Editing 2-10-4 (section)

===United States===

====Atchison, Topeka and Santa Fe Railway====
The [[Atchison, Topeka and Santa Fe Railway]] (ATSF) took delivery of locomotive No.&nbsp;3829 from the Baldwin Locomotive Works in 1919. It was used by ATSF as an experimental locomotive and was rostered as a member of ATSF's 3800 class of 2-10-2s that was fitted with a four-wheel trailing truck. Nearly 100 more 3800 class locomotives were delivered after No.&nbsp;3829, but all with the 2-10-2 wheel arrangement. Photographs exist that show No.&nbsp;3829 fitted with at least two different designs of four-wheel trailing truck through the years. No other members of the 3800 class have been documented with four-wheel trailing trucks. No.&nbsp;3829 was scrapped in 1955, still equipped with a four-wheel trailing truck.<ref>{{cite book|last=Worley|first=E. D.|date=1965|title=Iron Horses of the Santa Fe Trail|publisher=Southwest Railroad Historical Society|page=340|lccn=75-39813}}</ref>

[[File:ATSF 5000 Madam Queen.jpg|thumb|[[Atchison, Topeka and Santa Fe Railway|ATSF]] {{nowrap|2-10-4}} No.&nbsp;5000 ''Madame Queen'']]Santa Fe, which had originated the {{nowrap|2-10-4}} type, adopted it again in 1930 with [[Santa Fe 5000|No.&nbsp;5000]], named ''Madame Queen''. This locomotive was similar to the C&O T-1, with the same {{convert|69|inch|mm|-1|abbr=on|adj=on}} drivers, but with {{convert|300|psi|MPa|abbr=on}} boiler pressure and 60% limited cutoff. It proved the viability of the type on the ATSF, but the [[Great Depression]] shelved plans to acquire more.

In 1938, with the railroad's fortunes improving, ATSF acquired 10 more {{nowrap|2-10-4}} locomotives. These came with {{convert|74|in|mm|-1|abbr=on|adj=on}} diameter drivers and {{convert|310|psi|MPa|abbr=on}} boiler pressure, making these ATSF {{nowrap|2-10-4}}s the fastest and most modern of all.

Of the original order of ten, five were oil-burning and five coal-burning, but when Santa Fe ordered 25 more for delivery in 1944, all were delivered equipped to burn oil. The first of the 1944 batch produced {{convert|5,600|hp|MW|adj=pre|drawbar}} on road test, the highest figure known for a two-cylinder steam locomotive.

====Texas and Pacific====
The {{nowrap|2-10-4}} type was revived in 1925 by the [[Lima Locomotive Works]]. This time, it was an expansion of the {{nowrap|2-8-4}} Berkshire type that Lima had pioneered. A version of the Berkshire with 10 driving wheels instead of eight was an obvious development and the first to be delivered were to the [[Texas and Pacific Railway]], after which the type was subsequently named. The four-wheel trailing truck allowed a much larger firebox, thus a greater ability to generate heat, and thus steam. The [[Superpower steam|''Superpower'']] design, as Lima's marketing department called it, resulted in a locomotive that could develop great power at speed while not running out of steam-generating ability.

====Bessemer and Lake Erie====
Baldwin built a fleet of 47 H-1 class 2-10-4s for the [[Bessemer and Lake Erie Railroad]], an iron ore–hauling railroad, between 1929 and 1944, in eight subclasses numbered 601–647. Calculated tractive force was {{convert|102,106|lbf|kN|abbr=on}}, average weight was over {{convert|500,000|lb|t|abbr=on}}, and boiler pressure was {{convert|250|psi|MPa|abbr=on}}. Eighteen were sold in 1951 to the [[Duluth, Missabe and Iron Range Railway]], another ore-hauling railroad, that renumbered them 700–717. By the beginning of the 1960s, all but one were sold for scrap. The exception was [[Bessemer and Lake Erie 643|No. 643]], which almost operated in [[Excursion train|excursion]] service in the late 1990s, but for its large size. It is now owned by the [[Age of Steam Roundhouse]].

