, was stored on the deadline at the [[New Hope and Ivyland Railroad]] in [[New Hope, Pennsylvania]]. {{Citation needed|date=November 2012}}

===New Zealand===
New Zealand adopted the narrow {{RailGauge|3ft6in|lk=on}} gauge to minimise railway construction costs and, due to the mountainous terrain, the [[loading gauge]] was restricted to a maximum height of {{convert|11|ft|6|in|m|abbr=off}} and width of {{convert|8|ft|6|in|m|abbr=off}}, making it one of the most restrictive loading gauges in the world. While this undoubtedly reduced the cost of building the two hundred-odd tunnels on the railway system, it posed major problems for locomotive designers which were exacerbated by an axle load limit of {{convert|14|LT|ST t|1|abbr=off}}.<ref name="NZR 19th Century">[http://www.techhistory.co.nz/19thcentury/Steam.htm The Nineteenth Century Heritage: The Steam Railways]</ref>

After the [[Soviet Union]] and [[South Africa]], the [[New Zealand Railways Department]] (NZR) had the largest fleet of {{nowrap|4-8-4}} locomotives outside North America, with 71 similar locomotives in the [[NZR K class (1932)|K class]], [[NZR KA class|K<sup>A</sup> class]] and [[NZR KB class|K<sup>B</sup> class]].<ref name="NZR 19th Century"/>

The K class was designed by R.J. Gard to the requirements of Locomotive Superintendent P.R. Angus and was built locally at the [[Hutt Workshops]] of the NZR. The first locomotives were delivered during the depths of the [[Great Depression]] in 1932. The {{convert|47|sqft|m2|abbr=off}} grate and comparatively large boiler was slung low on a narrow frame to keep within the height restrictions, and width restrictions were adhered to with sloped cab sides and the mounting of two single stage air compressors in front of the smokebox.<ref name="NZR 19th Century"/><ref>[http://www.ipenz.org.nz/heritage/itemdetail.cfm?itemid=55 IPENZ Engineers New Zealand: Engineering Heritage New Zealand] - retrieved 1 November 2006</ref>

[[File:Locomotive Ka 942.jpg|thumb|left|NZR K<sup>A</sup> class no. 942]]
After the construction of thirty K class locomotives, the NZR developed the design to strengthen the frame and introduced other improvements, such as roller bearings on all axles and ACFI ({{lang|fr|Accessoires pour les Chemins de Fer et l'Industrie}}) feedwater heaters. Introduced from 1939, they were also built in NZR workshops, most of them with streamlined shrouding to cover the external pipe work of their feedwater heater systems. The first 35 locomotives were designated K<sup>A</sup> class and worked on the North Island mainlines with the older K class locomotives.<ref name="NZR 19th Century"/>

Six more were built, designated K<sup>B</sup> class, for service on the steeply graded Midland line on the South Island. These locomotives were equipped with trailing truck boosters, which raised their tractive effort by {{convert|6000|lbf|abbr=off}}.<ref name="NZR 19th Century"/>

On occasion, these {{nowrap|4-8-4s}} recorded speeds up to {{convert|75|mi/h|km/h|abbr=off}}. The streamlining shrouds of the K<sup>A</sup> and K<sup>B</sup> classes were removed in the late 1940s when the ACFI feedwater heaters were replaced with exhaust steam injectors. The last of these locomotives was withdrawn in 1968 due to [[dieselisation]]. Seven have been preserved, K class numbers 900, 911 and 917, K<sup>A</sup> class numbers 935, 942 and 945 and K<sup>B</sup> class no. 968.<ref>[http://www.silverstreamrailway.org.nz/index.php?option=com_content&task=view&id=49&Itemid=50 Silver Stream Railway – Heritage Railway Museum and Steam Train Rides]</ref><ref>[http://www.steaminc.org.nz/ Steam Incorporated, Paekākāriki, New Zealand]</ref>

{{Clear}}

===South Africa===
[[File:SAR Class 25NC 3410 Sannaspos - 040799.jpg|thumb|SAR Class 25NC no. 3410]]
Between 1953 and 1955, the South African Railways (SAR) placed fifty [[South African Class 25NC 4-8-4|Class 25NC {{nowrap|4-8-4}}]] Northern locomotives in service. Designed under the direction of Chief Mechanical Engineer L.C. Grubb, eleven of these locomotives were built by [[North British Locomotive Company]] (NBL) and 39 by Henschel & Son. They were tended by [[South African type EW1 tender|Type EW1 tenders]] which rode on six-wheeled bogies. Two versions of the same locomotive were built, the Class 25NC being the non-condensing version, hence the "NC" suffix to the class number.<ref name="Holland 2">{{Holland-Vol 2|pages=108–111}}</ref><ref name="Paxton-Bourne">{{Paxton-Bourne|pages=77–78}}</ref>

[[File:3511 - Hartswater 240481.jpg|thumb|left|SAR Class 25 no. 3511]]
Ninety [[South African Class 25 4-8-4|Class 25]] condensing locomotives were introduced simultaneously, acquired as a means to deal with the shortage of adequate supplies of suitable locomotive water in the arid [[Karoo]]. The design work on the engine's condensing apparatus and the enormous condensing tender was carried out by Henschel, who built one locomotive complete with tender as well as sixty of the condensing tenders, to which they held the patent. The other 89 condensing locomotives and thirty tenders were built by NBL.<ref name="Holland 2"/><ref name="Paxton-Bourne"/>

[[File:SAR Class 25 3511 (4-8-4) Tender.JPG|thumb|Type CZ condensing tender]]
The [[South African type CZ tender|Type CZ condensing tenders]] were slightly longer than their engines. One-third of the total length of the tender was taken up by the water tank and coal bunker, while the rest was taken up by eight large radiators on each side, cooled by five steam-driven roof-mounted fans. Roller bearings were used throughout on all these locomotives, including the coupling and connecting rods, the crosshead gudgeon pins as well as the three-axle bogies of both the standard and condensing tenders. The leading bogies and coupled wheels had Cannon-type axle boxes. The cylinders and frames were cast in one piece, while the steel cylinders and steam chests were fitted with cast iron liners. The tender frames of both locomotive types were also one-piece steel water-bottom castings. Since they were entirely mounted on roller bearings, very little effort was required to move these big locomotives.<ref name="Holland 2"/><ref name="Paxton-Bourne"/>

On the condensing locomotives, spent steam was recycled and condensed back to water for repeated use. Since the steam was not expelled up the chimney, the smokebox contained a steam turbine-driven fan beneath the chimney to keep the draught going. Visual evidence of this altered and slightly longer smokebox is the locomotive's banjo-face smokebox front. The condensing system proved extremely efficient and reduced water consumption by as much as 90% by using the same water up to eight times over, which gave the Class 25 a range of {{convert|800|km|mi|abbr=off}} between water refills. In addition, the hot condensate feedwater resulted in significantly reduced coal consumption.<ref name="Holland 2"/>

[[File:SAR Class 25NC 3480 (4-8-4) Tender.JPG|thumb|Type EW2 {{lang|af|Worshond}} tender]]
However, the Class 25 was a complex locomotive that required high maintenance, especially on the turbine blower fans in the smokebox, whose blades needed to be replaced frequently due to damage by solid particles in the exhaust. The equally complex condensing tender also required frequent maintenance. Between 1973 and 1980, partly motivated by the spread of electric and diesel-electric traction, all but three of the locomotives were converted to free-exhausting and non-condensing locomotives and reclassified to Class 25NC. In the process their condensing tenders were also rebuilt to ordinary coal-and-water tenders by removing the condensing radiators and roof fans and replacing it with a massive round-topped water tank. Since the tenders were built on single cast-steel main frames, it was impractical to attempt to shorten them. Locomotives with these rebuilt [[South African type EW2 tender|Type EW2 tenders]] were soon nicknamed {{lang|af|Worshond}} (Sausage dog or Dachshund).<ref name="Durrant">{{Durrant-Twilight|pages=107–109, 194–198}}</ref>

