Some others that haven't been mentioned yet:

Larger AT&SF Steam:
-5 3400-class 4-6-2's, excluding 1316
-4 5011 2-10-4's, excluding the Madame Queen
-6 2900 4-8-4's, plus 3751, 3759, and 3765

-4 NP Q-3 4-6-2's
-4 CN J-4 4-6-2's (excluding five others in other classes, plus two GTW engines)
-(Also, 3 Rock Island and 3 SP 4-6-2s, but not all in the same classes)

-6 Frisco 1500 4-8-2's
-5 CN U-1 4-8-2's
(The above two classes make up nearly half of all extant 4-8-2's in North America. It's a shame that the Frisco didn't set aside any from its other classes, though...)

-5 CN U-2 4-8-4's, excluding the lone U-4 #6400 and the two GTW U-3's
-4 Frisco 4500 4-8-4's
-4 CB&Q O-5 4-8-4's (though, 5632 would have made 5)

-3 Frisco 1350 2-8-2's, excluding 4003 and 4018
-4 SP Mk-5 2-8-2's
-3 NKP H-6 2-8-2's
-4 CB&Q O-1 2-8-2's
-3 CP P2 2-8-2's
-3 CN S-1 2-8-2's (excluding GTW S-3 4070?)
(-Also, 3 Soo and 3 UP 2-8-2's each, but not all in the same class...)

And, because they have technically become preserved,
-3 N&W M-2 4-8-0's (The "Lost Engines of Roanoke")

CP 3100 and 3101, representing the entire class of K-1-a locomotives.

Wesley

How on earth did 13 Kanawhas , and 2 1600's get saved and not even ONE 2-10-4?

Three factors:
1) Individual preservation efforts have inevitably skewed towards the prominent and best-known, through exposure to the public and prominence of service, not some "grand master curation" overseer allopcating proportionate representation. (See also 13 PRR GG1s and only one P5.)
2) Bigger locomotive = bigger thing to take care of.
3) Bigger locomotive = more scrap value at the scrapyard = more cash money to recoup (if that was even a real factor) versus a smaller donated loco.

"Big engines" also tended to get remembered by many back then as those huge, noisy, dirty. LOUD, cinder/soot-spewing locos. Trust me that while railfans may have loved the sights and sounds of four PRR I1sa steamers pounding a heavy ore train through Sunbury and Shamokin, Pa. in the 1950s, the people who LIVED there sure didn't!

Along with the two M Class 4-8-0's, #433 at Abingdon, VA, and #475 at Strasburg, PA.

Seven Canadian National E-10-a 2-6-0 locomotives. Four in the United States and three in Canada, those being:
Canada:
81 in Palmerston, Ontario
86 in London, Ontario
88 in Upper Canada Village, Ontario
United States:
89 in Strasburg, Pennsylvania
91 in Middletown, Pennsylvania
92 in Wilmington, Delaware
96 in Sugarcreek, Ohio

Eleven Canadian National 4-6-0 preserved in US and Canada

Earlier, burbri45 mentioned 4 NP Q3 4-6-2's but there are also 4 Northern Pacific S-4 class Ten-Wheelers in existence; numbers 1354, 1356, 1364 and 1382 (NP 4-6-0 # 328 is also preserved but from the S-10 class).

There are also 3 surviving DM&IR C-3 class 2-8-0's; numbers 332, 347 and 348. Two of those were sold to the Duluth & Northeastern as their numbers 27 (348) and 28 (332). These three Consolidations were originally Duluth, Missabe & Northern engines. There is also a single class K 2-8-0 still around (# 1218) which was originally on the roster of the Duluth & Iron Range.

Les

I had read that the C&O kept the 2-8-4s around a long time because their trust certificates (the financing mechanism by which they were purchased) had not expired yet. That left them around when cities and towns asked for a steam locomotive.

There were two more 2-8-4s at Russell, KY the C&O scrapped in the 1970s.

This example may not fit the true definition of the request. Seven Southern Railway 2-8-0’s managed to survive after Southern extinguished their 123 year old fire in 1953 -

Two G Class, #107 and #154
Two H Class, #385 and #401
One J Class, #542
Two K Class, #630 and #722

The most amazing thing is that 5 of these have operated in the preservation era.

There’s going to be a large number of Southern GP38’s that survive given the number purchased by short lines and heritage rail organizations (TVRM has two).

630 and 722 survived not through SRR preservation concerns, but that they'd sold them to the East Tennessee & Western North Carolina and found they were still running well into the 60s. I've often wondered what would have happened had the SRR not wanted those consols for the steam program and later traded two former C of G RS-3s for them (something that seemed like an insane thing to other railroads at the time).
I really think they could have been running between Johnson City and Elizabethton into the 1970s, otherwise.
Anyway, for how it went down, Elizabethton was the final place in the US where steam from two different owners interchanged with one another, into 1967 with North American Rayon's porter 0-6-0F...

Worth noting that the USATC 0-6-0T's survived in very large numbers, and remain all over the world. Here's an online database. http://www.project62.co.uk/locolocation.htm

Happy New Year, all.

Japan's locomotive preservation scene is rich with classes that have been preserved in large numbers. However, it is hardly unnatural when one considers just how numerous and commonplace the D51 class was, with 1,160 of them built.

Classes represented in abundance are;
- Class D51 (2-8-2): 167 preserved, of which 2 are operational and mainline certified (6 more identical locomotives preserved in Sakhalin and Taiwan)
- Class C11 (2-6-4T): 50 preserved, of which 6 are operational and mainline certified
- Class C58 (2-6-2): 48 preserved, of which 2 are operational and mainline certified
- Class C57 (4-6-2): 30 preserved, of which 2 are operational and mainline certified (4 more identical preserved in Taiwan)
- Class C12 (2-6-2T): 29 preserved, of which 1 is operational and mainline certified (1 more identical preserved in Taiwan)
- Class 9600 (2-8-0): 25 preserved, of which none are operational (4 more identical preserved in Taiwan and China)
- Class 8620 (2-6-0): 22 preserved, of which 2 are operational (1 is mainline certified, 1 is not) (1 more identical locomotive preserved in Taiwan)

To clarify the engines outside Japan, Formosa (Taiwan) was occupied by Japan until 1945. Track gauge is the same as Japan: 1067 mm (3' 6")

Sakhalin (called Karafuto by the Japanese) is the island North of Hokkaido. From 1905 to 1945 the Southern half was administered by Japan which built a railway to 1067 mm (3' 6") gauge. In 1945 the Soviets recaptured Sakhalin and it's part of Russia today. The Soviets continued to operate the Japanese equipment; hence, the preserved ex-JNR engines.

An interesting episode occurred during WWII. USS Barb (SS 220) had run out of ship targets but the crew noted a railway along the shore. They planted a bomb and detonated it under a locomotive, destroying the train. Power was probably a D51 2-8-2.

Phil Mulligan

That incident is recounted in an episode of the Smithsonian Channel's series Hell Below.