====Chesapeake and Ohio====
The early Lima-built Texas types were low-drivered, {{convert|60|to|64|in|mm|-1|abbr=on}} in diameter, which did not leave enough space to fully counterweight the extremely heavy and sturdy [[side rod]]s and [[main rod]]s required for such a powerful locomotive's piston thrusts. That changed in 1930 on the [[Chesapeake and Ohio Railway]] (C&O), which stretched the design of an [[Erie Railroad]] high-drivered Berkshire type locomotive to produce 40 of the {{nowrap|C&O T-1}}, a Texas type with {{convert|69|in|mm|-1|abbr=on|adj=on}} diameter drivers that was both powerful and fast enough for the new higher-speed freight services that the railroads were introducing. All subsequent Texas types were of this higher-drivered sort.

====Chicago Great Western Railway====
The [[Chicago Great Western Railway]] was an unusual customer for 2-10-4s as it was a 'granger' railroad, operating in the predominantly flat [[Midwestern United States]]. Traffic was overwhelmingly agricultural in nature, with few fast freights or express passenger services. By the end of the 1920s the CGW had few especially large locomotives on its roster, having quickly given up a brief experiment with [[Mallet locomotive|Mallet]] types. The largest types in traffic were [[USRA Light Mikado|USRA Light Mikados]] and most trains were handled by [[2-8-0]] locomotives - with multiple engines per train on the CGW's isolated steep valley grades. 

With the arrival of the [[Great Depression]] and its locomotive fleet ageing, the CGW chose a major upgrade with 2-10-4 locomotives, ordering 36 shared between [[Lima Locomotive Works|Lima]] and [[Baldwin Locomotive Works|Baldwin]]. They arrived into service during 1930 in three batches, which differed in detail but were to the same fundamental design. All had 63" diameter drivers, 29" x 32" cylinders and a 255 psi boiler pressure - the same basic specification as the successful Texas & Pacific fleet of 2-10-4s.

The 2-10-4s allowed the CGW to dramatically improve its operational efficiency - trains could be heavier yet faster and [[double heading]] and [[Bank engine|banking]] was eliminated in many locations. Fewer trains hauling more tonnage allowed the railroad to cut many jobs, so the new big locomotives were not well-received by employees. Being much heavier than previous CGW locomotives the 2-10-4s were barred from certain parts of the CGW system with lightly-laid track (they could not cross the bridge over the Missouri at [[Leavenworth, Kansas]], for instance, and so could not work trains through to the CGW yard at [[Kansas City metropolitan area|Kansas City]]). Freight trains hauled by the 2-10-4s had to be given priority over passenger trains at certain points because sidings were too lightly-laid to handle the heavy locomotives. The CGW carried out a programme of relaying key sections of track with heavier rail in the mid-1930s to properly handle the 2-10-4s and in doing so became the first American railroad to install [[Railway_track#Continuous_welded_rail|continuous welded rail]]. The 2-10-4s promoted a new way of working on the CGW, which adopted a principle of fewer but much longer and heavier trains - a practice usually seen on transcontinental railroads in the West rather than granger routes in the prairies. The CGW continued this principle after [[Dieselisation|dieselization]] in the late 1940s, which saw all the 2-10-4s withdrawn between 1948 and 1950. 

====Pennsylvania Railroad====
The [[Pennsylvania Railroad]] (PRR) ordered few new locomotives after 1930, since [[electrification]] both consumed the railroad's resources and resulted in a supply of excess steam locomotives that eliminated any requirement for new power. Until the [[Second World War]] had begun, the PRR's locomotive fleet had not begun to appear inadequate. Although the PRR urgently needed new and modern freight power, the [[War Production Board]] prohibited working on a new design, and not enough time remained to trial a prototype in any event, the PRR cast around for other railroads' designs that it might modify for PRR use.

