Editing 2-8-0 (section)

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

===Australia===
The 2-8-0 locomotive was used extensively throughout Australia. It served on the {{RailGauge|5ft3in|al=on|allk=on}} broad gauge, {{RailGauge|4ft8.5in|al=on|allk=on}} and {{RailGauge|3ft6in|lk=on}} narrow gauge and was employed mostly as a freight locomotive, although it was often also employed in passenger service in [[Victoria, Australia|Victoria]].<ref name="Oberg"/>

The first Australian locomotive class with this wheel arrangement were the [[Queensland Rail]]ways [[Queensland C13 class locomotive|C13]] and [[Queensland C15 class locomotive|C15]], built as goods locomotives in 1879 by [[Baldwin Locomotive Works]]. Another lot of Consolidation engines consisted of 20 standard-gauge [[New South Wales Government Railways]] (NSWGR) J Class engines, which arrived from Baldwin Locomotive Works in 1891. The Js remained in service until 1915, when they were withdrawn. Wartime shortages between 1916 and 1920 had six engines re-entering service after being shopped and fitted with superheaters. The last engine of this class was finally withdrawn in 1934 and all were scrapped by 1937.<ref name="Oberg"/>

The next batch of NSW 2-8-0 locomotives to appear, between 1896 and 1916, was the [[New South Wales D50 class locomotive|T class]] engines. The class was delivered from one local and several overseas builders, 151 locomotives from [[Beyer, Peacock & Company]], 84 from [[North British Locomotive Company]], 10 from [[Neilson & Company]], 30 from [[Clyde Engineering]] in Australia, and five from [[Dübs & Company]]. During World War II, 14 of these locomotives were equipped with superheaters, which raised their tractive effort from {{convert|28777|lbf|kN|1|abbr=on}} to {{convert|33557|lbf|kN|1|abbr=on}}.<ref name="Oberg"/>

From 1899, the [[Victorian Railways]] (VR) also used a range of [[Victorian broad gauge|broad-gauge]] 2-8-0 locomotives.
* The first of these locomotives were the Baldwin-built [[Victorian Railways V class|V class]]. These engines were built at [[Phoenix Foundry]] in [[Ballarat]]. By 1930, they had disappeared from the VR.
* The VR's next type was the 26 [[Victorian Railways C class|C class]] engines, which saw freight and passenger service.
* In 1922, a smaller and lighter 2-8-0, the [[Victorian Railways K class|K class]], was introduced for branchline freight and later also passenger services.
[[File:J515atVGR.jpg|thumb|[[Victorian Railways J class (1954)|Victorian Railways J class]] No. J 515]]
* Finally, the VR introduced sixty light 2-8-0 [[Victorian Railways J class (1954)|J class]] engines in 1954. These also worked both freight and passenger services.<ref name="Oberg"/>

The first 2-8-0 engines in private service on the [[Midland Railway of Western Australia]] arrived in 1912. These were {{RailGauge|3ft6in}} gauge locomotives. The five in the class operated until 1958. All were gone by 1963.<ref name="Oberg">Oberg, Leon. (1975). ''Locomotives of Australia''. Sydney: Reed.</ref>

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

During 1916, [[Commonwealth Railways]] acquired eight [[Commonwealth Railways K class|K class]] for the [[Trans-Australian Railway]].<ref name="Oberg"/>

In 1924, a private coal company, [[J & A Brown]] in NSW, obtained three ex-British military [[Railway Operating Division]] [[ROD 2-8-0]] locomotives. Brown later ordered another 10 of these locomotives, but only nine of that order arrived in Australia. The last was withdrawn in 1973.<ref name="Oberg"/>

===Belgium===
To compensate for wartime losses, [[National Railway Company of Belgium|Belgian railways]] acquired 300 2-8-0 locomotives in 1946. They were built in North America, 160 by [[Montreal Locomotive Works]] in Canada, 60 by the [[Canadian Locomotive Company]], and 80 by the [[American Locomotive Company]] in the United States. These machines proved to be very reliable and were used for mixed traffic until the end of the steam era, when number 29.013 hauled the last scheduled steam passenger train from [[Ath]] to [[Denderleeuw]] on 20 December 1966.<ref>{{cite web| url=http://www.treinfoto2000.be/Locomotieven/29.013/40jaar.Einde.stoomtractie/index.htm| title=40 jaar Einde stoomtractie| access-date=2007-12-23| url-status=live| archive-url=https://web.archive.org/web/20070928185959/http://www.treinfoto2000.be/Locomotieven/29.013/40jaar.Einde.stoomtractie/index.htm| archive-date=2007-09-28}}</ref>

This locomotive survived in preservation and is used on special excursions. On 16 December 2006, number 29.013 re-enacted the last 1966 run on the same route.<ref>{{cite press release|url=http://www.b-rail.be/php/press/index.php?lang=E&task=view&id=1050|title=Herstelde stoomlocomotief type 29 zaterdag terug in België|publisher=NMBS|date=2003-06-11|access-date=2007-02-23|language=nl|url-status=dead|archive-url=https://web.archive.org/web/20070927003333/http://www.b-rail.be/php/press/index.php?lang=E&task=view&id=1050|archive-date=2007-09-27}}</ref>