[[File:3450 - Pretoria 250481.jpg|thumb|left|Class 26 ''Red Devil'' no. 3450]]
The [[South African Class 26 4-8-4|Class 26]], popularly known as the ''Red Devil'', was rebuilt from Henschel-built Class 25NC no. 3450 by mechanical engineer [[David Wardale]]. The rebuilding took place at the Salt River shops of the SAR in [[Cape Town]] and was based on the principles developed by Argentinian mechanical engineer [[Livio Dante Porta]]. The primary objectives of the modifications were to improve the combustion and steaming rate to reduce the emission of wasteful black smoke and to overcome the problem of clinkering. This was achieved by the use of a Gas Producer Combustion System (GPCS), which relies on the gasification of coal on a low temperature firebed so that the gases are then fully burnt above the firebed. The GPCS minimises the amount of air being drawn up through the firebed, the main source of air required for combustion being through ancillary air intakes on the firebox sides above the firebed.<ref name="Ultimate_Steam">[http://www.trainweb.org/tusp/wardale.html The Ultimate Steam Page]</ref><ref name="Rooinek">[http://www.martynbane.co.uk/modernsteam/dw/rooinek/rooinek.html South Africa's 'Red Devil']</ref><ref name="GPCS">[http://www.trainweb.org/tusp/firebox.html Gas Producer Combustion System (GPCS)]</ref>

The modified locomotive became the only Class 26. Compared to an unmodified Class 25NC, the ''Red Devil'' achieved a 28% measured saving on coal and a 30% measured saving on water, measured during freight service, and a 43% increase in drawbar power based on the maximum recorded drawbar power. Its approximate maximum range in full load freight service on 1% to {{frac|1|1|4}}% grades was {{convert|700|km|mi|abbr=off}} based on its coal capacity, and {{convert|230|km|mi|abbr=off}} based on its water capacity. The maximum recorded freight load hauled relative to gradient was {{convert|900|t|abbr=off}} on 2% grades, and it could haul a {{convert|650|t|abbr=off}} passenger train at a constant speed of {{convert|100|km/h|mph|0|abbr=off}} on 1% grades. The ''Red Devil''{{'s}} great power, however, also turned out to be its one weakness. The Class 25NC had already proven to be on the slippery side and the much more powerful Class 26, with essentially still the same dimensions as the Class 25NC, was even worse. It was a poor performer at starting or at low speeds on steep gradients.<ref name="Durrant"/><ref name="Ultimate_Steam"/><ref name="Rooinek"/>

{{Clear}}

===Soviet Union===
Outside North America, the largest fleet of {{nowrap|4-8-4}} locomotives was the Class P36 of the {{lang|ru-Latn|Sovetskie Zheleznye Dorogi}} (SZhD) or [[Soviet Railways]], of which 251 were built by the [[Kolomna]] locomotive works between 1949 and 1956. As the last Soviet standard class steam locomotive, the Class P36 shared some common components and design attributes with earlier standard Soviet designs such as the L class [[2-10-0|{{nowrap|2-10-0}} Decapod]] type and LV class [[2-10-2|{{nowrap|2-10-2}} Santa Fe]] type, as well as some common attributes with the P34 class [[2-6-6-2|{{nowrap|2-6-6-2}}]] Mallet and P38 class [[2-8-8-4|{{nowrap|2-8-8-4}} Yellowstone]] type Mallet. For example, the P36 and LV classes shared the same [[feedwater heater]], made by the [[Bryansk]] machine factory. Apart from a trio of fully streamlined {{nowrap|4-6-4}} Baltic-type locomotives, they were the only semi-streamlined steam locomotives built in Russia. {{Citation needed|date=November 2012}}

[[File:Passenger steam locomotive P36-001 (01).jpg|thumb|Class P36-0071]]
The [[Russian locomotive class P36|Class P36]] was one of the best passenger steam locomotive classes built in the Soviet Union. They had boilers with {{convert|243.2|m2|sqft|abbr=off}} of heating surface that had a working boiler pressure of {{convert|1.5|MPa|psi|abbr=off}}. Russian-designed roller bearings were fitted throughout and the boilers were designed to provide a continuous steaming capacity of {{convert|57|kg|abbr=off}} per {{convert|1|m2|sqft|abbr=off|spell=in}} of heating surface in the boiler. With its {{convert|575|by|800|mm|in|1|abbr=off}} [[Cylinder (engine)|cylinders]] and {{convert|1850|mm|in|2|abbr=off}} diameter coupled wheels, it could easily attain speeds up to {{convert|125|km/h|abbr=off}} with passenger trains of up to {{convert|800|t|abbr=off}}.{{Citation needed|date=November 2012}}

The Class P36 first appeared on the ''[[Oktyabrskaya Railway]]'' (October Railway) to haul principal express trains between [[Moscow]] and [[Saint Petersburg|Leningrad]], but they did not remain on this {{convert|650|km|abbr=off}} mainline long. Diesels took over after only a few years and the P36 class locomotives were transferred to other lines and depots, such as the Moscow–[[Kursk]] and Moscow–[[Ryazan]] lines, [[Kalinin, Russia|Kalinin]], [[Krasnoyarsk]], [[Belarusian Railway]], [[Melitopol]] depot, Kuibyshev and [[Alexandrov (town)|Alexandrov]] depot. {{Citation needed|date=November 2012}}

Later, when electrification and dieselisation expanded, many of the Class P36 locomotives were transferred to work on the [[Lviv]], [[Russian Far East|Far East]], Eastern [[Siberia]], and [[Transbaikal]] Railways. The last was withdrawn from regular scheduled express passenger train service in 1974. All were staged in full working order and kept in reserve for times of extraordinary demand. At certain intervals, the locomotives were taken out from staging, steamed up and put to work to haul trains to test the condition of the locomotives. In the late 1980s, these strategic reserves of locomotives were disbanded and the Class P36 locomotives were distributed to museums and for preservation. Some that had not seen regular use for more than fifteen years and were in the worst mechanical condition, were scrapped. It was found that the roller bearings suffered most by standing unused. When the computerised new class numbers were introduced by the Russian Ministry of Railways, the Class P36 were designated Class 1000.0001 to 1000.0251. In the 1990s, after the collapse of the Soviet Union, a number were sold to private train operators. {{Citation needed|date=November 2012}}

===Spain===
The 242F class express passenger {{nowrap|4-8-4}} locomotives were designed by the [[Red Nacional de los Ferrocarriles Españoles]] (RENFE) in 1955 and were remarkably well-proportioned. Developed from a preceding {{nowrap|4-8-2}} Mountain type, they had improved steam passages and developed 30 to 40 per cent more power at medium cut-offs and high speed. Ten of these locomotives were built by {{lang|es|i=unset|La Maquinista Terrestre y Maritima SA}} in [[Barcelona]] to burn fuel oil. They had Witte type smoke deflectors and were fitted with a double [[Kylchap|KylChap]] (Kylälä-Chapelon) blast-pipe, a Worthington feedwater heater and a {{lang|es|Traitement Integral Armand}} (TIA) water-softening device. To increase the comfort of the locomotive crew, the cabs had wooden floors mounted on springs, and the seats of the driver and fireman were also sprung, a very welcome improvement for long runs on poor tracks. These locomotives were painted in a green livery when turned out from the builder's works at Barcelona and were consequently nicknamed {{lang|es|Los Verdes}} (The Greens). {{Citation needed|date=November 2012}}

[[File:Bf Madrid Delicias, 242 F 2009.jpg|thumb|left|RENFE 242F class]]
The 242F class was the fastest Spanish steam locomotive. When tested on the line from Barcelona to [[Tarragona]] across {{convert|10.4|mi|km|abbr=off}} of practically level and straight line between [[Vilanova i la Geltrú]] and Sant Vicent, a speed exceeding {{convert|84|mph|km/h|abbr=off}} was sustained twice, first with a train of 430 tons and then with a train of 480 tons. High-capacity tests took place between [[Madrid]] and [[Ávila, Spain|Ávila]] when a train weighing 426 tons, including a dynamometer car, was hauled at sustained speeds of {{convert|70.3|mph|km/h|abbr=off}} up a gradient of {{nowrap|0.35%}} (1 in 286), {{convert|57.2|mph|km/h|abbr=off}} up a gradient of {{nowrap|1.05%}} (1 in 95) and {{convert|39.1|mph|km/h|abbr=off}} up a gradient of {{nowrap|{{frac|2|1|4}}%}} (1 in 44.5). The gross horsepower figures recorded with the dynamometer car were 1790, 2350 and 2320 respectively, the calculated horsepower on the rail being 2600, 3400 and 3580. The latter output translates to about {{convert|4000|ihp|abbr=off}}.

