View source for 4-6-0

{{Short description|Railway steam locomotive wheel arrangement}}
{{redirect|Ten-wheeler|the vehicle that provides motive power for semi-trucks|Tractor unit}}
{{Infobox steam wheel arrangement
| name             = 4-6-0 (ten-wheeler)
| image            = WheelArrangement 4-6-0.svg
| alt              = Diagram of two small leading wheels, and three large driving wheels joined together with a coupling rod
| caption          = Front of locomotive at left
| image2           = P8 Kranichstein.jpg
| alt2             =
| caption2         = [[Prussian P 8]], the most numerous 2'C {{nowrap|4-6-0}} in the world
<!--Equivalent classifications-->
| hatnote          =
| UIC/Germany/Italy= 2'C
| French/Spanish   = 230
| Turkish          = 35
| Swiss            = 3/5
| Russian          = 2-3-0
<!--First known tank engine version-->
| date             = 1880
| country          = [[Colony of Natal]]
| locomotive       = [[South African Class C 4-6-0T|NGR Class G]]
| railway          = [[Natal Government Railways]]
| designer         = [[Kitson and Company]]
| builder          = Kitson and Company
| evolvedfrom      = [[2-6-0|2-6-0T]]
| evolvedto        =
| mainbenefit      =
| maindrawback     =
<!--First known tender engine version-->
| date2            = 1847
| country2         = United States
| locomotive2      = ''Chesapeake''
| railway2         = [[Reading Company|Philadelphia and Reading Railroad]]
| designer2        = [[Septimus Norris]]
| builder2         = [[Norris Locomotive Works]]
| evolvedfrom2     =  [[4-4-0]]
| evolvedto2       = [[4-6-2]] and [[2-8-0]]
| mainbenefit2     = Larger and more powerful than the [[4-4-0]]
| maindrawback2    = Small firebox
<!--First known "True type" version-->
| date3            =
| country3         =
| locomotive3      =
| railway3         =
| designer3        =
| builder3         =
| evolvedfrom3     =
| evolvedto3       =
| mainbenefit3     =
| maindrawback3    =
}}
A '''4-6-0 steam locomotive''', under the [[Whyte notation]] for the classification of [[steam locomotive]]s by [[wheel arrangement]], has four [[leading wheel]]s on two axles in a leading [[bogie]] and six powered and coupled [[driving wheel]]s on three axles with the absence of [[trailing wheel]]s.
In the mid-19th century, this wheel arrangement became the second-most-popular configuration for new steam locomotives in the United States, where this type is commonly referred to as a '''ten-wheeler'''.<ref name="White">White, John H., Jr. (1968). ''A history of the American locomotive; its development: 1830-1880''. New York, NY: Dover Publications. p. 57. {{ISBN|0-486-23818-0}}</ref> As locomotives pulling trains of lightweight all-wood passenger cars from the 1890 to the 1920s, they were exceptionally stable at near {{cvt|100|mph}} speeds on the [[New York Central Railroad|New York Central]]'s New York-to-Chicago Water Level Route and on the [[Reading Company|Reading Railroad]]'s line from Camden to Atlantic City, New Jersey.
{{TOC limit|3}}
==Overview==
===Tender locomotives===
During the second half of the nineteenth and first half of the twentieth centuries, the {{nowrap|4-6-0}} was constructed in large numbers for passenger and [[mixed-traffic locomotive|mixed traffic]] service. A natural extension of the [[4-4-0|4-4-0 American]] wheel arrangement, the four-wheel [[leading truck|leading bogie]] gave good stability at speed and allowed a longer boiler to be supported, while the lack of trailing wheels gave a high [[adhesive weight]].<ref name="Kinert">Kinert, Reed. (1962). ''Early American steam locomotives; 1st seven decades: 1830-1900''. Seattle, WA: Superior Publishing Company.</ref>
The primary limitation of the type was the small size of the firebox, which limited power output. In passenger service, it was eventually superseded by the [[4-6-2|4-6-2 Pacific]] type whose trailing truck allowed it to carry a greatly enlarged firebox. Prussia and Saxony however went directly to the [[2-8-2|2-8-2 Mikado]] type (pr. P10(39) / sax. XX HV(19) class); [[Karl Gölsdorf]] reversed the 2′C1 Pacific type to the [[2-6-4|2-6-4 Adriatic]] type to accommodate an even larger firebox and better curve performance (type 310). For freight service, the addition of a fourth driving axle created the [[4-8-0|4-8-0 Mastodon]] type, which was rare in North America, but became very popular on [[Cape gauge]] in Southern Africa.<ref name="Kinert"/><ref name="Holland 1">{{Holland-Vol 1|pages=32-36, 39-48, 50-52, 54, 56-57, 78, 81, 87-89, 107-108, 118–119, 122, 126, 133}}</ref>
===Tank locomotives===
The {{nowrap|4-6-0T}} locomotive version was a far less common type. It was used for passenger duties during the first decade of the twentieth century, but was soon superseded by the [[4-6-2|4-6-2T Pacific]], [[4-6-4|4-6-4T Hudson]] and [[2-6-4|2-6-4T Adriatic]] types, on which larger [[fuel bunkers]] were possible. During the [[First World War]], the type was also used on [[narrow-gauge]] [[military railways]].
==Usage==
===Angola===
====Cape gauge====
[[File:CFB Class 6 22.jpg|thumb|Ex CGR 6th Class No.&nbsp;218, CFB No.&nbsp;22, at Benguela on 12 August 1972]]
In 1907, five 6th Class locomotives of the [[Cape Government Railways]] were sold to the {{RailGauge|3ft6in|allk=on}} [[Benguela railway|Benguela Railway]] (CFB). These included one of the [[Dübs and Company|Dübs]]-built [[South African Class 6A 4-6-0|locomotives of 1897]] and two each of the [[Neilson and Company]] and [[Neilson and Company#Turn of the 20th century|Neilson, Reid and Company]]-built [[South African Class 6B 4-6-0|locomotives of 1897 and 1898]].<ref name="Holland 1"/> (Also see [[:en:4-6-0#South Africa|South Africa - Cape gauge]])
In the mid-1930s, in order to ease maintenance, modifications were made to the running boards and brake gear of the CFB locomotives. The former involved mounting the running boards higher, thereby getting rid of the driving wheel fairings. This gave the locomotives a much more American rather than British appearance.<ref name="Talk">[[:Talk:South African Class 6B 4-6-0#Content of email received from Peter Bagshawe on 9 Jul 2011|Class 6B - Information supplied by Peter Bagshawe]]</ref><ref>British Overseas Railways Historical Trust, Journal No.&nbsp;8 & 9</ref>
====Narrow gauge====
In April 1951, three [[South African Class NG9 4-6-0|Class NG9]] locomotives were purchased from the South African Railways for the [[Moçâmedes Railway|''Caminhos de Ferro de Moçâmedes'']] (CFM). They were placed in service on the ''Ramal da Chibía'', a {{RailGauge|600mm|lk=on}} gauge branch line across {{convert|116|km|mi|0|abbr=off}} from [[Lubango|Sá da Bandeira]] to [[Chiange]]. The locomotives were observed dumped at the Sá da Bandeira shops by 1969 and the branch line itself was closed in 1970.<ref name="Paxton-Bourne"/><ref name="Bagshawe">[[:Talk:South African Class NG9 4-6-0#Content of email received from Peter Bagshawe on 26 August 2011|Class NG9 - Information supplied by Peter Bagshawe]]</ref> (Also see [[:en:4-6-0#South Africa|South Africa - Narrow gauge]])
===Bechuanaland===
In 1897, three [[South African Class 6B 4-6-0|Class 6]] {{nowrap|4-6-0}} locomotives were ordered by the Cape Government Railways (CGR) from [[Neilson and Company]] for use on the new [[Vryburg]] to [[Bulawayo]] line of the fledgling Bechuanaland Railway Company (BR). The line through [[Bechuanaland Protectorate]] was still under construction and was operated by the CGR on behalf of the BR at the time. The locomotives were eventually returned to the CGR.<ref name="Holland 1"/><ref name="Pattison 1">{{Pattison-Seventh|page=7–8}}</ref>
===Canada===
Around 1912, the [[Algoma Eastern Railway]] in [[Ontario]], Canada, acquired [[Baldwin Locomotive Works]] #20272, a 4-6-0, which had been built in 1902. The locomotive was scrapped in 1927.<ref>{{cite web |url=http://www.magma.ca/~morcomp/roster.html |website=The Unofficial Web Site of the Algoma Eastern Railway |title=The Algoma Eastern Railway Alltime Roster |archive-url=https://web.archive.org/web/20120402140447/http://www.magma.ca/~morcomp/roster.html |archive-date=2 April 2012 |first=Dale |last=Wilson |access-date=20 December 2019}}</ref>
Besides several of the country's smaller railroads, Canada's two largest railroads, the [[Canadian National Railway]] and [[Canadian Pacific Railway]] also rostered examples of 4-6-0s, some of which have been preserved. Among the more modern examples for both railroads were the Canadian National H-6 and the Canadian Pacific D10.
===Denmark===
[[File:DSB R935 1912.jpg|thumb|DSB R (I) 935, Borsig 1912]]
In 1912, DSB or Danish state railways (Danske statsbaner) would receive the first 2 of 30 R class steam locomotives. 2 versions of the class would be built.
* R (I): 20 of this type would be built. They had a 2-cylinder layout.
* R (II): 10 of this type would be built. They had a 3-cylinder layout.