===Canada===
[[File:3716 at Canyon View.jpg|thumb|CP N-2-c no. 3716 at Canyon View]]
The [[Canadian Pacific 2-8-0 N-2-a, b, and c|Canadian Pacific Railway (CP) N-2-a, b, and c class]] locomotives were a class of altogether 182 ''Consolidation'' type locomotives, built by Montreal Locomotive Works between 1912 and 1914. They were numbered in the range from 3600 to 3799 and were used almost everywhere around the system. The order for these engines came about when CP needed bigger locomotives for their mainline since their current engines were wearing out and were too small for the loads that were being hauled. Most of the class were converted to oil-firing in later years.<ref>{{cite book| last=Lavallée| first=Omer| title=Canadian Pacific Railway Diagrams and Data: Steam Locomotives| edition=2nd| volume=1| location=West Hill, Ont.| publisher=Railfare Enterprises| year=1985| pages=45–46}}</ref><ref>{{cite book| last1=Doeksen| first1=Corwin| first2=Gerry| last2=Doeksen| title=Railways of the West Kootenay| volume=1| location=Montrose, B.C.| publisher=Doeksen| year=1991| page=56}}</ref>

One of the locomotives, No. 3716, is run and maintained in Summerland, [[British Columbia|BC]] as part of the [[Kettle Valley Steam Railway]].<ref>[http://kettlevalleymodelrailway.blogspot.ca/2014/06/kettle-valley-consolidations-part-2.html Kettle Valley Model Railway - Kettle Valley Consolidations Part 2] {{webarchive|url=https://web.archive.org/web/20161002162037/http://kettlevalleymodelrailway.blogspot.ca/2014/06/kettle-valley-consolidations-part-2.html |date=2016-10-02 }} (Accessed on 22 October 2016)</ref><ref>[http://kettlevalleymodelrailway.blogspot.co.za/2014/06/kettle-valley-consolidations-part-3.html Kettle Valley Model Railway - Kettle Valley Consolidations Part 3] {{webarchive|url=https://web.archive.org/web/20161022220207/http://kettlevalleymodelrailway.blogspot.co.za/2014/06/kettle-valley-consolidations-part-3.html |date=2016-10-22 }} (Accessed on 22 October 2016)</ref>

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

[[File:Tk3 steam locomotive.jpg|thumb|Class Tk3 No. 1136 in special service from [[Kouvola]] to [[Kotka]]]]
The class Tk2s were numbered 407 to 426 and 457 to 470. They were nicknamed ''Satikka''. Three were preserved, No. 407 at [[Närpes]], No. 418 at [[Junction City, Oregon]], in the United States, and No. 419 at [[Haapamäki]]. The [[VR Class Tk3|class Tk3s]] were numbered 800 to 899, 1100 to 1118, and 1129 to 1170. They were built by [[Tampella]], [[Lokomo]], and Frichs. The class Tv1s were numbered 594 to 617, 685 to 741, 900 to 948, and 1200 to 1211. They were built by Tampella and were nicknamed ''Jumbo''. Four were preserved, No. 609 at Haapamäki, No. 933 at the Veturi museum at [[Toijala]], No. 940 at [[Lapinlahti]] and No. 943 at [[Ylivieska]]. The class Tv2s were numbered from 618 to 637. They were nicknamed ''Wilson''. Only No. 618 was preserved, also at Haapamäki.

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

===Germany===
The 2-8-0 wheel arrangement enjoyed a brief period of popularity in Germany during the era of the ''[[Länderbahnen]]'' or State Railways, from about 1840 to 1920, prior to the establishment after the First World War of the ''[[Deutsche Reichsbahn]]'', the German National Railways. Under the [[Deutsche Reichsbahn#1924: Deutsche Reichsbahn-Gesellschaft (DRG)|''Deutsche Reichsbahn-Gesellschaft'' (DRG)]] classification system, all 2-8-0 locomotives were assigned to class 56 (''Baureihe'' or BR 56), with different types receiving subclassifications. The earliest type was the Prussian G7<sup>3</sup> of 1893.