With these locomotives, there was some concern about water supply. The capacity of the tender was limited at only {{convert|6200|impgal|L|abbr=off}} and, with few watering points in service, the full capacity of the locomotive was not always used for fear of running short of this essential commodity in the semi-arid Spanish landscape. For example, for the {{convert|163|km|mi|adj=mid|long|0|abbr=off}} stretch between [[Medina del Campo]] and [[Burgos]] that rises {{convert|131|m|ft|abbr=off}} with an uphill start, three intermediate stops, one slack and some shunting movements to couple extra coaches to the train, the amount of water consumed was about {{convert|7300|impgal|L|abbr=off}}.{{Citation needed|date=November 2012}}

All ten locomotives were allocated to the [[Miranda de Ebro]] shed to haul principal heavy express trains. In the 1960s, they were a familiar sight at the head of the premier express trains, but in 1971 they were transferred entirely to semi-fast passenger trains and even to the haulage of heavy seasonal fruit trains between [[Castejón, Navarre|Castejón]] and [[Alsasua – Altsasu|Alsasua]] from October to January. One locomotive, no. 242F.2009, is preserved at the [[Railway Museum (Madrid)|Madrid Railway Museum]].<ref>{{cite web | url=http://andrewstransport.smugmug.com/keyword/Madrid%20Railway%20Museum%20photos/i-gxNtzqr|website=Andrew Naylor's travel and transport photos|access-date=16 February 2016 | title = Madrid Railway Museum photos | last = Naylor | first = Andrew }}</ref>

===United Kingdom===
In 1938 [[William Stanier]] considered a [[4-6-4]] express passenger locomotive design,<ref>{{Cite book
  |title=Chronicles of Steam
  |last=Cox  |first=E.S.
  |year=1967
  |publisher=Ian Allan
}}</ref> together with a 4-8-4 version as a large [[mixed-traffic locomotive]]. War intervened and suspended development of express passenger locomotives, but the 4-8-4 design was re-examined in 1942 by [[Charles Fairburn|Fairburn]], the acting [[Chief Mechanical Engineer|CME]], as a possible post-war type for fast [[fitted freight]]s.<ref>{{Cite book
  |title=Locomotives That Never Were
  |last=Barnes  |first=Robin
  |publisher=Jane's
  |year=1985
  |isbn=0-7106-0326-6
  |chapter=35: 1942 LMS 4-8-4
  |pages=76–77
}}</ref>

While no steam locomotives were known to be this type, an experimental [[Diesel locomotive#Diesel–mechanical|diesel-mechanical]] locomotive, the [[British Rail 10100]], had this wheel arrangement, but it was scrapped after a gearbox failure caused a loss of interest in the project.

===United States===
[[File:Steam locomotive in Vancouver, Washington -a.jpg|thumb|Spokane, Portland and Seattle No.&nbsp;700]]
[[File:Women wipers of the Chicago and North Western Railroad.jpg|thumb|Women [[wiper (occupation)|wipers]] of the [[Chicago and North Western Railroad]] cleaning one of the {{nowrap|4-8-4}} "Northern" H-class steam locomotives, [[Clinton, Iowa]], 1943]]

The American {{nowrap|4-8-4}} was a heavy locomotive, with nearly all examples in the United States having axle loads of more than {{convert|30|ST}}. On railroads with rail of {{convert|130|to|133|lb/yd|kg/m}}, axle loads of more than {{convert|36|ST}} were permitted. Exceptionally heavy {{nowrap|4-8-4s}} were therefore introduced on the [[Atchison, Topeka and Santa Fe Railway|Atchison, Topeka and Santa Fe]] (Santa Fe), [[Chicago and North Western Transportation Company|Chicago and North Western]] (CNW), [[Chesapeake and Ohio Railway|Chesapeake and Ohio]] (C&O), [[Chicago, Milwaukee, St. Paul and Pacific Railroad|Milwaukee Road]] (MILW), Northern Pacific (NP), [[Norfolk and Western Railway|Norfolk and Western]] (N&W), [[Spokane, Portland and Seattle Railway|Spokane, Portland and Seattle]] (SP&S) and [[Western Maryland Railway|Western Maryland]] (WM) railroads. The [[Santa Fe Class 2900]] had the heaviest axle load of all at {{convert|38.75|ST}} as well as being the heaviest {{nowrap|4-8-4s}} ever built, weighing {{convert|974850|lb|abbr=on}} total. The lightest {{nowrap|4-8-4s}} in the United States were the six H-10 class locomotives of the [[Toledo, Peoria and Western Railway|Toledo, Peoria and Western]] (TPW), with an axle load of {{convert|23|ST}}.<ref>{{Cite web|url=https://steamlocomotive.com/locobase.php?country=USA&wheel=4-8-4&railroad=atsf|title=Atchison, Topeka & Santa Fe 4-8-4 Locomotives in the USA}}</ref><ref name="Northern Type TP&W">{{Cite web |url=http://www.steamlocomotive.com/northern//?page=tpw |title=Toledo, Peoria, & Western 4-8-4 "Northern" Type Locomotives |access-date=2012-11-17 |archive-url=https://web.archive.org/web/20121015081431/http://steamlocomotive.com/northern/?page=tpw |archive-date=2012-10-15 |url-status=dead }}</ref>

Some {{nowrap|4-8-4s}} were used on exceptionally long runs.
* The Santa Fe Heavy Mountains were rostered to haul the ''Chief'' and ''Fast Mail'' trains between [[La Junta, Colorado]], and [[Los Angeles]] across {{convert|1255|mi|km}}, and also handled the ''Grand Canyon Limited'' between Los Angeles and [[Wellington, Kansas]], across {{convert|1534|mi|km}}. From 1942, they ran through from Los Angeles to [[Kansas City metropolitan area|Kansas City]] via the [[Belen Cutoff]] and [[Amarillo, Texas]], a distance of {{convert|1789|mi|km}}, setting a new record for through steam locomotive rosters.<ref name="Vernon L 1967">Vernon L. Smith. ''The Case for the American Steam Locomotive''. Trains Magazine, August 1967</ref>
* The [[New York Central Niagara|Niagaras]] of the [[New York Central Railroad]] (NYC) also accomplished long runs on [[New York City|New York]] to [[Chicago]] passenger trains, including the ''Chicagoan'' and the ''Commodore Vanderbilt''.<ref name="Northern Type NYC">{{Cite web |url=http://www.steamlocomotive.com/northern//?page=nyc |title=New York Central 4-8-4 "Northern" Type Locomotives |access-date=2012-11-17 |archive-url=https://web.archive.org/web/20121015075551/http://steamlocomotive.com/northern/?page=nyc |archive-date=2012-10-15 |url-status=dead }}</ref>
* The Northern Pacific {{nowrap|4-8-4s}} hauled the ''North Coast Limited'' across {{convert|1008|mi|km}} from [[St. Paul, Minnesota]], to [[Livingston, Montana]].<ref name="Northern Type NP">{{Cite web |url=http://www.steamlocomotive.com/northern//?page=np |title=Northern Pacific 4-8-4 "Northern" Type Locomotives |access-date=2012-11-17 |archive-url=https://web.archive.org/web/20121015081506/http://steamlocomotive.com/northern/?page=np |archive-date=2012-10-15 |url-status=dead }}</ref>
* The [[Great Northern Railway (U.S.)|Great Northern]] [[Great Northern S-2|S-2 Class]] of {{nowrap|4-8-4s}} hauled the ''Empire Builder'' across {{convert|1306|mi|km}} from St. Paul, Minnesota, to [[Wenatchee, Washington]], and possibly as far west to [[Seattle]], a maximum distance of {{convert|1400|mi|km}}.<ref>{{Cite web|url=http://www.gngoat.org/baldwins_on_gn.htm|title = Baldwins on GN}}</ref>