After WWII, DSB would end up with 3 [[Prussian P 8|Prussian P8 class]] 4-6-0 steam locomotives. They would eventually take ownership of them, classifying them as the T class.
===Finland===
The [[VR Group|Finnish State Railways]] (''Suomen Valtion Rautatiet'' or SVR, later the ''Valtionrautatiet'' or VR) operated the Classes Hk1, Hk2, Hk3, Hk5, [[VR Class Hv1|Hv1]], Hv2, Hv3, Hv4, Hr2 and Hr3 locomotives with a {{nowrap|4-6-0}} wheel arrangement.
The Class Hk1, numbers 232 to 241, was built by [[Baldwin Locomotive Works]] in 1898. The ten Baldwin locomotives were originally designated H1 class.<ref name=rakov/>
Numbers 291 to 300 and 322 to 333 were built by the [[Richmond Locomotive Works]] in 1900 and 1901. The 22 Richmond locomotives were originally designated H2 class and were nicknamed ''Big-Wheel Kaanari''. One of them, No.&nbsp;293, the locomotive that brought [[Lenin]] from exile in August–September 1917 prior to the Russian Revolution, was presented by [[Finland]] to the [[Soviet Union]] on 13 June 1957 and is preserved at the [[Finland Station]] in St. Petersburg, Russia.<ref name=rakov/>
Another 100 of these locomotives were manufactured in Finland from 1903 to 1916, numbered in the range from 437 to 574 and initially designated H3 to H8 classes.<ref name=rakov/>
The Class Hk5 was numbered from 439 to 515. One, No.&nbsp;497, is preserved at [[Haapamäki]].
[[File:Finnish460.jpg|thumb|left|Finnish [[VR Class Hv1|Class Hv1]] {{nowrap|4-6-0}}, built by [[Tampella]] in 1915]]
The [[VR Class Hv1|Class Hv1]] was built from 1915 by [[Tampella]] and [[Lokomo]]. They were nicknamed ''Heikki'' and were numbered 545 to 578 and 648 to 655. The class remained in service until 1967. One, No.&nbsp;555 named ''Princess'', is preserved at the [[Finnish Railway Museum]].
[[File:Hv2 Helsinki 1960.jpg|thumb|right|Class Hv2 No.&nbsp;583 at Helsinki Central station in 1960]]
The Class Hv2 was built by [[Berliner Maschinenbau]] and Lokomo in the years between 1919 and 1926. They were numbered 579 to 593, 671 to 684 and 777 to 780. One, No.&nbsp;680, is preserved at Haapamäki.
The Class Hv3 was built by Berliner, Tampella and Lokomo in the years from 1921 to 1941. They were numbered 638 to 647, 781 to 785 and 991 to 999. Three Class Hv3 locomotives were preserved, No.&nbsp;781 at [[Kerava]], No.&nbsp;995 at [[Suolahti]] and No.&nbsp;998 at Haapamäki.
The Class Hv4 was built by Tampella and Lokomo in the years from 1912 to 1933 and were numbered 516 to 529, 742 to 751 and 757 to 760. Two, numbers 742 and 751, are preserved at Haapamäki.
The [[Swedish State Railways]] (''Statens Järnvägar'' or SJ) sold its Class Ta and Tb locomotives to Finland in 1942. At the time, they were not in traffic in Sweden and, since they were purchased by Finland, they were not considered as war assistance. The Class Ta was designated Class Hr2 in Finland while the Class Tb was designated Class Hr3.
* The Class Hr2 was numbered from 1900 to 1906 and had been built by [[Sweden|Swedish]] builders [[NOHAB]] (''Nydqvist & Holm AB'') and [[Motala Verkstad]] in the years from 1901 to 1905. They were withdrawn from service in Finland between 1950 and 1953.
* The Class Hr3 was numbered from 1907 to 1919 and had been built in Sweden by NOHAB, Motala, the ''Vagn & Maskinfabriks AB'' in [[Falun]] and ''Nya AB Atlas'' in [[Stockholm]] in the years from 1906 to 1908. The Class Hr3 was withdrawn from service in Finland between 1952 and 1953.
===France===
[[File:Baldwin Inaugural run.jpg|thumb|Baldwin Class 10-12-D {{nowrap|4-6-0}}T No.&nbsp;778 at the [[Leighton Buzzard Light Railway]]]]
Two 4-6-0 tank locomotive types saw service in France.
The [[Réseau Breton 4-6-0 tank locomotives|Réseau Breton tank locomotives]] were a class of {{RailGauge|1000mm|al=on|allk=on}} locomotives of which five were built in 1904 for the [[Réseau Breton]] railway by [[Société Franco-Belge]] at its [[Raismes]] factory.<ref name=CM>{{cite journal |year=2010 |title=Réseau Breton 230T |journal=Continental Modeller |publisher=Peco Publications |issue=September 2010 |pages=560–564 }}</ref> A further seven locomotives were built by [[Société Alsacienne de Constructions Mécaniques]] (SACM) at its [[Belfort]] plant in France in 1909.
The [[Baldwin Class 10-12-D]] {{RailGauge|600mm}} gauge [[pannier tank]] locomotives were built in the United States by [[Baldwin Locomotive Works]] for the British [[War Department Light Railways]], for service in France in 1916 and 1917 during the [[First World War]]. A further batch was built by the [[American Locomotive Company]]. After the war, many of these locomotives were sold to work in France, Britain and India.
===Germany===
[[File:Württembergische D 1898.png|thumb|right|A [[Württemberg]]ian D class {{nowrap|4-6-0}} of 1898]]
The {{nowrap|4-6-0}} wheel arrangement was very popular on the railroads of German states from the turn of the 19th and 20th centuries, when they gradually replaced [[4-4-0|{{nowrap|4-4-0}} American]] type locomotives, initially especially on hilly terrain. In 1925, after the creation of the [[Deutsche Reichsbahn]] (DRG), express {{nowrap|4-6-0}} passenger locomotives were classified under group 17, while regular {{nowrap|4-6-0}} passenger locomotives were classified under group 38.
====Baden====
In 1894, [[Baden]] adopted its [[Baden IV e|IVe class]] passenger locomotives of [[Alfred de Glehn]] design, the first four-cylinder compound {{nowrap|4-6-0}} locomotive ever. Altogether 83 were built and later became the DRG class 38<sup>70</sup>.<ref name=dampf1/>
====Bavaria====
[[Bavaria]] acquired three {{nowrap|4-6-0}} express passenger locomotive classes. All were [[Maffei (company)|Maffei]]-built four-cylinder compound locomotives.<ref name=dampf1/>
* The [[Bavarian C V|C V]] class, of which 43 were built from 1899, later the DRG class 17<sup>3</sup>.
* The [[Bavarian S 3/5|S 3/5N]] class, of which 39 were built from 1903, later the DRG class 17<sup>4</sup>.
* The superheated steam [[Bavarian S 3/5|S 3/5H]] class, of which thirty were built from 1906, later the DGR class 17<sup>5</sup>.
Bavaria only began using {{nowrap|4-6-0}} passenger locomotives in 1905.
* The first was the [[Bavarian P 3/5 N|P 3/5 N]] class, of which 36 were built, later the DRG class 38<sup>0</sup>.
* After a long break, Bavaria ordered a superheated steam [[Bavarian P 3/5 H|P 3/5 H]] class in 1921. Eighty of these were built and later became the DRG class 38<sup>4</sup>.<ref name=dampf2>Horst Obermayer, Manfred Weisbrod, ''Dampflok-Report: Lokomotiv-Archiv. Band No.&nbsp;2. Baureihen 22-39'', Merker Verlag 1995, {{ISBN|3-922404-72-3}}, pp. 44-49 {{in lang|de}}</ref>
====Prussia====
In 1899, [[Prussia]] ordered a short series of eighteen De Glehn passenger locomotives that were designated S 7 class.<ref>Herbert Rauter: ''Preußen-Report. Band 4: Naßdampf-Personenzuglokomotiven P 0'' – pp. 4, 7. Hermann Merker Verlag, 1991, {{ISBN|3-922404-21-9}}, pp.76-78 {{in lang|de}}</ref>
The most numerous {{nowrap|4-6-0}} series in the world was the [[Prussian P 8]] passenger locomotive, later the DRG class 38<sup>10-40</sup>, of which 3,556 were built for the [[Prussian state railways]] and German railways between 1906 and 1923. Of these, 627 locomotives were given to other countries after the First World War. When exports and licensed production in Romania are included, their number reached almost four thousand.<ref>Günther Scheingraber, Manfred Weisbrod (1993). ''Preußen-Report. Band 7: Heißdampf-Personenzuglokomotiven P 6, P 8, P 10 und preußische Tender''. Hermann Merker Verlag, {{ISBN|3-922404-53-7}}, pp. 32, 36</ref> (Also see [[:en:4-6-0#Poland|Poland]])
Prussia only started to operate {{nowrap|4-6-0}} express locomotives of its [[Prussian S 10|S 10]] family from 1910. While they were externally similar, they differed in engine arrangement.<ref name=dampf1>Horst Obermayer, Manfred Weisbrod: ''Dampflok-Report: Lokomotiv-Archiv. Band No.&nbsp;1. Baureihen 01-19'', Merker Verlag 1993, {{ISBN|3-922404-40-5}}, pp.58-67 {{in lang|de}}</ref>
* The S 10 quadruple (4-cylindre, single expansion) of which 202 were built from 1910, later the DRG class 17<sup>0-1</sup>.
* The S 10<sup>1</sup> 4-cylindre compound, of which 237 were built in two batches from 1911 and 1914 (with pre-heater), later the DRG class 17<sup>10-12</sup>.