It settled on the {{nowrap|C&O's T-1}}. Some modifications were made to the design for these PRR "War Babies". These included PRR drop-couplers, sheet-steel [[pilot (locomotive attachment)|pilots]], PRR-style [[Control car (rail)|cabs]], large PRR [[tender (locomotive)|tenders]], [[Keystone (architecture)#Metaphor|Keystone]]-shaped number plates up front, and other modifications. It still betrayed its foreign heritage by lacking the PRR trademark [[Belpaire firebox]] and by having a [[booster engine]] on the trailing truck. Altogether, 125 locomotives were built between 1942 and 1944 and became the largest fleet of Texas-type locomotives in existence. All were eventually sold as scrap when the Pennsylvania Railroad converted to diesel.<ref>{{cite journal |author=Carlson, Neil. |title=Toward the 2-10-4 |journal=Classic Trains Magazine |date=Fall 2010 |publisher=[[Kalmbach Publishing|Kalmbach]]  |volume=11 |issue=3}}</ref><ref>{{cite book|author=Farrell, Jack W.|title=North American steam locomotives: The Berkshire and Texas types|year=1989|publisher=Pacific Fast Mail, Edmonds, WA|isbn=0-915713-15-2}}</ref><ref>{{cite book|last=Westcott|first=Lynn. Ed.|year=1980|title=[[Model Railroader]] Cyclopedia Volume 1: Steam Locomotives| publisher=Kalmbach Publishing| location=[[Waukesha, Wisconsin]]| isbn=0-89024-001-9}}</ref>

