The real revolution was the progressive development of the 4-8-4 into as fast a locomotive as a 4-6-4, and the whole of that evolution was after 1928. (Although the Erie S-class presaged the idea just before).
One poster child in the West was the ATSF 3751 class, which as built was a dog. Rebuilt not once but twice, progressively, it became the equal of any wheel arrangement for speed (and in fact, with the Wagner bypass valves, quicker than the 3460 class…). Then look at what was built from the 3765 class forward…
The C&NW H class was, I think, the first true high-speed 4-8-4, although I think GN was trying early. By the 1948 rebuilding those things were awesome! But as with ATSF 3752 it was too late.
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Welcome back on board, sgriggs.
David
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What signed the death knell of the Steam Engines peroid was EMC later EMD coming out with a modular based either 1800 or 1350 per unit for passenger and freight services. The E units could be gotten as A-B sets or A-A sets and we all know how well the FT sold even prior to the war. Santa Fe had placed an order for over 40 units prior to the war.
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Steam died out west for the same reason a lot of pioneers did: water.
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Another reason is that diesels could produce maximum horsepower at relatively low speeds which was better for the mountainous territory out west. “Flat land” RR’s such as the IC and NKP could make use of the steam locomotives horsepower peaking around 45 mph.
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