* The S 10<sup>2</sup> 3-cylindre, of which 124 were built from 1914, later the DRG class 17<sup>2</sup>.
====Saxony====
From 1906, [[Saxony]] used {{nowrap|4-6-0}} express service locomotive classes XII H, XII HV and XII H1, of which 6, 42 and 7 were built respectively. They later became the DRG classes 17<sup>6</sup>, 17<sup>7</sup> and 17<sup>8</sup> respectively. All were superheated steam locomotives, differing mostly in engine arrangements.<ref name=dampf1/>
More numerous were the [[Saxon XII H2]] class passenger locomotives, of which 169 were built from 1910. They later became the DRG class 38<sup>2-3</sup>.<ref name=dampf2/>
====Württemberg====
From 1898, the [[Royal Württemberg State Railways]] used [[Württemberg D|D class]] passenger locomotives. It was also a four-cylinder compound locomotive, of which fourteen were built.<ref>Jan Piwowoński: ''Parowozy kolei polskich'', Warsaw: WKiŁ, 1978, p.228 {{in lang|pl}}</ref>
=== Indonesia ===
[[File:DKA C51 (C 51 01 B).jpg|thumb|NIS 371 or DKA C51 01 in open air taken in 2008 at Indonesia Railway Museum, [[Ambarawa]],[[Central Java]]]] ''[[Nederlandsch-Indische Spoorweg Maatschappij]]'' (NIS) received 10 units of the first [[Superheater|superheated]] 4-6-0 long-range runner for [[3 ft 6 in gauge railways|3 ft 6 in]] (1,067 mm) from [[Beyer, Peacock and Company|Beyer, Peacock and Company, Manchester]]. These locos were come in 1913, and classified as NIS Class 370 (371-380). After arriving in [[Java]], these locomotives worked as an effort to pursue the target of taking the Gundih–Surabaya with a travel time of approximately 7 hours. 4 units worked on Batavia ([[Jakarta]])–Buitenzorg ([[Bogor]]) for express trains. While the rest of the 6 were used on Soerabaia NIS ([[Surabaya Pasar Turi railway station|Surabaya Pasar Turi]])–Gundih line and allocated in Cepu depot, [[Central Java]]. The NIS 370 class locomotives also underwent technical and design improvements so that it was able to reach a maximum speed of 75 kilometres per hour (47 miles per hour) which was much faster than the original speed of only around 60 kilometres per hour (37 miles per hour).<ref name=":1">{{Cite book |last=Oegema |first=J. J. G. |title=De Stoomtractie op Java en Sumatra |publisher=Kluwer Technische Boeken, B.V. |year=1982 |isbn=978-90-201-1520-8 |location=Deventer-Antwerpen |language=Dutch}}</ref>
[[File:SRT 751 - JNR C52 (756 C W).jpg|thumb|SRT 751 or C52 17 at Army Engineering Museum, [[Thailand]]]]
Apart from being used to pull express trains, the NIS 370s were also used to haul freight trains. This freight train contains petroleum from ''Koloniale Petroleum Verkoop Mij.'' (KPVM). KPVM was a part of the NKPM company (''Nederlandsche Koloniale Petroleum Maatschappij'').<ref name=":0">{{Cite book |author=Yoga Bagus Prayogo |author2=Yohanes Sapto Prabowo |author3=Diaz Radityo |title=Kereta Api di Indonesia. Sejarah Lokomotif di Indonesia |publisher=Jogja Bangkit Publisher |year=2017 |isbn=978-602-0818-55-9 |location=Yogyakarta |language=Indonesian}}</ref> Not quite a long, NIS also imported 20 more 4-6-0 locomotives with similar characteristics to the NIS Class 370 but with some improvements from 3 different builders. At first batch, they received 5 units from [[Werkspoor|Werkspoor, N.V.]] ([[Netherlands]]) in 1918-1919. Then, the second batch consisting 5 units from [[Henschel & Son]] ([[Germany]]) in 1921. At last, 10 units from Werkspoor and [[Beyer, Peacock and Company]] finally came in 1922 to serve the increase of passenger traffics.<ref>{{Cite web |title=Indonesian state railways |url=https://searail.malayanrailways.com/PJKA/PJKA.htm |url-status=live |archive-url=https://web.archive.org/web/20220929000745/https://searail.malayanrailways.com/PJKA/PJKA.htm |archive-date=29 Sep 2022 |website=Asian Railways}}</ref> Soon, the new upgraded 4-6-0 [[superheater]] locomotives were classified as NIS Class 381 (381-400) and worked on [[Semarang Tawang railway station|Semarang Tawang–]]Cepu–[[Surabaya Pasar Turi railway station|Soerabaia NIS]] and Semarang Tawang–''Vorstenlanden'' ([[Solo Balapan railway station|Surakarta]] and [[Lempuyangan railway station|Jogja Lempuyangan]]) lines. In 1935, NIS received the concession to upgrade their mainline from Soerabaia to Semarang which was tram line becoming 2nd class railway line. NIS 381–400 once reached a speed of up to 105 kilometres per hour (65 miles per hour) during some series of tests, making it the fastest locomotive fleet owned by NIS at that time.<ref name=":1" /><ref name=":0" /> During [[Japanese occupation of the Dutch East Indies]] in 1942, all of Dutch East Indies private / state-owned railway locomotives were renumbered based on [[Japan Railways locomotive numbering and classification|Japanese numberings]]. The NIS 370s were renumbered to C51, while the NIS 380s became C52. It could be said that C52s were the missing class of locomotives because almost all of them were sent by Japanese and Dutch to various countries in the [[Mainland Southeast Asia|Indochina]] and [[Malay Peninsula]] regions during war period and were never operated again after [[Proclamation of Indonesian Independence|Indonesian independence]] and they also lack of documentations. Many were sent to Malaya, Cambodia, Thailand and had been scrapped in 1949-1950s because they had been re-gauged to 1,000 mm. From 20 of them, only C52 17 (ex-NIS 397) is preserved in Army Engineering Museum, [[Ratchaburi]], [[Thailand]].<ref>{{Cite web |date=2013 |title=Preserved / Extant Steam Locos and Steam Cranes in Thailand |url=https://www.internationalsteam.co.uk/trains/thaipreserved.htm |website=The International Steam Pages}}</ref> While the C51s were so lucky because they remained in service in Java during the war. From 10 of them, only C51 01 is preserved in [[Ambarawa Railway Museum]], [[Central Java]].
[[File:DKA C54 (54 17 C W).jpg|thumb|SCS 217 or DKA C54 17 at Indonesia Railway Museum, [[Central Java]]]]
On the other hand, ''Samarang–Cheribon Stoomtram Mij.'' (SCS) or Samarang–Cheribon Steam Tramway imported 19 units of superheated 4-6-0s, consisting 13 from [[Sächsische Maschinenfabrik|Hartmann, Chemnitz]] and 6 from [[Beyer, Peacock and Company|Beyer, Peacock and Company, Manchester]] in 1922, classified as SCS Class 200 (201–219) and worked both for freight and express trains on north coastline of [[Semarang Poncol railway station|Semarang]]–[[Cirebon Prujakan railway station|Cheribon]] which was connected to ''[[Staatsspoorwegen|Staatsspoorwegen's]]'' (SS) line to [[Jakarta Kota railway station|Batavia]].<ref>{{Cite book |last=Asosiasi Perkeretaapian Indonesia |first=Tim Telaga Bakti Nusantara |title=Sejarah Perkeretaapian Indonesia |publisher=Angkasa |year=1997 |isbn=979-665-168-8 |location=Bandung |language=Indonesian}}</ref><ref name=":1" /> This line was completed on November 1, 1914 to support the transportation of passengers and freights, especially on the north coast of Java. Some cities like [[Semarang]], [[Pekalongan]], [[Tegal]] and [[Cirebon|Cheribon]], there were 54 [[Sugarcane mill|sugar mills]] operating at that time.<ref>{{Cite book |last=Besari |first=M. Sahari |title=Teknologi di Nusantara: 40 Abad Hambatan Inovasi |publisher=Salemba Teknika |year=2008 |isbn=978-979-95492-5-9 |location=Jakarta |language=Indonesian}}</ref> The completion of this line construction was also made an increase in the volume of freights and number of passengers transported. By 1912-1921, just before receiving 4-6-0 engines, SCS had improved the quality of their line, especially on the Cirebon–Semarang which is 226 kilometres (140 miles) away with the aim to increase the speed limits of their trains. Speed limit for trains on the Cirebon–Semarang route had been changed from 59 kilometres per hour (37 miles per hour) to 75 kilometres per hour (47 miles per hour). With the improvement in the quality of this rail line, the SCS 200s with express trains could serve passengers traveling from Batavia to Semarang in just 7 hours. Passengers first have a transit at [[Cirebon railway station|Cheribon]] which owned by SS, then they continue using SCS trains to Semarang. During [[Japanese occupation of the Dutch East Indies|Japanese occupation]], all SCS Class 200 were renumbered to C54 class and around 4 units of them were moved to [[Sumatra]] to serve the Muaro ([[West Sumatra]])–[[Pekanbaru]] (Riau) train transport line. This locomotive was tested to haul the transport coal train from coal mines in West Sumatra. Of the 19 units of C54, there are currently 2 remaining, a C54 with unknown individual number and C5417, C5417 (from Beyer Peacock) is preserved at the [[Ambarawa Railway Museum]], [[Central Java]]. Meanwhile, the unidentified C54 locomotive is abandoned in the forest in Tutup Kain Selatan, [[Kampar Regency]], [[Riau]] with its incomplete physical condition.