====North American owners of Texas types====
{| class="wikitable sortable" style="margin: 1em auto 1em auto;"
|+'''2-10-4 North American construction roster'''
|-
! style="background:silver" | Railroad (quantity; class name) 
! style="background:silver" | Class
! style="background:silver" | Road numbers
! style="background:silver" | Builder 
! style="background:silver" | Build year
! style="background:silver" | Notes
|-
| rowspan=4 | [[Atchison, Topeka and Santa Fe Railway|Atchison, Topeka and Santa Fe]]<br />(37; Texas) 
| style="text-align:center;" | 3800 || style="text-align:center;" | 3829 || [[Baldwin Locomotive Works|Baldwin]] || style="text-align:center;" | 1919 || Original as a Santa Fe 2-10-2 type, No.&nbsp;3829 was used as an experimental engine and was the first 2-10-2 steam engine (tender version) to be fitted with a four-wheeled trailing truck as a replacement to the two-wheeled truck that No.&nbsp;3829 was originally built with. Santa Fe No.&nbsp;3829 was also the first steam locomotive (tender version) to use this 2-10-4 "Texas" type wheel arrangement for use in the United States. Scrapped 1959
|-
| style="text-align:center;" | 5000 || style="text-align:center;" | [[Santa Fe 5000|5000]] || Baldwin || style="text-align:center;" | 1930 || preserved
|-
| style="text-align:center;" | 5001 || style="text-align:center;" | 5001–5010 || Baldwin || style="text-align:center;" | 1938 ||Scrapped 1959
|-
| style="text-align:center;" | [[Santa Fe class 5011|5011]] || style="text-align:center;" | 5011–5035 || Baldwin || style="text-align:center;" | 1944 || 5011, [[Santa Fe 5017|5017]], 5021 & 5030 preserved
|-
| rowspan=8 | [[Bessemer and Lake Erie Railroad|Bessemer & Lake Erie]]<br />(47; Texas) <br /><br />18 of the B&LE's {{nowrap|2-10-4}} locomotives<br />were sold to the [[Duluth, Missabe and Iron Range Railway|Duluth, Missabe<br />& Iron Range]] (DMIR), who retained<br />the "Texas" class name on these<br />locomotives
| style="text-align:center;" | H-1 || style="text-align:center;" | 601 || Baldwin || style="text-align:center;" | 1929 ||Scrapped 1951
|-
| style="text-align:center;" | H-1a || style="text-align:center;" | 602–610 || Baldwin || style="text-align:center;" | 1930 ||Scrapped 1952
|-
| style="text-align:center;" | H-1b || style="text-align:center;" | 611–620 || Baldwin || style="text-align:center;" | 1936 ||Scrapped 1952
|-
| style="text-align:center;" | H-1c || style="text-align:center;" | 621–630 || [[American Locomotive Company|ALCO]] || style="text-align:center;" | 1937 ||Scrapped 1953
|-
| style="text-align:center;" | H-1d || style="text-align:center;" | 631–635 || Baldwin || style="text-align:center;" | 1941 ||Scrapped 1953
|-
| style="text-align:center;" | H-1e || style="text-align:center;" | 636–637 || Baldwin || style="text-align:center;" | 1942 ||Scrapped 1954
|-
| style="text-align:center;" | H-1f || style="text-align:center;" | 638–642 || Baldwin || style="text-align:center;" | 1943 ||Scrapped 1954
|-
| style="text-align:center;" | H-1g || style="text-align:center;" | [[Bessemer and Lake Erie 643|643]]–647 || Baldwin || style="text-align:center;" | 1944 ||  643 preserved
|-
| rowspan=4 | [[Canadian Pacific Railway|Canadian Pacific]]<br />(37; [[Selkirk locomotive|Selkirk]]) 
| style="text-align:center;" | [[Selkirk locomotive|T1a]] || style="text-align:center;" | 5900–5919 || [[Montreal Locomotive Works|MLW]] || style="text-align:center;" | 1929 ||Scrapped 1959
|-
| style="text-align:center;" | T4a || style="text-align:center;" | 8000 || CP Angus Shops || style="text-align:center;" | 1931 ||Scrapped 1959
|-
| style="text-align:center;" | [[Selkirk locomotive|T1b]] || style="text-align:center;" | 5920–5929 || MLW || style="text-align:center;" | 1938 || Streamlined Scrapped 1959
|-
| style="text-align:center;" | [[Selkirk locomotive|T1c]] || style="text-align:center;" | 5930–5935 || MLW || style="text-align:center;" | 1949 || Streamlined. 5931 & 5935 preserved
|-
| [[Central Vermont]]<br />(10; Texas) || style="text-align:center;" | T-3-a || style="text-align:center;" | 700–709 || ALCO || style="text-align:center;" | 1928 ||Scrapped 1947-1958
|-
| [[Chesapeake and Ohio Railway|Chesapeake and Ohio]]<br />(40; Texas) || style="text-align:center;" | [[Chesapeake and Ohio class T-1|T-1]] || style="text-align:center;" | 3000–3039|| [[Lima Locomotive Works|Lima]] || style="text-align:center;" | 1930 ||Scrapped 1952-1953
|-
| rowspan=2 | [[Chicago, Burlington and Quincy Railroad|Chicago, Burlington & Quincy]]<br />(18; Colorado)
| rowspan=2 style="text-align:center;" | M-4 || style="text-align:center;" | 6310–6321 || Baldwin || style="text-align:center;" | 1927 ||Scrapped 1952, 6315 used for a doubleheader excursion in September 1959, snapped an [[eccentric rod]] at speed, scrapped by 1964
|-
| style="text-align:center;" | 6322–6327 || Baldwin || style="text-align:center;" | 1929 ||Scrapped 1953
|-
| rowspan=4 | [[Chicago Great Western Railway|Chicago Great Western]]<br />(36; Texas) 
| style="text-align:center;" | T-1 || style="text-align:center;" | 850–864<br />880–882 || Lima || style="text-align:center;" | 1930 ||1948 Scrapped 
|-
| style="text-align:center;" | T-2 || style="text-align:center;" | 865–873 || Baldwin || style="text-align:center;" | 1930 ||1948 Scrapped 
|-
| style="text-align:center;" | T-3 || style="text-align:center;" | 874–879 || Baldwin || style="text-align:center;" | 1930 ||1949 Scrapped 
|-
| style="text-align:center;" | T-3 || style="text-align:center;" | 883–885 || Lima || style="text-align:center;" | 1931 ||1950 Scrapped 
|-
| [[Kansas City Southern Railway|Kansas City Southern]]<br />(10; Texas)
| style="text-align:center;" | J || style="text-align:center;" | 900–909 || Lima || style="text-align:center;" | 1937 ||Scrapped 1954
|-
| rowspan=3 | [[Pennsylvania Railroad]]<br />(125; Texas) 
| rowspan=3 style="text-align:center;" | [[PRR J1|J1]] || style="text-align:center;" | 6450–6474 || PRR [[Altoona Works]] || style="text-align:center;" | 1942 ||Scrapped 1958
|-
| style="text-align:center;" | 6401–6434<br />6475–6500 || PRR Altoona Works || style="text-align:center;" | 1943 ||Scrapped 1958
|-
| style="text-align:center;" | 6435–6449<br />6150–6174 || PRR Altoona Shops || style="text-align:center;" | 1944 ||Scrapped 1959
|-
| rowspan=5 | [[Texas and Pacific Railway|Texas & Pacific]]<br />(70; Texas)
| style="text-align:center;" | I-1 || style="text-align:center;" | 600–609 || Lima || style="text-align:center;" | 1925 ||Scrapped 1950-1951
|-
| style="text-align:center;" | I-1a || style="text-align:center;" | [[Texas and Pacific 610|610]]–624 || Lima || style="text-align:center;" | 1927 || [[Texas and Pacific 610|610]] preserved
|-
| style="text-align:center;" | I-1b || style="text-align:center;" | 625–639 || Lima || style="text-align:center;" | 1928 ||Scrapped 1951, 638 initially put on display at the Texas State Fairgrounds, but later vandalized and scraped.
|-
| style="text-align:center;" | I-1c || style="text-align:center;" | 640–654 || Lima || style="text-align:center;" | 1928 ||Scrapped 1951-1952
|-
| style="text-align:center;" | I-1d || style="text-align:center;" | 655–669 || Lima || style="text-align:center;" | 1929 ||Scrapped 1953
|}