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===Indonesia===
[[File:Schmalspurige 1D-Zweizylinder-Heißdampf-Güterzugokomotive der Holländischen Staatsbahnen auf Java (Holl. Indonesien), gebaut von Hanomag Hannover-Linden.jpg|thumb|SS Class 900 or DKA D50]]
In response to the increasing need for freight and passenger transports on the [[Bogor railway station|Buitenzorg]]–[[Bandung railway station|Bandung]]–[[Banjar railway station|Banjar]] line, the Java [[Staatsspoorwegen]] at the time ordered 42 ''Consolidation'' locomotives from 4 different engine manufacturers, including [[Swiss Locomotive and Machine Works|Swiss Locomotive and Machine Works (SLM)]], [[Hanomag]], [[Sächsische Maschinenfabrik|Hartmann]] and [[Werkspoor]], came in 1914, 1915 and 1921, classified as SS Class 900 (901–942). These locomotives were made to fulfill the requirements that submitted by SS, being able to haul 550 tons of freight with speeds of up to 50 km/h (31 mph) or 30 km/h (18.6 mph) on lines with a gradient of 4% or 1 in 25. In order to be able to negotiate 150 meters curve radius, the leading wheels adopted Adam axle system which could enable to turn radially by 70 mm. As for the fourth driving wheels, adopted ''Golsdorf'' axle system (patented by [[Karl Gölsdorf|Karl Golsdorf]]), this make the outer driving wheels able to move laterally by 100 mm. As by result, it's not only able to turn at 150 meters curve radius, but speeds up to 75 km/h (46.6 mph) was made possible from its initial of 50 km/h (31 mph). Based on record in 1938, the SS Class 900/DKA 50s ever been used to haul the ''Eendaagsche Express'' or One Day Express train on [[Bandung railway station|Bandung]]–[[Banjar railway station|Banjar]] southern-west line replacing the {{whyte|2-8-8-0}} SS Class 1250 (DKA DD52) due to resource and asset saving policies during [[Great Depression]]<ref>{{Cite book |last=Krijthe |first=E. |title=De 'Bergkoningin' en de spoorwegen in Nederlands-Indië, 1862-1949 |publisher=Nederlands Spoorwegmuseum |year=1983}}</ref> and {{whyte|2-6-2|T}} SS Class 1700/DKA C30s which were considered to be inefficient in serving the increasingly congested volume of freights and passenger transport. In 1939, the ''Eendaagsche Express'' shortened the time journey for [[Bandung]]–[[Yogyakarta]]–[[Surabaya]] to only 11 hours. These locomotives worked on [[Bandung railway station|Bandung–]][[Purwakarta railway station|Purwakarta–]][[Jakarta Kota railway station|Batavia]] line and also assigned to work the eastern express trains in [[East Java]] on [[:id:Stasiun_Banyuwangi|Banyuwangi]]–[[Surabaya Kota railway station|Surabaya]] line in tandem with {{whyte|4-6-4|T}} SS Class 1100 (DKA C27). To make the SS 900s have the characteristics of express locomotive, each unit received the modification of two pair of [[smoke deflectors]].<ref>Spoor- en Tramwegen, 5 July 1938 </ref><ref>Spoor- en Tramwegen, 16 January 1943</ref> In the need of increasing freight transport in [[South Sumatra]], the Java [[Staatsspoorwegen]] allocated 4 of them to serve coal transport from Bukit Asam to [[Kertapati railway station|Kertapati]]. Not quite a long, the South Sumatra division of SS or so called ''Zuid-Sumatra [[Staatsspoorwegen]]'' (ZSS) were also ordered 11 of these from two German engine manufacturers, 5 were imported from [[Sächsische Maschinenfabrik|Hartmann]] in 1925 and the rest of 6 from [[Hanomag]] in 1926.<ref>{{Cite book |last=Oegema |first=J.J.G. |title=De Stoomtractie op Java en Sumatra |publisher=Kluwer Technische Boeken, B.V. |year=1982 |isbn=9789020115208 |location=Deventer-Antwerpen}}</ref><ref>{{Cite book |last=Durrant |first=A.E. |title=PNKA Power Parade |publisher=Continental Railway Circle |year=1974 |isbn=9780950346908}}</ref>      

==== Preservation ====
[[File:Lokomotif D50.jpg|thumb|upright|SS 911 or DKA D5011 at the Transportation Museum of [[Taman Mini Indonesia Indah]]]]
During [[Japanese occupation of the Dutch East Indies|Japanese occupation]] in 1942, all Dutch East Indies railway locomotives were renumbered based on [[Japan Railways locomotive numbering and classification|Japanese numberings]], this including the SS Class 900s were renumbered to D50s and this numbering system still used after the Independence of Indonesia by ''Djawatan Kereta Api'' (DKA) or Department of Railways of the Republic of Indonesia up to now. During [[Indonesian National Revolution]] some of SS Class 900/DKA D50 were used among the others to haul trains belonging to Republican fighters and the Dutch military. In some records, some of them were destroyed in action due to the conflict. While the SS911 or DKA D50 11 was captured by 2nd Company of ''1e Bataljon, 15 Regiment Infanterie'' of Dutch Marines during [[Operation Kraai]] in Yogyakarta. After the acknowledgement of Indonesian sovereignty by Dutch in 1949, the SS Class 900 were transferred to ''Djawatan Kereta Api''. In 1976, most of D50s were found regularly in [[Jember railway station|Jember]], East Java which many of them had been dumped out and seemed to be derelict. While the rest of them are still used regularly in South Sumatra pulling some coal trains. Out of 61 units, only DKA D50 11 (ex-SS911) survived and now preserved as static display in Transportation Museum of [[Taman Mini Indonesia Indah]].<ref>{{Cite web |last=Dickinson |first=Rob |title=PNKA Wallahs Part 7 |url=https://www.internationalsteam.co.uk/java/ford/ford07.htm |website=The International Steam Pages}}</ref><ref>{{Cite web |last=Dickinson |first=Rob |title=A Month in Java, 1976 Part 4 |url=https://www.internationalsteam.co.uk/java/java7604.htm |website=The International Steam Pages}}</ref><ref>{{Cite web |last=Dickinson |first=Rob |title=Java |url=https://www.internationalsteam.co.uk/incredibleindonesia/javagalleryd50.htm |website=The International Steam Pages}}</ref>