===Ireland===
The only Irish railways to use the 4-6-0 type were the Great Southern & Western Railway (GS&WR) and its larger successor, Great Southern Railways (GSR). The GS&WR had 4-6-0s for both fast freight and express passenger service. The culmination of Irish 4-6-0 design was the [[GSR Class 800]] or B1a class, introduced in 1939. Three of these locomotives were built for top express passenger work on the Dublin-Cork mainline, coincidentally resembling the United Kingdom's [[LMS Royal Scot Class|''Royal Scot'' Class]] as rebuilt. They were the last new steam locomotives to be built for the GSR.
===New Zealand===
The [[New Zealand Railways Department]] built its first home-built tender locomotives in 1894, using the 4-6-0 wheel arrangement. Designated as the "U" class their production run lasted for a decade and produced only nine locomotives. Lack of colonial capacity resulted in an order for units built in the United Kingdom - but production delays led to a batch of ten Baldwin-built locomotives being ordered - which were promptly delivered. When the half-dozen Sharp Stewart examples entered service the designation in the annual locomotive returns became the "Colonial U", "American U", and "English U" even though the Sharp Stewarts were built in Scotland.
Another Baldwin batch and Sharp Stewart batch arrived into service in 1901, along with a sample from Richmond and another sample from Brooks - although the ALCO merger occurred before delivery. With the proliferation of batches the classification became "U" for the colonial-built examples, "Ua" for the early Sharp Stewarts, "Ub" for all American-built locomotives, and "Uc" for the second batch of Sharp Stewarts.
The Baldwins were considered free steamers and were for a time the best locomotives in the colony. The Brooks was highly regarded. The Richmond was not successful. The Sharp Stewarts and colonial locomotives were more finely built than the Baldwins - but poorer steamers. The colonial locomotives were never successful in mainline work - they subsequently became a useful branchline locomotive.
By 1901 the introduction of "Pacific" types began to push the Ten-Wheelers into second-tier service. The combination of standardisation and the Great Depression saw the Ua, early Ub, and the sample locomotives scrapped. The later Ub and Uc classes lasted until 1957 - but were scrapped whenever uneconomic repairs were needed, and also because dieselisation had begun to displace more modern steam locomotives into what had been their territory. Even in their last years, the Sharp Stewarts did primarily passenger duty because they didn't have the hauling ability for freight work when compared to the Baldwins. 
The privately owned Wellington and Manawatu Railway purchased two Ten-Wheelers from Baldwin in 1904. In 1908 they were acquired by the Government and became the Ud Class. They were also a victim of standardisation and were scrapped when repairs were required - the last being written off in 1931.  In all, NZGR had forty-nine of 4-6-0 locomotives, from five manufacturers, built over eleven years to nine different standards.<ref>{{NZR Steam Locomotive}}</ref>
===Norway===
[[File:NSB 27A.jpg|thumb|NSB Class 27]]
In 1879, the Norwegian State Railways, the ''Smaalensbanen'' and ''Merakerbanen'', received four ten-wheelers with three-axled tenders from Baldwin Locomotive Works which were the first 4-6-0s in Europe.<ref>Sando, S. (1984). Die ersten 2C-Schlepptender-loks in Europa. In ''Lok Magazin 128'' September/Oktober 1984, p. 344-345.</ref>
===Poland===
[[File:Ok 22.jpg|thumb|Polish [[PKP class Ok22|class Ok22]]]]
The [[Polish State Railways]] (PKP) used several classes of Prussian and other German {{nowrap|4-6-0}} locomotives. The most significant of these was the [[Prussian P 8]], classified in Poland as the [[PKP class Ok1]]. After the First World War, Poland received as reparations and also bought altogether 257 of these locomotives. After the [[Second World War]], their number rose to 429 locomotives, which made it the most numerous passenger locomotive in Poland. A few were preserved and kept in working condition, including Class Ok1 No.&nbsp;359.<ref name=atlas>Paweł Terczyński (2003): ''Atlas parowozów'' (Steam locomotives' atlas), Poznań, {{ISBN|83-901902-8-1}}, p. 56-57 {{in lang|pl}}</ref> (Also see [[:en:4-6-0#Prussia|Germany - Prussia]])
A significant number of the [[Prussian S 10]] family of express passenger locomotives were also used in Poland. There were 52 in total, classified as Pk1, Pk2 and Pk3.<ref>Jan Piwowoński: ''Parowozy kolei polskich'', Warsaw: WKiŁ, 1978, p.148 {{in lang|pl}}</ref>
During the inter-war period, a [[PKP class Ok22]] locomotive was designed in cooperation with German builders [[Hanomag]]. It was basically an improved class Ok1 with a more efficient boiler. Altogether 190 of them were produced for the PKP, of which all but five were manufactured in Poland.<ref name=atlas/>
===Romania===
After WWI, [[Romania]] received as war reparations 18 [[Prussian P 8]] locomotives (classified as the ''CFR 230.000 Class''), and then imported other 127 units for [[Căile Ferate Române]] (CFR), in 1921–1930. Further 226 locomotives were licence-manufactured in Romania by [[Reșița works]] (between 1932 and 1936), and [[FAUR|Malaxa]] (1932-1939).<ref>[http://www.trennet.ro/products/gallery/file74.pdf Tren Magazin 11/1993] {{Webarchive|url=https://web.archive.org/web/20190306044642/http://www.trennet.ro/products/gallery/file74.pdf |date=2019-03-06 }} {{in lang|ro}}</ref><ref>[http://www.gari.ro/cfr/istorie/locomotive-cu-aburi Locomotive cu aburi] {{in lang|ro}}</ref><ref>[http://www.railwayfan.ro/aburi/html/230_000.html C.F.R. 230.000 Class Locomotive] {{Webarchive|url=https://web.archive.org/web/20160328145901/http://www.railwayfan.ro/aburi/html/230_000.html |date=2016-03-28 }} {{in lang|ro}}</ref>
===Russia===
{{nowrap|4-6-0}} passenger locomotives became quite popular in Russia at the turn of the 20th century. While the locomotives originally had separate class designations on each Russian railroad, common Russian class designations were introduced in 1912. The Russian {{nowrap|4-6-0s}} were the A, {{nowrap|A{{su|p=D|b=K}},}} {{nowrap|A{{su|p=D}},}} {{nowrap|A{{su|p=V}},}} V, Zh, Z, G, U, K, B and {{nowrap|K{{su|p=U}}}} classes.
* The first and most numerous class was the Vladicaucasian Railway's A class, in the {{nowrap|A{{su|p=D|b=K}},}} {{nowrap|A{{su|p=D}}}} and, the most numerous, {{nowrap|A{{su|p=V}}}} series. It was a [[Kolomna Locomotive Works|Kolomna factory]] design, of which 533 were built for several railroads in several Russian and German factories from 1892 until 1907. All were two-cylinder compound locomotives with {{convert|1830|mm|in|adj=on}} diameter coupled wheels.<ref name=rakov>Rakov, V.A. (1995), ''Lokomotivy otechestvennyh zheleznyh dorog 1845-1955'' (Locomotives of domestic railways 1845-1955), Moscow, {{ISBN|5-277-00821-7}}, p.217-238 (in Russian)</ref>
* In 1896, 88 [[Baldwin Locomotive Works|Baldwin]]-built four-cylinder [[Vauclain compound]] locomotives were introduced, designated V class (V for Vauclain, В in Russian).<ref name=rakov/>
* Also from 1896, [[Henschel & Son|Henschel]]-designed locomotives were introduced. Altogether 210 were built from 1896 to 1909, fourteen by Henschel and the rest in Russia. They were two-cylinder compound locomotives with {{convert|1700|mm|in|adj=on}} diameter coupled wheels and were regarded as a more successful design than the A class. These locomotives were later designated as the Zh class (Ж in Russian). A development of the  Zh class was the superheated Z class (З in Russian), of which 24 were built from 1902.<ref name=rakov/>
* From 1901 to 1903, stronger passenger locomotives were built, the G class (Г in Russian). These locomotives were of Vladicaucasian Railway and [[Bryansk]] factory design. Of these, 39 were built for the Vladicaucasian Railway and another 85 for Eastern Chinese railroads. They were two-cylinder compound locomotives with {{convert|1730|mm|in|adj=on}} diameter coupled wheels. Some of these locomotives were later retrofitted with superheaters.<ref name=rakov/>
* [[File:Russian Class U locomotive Number U127.JPG|thumb|[[Russian locomotive class U|U class]] [[Locomotive U-127|U-127]], Lenin's locomotive, at the [[Museum of the Moscow Railway]]]]The [[Russian locomotive class U|class U]] (У in Russian) was a four-cylinder oil-burning [[Compound locomotive#De Glehn|De Glehn compound locomotive]] which first appeared in 1906, initially on the Ryazan-Ural railroad. Of these, 62 were built at the [[Kirov Plant]] between 1906 and 1916. By the beginning of 1940, the inventory still listed 47 U class locomotives and the last of them were withdrawn in 1952. Lenin's locomotive, U class No.&nbsp;U-127 that was used during his funeral, is preserved at [[the Museum of the Moscow Railway]].<ref name=rakov/>
* Altogether 145 heavier superheated K-class (К in Russian) passenger locomotives were built between 1907 and 1912. They were of [[Kolomna Locomotive Works|Kolomna factory]] design and were two-cylinder simple expansion (simplex) locomotives with {{convert|1700|mm|in|adj=on}} diameter coupled wheels.