Several of the earlier {{nowrap|4-8-4}} locomotive models were modified or rebuilt during their service lives.
* Santa Fe developed their {{nowrap|4-8-4s}} for years, and named the classes based on the number of the first locomotive in the class. The fourteen [[Santa Fe 3751|3751 class]] locomotives that were introduced in 1927 and 1928 were of conservative design, with {{convert|73|in|mm|-1|adj=mid|-diameter}} driving wheels and a boiler pressure of {{cvt|210|psi|kPa}}. In 1938, these locomotives were rebuilt with more modern features, including new {{convert|80|in|mm|-1|adj=mid|-diameter}} [[Boxpok]] driving wheels, wider steam passages to and from the cylinders, the boiler pressure raised to {{cvt|230|psi|kPa}} and roller bearings on all engine axles. This gave them a maximum drawbar power of {{convert|3600|hp|kW}} at {{cvt|50|mph|km/h}}. Engine No.&nbsp;3752 was equipped with Franklin rotary cam poppet valve gear and achieved the very low steam rate of 13.5&nbsp;lb per indicated [[horsepower-hour]] {{nowrap|(2.28 mg/J).}} These locomotives were permitted to run at {{cvt|90|mph|km/h}}, but they were alleged to have exceeded {{cvt|100|mph|km/h}} several times.<ref name="Vernon L 1967"/>
* The heavy Class H Northerns of the Chicago and Northwestern Railroad were rebuilt in 1940 with lightweight rods, Boxpok driving wheels and roller bearings on all axles, and the boiler pressure was raised from {{cvt|250|to|275|psi|kPa}}. Some years later, 24 of them underwent another rebuild which included new nickel-steel frames, new cylinders, pilot beams and air reservoirs, new fireboxes and other minor improvements. These were reclassified as Class H-1.<ref name="Northern Type CNW">{{Cite web |url=http://www.steamlocomotive.com/northern/?page=cnw |title=Chicago & North Western 4-8-4 "Northern" Type Locomotives |access-date=2012-11-17 |archive-url=https://web.archive.org/web/20121015075634/http://steamlocomotive.com/northern/?page=cnw |archive-date=2012-10-15 |url-status=dead }}</ref>
* The S-2 Class Northerns of the Great Northern Railway were rebuilt to have [[Timken Roller Bearing Company|Timken]] [[roller bearing]]s on every axle in 1945, replacing their original plain bearings. Vestibule cabs were added to engine 2577 in the early 1930s and engines 2582, 2586, 2587 and 2588 by the late 1940s.<ref>{{Cite web|url=http://www.greatnorthernempire.net/index2.htm?GNEGN_S2_Class.htm|title = Great Northern Empire - then and Now}}</ref><ref>{{Cite web|url=https://steamlocomotive.com/locobase.php?country=USA&wheel=4-8-4&railroad=gn|title = Great Northern 4-8-4 "Northern" Locomotives in the USA}}</ref>

Some Northern locomotives were also rebuilt from older engines. Between 1945 and 1947, the [[Reading Company|Reading Railroad]] rebuilt thirty of their heavy I-10 class [[2-8-0|{{nowrap|2-8-0}} Consolidations]] to booster-fitted {{nowrap|4-8-4}} Northern locomotives with {{convert|70|in|mm|-1|adj=mid|-diameter}} driving wheels. An additional ring was added at the smokebox end of the boiler, which increased the length of the boiler tubes from {{convert|13|ft|6|in|m}} to {{convert|20|ft|m}}, and a larger smokebox was installed which increased the distance between the tube plate and the chimney centre line from {{convert|34|to|111|in|m}}. Steam pressure was raised from {{cvt|220|to|240|psi|kPa}}. Four syphons were fitted, three in the firebox proper and one in the combustion chamber. A twelve-wheeled tender was attached, weighing 167 tons in working order, with a capacity of 23.5 tons of coal and {{convert|19000|USgal|L}} of water. A new cast-steel frame was used, with the cylinders cast integral and roller bearings on all axles. They were reclassified to T1 and numbered 2100 to 2129. Two of these locomotives, preserved for hauling special trains, were still in use in 1963.<ref name="Northern Type Reading">{{Cite web |url=http://www.steamlocomotive.com/northern/?page=pr |title=Philadelphia & Reading 4-8-4 "Northern" Type Locomotives |access-date=2012-11-17 |archive-url=https://web.archive.org/web/20151222121616/http://www.steamlocomotive.com/northern/?page=pr |archive-date=2015-12-22 |url-status=dead }}</ref>

[[File:4449idle.jpg|thumb|[[Southern Pacific GS-4 class]]]]
The Northerns were workhorses that went without much public recognition, with a few exceptions. The [[Southern Pacific GS-4 class|GS-4 class]] ''Golden State'' locomotives of [[Southern Pacific Railroad]] (SP), of which 36 were built by Lima Locomotive Works in 1941 and 1942, were semi-streamlined and were given a striking livery with a broad orange valence over the wheels below a narrow red band that came halfway up the cab windows. The locomotives headed the ''[[Coast Daylight (SP)|Coast Daylight]]'' train on the railroad's [[Coast Line (UP)|Coast Line]] between Los Angeles and [[San Francisco]]. The television program ''[[Adventures of Superman (TV series)|Adventures of Superman]]'' is introduced with a shot of an SP GS-4 as the narrator declares that [[Superman]] is "more powerful than a locomotive." One of them, [[Southern Pacific 4449]], has been restored and is in operating condition.<ref name="Northern Type SP">{{Cite web |url=http://www.steamlocomotive.com/northern/?page=sp |title=Southern Pacific 4-8-4 "Northern" Type Locomotives |access-date=2012-11-17 |archive-url=https://web.archive.org/web/20101230050634/http://www.steamlocomotive.com/northern/?page=sp |archive-date=2010-12-30 |url-status=dead }}</ref>

Even after the demise of steam, the Northern type has been in the spotlight of publicity and, along with [[Union Pacific 844]] of the [[Union Pacific FEF Series]] and [[Norfolk and Western 611]] of the [[Norfolk and Western J Class (1941)|Norfolk and Western Class J series]], among other Northerns, have been the favoured type to provide mainline excursions in the United States. The former is the only steam locomotive of a [[Class I railroad]] never to have been retired.<ref name=Americanrails>[http://www.american-rails.com/4-8-4.html American-Rails.com - The 4-8-4 Northern Type] (Accessed on 10 November 2016)</ref>

{{Clear}}

==North American production list==
Most North American {{nowrap|4-8-4}}s were built by ALCO, Lima and the Baldwin Locomotive Works, while Canadian National Railway's fleet was built by [[Montreal Locomotive Works]]. Only the Canadian Pacific Railway, the Norfolk and Western Railway, the [[St. Louis Southwestern Railway]] (Cotton Belt) and the Reading Railroad built or rebuilt their own.<ref name="steamlocomotive.com">{{cite web | url = http://www.steamlocomotive.com/northern//#rrs | title = 4-8-4 Northern Type Locomotives | access-date = 2009-09-01 | archive-url = https://web.archive.org/web/20090904040811/http://steamlocomotive.com/northern/#rrs | archive-date = 2009-09-04 | url-status = dead }}</ref> The [[Missouri Pacific Railroad|Missouri Pacific]] rebuilt one class of their {{nowrap|4-8-4}}s from their class BK-63 2-8-4s.

The Northern type was used by 37 railroads in the Americas, including 31 railroads in the United States, three in Canada, one in Mexico and two in Brazil. In all, there were fewer than 1,200 locomotives of this type in North America, compared to the approximately 2,500 {{nowrap|4-8-2}} Mountain types and 6,800 [[4-6-2|{{nowrap|4-6-2}} Pacific]] types. By far the largest fleet was owned by the CN and its subsidiary, the [[Grand Trunk Western Railroad]], with altogether 203 locomotives.<ref name="Alfred W 1952"/><ref name="steamlocomotive.com"/>

