In 1926, ALCO-Richmond built six Mikados for the Monon which were based on the USRA Light Mikado. But compared to this, the boiler and the cylinders got bigger, while the driver diameter was still 63 inches. They were numbered 560 to 565 and formed the class J-3. Three years later, ALCO-Schenectady built ten similar locomotives which were numbered 570 to 579 and formed the class J-4. These were among the last new steam locomotives built for this railroad. Later the J-4 was rebuilt with a trailing-truck booster and a larger boiler with thermic syphons and a feed water heater. Five also got roller bearings. Since the J-3 and the original J-4 were similar, the specs for the J-4 in the table are for the rebuilt variant. Both classes lived until the end of steam on the Monon. No. 578 shown in the photo was sold to the Tennessee, Alabama & Georgia in 1948 and numbered 402. It was scrapped in 1951.

Based on the K-1, the L&N ordered the K-2 in 1910, which was now operated with superheated steam. For this purpose, the number of tubes was more than halved in order to be able to accommodate flues with superheater elements. Rogers initially manufactured 20 of these locomotives, and 15 more were rebuilt from K-1.

Like most Pacifics in the USA, they initially hauled the main express trains, but after the introduction of more powerful locomotives they were increasingly pushed into service in front of regular passenger and commuter trains. The number 152, which was built as K-1, still exists today. It has been owned by the Kentucky Railroad Museum since 1957 and is currently being refurbished.

The L&N used a total of 42 Berkshires which were commonly known as “Big Emmas”. They were similar to the Berkshires designed by the Van Sweringens for the Nickel Plate Road and also used by other railroads, but they were an independent design that was first built by Baldwin. Designed to take advantage of all modern features used in steam locomotives, they were more complex and more expensive than the other locomotives of the same wheel arrangement. In 1942, 14 were delivered by Baldwin, followed by six more two years later. Lima delivered 22 in 1949 which were somewhat heavier.

The boilers had a combustion chamber, thermic syphons, arch tubes and a Worthington feed water heater. Extensive use of roller bearings in many places reduced friction and consumption. The Lima locomotives were delivered with boosters and the Baldwin locomotives were later retrofitted. Altogether, they were more powerful, but more economical than the previous Mikados. In the result, they could haul coal trains of up to 9,500 tons. Since the Berkshire was a good all-rounder, some were used in passenger service. The first ones were already retired and replaced by diesel locomotives in 1950, only one year after the Lima batch was delivered. The last ones were gone in 1956 and all locomotives were scrapped, only two tenders survived.

Among the L&N's 4-4-0 locomotives with smaller drivers were 15 built in 1869 and 1870 by Baldwin. The first batch built in 1869 was numbered 67 to 76 and the second batch of 1870 became numbers 83 to 87. In 1873, two were rebuilt and two years later, No. 76 received three new driving axles with smaller drivers. In 1897, they were renumbered to 17 to 31.

“General” was one of five identical mixed traffic locomotives that had been in service with the Western & Atlantic since 1855. It gained notoriety during the American Civil War in the “Great Locomotive Chase”. The locomotive was stolen by Northern troops and brought north with the intention of causing damage to the railway line. It was chased by “Texas” and eventually stalled for lack of fuel. After the war, the locomotive remained in service with the Louisville & Nashville until 1891. There were subsequent disputes about the locomotive's ownership and it is now being displayed in the Southern Museum of Civil War and Locomotive History in Kennesaw, Georgia.

One of the most famous locomotives from the American Civil War is the “Texas” of the Western & Atlantic Railroad. It is known to be one of the two locomotives which took part in the Great Locomotive Chase. It was built in 1856 by Danforth, Cooke & Co. at Paterson, New Jersey. Then it was shipped to Savannah, Georgia and used in passenger and freight service in Georgia and Tennessee.

It became famous in 1862 when it hauled a regular freight train, while the locomotive “General” of the same railroad was stolen by Union spies in an attempt to damage the Confederate rail system. The “Texas” dropped all its cars and chased the “General” northward for more than 50 miles while running backwards. After they found the abandoned “General”, they towed it back.

After this incident, it was loaned to the East Tennessee & Virginia Railroad. In 1863, the U.S. Military Railroad captured it and only returned it to its original owner in 1865 after the war had ended. When the W&ARR was succeeded by the Nashville, Chattanooga and St. Louis Railway in 1890, the locomotive was still in service and was numbered 212. After being retired for the first time in 1895, it was used for branch line service between 1903 and 1907.

Just after its final retirement, there were plans for preserving it. But for the time being, it was only brought to Atlanta and no other actions were undertaken. It took until 1936 for it to be cosmetically restored to its war condition. After sitting in Atlanta for decades, it came to the North Carolina Transportation museum in 2015 to be restored again to its 1880s condition. After this was completed, it was brought to the Atlanta History Center where it's still on display today.