* At the same time, the Briansk factory designed an improved superheated development of the G class that was produced between 1907 and 1914 as the B class (Б in Russian). Altogether 252 were built in Briansk and Lugansk. They were two-cylinder simplex locomotives with {{convert|1830|mm|in}} diameter coupled wheels that were quite successful in express work.<ref name=rakov/>
* Between 1911 and 1914, Kolomna built 39 stronger {{nowrap|K{{su|p=U}}}} class locomotives ({{nowrap|К{{su|p=У}}}} in Russian) with {{convert|1900|mm|in|adj=on}} diameter coupled wheels for faster trains.<ref name=rakov/>
===South Africa===
Eighteen classes of {{nowrap|4-6-0}} locomotives saw service in South Africa, sixteen on {{RailGauge|Cape|allk=on}} and two on {{RailGauge|2ft}} narrow gauge. Of these, only two were conventional tank locomotives, while two others were delivered as tank-and-tender locomotives with optional tenders.<ref name="Holland 1"/><ref name="Paxton-Bourne">{{Paxton-Bourne|pages=10-11, 19-20, 28, 41-44, 104, 110, 113, 156}}</ref>
====Cape gauge====
[[File:NGR K&S Class 26 (4-6-0T).jpg|thumb|left|NGR Class G No.&nbsp;26, {{circa|1900}}]]
Between 1879 and 1885, the [[Natal Government Railways]] (NGR) placed 37 {{nowrap|4-6-0}} tank locomotives in service. Of these, 18 were built by [[Kitson and Company]] and 19 by Stephenson. On the NGR they were designated Class G. When the SAR was established in 1912, the 15 unmodified survivors were designated [[South African Class C 4-6-0T|Class C]]. The last one was withdrawn from service in the mid-1980s, after more than 105 years in service.<ref name="Holland 1"/><ref name="Paxton-Bourne"/>
In 1880 and 1881, the Cape Government Railways (CGR) placed 18 [[CGR 4th Class 4-6-0TT 1880|4th Class]] tank-and-tender locomotives in mainline service on its Midland System working out of Port Elizabeth and Eastern System working out of East London. Four of these locomotives were still in service when the South African Railways was established in 1912.<ref name="Holland 1"/><ref name="Littley 2">''C.G.R. Numbering Revised'', Article by Dave Littley, SA Rail May–June 1993, pp. 94-95.</ref>
[[File:CGR 4th Class 4-6-0TT 1882 no. M65, 265, 465.jpg|thumb|Stephenson-built CGR 4th Class]]
In 1882 and 1883, the CGR placed 68 {{nowrap|4th Class}} {{nowrap|4-6-0}} tank-and-tender locomotives in mainline service on all three systems. It was an improved version of the 4th Class locomotives of 1880 with larger coupled wheels, built by two manufacturers. Robert Stephenson and Company built [[CGR 4th Class 4-6-0TT 1882|33 with Stephenson valve gear]], while Neilson and Company built [[CGR 4th Class 4-6-0TT 1882 Joy|35 with Joy valve gear]]. Of these locomotives, 26 were still in service when the South African Railways was established in 1912.<ref name="Holland 1"/><ref name="Littley 2"/>
[[File:CGR 4th Class 4-6-0TT 1884 Joy Exp.jpg|thumb|left|CGR experimental 4th Class]]
Four tank-and-tender locomotives of the CGR's [[CGR 4th Class 4-6-0TT 1884|Experimental 4th Class]] were supplied by Neilson in 1884, built to the design of J.D. Tilney, Locomotive Superintendent of the Cape Eastern System at the time, to be able to use low-grade local coal. They had [[Joy valve gear]] and unusual six-wheeled tenders, with the leading axle mounted in a rigid frame and the other two axles mounted in a bogie. One of the locomotives survived until 1912 and was designated SAR Class 04 as an obsolete locomotive.<ref name="Holland 1"/>
The first twenty of the CGR [[CGR 5th Class 4-6-0 1890|5th Class]] tender locomotives were delivered from [[Dübs and Company]] in 1890. In 1891, the CGR placed a second batch of thirty [[CGR 5th Class 4-6-0 1891|{{nowrap|5th Class}}]] tender locomotives in mainline service on all three Cape Systems. They were similar to the previous batch of 1890, but differed in respect of the diameter of their coupled wheels, the length of their smokeboxes and their tractive effort. In 1912, when the South African Railways (SAR) was established, the survivors were considered obsolete and designated Class 05. Nevertheless, some of the Class 05 locomotives survived as shunting engines in SAR service for another four decades. They were the last obsolete locomotives to be still in service when they were eventually withdrawn in 1953.<ref name="Holland 1"/><ref name="Paxton-Bourne"/>{{rp|20}}<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. 27-28. (Reprinted in April 1987 by SATS Museum, R.3125-6/9/11-1000)</ref>
The Cape 6th Class passenger locomotive was designed at the Salt River works of the CGR according to the specifications of Michael Stephens, then Chief Locomotive Superintendent of the CGR, and under the supervision of H.M. Beatty, then Locomotive Superintendent of the Cape's Western System. It was to become one of the most useful classes to see service in South Africa. In 1912, when they came into SAR stock, the 6th Class {{nowrap|4-6-0}} family was reclassified into twelve separate classes.<ref name="Holland 1"/><ref name="diagram-book">South African Railways and Harbours Locomotive Diagram Book, 2'0" & 3'6" Gauge Steam Locomotives, 15 August 1941, as amended</ref>
[[File:SAR Class 6 433 (4-6-0) ex CGR 357-OVGS 62-CSAR 338.jpg|thumb|Class 6, as delivered with a round-topped firebox and three-axle tender]]
* In 1893 and 1894, the CGR placed forty 6th Class locomotives in service, built by Dübs. Ten of them, sold to the ''Oranje-Vrijstaat Gouwerment-Spoorwegen'' (OVGS) in 1897, eventually became the Class 6-L1 on the CSAR. In 1912, all forty were assimilated into the SAR and retained their [[South African Class 6 4-6-0|Class 6 designation]].<ref name="Holland 1"/><ref name="Paxton-Bourne"/> (Also see [[:en:4-6-0#Sudan|Sudan]])
* In 1896 and 1897, the CGR acquired a second batch of fifty, built by Dübs and [[Sharp, Stewart and Company]]. These locomotives differed from the previous order in having slightly larger boilers with an increased heating surface and higher coal capacity tenders. In 1907, one was sold to the Benguela Railway in Angola. The remaining 49 locomotives were designated [[South African Class 6A 4-6-0|Class 6A]] on the SAR in 1912.<ref name="Holland 1"/><ref name="Paxton-Bourne"/> (Also see [[:en:4-6-0#Angola|Angola - Cape gauge]] and [[:en:4-6-0#Sudan|Sudan]])
* Between 1896 and 1898, the OVGS placed 24 new Cape Class 6 locomotives in service, built by Dübs, Neilson and Sharp, Stewart. During the [[Second Boer War]], these locomotives were taken over by the Imperial Military Railways (IMR) and after the war they became the CSAR Class 6-L2. All but one were assimilated into the SAR in 1912 and were designated [[South African Class 6C 4-6-0|Class 6C]].<ref name="Holland 1"/><ref name="Paxton-Bourne"/><ref name="diagram-book"/><ref name="Holland 2">{{Holland-Vol 2|pages=137-138}}</ref> (Also see [[:en:4-6-0#Sudan|Sudan]])
* In 1897 and 1898, the CGR placed a third batch of 55 in service, built by Dübs, [[Neilson and Company]] and [[Neilson and Company#Turn of the 20th century|Neilson, Reid and Company]]. They were virtually identical to the previous fifty, except that they had bogie-wheeled tenders. In 1907, four were sold to the Benguela Railway in Angola. The remaining 51 locomotives were designated [[South African Class 6B 4-6-0|Class 6B]] in 1912.<ref name="Holland 1"/><ref name="Paxton-Bourne"/> (Also see [[:en:4-6-0#Angola|Angola – Cape gauge]] and [[:en:4-6-0#Sudan|Sudan]])
[[File:Class 6D 594 (4-6-0) ex CGR 665.jpg|thumb|[[South African Class 6D 4-6-0|SAR Class 6D]]]]
* In 1898, a fourth batch of 33 were placed in service by the CGR, built by Neilson, Reid. These represented a further advance on earlier 6th Class locomotives, with a greater heating surface and a larger grate area. In 1912, they were designated [[South African Class 6D 4-6-0|Class 6D]] on the SAR.<ref name="Holland 1"/><ref name="Paxton-Bourne"/> (Also see [[:en:4-6-0#Sudan|Sudan]])
* Also in 1898, the OVGS ordered its final six new Cape 6th Class locomotives from Sharp, Stewart. These were delivered with larger cabs than their predecessors and with bogie-wheeled tenders. They were also taken over by the IMR and, after the war, came into the CSAR as Class 6-L3. In 1912, they became [[South African Class 6E 4-6-0|Class 6E]] on the SAR.<ref name="Holland 1"/><ref name="Paxton-Bourne"/><ref name="Holland 2"/>
* In 1900, two redesigned 6th Class locomotives entered service on the CGR, built by Sharp, Stewart. They had bar frames, larger cabs and bogie-wheeled tenders, and their larger heating surfaces and grate areas allowed a higher boiler pressure rating of {{convert|180|psi|kPa|abbr=off|sigfig=3}}. In visual appearance, they differed from all previous 6th Class locomotives by having higher running boards without driving wheel fairings. In 1912, they were classified as [[South African Class 6F 4-6-0|Class 6F]] on the SAR.<ref name="Holland 1"/><ref name="Paxton-Bourne"/>
[[File:SAR Class 6G 607 (4-6-0) ex CGR 263.jpg|thumb|Schenectady-built 6th Class]]