{| class="wikitable sortable collapsible collapsed" style="margin:0.5em auto; text-align:center; min-width: 32em;"
|+North American 4-8-4 locomotive operators
|- style="background:silver;"
! Railroad<br>(Quantity, Nickname) !! Class !! Road numbers !! Builder !! Build year !! Notes 
|-
| rowspan=6 | [[Northern Pacific Railway]] (48 "Northerns")
| A || 2600–2611 || [[American Locomotive Company|Alco]] || 1926 || All scrapped by 1957.
|-
| A-1 || 2626 || Alco || 1930 || ex-Timken 1111. Scrapped 1957, but SP&S 700 is well known for looking very identical to the class.
|-
| A-2 || 2650–2659 || [[Baldwin Locomotive Works|Baldwin]] || 1934 || Scrapped 1957, but SP&S 700 is well known for looking very identical to the class.
|-
| A-3 || 2660–2667 || Baldwin || 1938 || Scrapped 1957, but SP&S 700 is well known for looking very identical to the class.
|-
| A-4 || 2670–2677 || Baldwin || 1941 || Scrapped 1957, but SP&S 700 is well known for looking very identical to the class.
|-
| A-5 || 2680–2689 || Baldwin || 1943 || Scrapped 1957, but SP&S 700 is well known for looking very identical to the class.
|-
| rowspan=4 | [[Atchison, Topeka and Santa Fe Railway]]<br>(65 "Heavy Mountains")
| 3751 || 3751–3764 || Baldwin || 1927–1929 || [[Santa Fe 3751|3751]] is used as an excursion loco, [[Santa Fe 3759|3759]] preserved in Kingman, AZ.
|-
| 3765 || 3765–3775 || Baldwin || 1938 || 3768 preserved.
|-
| 3776 || 3776–3785 || Baldwin || 1941 || All scrapped between 1953 and 1959
|-
| [[Santa Fe Class 2900|2900]] || 2900–2929 || Baldwin || 1943–1944 || 2903, 2912, [[Santa Fe 2913|2913]], 2921, 2925 and [[Santa Fe 2926|2926]] preserved, with 2926 restored to operating condition and will be used as an excursion locomotive.
|-
| rowspan=9 | [[Canadian National Railway]]s (160 “[[Confederation locomotive|Confederations]]", later "[[Confederation locomotive|Northerns]]")
| U-2-a || 6100–6119 || [[Canadian Locomotive Company|CLC]] || 1927 ||All Scrapped between 1953 and 1955.
|-
| U-2-b || 6120–6139 || [[Montreal Locomotive Works|MLW]] || 1927 ||All Scrapped between 1955 and 1958.
|-
| U-2-c || 6140–6159 || MLW || 1929 ||6153 preserved, remainder scrapped between 1955 and 1956.
|-
| U-2-d || 6160–6164 || MLW || 1936 ||All scrapped between 1956 and 1957.
|-
| U-2-e || 6165–6179 || MLW || 1940 ||6167 preserved, remainder scrapped by 1957.
|-
| U-2-f || 6180–6189 || CLC || 1940 ||All scrapped by 1958.
|-
| U-2-g || 6200–6234 || MLW || 1943 ||6200, 6213 and 6218 preserved, remainder scrapped between 1958 and 1959.
|-
| U-2-h || 6235–6264 || MLW || 1944 ||All Scrapped by 1959.
|-
| U-4-a || 6400-6404 || MLW || 1936 ||Streamlined, 6400 preserved, remainder scrapped by 1959.
|-
| rowspan=3 | Canadian National subsidiary, [[Grand Trunk Western Railroad|Grand Trunk Western]]<br>(43 "Confederations", later "Northerns")
| U-3-a || 6300–6311 || Alco || 1927 ||All Scrapped by 1959.
|-
| U-3-b || 6312–6336 || Alco || 1942–1943 ||6323 and [[Grand Trunk Western 6325|6325]] preserved.
|-
| U-4-b || 6405–6410 || [[Lima Locomotive Works|Lima]] || 1938 || Streamlined, all scrapped by 1959.
|-
| rowspan=4 | [[Delaware, Lackawanna and Western Railroad]]<br>(55 "Poconos")
| Q-1 || 1501–1505 || Alco || 1927 || All scrapped between 1947 and 1949.
|-
| Q-2 || 1601–1620 || Alco || 1929 || All scrapped between 1950 and 1953.
|-
| Q-3 || 1621–1630 || Alco || 1932 || All scrapped between 1953 and 1955.
|-
| Q-4 || 1631–1650 || Alco || 1934 || All scrapped between 1955 and 1959.
|-
| [[Canadian Pacific Railway]]<br>(2 "Northerns")
| K1a || 3100–3101 || [[Angus Shops|CP (Angus)]] || 1928 || Both retired 1955 and are preserved.
|-
| [[Chicago and North Western Railway]] (35 "Northerns")
| H || 3001–3035 || Baldwin || 1929 || 24 rebuilt to H-1, all later scrapped. 
|-
| rowspan=2 | [[Chicago, Rock Island and Pacific Railroad]]<br>(85 "Northerns")
| R-67 || 5000–5064 || Alco || 1929–1930 || All scrapped between 1947 and 1953.
|-
| R-67 || 5100–5119 || Alco || 1944, 1946 || All scrapped between 1949 and 1955.
|-
| rowspan=2 | [[Denver and Rio Grande Western Railroad]]<br>(19 "Westerns")<ref>{{cite web | title=D&RGW Steam Locomotive Roster | url=https://www.drgw.net/info/Steam | access-date=5 December 2023}}</ref>
| M-64 || 1700–1713 || Baldwin || 1929 || All scrapped between 1951 and 1956.
|-
| M-68 || 1800–1804 || Baldwin || 1938 || All scrapped between 1952 and 1954.
|-
| rowspan=2 | [[Great Northern Railway (U.S.)|Great Northern Railway]]<br>(20 "Northerns")
| [[Great Northern S-1|S-1]] || 2550–2555 || Baldwin || 1929 || All scrapped between 1956 and 1963.
|-
| [[Great Northern S-2|S-2]] || 2575–2588 || Baldwin || 1930 || First 4-8-4s built with 80" driving wheels. [[Great Northern 2584|2584]] preserved at the [[Havre station|Havre depot]] in [[Havre, Montana]], remainder scrapped between 1955 and 1963.
|-
| rowspan=2 | [[Chicago, Burlington and Quincy Railroad]]<br>(36 "Northerns")
| [[Chicago, Burlington and Quincy class O-5|O-5]] || 5600–5607 || Baldwin || 1930 || All scrapped by 1955.
|-
| [[Chicago, Burlington and Quincy class O-5|O-5a]] || 5608–5635 || CB&Q || 1936–1940 || Six converted to oil burning O-5b class while in revenue service by the CB&Q. 5614, 5629, 5631 and 5633 preserved. 
|-
| rowspan=4 | [[Milwaukee Road]]<br>(52 "Northerns")
| S1 || 9700 || Baldwin || 1930 || Renumbered 250 in 1938, retired 1954 and scrapped.
|-
| S1 || 251 || MILW || 1938 || Retired 1954 and scrapped.
|-
| S2 || 201–240 || Baldwin || 1937, 1940 || Scrapped between 1948 and 1954.
|-
| [[Milwaukee Road class S3|S3]] || 260–269 || Alco || 1943 || [[Milwaukee Road 261|261]] used as an excursion locomotive, 265 preserved at the [[Illinois Railway Museum]], remainder scrapped between 1954 and 1959.
|-
| rowspan=2 | [[Nashville, Chattanooga and St. Louis Railway]]<br>(25 "Dixies")
| J-2 || 565–569 || Alco || 1930 || Scrapped by 1952.
|-
| J-3 || 570–589 || Alco || 1942 || [[NC&StL 576|576]] preserved and under restoration by the Nashville Steam Preservation Society in Centennial Park in Nashville, Tennessee; and the only surviving 4-8-4 that worked for Nashville, Chattanooga and St. Louis Railroad, remainder scrapped between 1952 and 1955.
|-
| rowspan=2 | [[St. Louis Southwestern Railway]] aka "Cotton Belt"<br>(20 "Northerns")
| [[Cotton Belt Class L-1|L-1]] || 800–809 || Baldwin || 1930 || All Scrapped by 1953.
|-
| [[Cotton Belt Class L-1|L-1]] || 810–819 || SSW || 1937, 1942–1943 || [[Cotton Belt 819|819]] is the youngest and only surviving Class L1 Northern and under restoration at the Arkansas Railroad Museum in Pine Bluff, Arkansas.
|-
| rowspan=8 | [[Southern Pacific Transportation Company|Southern Pacific]]<br>(70 "Golden States" or "General Service")
| [[Southern Pacific class GS-1|GS-1]] || 4400–4409 || Baldwin || 1930 || All Scrapped between 1953 and 1959.
|-
| [[Southern Pacific class GS-2|GS-2]] || 4410–4415 || Lima || 1936 || All Scrapped between 1955 and 1958.
|-
| [[Southern Pacific class GS-3|GS-3]] || 4416–4429 || Lima || 1937 || All Scrapped by 1957.
|-
| [[Southern Pacific class GS-4|GS-4]] || 4430–4457 || Lima || 1941 || [[Southern Pacific 4449|4449]] preserved and is the only surviving GS-4 and the only surviving Daylight painted steam locomotive. It is used as an excursion loco.
|-
| [[Southern Pacific class GS-5|GS-5]] || 4458–4459 || Lima || 1942 || Essentially 2 experimental GS-4 locomotives fit with roller bearings. Scrapped by 1958.
|-
| [[Southern Pacific class GS-6|GS-6]] || 4460–4469 || Lima || 1943 || [[Southern Pacific 4460|4460]] is the oldest and only surviving GS-6 and the last GS Class 4-8-4 built today displayed at the Museum of Transportation in Kirkwood next to St. Louis, Missouri.
|-
| [[Southern Pacific class GS-7|GS-7]] || SSW #801-802, #804-805, #807-809<br>SP #4479-4481 || Baldwin || 1930 || Scrapped.
|-
| [[Southern Pacific class GS-8|GS-8]] || SSW #813, #813, #817-818<br>SP #4488 (SSW #813), 4485-4487 (815-818) || SSW's Pine Bluff Shops || 1930 || Scrapped.
|-
| Southern Pacific subsidiary, [[Texas and New Orleans Railroad]]<br>(4 "Golden States")
| [[Southern Pacific class GS-1|GS-1]] || 700–703 || Baldwin || 1930 || Scrapped. 
|-
| [[Timken Roller Bearing Company]] (demonstrator)
| A-1 || [[Timken 1111|1111]] || Alco || 1930 || to NP 2626.
|-
| [[Wabash Railroad]]<br>(25 "Northerns")
| O-1 || 2900–2924 || Baldwin || 1930–1931 || Scrapped. 
|-
| rowspan=4 | [[Lehigh Valley Railroad]]<br>(37 "Wyomings")
| T-1a || 5100–5110 || Baldwin || 1931–1932 || Scrapped. 
|-
| T-2a || 5200–5210 || Alco || 1931–1932 || Scrapped. 
|-
| T-2b || 5211–5220 || Alco || 1943 || Scrapped. 
|-
| T-3 || 5125–5129 || Baldwin || 1934–1935 || Scrapped. 
|-
| rowspan=4 | [[New York Central Railroad]]<br>(28 "[[New York Central Niagara|Niagaras]]")
| HS-1a || 800 || Alco || 1931 || Experimental prototype. Deemed a failure and spent the rest of its career as a switcher locomotive. Scrapped 1955.
|-
| S-1a || 6000 || Alco || 1945 || Scrapped. 
|-
| S-1b || 6001–6025 || Alco || 1945–1946 || Scrapped. 
|-
| S-2a || 5500 || Alco ||  1946 || Fit wit [[poppet valve]]s. Scrapped. 
|-
| rowspan=2 | [[Chesapeake and Ohio Railway]]<br>(12 "[[Chesapeake and Ohio Greenbrier|Greenbriers]]")
| J-3 || 600–606 || Lima || 1935, 1942 || Named after Virginia statesmen. All Scrapped between 1950 and 1955.
|-
| J-3-A || 610–614 || Lima || 1948 || [[Chesapeake and Ohio 614|No. 614]] preserved and is the last commercially built passenger steam locomotive in the U.S. and is currently the world's most advanced steam locomotive. It is now at the C&O Railway Heritage Center in [[Clifton Forge, Virginia]] in the paint scheme for the cancelled [[Greenbrier Presidential Express]]. Remainder scrapped between 1952 and 1958.
|-
| [[Ontario Northland Railway]] (5 "Northerns")
| 1100 || 1100–1104 || CLC || 1936 || All scrapped between 1947 and 1959.
|-
| [[Atlantic Coast Line Railroad]] (12 "1800s")
| [[Atlantic Coast Line class R-1|R-1]] || 1800–1811 || Baldwin || 1938 || All scrapped between 1953 and 1959.
|-
| rowspan=3 | [[Richmond, Fredericksburg and Potomac Railroad]] (27, names by class below)
| Generals || 551–555 || Baldwin || 1937 || All scrapped by 1949.
|-
| Governors || 601–612 || Baldwin || 1938, 1942 || All scrapped by 1950.
|-
| Statesmen || 613–622 || Baldwin || 1944–1945 || All scrapped between 1951 and 1959.
|-
| [[Toledo, Peoria and Western Railway]] (6 "Northerns")
| H-10 || 80–85 || ALCO || 1937 || All Scrapped between 1947 and 1953.
|-
| rowspan=3 | [[Union Pacific Railroad]]<br>(45 "Northerns" or [[Union Pacific FEF Series|"Four-Eight-Fours"/"FEFs"]])
| FEF-1 || 800–819 || Alco || 1937 || 814 preserved in [[Council Bluffs, Iowa]].
|-
| FEF-2 || 820–834 || Alco || 1939 || 833 preserved in [[Ogden, Utah]].
|-
| FEF-3 || 835–844 || Alco || 1944 || 838 stored in [[Cheyenne, Wyoming]], [[Union Pacific 844|844]] is the oldest operating steam engine on a Class One Railroad and is used as an excursion locomotive.
|-
| [[Wisconsin Central Railway (1897-1954)|Wisconsin Central Railway]] (4 "Northerns")
| O-20 || 5000–5003 || Lima || 1938 || All Scrapped between 1949 and 1953.
|-
| [[Spokane, Portland and Seattle Railway]]<br>(3 "Northerns")
| [[SP&S Class E-1|E-1]] || 700–702
| BLW || 1938 || NP A-3 class; [[Spokane, Portland and Seattle 700|700]] survives and is used as an excursion loco.
|-
| rowspan=2 | [[Missouri Pacific Railroad]] (40 "Northerns")
| (ex-BK-63) || 2101–2125 || MP || 1940–1942 || Rebuilt from [[2-8-4]] class BK-63. All scrapped between 1945 and 1959.
|-
| N-73 || 2201–2215 || Baldwin || 1943 || Scrapped between 1953 and 1958. Wartime restrictions prohibited the MP from designing their own Northern. This class was based on the D&RGW "1800s" design.
|-
| [[Norfolk and Western Railway]] (14 "J"s)
| [[Norfolk and Western Railway class J (1941)|J]] || 600–613 || [[Roanoke Shops|N&W]] || 1941–1950 || [[Norfolk and Western 611|611]] has been restored and returned to revenue service for excursions in the summer of 2015 and is the only survivor.<ref name="NC Fire Up 611" >{{cite web | url = http://www.nctrans.org/Plan-Visit/FIRE-UP-611!.aspx | title = NC Transportation Museum - Fire Up 611! | access-date = 2015-06-19}}</ref><ref name="VA Fire Up 611">{{cite web | url = http://fireup611.org/ | title = 611 - Virginia Museum of Transportation | access-date = 2015-06-19}}</ref>
|-
| [[Central of Georgia Railway]] (8 "Big Apples")
| K || 451–458 || Lima || 1943 || Scrapped by 1953.
|-
| [[Delaware and Hudson Railway]] (15 "Northerns")
| K-62 || 300–314 || Alco || 1943 || Scrapped between 1949 and 1955.
|-
| [[St. Louis – San Francisco Railway]] (25 "Northerns")
| [[St. Louis–San Francisco class 4500|4500]] || 4500-4524 || Baldwin || 1942–1943 || [[St. Louis–San Francisco 4500|4500]], 4501, 4516 and 4524 preserved. 
|-
| [[Western Pacific Railroad]]<br>(6 "Northerns")
| GS-64 || 481–486 || Lima || 1943 || Built to [[Southern Pacific class GS-6|SP GS-6]] specifications due to [[War Production Board|WPB]] restrictions. 
|-
| [[Reading Company|Reading Railroad]]<br>(30 "Northerns")
| [[Reading T-1|T-1]] || 2100–2129 || RDG || 1945–1947 || [[Reading 2100|2100]], [[Reading 2101|2101]], [[Reading 2102|2102]], and [[Reading 2124|2124]] preserved. Converted from Class I-10sa 2-8-0 locomotives.<ref name="Northern Type Reading"/>
|-
| [[Ferrocarriles Nacionales de México]]<br>(32 "Niágaras")
| QR-1 || 3025–3056 || Alco (16),<br />Baldwin (16) || 1946 || 3027, 3028, 3030, 3031, 3033, 3034, 3035, 3036, 3038, 3039, 3040 and 3056 preserved. Most sat in scrap lines through the 1960s. 
|-
| [[Western Maryland Railway]] (12 "[[Western Maryland J-1 Class|Potomacs]]")
| J-1 || 1401–1412 || Baldwin || 1947 || Scrapped by 1957.
|}