===Italy===
In Italy, the state-controlled railways company [[Ferrovie dello Stato Italiane|''Ferrovie dello Stato'' (FS)]], after comparing two models of 2-8-0 engine in 1906 (a simple-expansion [simplex] locomotive purchased from Baldwin and a compound type assembled by German and Italian builders) opted for a simplex 2-8-0 as basic power for its freight and mixed trains. Production of such locomotives, classified [[FS Class 740|Gr. 740]] in Italy, began in 1911 and stopped four years later when [[Military history of Italy during World War I|Italy entered the First World War]].

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

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===Japan===
[[File:9600_9608_in_Ome_Railway_Park.jpg|thumb|[[JNR Class 9600]] No. 9608, oldest surviving example of the class, on static display at Ome Railway Park.]]
The Baldwin supplied the first three 2-8-0 9000 class locomotives for export to Japan in 1893, in use of [[Hokkaido Colliery and Railway Company]], which were taken over [[Japanese Government Railway]] under [[Railway Nationalization Act]] of 1906.

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

===New Zealand===
Several 2-8-0 locomotives were supplied to New Zealand by the [[Baldwin Locomotive Works]] of [[Philadelphia]] in the United States. Six [[NZR O class|O Class]] locomotives were built for the [[New Zealand Railways Department|New Zealand Railways]] in 1885.

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

In 1908, when the WMR was nationalized, these locomotives were classified into three NZR subclasses because of detail differences, the two 1888 locomotives as [[NZR OB class|O<sup>B</sup> class]], the 1894 locomotive as [[NZR OA class|O<sup>A</sup> class]], and the 1896 locomotive as [[NZR OC class|O<sup>C</sup> class]].

===North Korea===

The [[Korean State Railway]] have locally built 500-series (used by rubber recycling plant<ref>{{cite web|url=https://www.youtube.com/watch?v=CpTH2h9_WVw|title=North-Korean Steam locomotive 5 - Narrow gauge|last=newslabmedia|date=15 January 2012|via=YouTube|url-status=live|archive-url=https://web.archive.org/web/20140607075225/http://www.youtube.com/watch?v=CpTH2h9_WVw|archive-date=7 June 2014}}</ref>) and 810 series Japanese built<ref>{{cite web|url=http://www.farrail.net/pages/touren-engl/northkorea-2007-04.html|title=Last Steam in North Korea|first=Bernd|last=Seiler|website=www.farrail.net|url-status=live|archive-url=https://web.archive.org/web/20140923003945/http://www.farrail.net/pages/touren-engl/northkorea-2007-04.html|archive-date=2014-09-23}}</ref> narrow gauge (762mm) 2-8-0 locomotives. The 810 series was likely retired in 2006 and 500-series may still be operating.

