The closely linked Atlanta & West Point and the Western Railway of Alabama had to pull the Southern Railway's "Crescent" between Atlanta, Georgia and Montgomery, Alabama. So they each ordered one locomotive, which was given the numbers 290 (AWP) and 190 (WRA). Like the Southern Ps-4, they were based on the USRA Heavy Pacific, but like them also had smaller drivers. The diameter was initially 73 inches and was later increased to 74 inches with thicker tires, which explains the designation P-74.

Both machines were operated together. While one hauled the northbound Crescent, the other simultaneously took over the southbound one. They were retired in 1954, after which the 190 was scrapped. The 290 was saved by the “290 club”, but remained non-operational for the time being. It was finally refurbished between 1986 and 1989 and was used until 1992, when maintenance work on the running gear was required. It now resides at the Southeastern Railway Museum in Duluth, Georgia, awaiting visual restoration.

The Baldwin locomotive with the works number 60000 was a prototype that was built at their own expense in 1926 and with which the company wanted to set the course for locomotive construction of the future. It had the 4-10-2 wheel arrangement and a three-cylinder compound engine with three cylinders of the same size, the inner one serving as high-pressure cylinder.

What was special about the boiler was that the sides of the firebox were made of four-inch water pipes. They were connected at the top with 26-inch horizontal pipes that continued into the boiler barrel. The pressure was 350 psi (24.1 bars), which was significantly higher than conventional locomotives. In addition, a Worthington 4-BL feedwater heater was used.

The 60000 was intended to pull trains of up to 7,000 short tons and achieved an output of 4,515 hp at the drawbar. It was loaned to the PRR, B&O, Burlington Route, ATSF and Southern Pacific for trials and was even temporarily converted to oil firing by the SP. Although it performed very well and pulled up to 7,700 short tons, the railroads found the maintenance too expensive and no orders were placed. Today the 60000 is in the Franklin Institute Science Museum in Philadelphia.

The Bell's Gap Railroad was a 8.5 mile line in Cambria County, Pennsylvania. Built in three-foot gauge, it was opened in June 1873. The line had grades of up to three percent and multiple long curves with a radius of 206 feet. Their first locomotive was a 0-6-0 built by Baldwin in July 1872, costing 8,250 dollars and designated class 11 D 1 by its manufacturer. For the first half year of operation of the line, No. 1 was the only locomotive. It went to the Houston East & West Texas Railway in 1881, two years before the line was converted to standard gauge. 

In the late twenties, the Bessemer & Lake Erie as a part of U.S. Steel needed more powerful locomotives to move their heavy ore trains from the Lake Erie port of Conneaut, Ohio to Pittsburgh, Pennsylvania over grades of up to one percent. Since they didn't like articulated locomotives and wanted a proven non-articulated design, they ordered a 2-10-4 from Baldwin that was delivered in 1929.

This locomotive, numbered 601, was based on the Burlington class M-4 and was one of the heaviest and most powerful non-articulated locomotives of the time at a service weight of 502,630 pounds without a tender. It had drivers of 64 inches (1,626 mm) and cylinders of 31 by 32 inches. Together with its trailing truck booster, it developed a tractive effort of 115,206 pounds. Its boiler produced up to 4,690 hp. 

The prototype was designated class H1A and was the first of a total of 47 locomotives. The subclasses H1B to H1G were created with several batches following in the years 1930, 1936, 1937 and 1941 to 1944. With the exception of ten H1D built by ALCO in 1937, all were built by Baldwin. Over time, they got heavier with the last batches weighing 524,440 pounds. The axle loading rose from 72,100 pounds, what was already high, to 75,984 pounds. Together with tender, they exceeded a total weight of 450 tons.

In Service, three locomotives each were used to haul 13,000 ton ore trains over the one percent grade. When the B&LE dieselized in the early fifties, 18 were sold to the Duluth, Missabe & Iron Range Railway, which was also a part of U.S. Steel. There they became classes E-4 to E-7 and were used until 1961. The B&LE already retired the others in 1952. The only one that survived is H1G No. 643 that today is being located at the Age of Steam Roundhouse at Sugarcreek, Ohio.

The B&LE used two types of 2-10-2 “Santa Fe” locomotives. The 20 locomotives designed by Baldwin for this railroad were the D1A shown here, while five of the Heavy USRA design were delivered in 1919 as D2A. The D1A had drivers of 60 inches and cylinders with a diameter of 30 inches and a stroke of 32 inches. When delivered between August and November 1916, they carried different works numbers between 43950 and 44208. The B&LE numbered them 501 to 520.