==Preservation by country==
In many countries, the {{nowrap|4-8-4}} was a late development of the steam locomotive, close to the time of steam's demise. Many more were therefore preserved than other older wheel arrangements, either plinthed or in museums, with several being kept in running condition. Some of the more notable preserved Northerns worldwide are listed here by country of origin.

; Australia
* [[South Australian Railways 500 class (steam)|South Australian Railways 504]] "Tom Barr Smith": on static display at the [[National Railway Museum, Port Adelaide]].
* [[South Australian Railways 520 class|South Australian Railways 520]] "Sir Malcolm Barclay‑Harvey": Restored to service in 1972, operating the [[SteamRanger]] tourist railway between [[Mount Barker railway station|Mount Barker]] and [[Victor Harbor, South Australia|Victor Harbor]] at the time. Removed from operation in 1998, but currently undergoing restoration.<ref>{{Cite web |title=Fire Up 520 : Awaken the Whispering Giant |url=https://www.fireup520.org/about/ |website=Fire Up 520}}</ref>
* South Australian Railways 523 "Essington Lewis": on static display at the National Railway Museum, Port Adelaide.
* [[Victorian Railways H class|Victorian Railways H220]] (aka "Heavy Harry"): On static display at the [[Newport Railway Museum]] in [[Melbourne]], this locomotive is the only surviving three-cylinder example of a 4-8-4.