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

===South Africa===
Five 2-8-0 locomotive classes saw service in South Africa, all of them initially acquired by the [[Cape Government Railways]] (CGR), which classified all but two as 8th Class. All of them were variations on the same design, used [[saturated steam]], and had cylinders with overhead slide valves, actuated by inside [[Stephenson valve gear]].<ref name="Holland 1"/>
[[File:SAR Class 8X 882 (2-8-0).jpg|thumb|[[South African Class 8X 2-8-0|SAR Class 8X]], ''circa'' 1930]]
* In 1901 and 1902, the CGR placed 16 ''Consolidation''s in service. Designed by H.M. Beatty, chief locomotive superintendent of the CGR from 1896 to 1910, they were ordered from the [[Schenectady Locomotive Works]] in the United States and partly delivered by Schenectady in 1901, with the remainder delivered from the newly established [[American Locomotive Company]] in 1902. Conceived as mixed-traffic locomotives, they had bar frames and narrow fireboxes. In 1912, when these locomotives were assimilated into the South African Railways (SAR), they were designated [[South African Class 8X 2-8-0|Class 8X]].<ref name="Holland 1">{{Holland-Vol 1|pages=61-68}}</ref><ref name="Paxton-Bourne">{{Paxton-Bourne|pages=50, 82, 99, 149}}</ref><ref name="SAR Renumber">Classification of S.A.R. Engines with Renumbering Lists, issued by the Chief Mechanical Engineer's Office, Pretoria, January 1912, pp. 9, 12, 15, 35-36 (Reprinted in April 1987 by SATS Museum, R.3125-6/9/11-1000)</ref><ref name="diagram-book">South African Railways and Harbours Locomotive Diagram Book, 2’0" & 3’6" Gauge Steam Locomotives, p11, 15 August 1941, as amended</ref>
* In 1902, the CGR also placed a single experimental [[Compound locomotive#Tandem|tandem compound]] ''Consolidation'' in service, based on its Schenectady/ALCO-built 8th Class. Delivered by ALCO in 1902, the locomotive was not classified and was simply referred to as the Tandem Compound. In 1912, it was designated [[South African Class Experimental 2 2-8-0|Class Experimental 2]] on the SAR.<ref name="Holland 1"/><ref name="Paxton-Bourne"/><ref name="SAR Renumber"/>
[[File:SAR Class Exp 3 909 (2-8-0) CGR 839.jpg|thumb|[[South African Class Experimental 2 2-8-0|SAR Class Experimental 2]]]]
* In 1903, the CGR received a second experimental tandem compound ''Consolidation'' from ALCO. It was similar to the earlier one, but with a larger fire grate and an increased heating surface which enhanced its steaming ability. It also remained unclassified and was also simply referred to as a Tandem Compound. In 1912, it was designated [[South African Class Experimental 3 2-8-0|Class Experimental 3]] on the SAR.<ref name="Holland 1"/><ref name="Paxton-Bourne"/><ref name="SAR Renumber"/>
* Also in 1903, the CGR received four more ''Consolidation''s from [[Kitson and Company]] of Hunslet in Leeds. They were very similar to the earlier Schenectady and ALCO-built ''Consolidation''s, but with the boiler pitch raised by {{convert|2|in|mm|abbr=on}}. Coupled with a shallow firebox, this enabled the grate to be extended out sideways over the fourth set of drivers, resulting in a grate area of {{convert|30.9|sqft|m2|3|abbr=on}} compared to the {{convert|20|sqft|m2|3|abbr=on}} of the previous model. In 1912, they were designated [[South African Class 8Y 2-8-0|Class 8Y]] on the SAR.<ref name="Holland 1"/><ref name="Paxton-Bourne"/><ref name="SAR Renumber"/>
[[File:SAR Class 8Z 904 (2-8-0) CGR 825.jpg|thumb|[[South African Class 8Z 2-8-0|SARClass 8Z]]]]
* In 1904, the CGR placed its last eight ''Consolidation''s in service. These were ordered from the [[North British Locomotive Company]] of Glasgow in Scotland and were very similar to the previous four Kitson-built locomotives, but slightly larger in boiler and firegrate area dimensions. In 1912, these eight were designated [[South African Class 8Z 2-8-0|Class 8Z]] on the SAR.<ref name="Holland 1"/><ref name="Paxton-Bourne"/><ref name="SAR Renumber"/><ref name="NBL">North British Locomotive Company works list, compiled by Austrian locomotive historian Bernhard Schmeiser</ref>

While subjecting the ''Consolidation''s to exhaustive testing on all types of traffic and under varying conditions, some trouble was experienced with the leading pony truck and it was dropped in favour of a four-wheeled bogie in later orders for more eighth class locomotives. All subsequent Cape eighth class locomotives were therefore built with a {{nowrap|[[4-8-0]]}} ''Mastodon'' wheel arrangement.<ref name="Holland 1"/>

===South West Africa===
[[File:SAR 8-coupled tank (2-8-0T) ex DSWA.jpg|thumb|left|[[South West African 2-8-0T|DSWA eight-coupled tank]]]]
In 1907 and 1910, the ''Staatsbahn Keetmanshoop'' (Keetmanshoop State Railway) in [[German South West Africa]] placed 21 tank locomotives in service. After the first World War, when all railways in the territory came under the administration of the South African Railways in 1922, five locomotives of the batch of 1910 survived. They were not classified or renumbered, but were referred to as the [[South West African 2-8-0T|eight-coupled tanks]].<ref name="Paxton-Bourne"/><ref name="Dulez 150">{{Dulez 150|page=35}}</ref>

In 1911, nine tender locomotives were placed in service by the ''Staatsbahn Lüderitzbucht-Keetmanshoop'' (Lüderitzbucht-Keetmanshoop State Railway). After the first World War, all nine locomotives came onto the roster of the SAR, where they were referred to as the [[South West African 2-8-0|eight-coupled tenders]].<ref name="Paxton-Bourne"/><ref name="Dulez 150"/>

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===Sweden===
[[File:JvmKBIA05764.jpg|thumb|left|Swedish M3t Steam Turbine Locomotive]]
The unusual [[TGOJ M3t|M3t]] Turbine Steam Locomotive was of this type. 90 of the Swedish [[SJ E|E (0-8-0) class]] were rebuilt between 1935 and 1951 and given a lead truck, designated the [[SJ E|class E2]].

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===Turkey===
[[File:Turkish 8F at Shildon - geograph.org.uk - 2531973.jpg|thumb|Turkish 8F at the National Railway Museum, Shildon, England]]
Turkey was a neutral country during the Second World War and to retain Turkish goodwill, Great Britain supplied several locomotives to the [[Turkish Railways]], where they were classified 8F.

Two of these 8F class locomotives were brought back from Turkey early in 2011 and one of them is on display at the [[National Railway Museum]] in [[Shildon]], England.