* In 1901, eight 6th Class locomotives entered service, redesigned and built by the [[Schenectady Locomotive Works]] to the specifications of the CGR. Also built on bar frames like the previous two and similar in appearance, they were larger, with larger boilers and {{convert|17+1/2|in|mm|abbr=off|sigfig=3}} diameter cylinders compared to the {{convert|17|in|mm|abbr=off|sigfig=3}} of all earlier 6th Class locomotives. In 1912, they became [[South African Class 6G 4-6-0|Class 6G]] on the SAR.<ref name="Holland 1"/><ref name="Paxton-Bourne"/><ref name="diagram-book"/><ref name="Holland 2"/>
* Also in 1901, a batch of 21 entered service on the CGR, built by Neilson, Reid to the older plate frame design, but with a larger cab. These also reverted to the {{convert|17|in|mm|abbr=off|sigfig=3}} diameter cylinders of the previous British-built locomotives, with the lower running boards with driving wheel fairings. One of them was experimental, being equipped with [[Dugald Drummond|Drummond]] cross-water tubes in the firebox. However, since the tubes were inclined to leak and were difficult to maintain, they were soon removed. In 1912, these locomotives became the [[South African Class 6H 4-6-0|Class 6H]] on the SAR.<ref name="Holland 1"/><ref name="Paxton-Bourne"/><ref name="diagram-book"/><ref name="Holland 2"/>
* Ten bar-framed locomotives were placed in service, also in 1901, designed and built by the [[Baldwin Locomotive Works]] to the specifications of the CGR. They were larger than any of the previous 6th Class locomotives, with larger boilers, large cabs, cylinders of {{convert|17+1/2|in|mm|abbr=off|sigfig=3}} bore, bar frames, stovepipe chimneys, large domes and high running boards without driving wheel fairings. In 1912, they became [[South African Class 6K 4-6-0|Class 6K]] on the SAR.<ref name="Holland 1"/><ref name="Paxton-Bourne"/>
[[File:Class 6J 646 (4-6-0) ex CGR 538.jpg|thumb|SAR Class 6J No.&nbsp;646]]
* In 1902, fourteen bar-framed 6th Class locomotives entered service on the CGR, built by Neilson, Reid. They were practically identical to the two bar-framed locomotives built by Sharp, Stewart in 1900, with high running boards without driving wheel fairings. In 1912, they were designated [[South African Class 6J 4-6-0|Class 6J]] on the SAR.<ref name="Holland 1"/><ref name="Paxton-Bourne"/>
* In 1904, the CGR placed its last two 6th Class bar-framed locomotives in service, built by the [[North British Locomotive Company]] (NBL). They were experimental and were the first South African locomotives to have piston valves and [[superheater]]s. The pistons, with a diameter of {{convert|18+1/2|in|mm|abbr=off|sigfig=3}}, were the largest yet used on the 6th Class. The [[Wilhelm Schmidt (engineer)|Schmidt]] superheater was of the smokebox type, but the arrangement was extremely complicated and not very successful. In 1912, they became the [[South African Class 6L 4-6-0|Class 6L]] on the SAR and in 1915, when they were reboilered, the superheaters were removed to convert them to saturated steam locomotives. At the same time the piston-valve cylinders were replaced with smaller slide-valve cylinders of {{convert|17+1/2|in|mm|abbr=off|sigfig=3}} bore.<ref name="Holland 1"/><ref name="Paxton-Bourne"/><ref name="diagram-book"/><ref name="Holland 2"/>
In 1897, the Pretoria-Pietersburg Railway in the [[Zuid-Afrikaansche Republiek]] (Transvaal Republic) purchased a {{nowrap|35 Tonner}} tank locomotive with a {{nowrap|4-6-0}} wheel arrangement from the Lourenco Marques, Delagoa Bay and East Africa Railway in [[Mozambique]]. The locomotive was not classified, but named [[PPR 35 Tonner 4-6-0T Portuguese|''Portuguese'']] and referred to by name.<ref name="Holland 1"/>
====Narrow gauge====
[[File:CGR Type B.jpg|thumb|left|SAR Class NG8]]
In 1903, the CGR placed six Type B {{nowrap|4-6-0}} locomotives with eight-wheeled bogie tenders in service on the [[Avontuur Railway|Avontuur]] narrow gauge line in the [[Langkloof]]. They were built by [[W. G. Bagnall]] and had bar frames, copper fireboxes and [[Stephenson valve gear]]. In 1912, they came into SAR stock and, in 1914, a further three locomotives with slightly longer boilers were acquired by the SAR. One of these was also built by Bagnall while the other two were built by [[Kerr, Stuart and Company]]. These three were commonly referred to as the Improved B. When a system of grouping narrow gauge locomotives into classes was eventually introduced somewhere between 1928 and 1930, they were to be classified as [[South African Class NG8 4-6-0|Class NG8]] but had already been withdrawn from service.<ref name="Paxton-Bourne"/><ref name="SAR Renumber"/>
During 1915 and 1916, the SAR placed six locomotives in service in the Langkloof, built by [[Baldwin Locomotive Works]]. They were very similar to the Bagnall built Type B, except that they were equipped with [[Walschaerts valve gear]]. They were later designated [[South African Class NG9 4-6-0|Class NG9]]. Three of them survived in SAR service until April 1951, when they were sold to the [[Moçâmedes Railway|''Caminhos de Ferro de Moçâmedes'']] (CFM) of [[Angola]].<ref name="Paxton-Bourne"/><ref name="Bagshawe"/> (Also see [[:en:4-6-0#Angola|Angola - Narrow gauge]])
===Sudan===
During the [[Second World War]], sixteen of the South African Railways (SAR) Classes 6 to 6D were transferred to the [[Middle East]] to assist with the war effort during the [[North African Campaign]]. The group consisted of seven [[South African Class 6 4-6-0|Class 6]], four [[South African Class 6A 4-6-0|Class 6A]], two [[South African Class 6B 4-6-0|Class 6B]], one [[South African Class 6C 4-6-0|Class 6C]] and two [[South African Class 6D 4-6-0|Class 6D]] locomotives. They were sold to the [[Sudan Railways|Sudan Railways Corporation]] in 1942.<ref name="Holland 1"/><ref name="Paxton-Bourne"/><ref name="Sudan">Class 6 to 6D sold to Sudan Railways during the WWII North African Campaign, list compiled by Austrian locomotive historian Reimar Holzinger</ref> (Also see [[:en:4-6-0#South Africa|South Africa - Cape gauge]])
===Sweden===
[[File:Hemkes (6041277354).jpg|thumb|right|SJ B class locomotive No. 1220 in operation at the ZLSM in the Netherlands.]]
[[File:Preserved "E Class" No.165 at Hua Lamphong Station. Sep 2023.jpg|thumb|Preserved "E Class" No.165 at Hua Lamphong Station. Sep 2023]]
The Swedish class of [[SJ B|B locomotives]] were of this arrangement they were used for both goods trains and high speed passenger services being built 1909-19 the locomotive was so successful three more locomotives were built in 1943-44 all locomotives were built by NOHAB. A relatively large number of the locomotives are preserved as it was one of the last steam locomotives in the strategic reserve and was kept in mothball storage until the 1990s.
===Switzerland===
[[File:SBB A3-5 in Brugg (06.2012).jpg|thumb|A Swiss Federal Railways Class A 3/5 in Brugg.]]
The Swiss Class [[SBB-CFF-FFS A 3/5|A 3/5 locomotives]] built by the [[Swiss Locomotive and Machine Works]] between 1902 and 1922 for the Jura–Simplon Railway, and the Gotthard Railway was of type 4-6-0.
=== Thailand ===
The RSR (Later [[State Railway of Thailand|SRT]])  had a fleet of British-Built "E Class" 4-6-0s which were built in three batches of 12, 5 and 24 in 1913, 1915 and 1919 respectively. They were in service all the way near the end of steam in Thailand in the late 1970s to the early 1980s. Many of these engines have been preserved at various stations around the SRT network.
===United Kingdom===
[[File:Hugh llewelyn 103 (6325586872).jpg|thumb|Highland Railway 'Jones Goods' No.103.]]
The first {{nowrap|4-6-0}} locomotive to be introduced in the United Kingdom was the [[Highland Railway Jones Goods Class|Highland Railway's ''Jones Goods'' class]] of 1894, the first of which (No.&nbsp;103) survives. Within five years, however, the wheel arrangement was being used primarily on passenger service, since British heavy freight trains were generally too slow to require a locomotive with a four-wheel leading bogie. Between 1906 and 1925, the {{nowrap|4-6-0}} became the most common express passenger locomotive type in everyday use in the United Kingdom, as a logical development from the [[4-4-0]] type that was previously used. The {{nowrap|4-6-0}} type continued to be used as [[mixed-traffic locomotive|mixed traffic locomotive]] until the end of steam in the United Kingdom in 1968.
====Pre-grouping era====
[[File:4079 Locomotive Class 4-6-0.jpg|thumb|Pendennis Castle [[GWR 4073 Class|GWR 4079]] ]]
During the [[Railways Act 1921|pre-grouping era]], from 1899 to 1923, [[Wilson Worsdell]] of the [[North Eastern Railway (UK)|North Eastern Railway]] (NER) used the type for his express passenger locomotives, the [[NER Class S|S and S1 classes]] of 1899 and 1900 that became the B13 and B14 classes of the [[London and North Eastern Railway]] (LNER) in 1923. Soon afterwards, these were followed by the appearance of other designs.