Originally the firebox had a surface of 259 square feet in its walls and 129 in the combustion chamber. Additionally, the arch tubes had a surface of 42 square feet. Their four-axle Vanderbilt tenders had a capacity of 10,000 gallons of water and 16 tons of coal. In the thirties, some were equipped with massive six-axle tenders which carried 22,000 gallons and 23 tons. These weighed around 400,000 pounds and brought the total weight to nearly 800,000 pounds. No. 505 got the same tender, but with two booster engines, each of which powered two axles in each truck. Both together added 26,250 pounds of tractive effort, for a total of more than 110,000 pounds. 

To increase the power, they got thermic syphons around 1940. These added 99 square feet to the direct heating surface, what increased their boiler output to 3,947 hp. At least three locomotives also received overfire steam jets. These added fresh air to the fire, resulting in a cleaner combustion and reducing smoke. They were retired between 1948 and 1951.

In 1928, ALCO-Schenectady delivered ten 2-10-4 “Texas” locomotives to the Central Vermont which were relatively light for their wheel arrangement. But at 419,000 pounds for the locomotive and a total with tender of 688,600 pounds, they were still the heaviest locomotives ever in service in New England. So there are reports that they shook the ground and damaged the rails. They carried the numbers 700 to 709.

Even though the starting tractive effort calculated using the usual formula was 82,620 pounds, ALCO gives 76,800 pounds due to the limited cutoff. Additionally, the booster provided 13,100 pounds. They had thermic syphons, arch tubes and an Elasco K-50 feed water heater. They were retired between 1954 and 1959.

The Central Vermont operated four 4-8-2 “Mountain” locomotives which had been ordered by the parent Canadian National and leased to this railroad. Built in May 1927 by ALCO-Schenectady, they had the works numbers 67335 to 67338 and got the running numbers 600 to 603. With a driver diameter of 73 inches, they were intended for passenger trains like the “Ambassador”, but sometimes also had to haul freight trains. The 384 square feet of the firebox included a combustion chamber of 54 inches in length, 14 square feet of arch tubes and two thermic syphons with a total of 76 square feet. 

They featured Walschaerts valve gear, a stoker built by the Standard Stoker Co. and a Coffin feed water heater. The boiler pressure was later raised from 200 to 210 psi. Originally they had tenders which carried 10,000 gallons of water and 14 tons of coal. Later, they had new or modified tenders with only 9,550 gallons of water, but 18 tons of coal. Three were retired in 1956 and the fourth one in 1957.

When the Clinchfield needed more 2-8-8-2 Mallets in 1923, they had two earlier classes to take as a basis: either the L-1 built by Baldwin in 1919 after their own design or the USRA standard design built by Baldwin in the same year that was called class L-2. They decided to order ten nearly exact USRA copies, which were now built by ALCO-Brooks and designated class L-3. They were used to haul heavy coal trains over the Appalachian mountains. One suffered a boiler explosion in 1948 and was scrapped. While the L-1 was retired by 1950, the L-3 and their L-2 sisters were only retired between 1950 and 1952.

Although the Clinchfield and its predecessors had their focus on coal transport, they still needed a limited number of passenger locomotives. So a single 4-6-0 was ordered by the South & Western Railroad from Baldwin in 1905. It became their Number 1 and had drivers of 63 inches. Its low rank in the railroad's roster could be determined by the fact that it was still built after the same principles as typical 19^th century designs, with slide valves and Stephenson valve gear. When the railroad became the Carolina, Clinchfield and Ohio in 1908, it was renumbered to 99.

While it appears that the 99 was only used for occasional passenger trains, the introduction of regular passenger service in 1909 created the need for more locomotives. These were again ordered from the same manufacturer and also had 63-inch drivers, but were considerably heavier. Service weight was now 163,600 pounds, compared to 137,700 pounds for the G-1. They had Walschaerts valve gear and the cylinder diameter had been increased by one inch. Designated class G-2, they carried the numbers 100 to 103. At the same time Baldwin also supplied 15 Consolidations of the class H-4 and many parts were designed to be interchangeable between both classes.

All were never superheated due to the low significance of passenger service on the Clinchfield. No. 103 was already retired in 1932 and the rest of class G-2 was scrapped in 1938. No. 99 worked on until the early fifties and was sold to the Black Mountain Railroad in 1953. There it became No. 3, but was retired only three years later. Then it came to the Casey Jones Museum in Jackson, Tennessee where it can still be found today. There it received the historically incorrect lettering as Illinois Central No. 382 to stand in as the locomotive that Casey Jones was running when the fatal accident happened.

The East Broad Top operated six Mikados, all of which survive to this day. The oldest of these is No. 12, which was christened “Millie”. Like her newer sisters, she had 48-inch diameter drivers, but was lighter and had smaller cylinders. When the EBT was reopened in 1960 as a complete heritage railway with all its equipment, number 12 remained in service with three of her sisters until she had to be retired in 2000 due to wear and tear. After the railroad had reopened in 2020 under new ownership, the locomotive remains inoperable and it remains to be seen if she will be refurbished.