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===United Kingdom===
[[File:GWR 2800 Class 2857 Locomotive Severn Valley Railway (1).jpg|thumb|[[GWR 2800 Class]]]]
The 2-8-0 gradually became the standard heavy-freight steam locomotive type in the United Kingdom during the first half of the 20th century, replacing the [[0-8-0]] types that had appeared as [[mineral locomotive]]s in the 1890s. These had themselves been a replacement for these heavier tasks of the 0-6-0 locomotives used for freight since the mid 19th century. The 0-6-0 remained a common type for lighter use and on branch lines, but the 0-8-0 largely disappeared in favour of the better-riding 2-8-0.

The first 2-8-0 to be built in Britain was the [[Great Western Railway]]'s [[GWR 2800 Class|2800 Class]], with 84 locomotives built between 1903 and 1919, followed by a further 83 of the very similar [[GWR 2884 Class]] between 1938 and 1942. In 1904, [[George Whale]] of the [[London and North Western Railway]] (LNWR) began to rebuild some of his predecessor's [[LNWR Class B|Class B]] [[0-8-0]] [[compound locomotive]]s to 2-8-0, [[LNWR Class E|classes E]] and [[LNWR Class F|F]].

With coal trains increasing in size and scale, the GWR needed to develop a more powerful locomotive to meet these requirements, on what were relatively short haul routes. Thus in 1906, Chief Engineer G.J. Churchward took the basic design of his GWR 2800 Class, and adapted it. After proposing a 2-8-2T design, Churchward developed the UK's first 2-8-0 tank engine, the [[GWR 4200 Class|4200 class]].

[[File:GCR O4 63601 at Doncaster Works.JPG|thumb|left|Preserved GCR Class 8K]]
In 1911, [[John G. Robinson]] of the [[Great Central Railway]] (GCR) introduced his very successful [[GCR Class 8K]] for heavy freight. 129 of these were originally built by the GCR. During the First World War, the design was adopted by the [[Ministry of Munitions]] and it became the standard locomotive of the [[Railway Operating Division]] of the [[Royal Engineers]] as the [[ROD 2-8-0]]. Altogether, 521 of these ROD locomotives were built during the war. After the war, large numbers of these were purchased by the LNWR and GWR, while some were also sold to a private Australian coal company, J&A Brown in New South Wales. Altogether, 273 were purchased by the LNWR during the early 1920s.<ref name="Oberg"/>

[[File:Doncaster station geograph-2463320-by-Ben-Brooksbank.jpg|thumb|[[GNR Class O2]]]]
Other successful 2-8-0 designs were built in the UK. The [[GNR Class O1]] and [[GNR Class O2|O2]] were introduced by [[Nigel Gresley]] of the [[Great Northern Railway (Great Britain)|Great Northern Railway]] in 1913 and 1918, respectively, and the [[S&DJR 7F 2-8-0|Class 7F]] by Henry Fowler of the [[Somerset and Dorset Joint Railway]] in 1914. Whilst most British 2-8-0 designs were intended for heavy freight, the [[GWR 4700 Class]] were designed for heavy mixed-traffic work, but were initially employed mainly on fast overnight freight trains; later they were used on express excursions in the summer.<ref>{{cite book |last=le Fleming |first=H.M. |editor-last=White |editor-first=D.E. |title=The Locomotives of the Great Western Railway, part nine: Standard Two-Cylinder Classes |date=February 1962 |publisher=[[Railway Correspondence and Travel Society|RCTS]] |isbn=0-901115-37-1 |oclc=655827210 |page=J25 }}</ref>

The most successful British 2-8-0 class was the [[LMS Stanier Class 8F|Class 8F]], designed in 1935 by [[William Stanier]] for the [[London, Midland and Scottish Railway]]. By 1946, 852 had been built. During the Second World War, the [[War Department (United Kingdom)|War Department]] originally chose the class 8F as its standard freight locomotive, and large numbers of them saw service overseas, notably in the Middle East.

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

{{-}}

===United States===
[[File:Pennsylvania Railroad 2-8-0 locomotive, 2106 (Howden, Boys' Book of Locomotives, 1907).jpg|thumb|[[Pennsylvania Railroad]] ''Consolidation'' No. 2106, ''circa'' 1907|left]]
[[File:Baltimore & Ohio Consolidation locomotive, 2300 (Howden, Boys' Book of Locomotives, 1907).jpg|thumb|[[Baltimore and Ohio Railroad|Baltimore & Ohio]] ''Consolidation'' No. 2300, ''circa'' 1907|left]]
[[File:Railway mechanical engineer (1916) (14573973250).jpg|thumb|Drawings for [[Lake Superior and Ishpeming Railroad|Lake Superior and Ishpeming]] SC-1, ''circa'' 1916]]
In the United States, only a few railroads purchased ''Consolidation'' types when Baldwin Locomotive Works first introduced its version. Even the [[Baltimore & Ohio]] railroad, which eventually had nearly 180 {{nowrap|2-8-0}} locomotives in regular service by 1885, did not purchase any of this type until 1873. The [[Buffalo, Rochester and Pittsburgh Railway]], which eventually became part of B&O, purchased 15 of this type from [[Brooks Locomotive Works]] in 1883.<ref name="Kinert">Kinert, Reed. (1962). ''Early American steam locomotives - 1st seven decades: 1830-1900''. Seattle, WA: Superior Publishing Company.</ref>