* [[John G. Robinson]] of the [[Great Central Railway]] (GCR) designed the [[GCR Class 8|Class 8]] ''Fish Engines'' of 1902.
* In 1902 and 1903, [[George Jackson Churchward]] produced the [[GWR 2900 Class|2900 ''Saint'' Class]], which was the first in a long line of {{nowrap|4-6-0}} classes operated by the [[Great Western Railway]] (GWR).
* In 1903, [[Francis Webb (engineer)|Francis Webb]] of the [[London and North Western Railway]] (LNWR) followed with his unsuccessful four-cylinder [[compound locomotive]]s of the [[LNWR 1400 Class|1400 ''Bill Bailey'' class]].
* Between 1905 and 1910, altogether 105 locomotives of [[George Whale]]'s [[LNWR Whale Experiment Class|''Experiment'' Class]] were built for the LNWR.
Two notable {{nowrap|4-6-0}} express passenger designs appeared in 1906. One was the [[Caledonian Railway]]'s [[Caledonian Railway 49 and 903 Classes|''Cardean'' Class]] which was, at the time, the most powerful locomotive in Britain. The other was Churchward's four-cylinder [[GWR 4000 Class|GWR ''Star'' Class]], which was developed and enlarged by [[Charles Collett]] as the [[GWR 4073 Class|GWR 4073 ''Castle'' class]] in 1923 and later also as the [[GWR 6000 Class|GWR 6000 ''King'' class]] in 1927.
Other significant early express {{nowrap|4-6-0}} designs included:
* The LNWR's [[LNWR Prince of Wales Class|''Prince of Wales'' Class]], with 246 locomotives built between 1911 and 1921.
* The [[LNWR Claughton Class|LNWR's ''Claughton'' Class]], with 130 locomotives built between 1913 and 1924.
* The [[GER Class S69|Class S69]] of the [[Great Eastern Railway]] (GER), with 81 locomotives produced between 1912 and 1928.
[[File:30777 Sir Lamiel on the Quorn Straight.jpg|thumb|''King Arthur'' class 30777 ''Sir Lamiel'']]
[[Robert Urie]] of the [[London and South Western Railway]] (LSWR) introduced three successful classes, the H15 class mixed traffic locomotives, introduced in 1914 and built until 1924, the [[LSWR N15 class|N15 ''King Arthur'' class]], with 74 locomotives built between 1919 and 1926, and the [[LSWR S15 class|S15 class]], with 45 locomotives built between 1920 and 1936.
In 1907, [[Wilson Worsdell]] of the NER built ten W class {{nowrap|4-6-0}}T tank locomotives. These were all rebuilt to [[NER Class W1]] [[4-6-2|4-6-2T Pacific]] between 1914 and 1917.<ref>[http://www.lner.info/locos/A/a6.shtml The London & North Eastern Railway (LNER) Encyclopedia]</ref>
====Post-grouping era====
During the [[Railways Act 1921|post-grouping era]] from 1923 to 1948, the {{nowrap|4-6-0}} wheel arrangement was used extensively by all of the [[Big Four British railway companies]], especially by the [[Great Western Railway]] (GWR) and the [[London, Midland and Scottish Railway]] (LMS), who continued to develop new designs.
[[File:GWR 5043 Earl of Mount Edgcumbe Didcot Railway Centre 4th March 2023.jpg|thumb|right|GWR 4073 Class [[GWR 4073 Class 5043 Earl of Mount Edgcumbe|5043 ''Earl of Mount Edgcumbe'']]]]
However, from the early 1930s, demands for more power and improved performance from express passenger locomotives led to the widespread introduction of [[4-6-2|4-6-2 Pacific]] locomotives, where the trailing axle could support a larger [[Firebox (steam engine)|firebox]]. Since the reduced traction of the driving wheels was not a big disadvantage with relatively light passenger trains, the {{nowrap|4-6-0}} was displaced from top-rank express services on most of the railways where they had been used, with the exception of the GWR who continued to build both mixed-traffic and express passenger {{nowrap|4-6-0}}s until nationalisation in 1948. The [[GWR 4073 Class|GWR's 4073 ''Castle'' Class]] eventually consisted of 171 express passenger locomotives, built between 1923 and 1950. The design was enlarged as the [[GWR 6000 Class|GWR's 6000 ''King'' Class]], with thirty locomotives built between 1927 and 1930.
Several new mixed traffic {{nowrap|4-6-0s}} were also introduced:
* The [[Southern Railway (UK)|Southern Railway]] improved the LSWR's ''King Arthur'' class and introduced the [[SR Lord Nelson class|''Lord Nelson'' class]], which was briefly the most powerful class in Britain. Sixteen locomotives were built between 1926 and 1929.
* The LMS introduced the [[LMS Royal Scot Class|7P ''Royal Scot'' class]], with 71 locomotives built between 1927 and 1930, and the [[LMS Patriot Class|6P ''Patriot'' class]], with 52 locomotives built between 1930 and 1934. All of the ''Royal Scots'' and 18 of the ''Patriots'' were subsequently rebuilt in line with Stanier's practice and were very successful in this form.
* The largest and most successful British {{nowrap|4-6-0}} class was the [[LMS Stanier Class 5 4-6-0|LMS Class 5 ''Black Five'']], designed by [[William Stanier]] and consisting of 842 locomotives, built between 1934 and 1951. Stanier also designed the [[LMS Jubilee Class|LMS 6P ''Jubilee'' class]], with 191 locomotives built between 1934 and 1936.
[[File:GWR 'Hall' 5972 'Olton Hall' at Doncaster Works.JPG|thumb|right|GWR ''Hall'' Class ''Olton Hall'' hauled the ''Hogwarts Express'' in the [[Harry Potter (film series)|''Harry Potter'' films]]]]
Charles Collett of the GWR developed [[George Jackson Churchward|Churchward's]] 1902 ''Saint'' class design into three further classes:
* The [[GWR 4900 Class|GWR 4900 ''Hall'']] class, with 259 locomotives built between 1928 and 1943.
* The [[GWR 6800 Class|GWR 6800 ''Grange'']] class, with eighty locomotives built between 1936 and 1939.
* The [[GWR 7800 Class|GWR 7800 ''Manor'']] class, with thirty locomotives built between 1938 and 1950.
[[Frederick Hawksworth]] later developed the ''Saint'' class design further, first with his [[GWR 6959 Class|GWR 6959 ''Modified Hall'' Class]], with 71 locomotives built between 1944 and 1950, and then with his [[GWR 1000 Class|GWR 1000 ''County'' Class]], with thirty locomotives built between 1945 and 1947.
The LNER inherited large numbers of {{nowrap|4-6-0}} locomotives from its constituent companies, many of which were subsequently rebuilt, so that the company ultimately had sixty different classes and sub-classes with this wheel arrangement. In addition, the company also introduced two new {{nowrap|4-6-0}} classes.
* The [[LNER Class B17|B17 class]], designed by [[Nigel Gresley]], of which 73 were built between 1928 and 1937.
* The [[LNER Thompson Class B1|B1 class]], designed by [[Edward Thompson (engineer)|Edward Thompson]], of which 410 locomotives were built between 1942 and 1952.<ref>''Locomotives of the L.N.E.R. Part 1 Preliminary Survey'', Railway Correspondence and Travel Society, 1963, pp. 105-7.</ref>
[[File:73050 at Wansford.jpg|thumb|right|BR standard class 5]]
====British Railways era====
Following the formation of [[British Railways]] in 1948, two further {{nowrap|4-6-0}} classes were introduced, both in 1951.
* The [[BR Standard Class 5]] was based on Stanier's successful LMS ''Black Five'' of 1934. Altogether 172 locomotives were built by 1957.
* A lighter and less powerful design was the [[BR Standard Class 4 4-6-0|BR Standard Class 4]]. Eighty of these were built by 1957.
===United States===
The first {{nowrap|4-6-0}} locomotive built in the United States was the ''Chesapeake'', built by [[Norris Locomotive Works]] for the [[Reading Company|Philadelphia and Reading]] railroad in March 1847. There are still conflicting opinions as to who the original designer of this type was. Many authorities attribute the design to [[Septimus Norris]] of Norris Locomotive Works, but in an 1885 paper, George E. Sellers attributes the design to John Brandt who worked for the [[Erie Railroad]] between 1842 and 1851.<ref name="White"/>
* According to Sellers, the Erie's own management didn't feel it in their best interests to pursue construction, so Brandt approached [[Baldwin Locomotive Works]] and Norris with the design. Baldwin was similarly uninterested, but Norris liked the idea. [[James Millholland]] of the Reading also saw the {{nowrap|4-6-0}} design and ordered one from Norris for the Reading. However, Sellers may have misinterpreted some of the information since Millholland did not work for the Reading until 1848, a year after the locomotive was built. Furthermore, Sellers refers to the first {{nowrap|4-6-0}} to be constructed as the ''Susquehanna'', which was the Erie railroad's first {{nowrap|4-6-0}}, not the Reading's.<ref name="White"/>
* The attribution to Septimus Norris stems from a patent, allegedly filed in 1846, that many sources cite for this locomotive type. However, such a patent has not yet been found in searches at the [[United States Patent and Trademark Office]] (USPTO). Septimus Norris did file a patent in 1854 for running gears, and the patent application showed a {{nowrap|4-6-0}} wheel arrangement in the drawing. Norris' wording in the 1854 patent was vague with regard to the {{nowrap|4-6-0}} wheel arrangement and the filing did not specifically claim invention of the {{nowrap|4-6-0}} configuration.<ref name="White"/>
[[File:Camelback.jpg|thumb|right|A {{nowrap|4-6-0}} [[Camelback locomotive]]]]
A few days after William Norris completed the ''Chesapeake'', [[Hinkley Locomotive Works]] completed their first {{nowrap|4-6-0}} locomotive, the ''New Hampshire'', for the [[Boston and Maine Corporation|Boston and Maine]] Railroad. The first {{nowrap|4-6-0}} from [[Rogers Locomotive and Machine Works]] was the already-mentioned ''Susquehanna'' for the Erie Railroad. Baldwin's first {{nowrap|4-6-0}} locomotive did not appear until 1852.<ref name="White"/>
Through the 1860s and into the 1870s, demand for locomotives of the {{nowrap|4-6-0}} wheel arrangement grew as more railroad executives switched from purchasing a single, general-purpose type of locomotive such as the [[4-4-0|4-4-0 American]] at that time, to purchasing locomotives designed for a specific purpose. Both the [[Pennsylvania Railroad]] (PRR) and the [[Baltimore and Ohio Railroad]] (B&O) were early adopters of the {{nowrap|4-6-0}}, using them for fast freight as well as heavy passenger trains.