; Canada
* [[Canadian National]] 6153: On static display at the [[Canadian Railway Museum]] in [[Delson, Quebec]].
* Canadian National 6167: On static display in downtown [[Guelph]], Ontario.<ref>[http://guelpharts.ca/steamlocomotive6167/photomedia-listing.php?gid=437 Canadian National Railway locomotive 6167 photo gallery] - retrieved 11 May 2008</ref>
* Canadian National 6200: [[Canada Science and Technology Museum]], [[Ottawa]], Ontario.
* [[Canadian National 6213]]: On static display in downtown [[Toronto]], Ontario, at the [[Toronto Railway Heritage Centre]].
* [[Canadian National 6218]]: Fort Erie Railroad Museum, [[Fort Erie, Ontario]]. Used by CN on excursions in the 1960s and 1970s.
* [[Canadian National 6400]]: Canada Science and Technology Museum, [[Ottawa]], Ontario.<ref>[http://guelpharts.ca/steamlocomotive6167/section.php?sid=627 CN Locomotive 6167 Restoration Committee, Guelph Civic Museums] - retrieved 11 May 2008</ref>
* Canadian Pacific 3100: Canada Science and Technology Museum, [[Ottawa]], Ontario.
* Canadian Pacific 3101: On display at EVRAZ (formerly IPSCO Steel), [[Regina, Saskatchewan]].<ref name="Northern Type CP"/>

; China
* Class KF1 006: Displayed at the [[China Railway Museum]], [[Beijing]].
* Class KF 7: Displayed at the [[National Railway Museum]], [[York]], England.

;Mexico<ref name="Mexican preserved">[http://www.steamlocomotive.com/lists/searchdb.php?class=QR-1&country=MEX Surviving 4-8-4 steam locomotives in Mexico]</ref> 
* N de M 3027: [[Guadalajara, Jalisco]].
* N de M 3028: Retired in 1966, acquired by the Great North Eastern Railroad Foundation, and displayed at the [[Altamont, New York]], fairgrounds until 1983. On lease to the [[New Hope and Ivyland Railroad]].
* N de M 3030: [[Zacatecas, Zacatecas]].
* N de M 3031: [[Huehuetoca]], [[Mexico]].
* N de M 3033: [[Pachuca, Hidalgo]].
* N de M 3034: [[Puebla, Puebla]].
* N de M 3035: [[Aguascalientes, Aguascalientes]].
* N de M 3036: [[Leon, Guanajuato]].
* N de M 3038: [[Mexico City]].
* N de M 3039: [[Monterrey, Nuevo Leon]].
* N de M 3040: [[Oriental (municipality)|Oriental]], [[Puebla]].
* N de M 3056: [[Tequisquiapan Municipality|Tequisuiapan]], [[Queretaro]].

; New Zealand
* K 900: On static display at the [[Museum of Transport & Technology]], [[Auckland]]
* K 911: Under overhaul by the [[Mainline Steam Heritage Trust]], [[Plimmerton]].
* K 917: Stored, missing many parts, [[Steam Incorporated]], [[Paekākāriki]].
* K<sup>A</sup> 935: Awaiting overhaul at the [[Silver Stream Railway]], near [[Wellington]], New Zealand.
* K<sup>A</sup> 942: In service at the Mainline Steam Heritage Trust, Plimmerton. Was used on mainline excursions.
* K<sup>A</sup> 945: Stored in dismantled condition at Steam Incorporated, Paekākāriki.
* K<sup>B</sup> 968: Owned by the [[Canterbury Railway Society]], leased to the Mainline Steam Heritage Trust. Under overhaul at [[Christchurch]].

; South Africa
* Class 25 3511: Condenser, staged at Beaconsfield, [[Kimberley, Northern Cape|Kimberley]].
* Class 25NC 3405: Displayed at the [[Buckinghamshire Railway Centre]], [[Quainton]], England
* Class 25NC 3432: Stored at Mainline Steam, Auckland, New Zealand.
* Class 25NC 3437: Owned by Steamnet 2000, restored and steamed in April 2017.<ref>{{cite news|last=Kemp|first=Charné|title=Tjoekepaf deur die Noord-Kaap
|newspaper=Die Burger - By|date=13 May 2017|pages=4–6}}</ref><ref>[https://www.pressreader.com/south-africa/die-burger/20170513/282084866725692 Charné Kemp. {{lang|af|Tjoekepaf deur die Noord-Kaap.}} Die Burger - By, 13 May 2017. pp 2-6.]</ref>
* Class 25NC 3442: Operated by [[Rovos Rail]], Capital Park, [[Pretoria]].
* Class 25NC 3454: Ex condenser with dual Lempor exhaust, staged at [[Bloemfontein]].
* Class 25NC 3484: Ex condenser, operated by [[Rovos Rail]], Capital Park, [[Pretoria]].
* Class 25NC 3508: Stored at Mainline Steam, Auckland, New Zealand.
* Class 25NC 3533: Ex condenser, operated by [[Rovos Rail]], Capital Park, [[Pretoria]].
* Class 26 3450: The ''Red Devil'', staged at Monument Station, [[Cape Town]].

; Soviet Union
* P36-0001: Restored to working order at Roslavl in 2005. Currently displayed at Rizhsky Station, Moscow.
* P36-0027: Tikhoretsk for restoration to working order.
* P36-0031: Troitsk in working order.
* P36-0032: The only private steam locomotive operated in Russia, owned by GW Travel.
* P36-0050: Brest Railway Museum.
* P36-0058: Zlatoust derelict.
* P36-0064: [[Brest, Belarus|Brest]] Railway Museum, Belarus Railways.
* P36-0071: Cosmetically restored and on display in Nizhny Novgorod.
* P36-0091: Skovorodino station.
* P36-0094: Belogorsk station.
* P36-0096: Severobaik station.
* P36-0097: Seyatel Station Museum.
* P36-0107: Park near [[Irkutsk]].
* P36-0110: Mogzhon station.
* P36-0111: [[Orsha]] station, [[Belarus]].
* P36-0120: Now restored to working order at Tikhoretsk. Returned to Moscow 03/09/13 for the '1520 Railway Exhibition' at Scherbinka. Currently based in Moscow.
* P36-0123: Prora Museum, Ruegen Island, Germany.
* P36-0124: Chernyshevsk depot.
* P36-0147: Sharya station.
* P36-0182: Cosmetically restored and on display in Chelyabinsk.
* P36-0192: Taiga station.
* P36-0218: Tikhoretsk/Bataysk, restored to working order.
* P36-0228: Uulan Baatar Railway Museum, [[Mongolia]].
* P36-0232: Cosmetically restored at Zlatoust in 2009 for display in Samara. May display a different number.
* P36-0249: Shushary Railway Museum, St. Petersburg.
* P36-0250: [[Tashkent]] Railway Museum, [[Uzbekistan]].
* P36-0251: Warsaw Station Museum, St. Petersburg.

; Spain
* RENFE242F-2009: Retired in 1973, restored in 1989, and another time in 2005. Although in running order, it is usually on static display at the [[Railway Museum (Madrid)|Museo del Ferrocarril]], housed in the former [[Railway Museum (Madrid)|Delicias Railway Station]].
*Andorra, Escatrón & Samper de Calanda steam locomotives, retired in 1984. One is displayed in [[Casetas]], Zaragoza, and the other two are displayed in [[Andorra, Teruel]]