The 2-8-0 design was given a major boost in 1875, when the [[Pennsylvania Railroad]] made it their standard freight locomotive, and 1875 was also when the [[Erie Railroad]] began replacing its [[4-4-0]]s in freight service with 2-8-0s. The railroads had found that the 2-8-0 could move trains twice as heavy at half the cost of its predecessors. From a financial standpoint at the time, the choice of the 2-8-0 as new freight locomotive was therefore clear.<ref name="Kinert"/>

The [[USATC S160 Class|S160 Class]] of the [[United States Army Transportation Corps]] was built by American manufacturers and was designed for use in Europe for heavy freight work during the Second World War. A total of 2,120 of this class was built and they worked on railroads across the world. Production of the 2-8-0 type in the United States totalled more than 23,000 locomotives, of which 12,000 were export versions.<ref name=Americanrails>[http://www.american-rails.com/consolidation.html American-Rails.com - The 2-8-0 Consolidation Type] {{webarchive|url=https://web.archive.org/web/20161109085638/http://www.american-rails.com/consolidation.html |date=2016-11-09 }} (Accessed on 9 November 2016)</ref>

====Preservation====
Great Northern Railway Consolidation No. 1147 is on display in a park in [[Wenatchee, Washington]].

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

[[Maine Central class W 2-8-0]] locomotives numbered 501 and 519 were officially property of the [[European and North American Railway]] (E&NA) as a condition of the lease of that company by the Maine Central Railroad. While all other Maine Central steam locomotives were scrapped when replaced by diesel locomotives, these two survived as a lease obligation until Maine Central purchased E&NA in 1955. The advantages of preservation were recognized by that date, so No. 501 is awaiting restoration to operating condition at the [[Conway Scenic Railroad]] in [[Conway, New Hampshire]], and No. 519 was on display at the [[Steamtown National Historic Site]] in [[Scranton, Pennsylvania]].<ref name="nps">{{cite web|url=http://www.nps.gov/stea/planyourvisit/upload/mc519.pdf|title=Pictures of MEC 519|publisher=National Park Service|accessdate=2013-03-03}}</ref>

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

[[Southern Pacific 2579]] is on static display under a shed in Klamath Falls, Oregon.

Baltimore & Ohio No. 545 "A.J Cromwell", built in 1888, is preserved at the [[B&O Railroad Museum]] in [[Baltimore, Maryland]].

[[File:Southern Pacific Railroad Locomotive No. SP 2562.jpg|250px|thumb|Southern Pacific's No. 2562]]
The Southern Pacific Railroad's locomotive No. 2562 was built by the Baldwin Locomotive Works in 1909, serial No. 29064. It is on exhibit in the [[Arizona Railway Museum]] in [[Chandler, Arizona]]. The locomotive and its tender are listed in the [[National Register of Historic Places]], reference No. 09000511.


The Atchison, Topeka, and Santa Fe Railroad's class 759 locomotive No. 761 was built around 1890. When active, it was used on the railroad's [[Southern Transcon| mainline]] between Chicago and the west. No. 761 is plinthed next to the historic [[Wickenburg, Arizona]], train depot that is now the town's visitor center.

Santa Fe class 769 locomotive [[Santa Fe 769|No. 769]] is currently on static display in [[Madrid, New Mexico]], but is awaiting a future restoration to run on the [[Santa Fe Southern Railway]].<ref>{{Cite web|title=Parked up and abandoned: AT&SF No. 769|url=https://wearerailfans.com/c/article/atsf-769-abandoned|access-date=2021-11-27|website=wearerailfans.com|language=en}}</ref>

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

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

The Colorado & Southern (C&S) narrow-gauge No. 60 is on display in [[Idaho Springs, Colorado]], while C&S No. 71 is in [[Central City, Colorado]].

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

In 1962, the [[Arcade & Attica Railroad]] purchased an ALCO-build locomotive from the Boyne City Railroad in Michigan. The locomotive, now numbered 18, is billed as the last operating steam excursion in [[New York (state)|New York State]].<ref name="auto1">{{cite web |url=https://www.aarailroad.com/about-us |title=About Us |website=www.aarailroad.com |access-date=2018-12-06}}</ref>

Three out of the four SC-1 hogs from the [[Lake Superior and Ishpeming Railroad|Lake Superior and Ishpeming]] survived being scrapped. Engine [[Lake Superior and Ishpeming 33|No. 33]] has been restored by the [[Hocking Valley Scenic Railway]], before being purchased by the [[Age of Steam Roundhouse]] in [[Sugarcreek, Ohio|Sugarcreek]], [[Ohio]], where it operates today. Engine No. 35 has been on static display at the [[Illinois Railway Museum]] in [[Union, Illinois|Union]], [[Illinois]] since 1985.