====Preserved Texas types in North America====
{| class="wikitable" style="margin: 1em auto 1em auto;"
|-
! style="background:silver" | Railroad 
! style="background:silver" | Road number
! style="background:silver" | Location
|-
| rowspan=5 | [[Atchison, Topeka and Santa Fe Railway|AT&SF]] || style="text-align:center;" | [[Santa Fe 5000|5000]] || Amarillo, TX
|-
| style="text-align:center;" | 5011 || [[National Museum of Transportation]], St. Louis, MO
|-
| style="text-align:center;" | [[Santa Fe 5017|5017]] || [[National Railroad Museum]], Green Bay, WI
|-
| style="text-align:center;" | 5021 || [[California State Railroad Museum]], Sacramento, CA
|-
| style="text-align:center;" | 5030 || Salvador Perez Park, Santa Fe, NM
|-
| rowspan=1 | [[Bessemer and Lake Erie Railroad|B&LE]] || style="text-align:center;" | [[Bessemer and Lake Erie 643|643]]|| [[Age of Steam Roundhouse]], Sugarcreek, OH
|-
| rowspan=2 | [[Canadian Pacific Railway|CP]] || style="text-align:center;" | 5931 || [[Heritage Park Historical Village]], Calgary, AB
|-
| style="text-align:center;" | 5935 || [[Canadian Railway Museum]], Delson, QC
|-
| rowspan=1 | [[Texas and Pacific Railway|T&P]] || style="text-align:center;" | [[Texas and Pacific 610|610]] || [[Texas State Railroad]], Palestine, TX
|-
|}