; United States
* [[Atchison, Topeka & Santa Fe Railway|Atchison, Topeka & Santa Fe]] 2903: On display at the Illinois Railway Museum in [[Union, Illinois]].
* Atchison, Topeka & Santa Fe 2912: On static display in [[Pueblo, Colorado]].<ref>[http://www.pueblorailway.org/Assets/ROSTER/ATSF%202912.htm Pueblo Railway Museum] {{Webarchive|url=https://web.archive.org/web/20111106144935/http://www.pueblorailway.org/Assets/ROSTER/ATSF%202912.htm |date=2011-11-06 }} - retrieved 16 October 2011.</ref>
* [[Santa Fe 2913|Atchison, Topeka & Santa Fe 2913]]: On display in [[Fort Madison, Iowa]].<ref>{{cite web|title=Atchison, Topeka & Santa Fe Northerns|url=http://www.steamlocomotive.com/northern/atsf.shtml|access-date=2007-09-20|archive-url = https://web.archive.org/web/20041216063112/http://www.steamlocomotive.com/northern/atsf.shtml |archive-date = December 16, 2004|url-status=dead}}</ref>
* Atchison, Topeka & Santa Fe 2921: On display at the Amtrak Station in [[Modesto, California]].
* Atchison, Topeka & Santa Fe 2925: On display at the California State Railroad Museum in [[Sacramento, California]].
* [[Santa Fe 2926|Atchison, Topeka & Santa Fe 2926]]: Currently under restoration for excursion service in Albuquerque at a site leased from the GSA near 8th Street and Haynes Avenue. More information at [http://www.nmslrhs.org New Mexico Steam Locomotive and Railroad Historical Society].
* [[Santa Fe 3751|Atchison, Topeka & Santa Fe 3751]]: Restored in 1991, owned by the San Bernardino Railroad Historical Society, and is operated in excursion service. It is the oldest surviving {{nowrap|4-8-4}}, the first one to be built by the [[Baldwin Locomotive Works]] and the first {{nowrap|4-8-4}} to be built for the Santa Fe.
* [[Santa Fe 3759|Atchison, Topeka & Santa Fe 3759]]: On Display in Kingman, Arizona.
* [https://web.archive.org/web/20130328043303/http://gptm.us/html/3768.html Atchison, Topeka & Santa Fe 3768:] On display at the [[Great Plains Transportation Museum]] in [[Wichita, Kansas]].
* [[Chesapeake and Ohio Railway|Chesapeake and Ohio]] [[Chesapeake and Ohio 614|614]]: Restored in 1980 and again in 1995, owned by RJD America, LLC. On display at [[Clifton Forge, Virginia]], awaiting restoration to operating condition.<ref>{{Cite web |last=Franz |first=Justin |date=2024-11-08 |title=Chesapeake & Ohio 614 Sold, Restoration Effort Launched |url=https://railfan.com/chesapeake-ohio-614-sold-restoration-effort-launched/ |access-date=2024-11-11 |website=Railfan & Railroad Magazine |language=en-CA}}</ref>
* [[Chicago, Burlington and Quincy Railroad|Chicago, Burlington and Quincy]] 5614: On display at Patee Park in [[St. Joseph, Missouri]].
* Chicago, Burlington, and Quincy 5629: On display at the Colorado Railroad Museum in [[Golden, Colorado]].
* Chicago, Burlington, and Quincy 5631: On display at Rotary Park in [[Sheridan, Wyoming]].
* Chicago, Burlington, and Quincy 5633: On display at the Douglas Railroad Interpretive Center, [[Douglas, Wyoming]].
* [[Grand Trunk Western 6323]]: On display at the [[Illinois Railway Museum]] in [[Union, Illinois]].
* [[Grand Trunk Western 6325]]: Briefly operated on the [[Ohio Central Railroad (1988)|Ohio Central Railroad]], now on display at the [[Age of Steam Roundhouse]] in [[Sugarcreek, Ohio]].
* [[Great Northern Railway (U.S.)|Great Northern]] [[Great Northern 2584|2584]]: On display at the [[Havre station|Havre depot]] in [[Havre, Montana]].<ref>[http://www.greatnorthernempire.net/index2.htm?GNEGN_S2_Class.htm GN S-2 Class #2575-2588 History]</ref>
* [[Milwaukee Road 261]]: Restored in 1993, owned, maintained, and operated by the Friends of the 261 in [[Minneapolis, Minnesota]].
* Milwaukee Road 265: On display at the [[Illinois Railway Museum]] in [[Union, Illinois]].
* [[Nashville, Chattanooga and St. Louis Railway|Nashville, Chattanooga, and St. Louis]] [[NC&StL 576|576]], [[Nashville, Tennessee]] - Presently undergoing Restoration.<ref>Archived at [https://ghostarchive.org/varchive/youtube/20211205/RRrZv1D6-ek Ghostarchive]{{cbignore}} and the [https://web.archive.org/web/20200426151705/https://www.youtube.com/watch?v=RRrZv1D6-ek&gl=US&hl=en Wayback Machine]{{cbignore}}: {{cite web| url = https://www.youtube.com/watch?v=RRrZv1D6-ek| title = No. 576 - The Road to Revival, Episode 5: Media Blasting the Boiler | website=[[YouTube]]| date = 10 December 2019 }}{{cbignore}}</ref>
* [[Norfolk and Western 611]]: Ran frequent excursions in the 1980s and early 1990s, then placed on static display at the [[Virginia Museum of Transportation]], [[Roanoke, Virginia]]. The second restoration to operational condition completed in mid 2015 at the North Carolina Transportation Museum, [[Spencer, North Carolina]].<ref name="NC Fire Up 611" /><ref name="VA Fire Up 611" />
* [[Reading 2100]]: Restored in 1988 and 1998, converted to burn oil in the Early 2000s. On long-term lease to the American Steam Railroad. Currently under restoration to operating condition.<ref>{{Cite web|url=http://www.americansteamrailroad.org/fire-up-2100/|title = Fire up 2100| date=22 April 2015 }}</ref>
* [[Reading 2101]]: On display at the B&O Railroad Museum in [[Baltimore, Maryland]].
* [[Reading 2102]]: Reading & Northern Railroad, [[Port Clinton, Pennsylvania]], has been restored to operating condition in April 2022.
* [[Reading 2124]]: Used on the "Reading Rambles" in the late 1950s and 1960s. On display at [[Steamtown National Historic Site]] in [[Scranton, Pennsylvania]].
* [[Cotton Belt 819]]: Built in 1942, it was the last locomotive built by the [[St. Louis Southwestern Railway|Cotton Belt]] and the last Cotton Belt steam locomotive built. Restored to service in 1986 and housed at the Arkansas Railroad Museum in [[Pine Bluff, Arkansas]].
* [[St. Louis-San Francisco 4500]]: As the [[St. Louis-San Francisco Railway|Frisco]] ''[[Meteor (train)|Meteor]]'', ran overnight passenger service between St. Louis, Tulsa and Oklahoma City. Cosmetically restored and relocated in 2011 to the Route 66 Historical Village at 3770 Southwest Blvd in [[Tulsa, Oklahoma]].<ref>{{cite web | url= https://www.travelok.com/listings/view.profile/id.19375 | title= Route 66 Historical Village | publisher=TravelOK.com | access-date=January 16, 2019}}</ref>
* St. Louis-San Francisco 4501: Built in 1942, ran overnight passenger service as the Frisco ''[[Meteor (train)|Meteor]]'' between St. Louis, Tulsa, and Oklahoma City. Donated to the Dallas [[Museum of the American Railroad]] in September 1964.
* St. Louis-San Francisco 4516: On display at the Missouri State Fairgrounds in [[Sedalia, Missouri]].
* St. Louis-San Francisco 4524: On display at Grant Beach Park in [[Springfield, Missouri]]. This was the last steam locomotive built for the Frisco.
* [[Spokane, Portland and Seattle Railway|Spokane, Portland and Seattle]] [[Spokane, Portland and Seattle 700|700]]: Restored in 1990 by the Oregon Rail Heritage Foundation, and is operated in excursion service. No. 700 is stored at the Oregon Rail Heritage Center in Portland, Oregon, along with SP 4449. It is the only surviving original Spokane, Portland and Seattle railway steam locomotive.
* [[Southern Pacific 4449]]: Still in operation, served as the locomotive for the [[American Freedom Train|Bicentennial American Freedom Train]]. Stored at the Oregon Rail Heritage Center in Portland, Oregon along with SPS 700.
* [[Southern Pacific 4460]]: On display at the [[National Museum of Transportation]] in [[St. Louis, Missouri]]. This was the last steam locomotive used in revenue service by SP.
* Union Pacific 814: On display at the Rock Island Depot Museum in [[Council Bluffs, Iowa]].
* Union Pacific 833: On display at the Utah State Railroad Museum in [[Ogden, Utah]].
* Union Pacific 838: Union Pacific Railroad, stored in [[Cheyenne, Wyoming]]. Used solely as a source of spare parts for sister engine 844.
* [[Union Pacific 844]]: Formerly Union Pacific 8444 is the last steam locomotive built for Union Pacific Railroad (12/1944). Part of UP heritage fleet, often used for running in excursion service, and on occasion revenue service. Never retired, it is the longest continuously operating steam locomotive on a Class 1 Railroad. Kept at [[Cheyenne, Wyoming]], when not on excursion.

==References==
{{Commons}}
{{-}}
{{Reflist}}
{{Whyte types}}

[[Category:4-8-4 locomotives| ]]
[[Category:Whyte notation|8,4-8-4]]
[[Category:2′D2′ locomotives| ]]