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

In the late 1980s, four ex-LS&I 2-8-0s were purchased by the [[Grand Canyon Railway]] based in Williams, Arizona. They were Nos. [[Lake Superior and Ishpeming 18|18]], 19, 20, and [[Grand Canyon Railway 29|29]]. Only [[Grand Canyon Railway 29|No. 29]] remains in [[Williams, Arizona|Williams]], undergoing its 1,472-day inspection, while [[Lake Superior and Ishpeming 18|No. 18]] is undergoing a rebuild at the [[Colebrookdale Railroad]] in [[Boyertown, Pennsylvania]],<ref>{{Cite web|title=Our Equipment|url=https://www.colebrookdalerailroad.com/steam/our-equipment/|access-date=2021-11-27|website=Colebrookdale Railroad|language=en-US}}</ref> No. 19 is on static display in [[Frisco, Texas]], and No. 20 is on static display in [[Allen, Texas|Allan, Texas]].

Other preserved Ex-LS&I 2-8-0s include No. 21, which is being rebuilt in [[Baraboo, Wisconsin]], No. 22, which is on static display at the [[Mid-Continent Railway Museum]] in [[North Freedom, Wisconsin]], [[Lake Superior and Ishpeming 23|No. 23]], which is being rebuilt at the [[Empire State Railway Museum]] in [[Phoenicia, New York]], and No. 24, which is on static display at the [[National Railroad Museum]] in [[Green Bay, Wisconsin]].

UPRR No. 561 is on static display along US Highway 81 in [[Columbus, Nebraska]].

UPRR No. 423 is on static display on 10th street in [[Gering, Nebraska]].

UPRR No. 6072 is on static display at Wyman park in [[Fort Riley, Kansas]].

Baldwin Locomotive Works No. 40, built in December 1925 for the [[Lancaster and Chester Railroad]] in South Carolina, and later purchased by the [[Cliffside Railroad]] in North Carolina, now pulls scenic excursion trains at the [[New Hope and Ivyland Railroad]] in [[New Hope, Pennsylvania]], which opened in August, 1966.

Great Western No. 60, built in August 1937 by the American Locomotive Company in [[Schenectady, New York]], is currently operated on the [[Black River and Western Railroad]] in [[Ringoes, New Jersey]]. No. 60 originally operated on the [[Great Western Railway of Colorado]].

Baldwin Steam Locomotive No. 1702, built in 1942 for the United States Army, was purchased by the [[Great Smoky Mountains Railroad]] (GSMR) of [[Bryson City, North Carolina]], in the mid-1990s for use on its scenic railway excursions. After a decade of service, No. 1702 was retired in 2004. In October 2012, a partnership formed between GSMR and [[Swain County, North Carolina|Swain County]] to provide funding to restore the locomotive. In 2013, a complete restoration was launched and the locomotive returned to service during summer 2016.
[[File:Grand Canyon Railway 29 2015 003.jpg|thumb|[[Grand Canyon Railway 29|No. 29]] on static display at the [[Grand Canyon Railway]], 2015.]]

Pennsylvania Railroad No. 1187, of the class R, later H3, is on display at the [[Railroad Museum of Pennsylvania]] in [[Strasburg, Pennsylvania|Strasburg]], [[Lancaster County, Pennsylvania|Lancaster County]], [[Pennsylvania]]. This class is described in detail in the book ''Set Up Running: The Life of a Pennsylvania Railroad Engineman 1904-1949''.

The [[Valley Railroad (Connecticut)|Valley Railroad]], operating in [[Connecticut]] as the Essex Steam Train and Riverboat, has one 2-8-0, No. 97 built in 1923 by the American Locomotive Company’s Cooke Machine Works in [[Paterson, New Jersey]] for use in Cuba. It stayed at Cooke until the Works’ closure in 1926 and started service on the Birmingham and Southeastern Railroad in Alabama as No. 200. It ran various excursions on the [[Vermont Railway]] and [[New York, New Haven, and Hartford Railroad|New Haven Railroad]] in the late 1960s under a private owner. No. 97 arrived in [[Essex, Connecticut|Essex]] in 1970 initially operating between 1973 and 2010. It returned to service in October 2018.

[[Virginia & Truckee]] No. 29 is currently operational on the [[Virginia and Truckee Railroad]] headquartered in [[Virginia City, Nevada]].

Two [[Transportation Corps|USATC]] ''[[John J. Pershing|General Pershing]]'' locomotives survive in the United States. [[Southern Pine Lumber Co. 28|No. 28]] is currently undergoing repair to run again at the [[Texas State Railroad]] in [[Palestine, Texas]], and [[United States Army 101|No. 101]] is on static display at the [[National Railroad Museum]] in [[Green Bay, Wisconsin]].<ref>{{Cite web|title=US Army Transportation Corps 2-8-0 "Consolidation" Locomotives in the USA|url=https://www.steamlocomotive.com/locobase.php?country=USA&wheel=2-8-0&railroad=uatc#431|access-date=2021-11-27|website=www.steamlocomotive.com}}</ref>