{{multiple image
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| image1 = Walter E Disney on track.jpg
| image2 = Roger E Broggie on track.jpg
| footer = WDWRR Nos. 1 ''Walter E. Disney'' and 3 ''Roger E. Broggie'', twin {{nowrap|4-6-0}} locomotives built in 1925.
}}
There were also two 3&nbsp;ft narrow gauge {{nowrap|4-6-0}} steam locomotives, No.&nbsp;72 (No.&nbsp;274) and No.&nbsp;73 (No.&nbsp;275), built by the Baldwin Locomotive Works in May 1925 for the [[Ferrocarriles Unidos de Yucatán|United Railways of Yucatán]] in Mexico, where they operated until being retired in the 1960s and were eventually purchased by Disney imagineers [[Roger E. Broggie]] and Earl Vilmer for $8,000 each to operate on the [[Walt Disney World Railroad]] circling the [[Magic Kingdom]] in [[Bay Lake, Florida]]. No.&nbsp;274 became No.&nbsp;1 ''Walter E. Disney'' and No.&nbsp;275 became No.&nbsp;3 ''Roger E. Broggie''.<ref name="Broggie">{{Citation |last=Broggie |first=Michael|year=2014|title=Walt Disney's Railroad Story: The Small-Scale Fascination That Led to a Full-Scale Kingdom|edition=4th|publisher=[[The Donning Company|The Donning Company Publishers]]|isbn=978-1-57864-914-3|pages=320–323, 393–394}}</ref><ref name="Leaphart">{{Cite book|last=Leaphart|first=David|year=2016|title=Walt Disney World Railroads Part 3: Yucatan Jewels|edition=1st|pages=60–64|publisher=Steel Wheel on Steel Rail Studio|isbn=978-1-533-03707-7}}</ref> Both locomotives have since been overhauled at the Strasburg Rail Road.<ref name="SteamGiants">{{Cite web|last=Wagner|first=Robert|title=Walter E. Disney, Disney World Railroad No. 1|url=https://steamgiants.com/survivors/theme-park/disney-world-railroad-no-1/|work=SteamGiants|date=6 February 2022 |publisher=RailfanDepot|access-date=February 1, 2023|archive-url=https://web.archive.org/web/20221003073645/https://steamgiants.com/survivors/theme-park/disney-world-railroad-no-1/|archive-date=October 3, 2022}}</ref><ref name="InsidetheMagic">{{Cite web|last=Detres|first=Emmanuel|date=March 2, 2024|title=Historical Transportation Service Returns to Disney World After 60-Month Refurbishment|url=https://insidethemagic.net/2024/03/roger-e-broggie-locomotive-train-returns-five-years-magic-kingdom-emd1/|work=Inside the Magic|access-date=March 10, 2024|archive-url=https://web.archive.org/web/20240309183132/https://insidethemagic.net/2024/03/roger-e-broggie-locomotive-train-returns-five-years-magic-kingdom-emd1/|archive-date=March 9, 2024}}</ref> No. 1 was overhauled between 2016 and 2020 and returned to service upon the reopening of the WDWRR on December 23, 2022,<ref name="SteamGiants"/><ref>{{Cite web|last=Levin|first=Danielle|date=December 23, 2022|title=Carrying on a Legacy: The Walt Disney World Railroad Returns|url=https://disneyparks.disney.go.com/blog/2022/12/carrying-on-a-legacy-the-walt-disney-world-railroad-returns/|publisher=[[Disney Parks, Experiences and Products#Walt Disney Parks and Resorts Worldwide|Walt Disney Parks and Resorts]]|access-date=March 10, 2024|archive-url=https://web.archive.org/web/20230614085333/https://disneyparks.disney.go.com/blog/2022/12/carrying-on-a-legacy-the-walt-disney-world-railroad-returns/|archive-date=June 14, 2023}}</ref> while No. 3 was overhauled between 2019 and 2023 and returned to service on February 21, 2024.<ref name="InsidetheMagic"/>
[[Sierra No. 3]] is a {{nowrap|4-6-0}} built 1891 by Rogers, which after many years of service on the Prescott and Arizona Central and the Sierra Railway, found new life beginning in 1920 on screen. Sierra No.&nbsp;3 has appeared in more motion pictures, documentaries and television shows than any other locomotive, and has a career ranging from ''[[The Virginian (1929 film)|The Virginian]]'' (1929) to ''[[High Noon]]'' (1952) to ''[[Back to the Future Part III]]'' (1990).
[[File:Mesa-Southern Pacific Railroad (SP) 2355 -1912-2.jpg|right|thumb|200px|[[Southern Pacific 2355|Southern Pacific Railroad (SP) 2355]] built in 1912]]
A notable American ten-wheeler is the [[Illinois Central Railroad]]'s [[Illinois Central 382|No.&nbsp;382]], the locomotive driven by [[Casey Jones]] in a train wreck [[Vaughan, Mississippi]], on April 30, 1900, that killed him instantly. But after an eventful career with 6 accidents, she was scrapped in July 1935 at the age of 37, the same age of her driver Casey Jones when he died. A [[Clinchfield Railroad]] locomotive of the {{nowrap|4-6-0}} type No.&nbsp;99 replaced her in 1956 and is on display at the Casey Jones museum in [[Jackson, Tennessee]].
As far as is known, the heaviest {{nowrap|4-6-0}} ever built was Southern Pacific No.&nbsp;2371. According to R&LHS Bulletin No.&nbsp;94, its engine weight was {{convert|242500|lb|t}}.  The heaviest class of {{nowrap|4-6-0}}'s ever put into series production was the [[Pennsylvania Railroad class G5]] with 90 examples completed in the mid-1920s, which were some {{convert|5500|lb|t}} lighter.
One of the B&O's {{nowrap|4-6-0}}s, built in 1869, is preserved at the [[B&O Railroad Museum]] in [[Baltimore]]. Another is at the [[National Museum of Transportation]] in St. Louis. A third, The [[Great Northern Railway (U.S.)|Great Northern Railway's]] [[GN 1355]], built in 1909 as a {{nowrap|4-6-0}} but rebuilt to a [[4-6-2|4-6-2 Pacific]] in 1924, is in [[Sioux City, Iowa]].
[[Nevada Northern Railway|Nevada Northern Railway's]] No.&nbsp;40 a 1910 built {{nowrap|4-6-0}} has been preserved on the railroad and is known by the nickname "The Ghost Train of Ely". Due to its long history of operating in the state, in 2009 No.&nbsp;40 was recognized as the official [[List of Nevada state symbols|Nevada State Steam Locomotive]].
The only surviving locomotive of the {{RailGauge|3ft}} [[narrow gauge railway|narrow gauge]] [[East Tennessee and Western North Carolina Railroad|East Tennessee and Western North Carolina Railroad (ET&WNC)]] is No.&nbsp;12, a coal-fired {{nowrap|4-6-0}} built in 1917 by the [[Baldwin Locomotive Works]].<ref name="Tweestie'sTrains">{{Cite web|title=Tweetsie's Trains|url=https://tweetsie.com/explore-the-park/trains/|publisher=[[Tweetsie Railroad]]|access-date=June 8, 2019|archive-url=https://web.archive.org/web/20160916120354/http://tweetsie.com/explore-the-park/trains/|archive-date=September 16, 2016}}</ref> It was originally used to haul passengers and freight over the ET&WNC's {{convert|66|mi|km|0|adj=on|abbr=off}} line running from [[Johnson City, Tennessee|Johnson City]] over the [[Appalachian Mountains]] to [[Boone, North Carolina]], from 1918 to 1940.<ref>{{Cite web|last=Brumfield|first=Dale M.|date=August 6, 2017|title=Tweetsie Railroad once was home in Penn Laird, Virginia|url=https://www.newsleader.com/story/news/2017/08/06/tweetsie-railroad-began-penn-laird-virginia/104358906/|work=[[The News Leader]]|access-date=June 8, 2019}}</ref> Since 1957, it has been in operation at the Tweetsie Railroad [[theme park]] in [[Blowing Rock, North Carolina]].<ref name="Tweestie'sTrains"/>
{{-}}
==References==
{{Commons category}}
{{Reflist}}
{{Whyte types}}
[[Category:Whyte notation|6, 4-6-0]]
[[Category:4-6-0 locomotives| ]]