Campbell's locomotive was estimated to be able to pull a train of 450 short tons (410 t) at 15 mph (24 km/h) on level track, outperforming the strongest of Baldwin's 4-2-0s in tractive effort by about 63%.

However, the frame and driving gear of his locomotive proved to be too rigid for the railroads of the time, which caused Campbell's prototype to be derailment-prone.

It was built with a leading bogie that was separate from the locomotive frame, making it much more suitable for the tight curves and quick grade changes of early railroads.

The Hercules initially suffered from poor tracking, which was corrected by giving it an effective springing system when returned to its builder for remodeling.

[1] Even though the Hercules and its successors from Eastwick and Harrison proved the viability of the new wheel arrangement, the company remained the sole builders of this type of locomotive for another two years.

After Henry Campbell sued other manufacturers and railroads for infringing on his patent, Baldwin settled with him in 1845 by purchasing a license to build 4-4-0s.

These advancements, combined with the increasingly widespread adaptation of cowcatchers, bells, and headlights, gave the 4-4-0 locomotives the appearance for which they are most recognized.

[3] A number of individual engines have been custom-built for theme parks in recent years, resembling early designs in appearance.

The first British locomotives to use this wheel arrangement were the 7 ft 1⁄4 in (2,140 mm) broad gauge 4-4-0 tank engine designs which appeared from 1849.

[4] The first American-style British 4-4-0 tender locomotive on 4 ft 8+1⁄2 in (1,435 mm) standard gauge, designed by William Bouch for the Stockton & Darlington Railway in 1860, followed American practice with two outside cylinders.

[5] Britain's major contribution to the development of the 4-4-0 wheel arrangement was the inside cylinder version, which resulted in a steadier locomotive, less prone to oscillation at speed.

From the 1880s onward, local firms such as James Martin & Co. in Gawler, South Australia, and the Phoenix Foundry in Ballarat, Victoria would also build them.

The construction of the last batch of ten F4 locomotives was subcontracted by Falcon to the Glasgow Railway Engineering Company in Scotland and these were consequently often referred to as the Drummond F4.

They remained in service there until 1914, when this line was also converted to Cape gauge and became the Sinoia branch of the Beira, Mashonaland and Rhodesia Railway.

[11][12][14] In 1907 and 1910, the Tongaat Sugar Estates in Natal acquired two 4-4-0 tank locomotives from WG Bagnall for their 2 ft (610 mm) gauge line.

[citation needed] In 1915, thirteen of the Beira Railway's retired narrow gauge Falcon F2 and F4 locomotives were acquired from Mozambique by the Union Defence Forces for use in South Africa, where they replaced locomotives that had been commandeered for the war effort in German South West Africa during World War I.

Since they were found to be fast and reliable engines, four more were delivered in 1880, built by Neilson & Company and practically identical to the previous seven, but equipped with small optional four-wheeled water tenders.

[15][17] In 1879, the Cape Government Railways placed four 1st Class tender locomotives in service, built by the Avonside Engine Company.

[15][17] Between 1882 and 1891, eleven 4-4-0T tank locomotives for the Wynberg suburban line in Cape Town were delivered to the CGR from Neilson and Dübs & Company.

They were ordered for passenger service out of Cape Town, East London and Port Elizabeth respectively and were equipped with six-wheeled tenders.

[11][15] In 1884, the CGR placed two experimental 3rd Class tender locomotives in service, designed by the Cape Eastern System to be able to use the low-grade local coal with its high incombustible matter content.

[15] In 1898, the CGR placed six 3rd Class Wynberg Tender locomotives in passenger service on the suburban lines in Cape Town.

[6] From the mid-1890s until after World War I, the inside cylinder 4-4-0 was the standard type for British Express passenger trains, although several classes were also used in mixed-traffic service in later years.

Until 1932, the London, Midland & Scottish Railway also continued to build its Class 2P of traditional inside cylinder 4-4-0s for secondary passenger working.

British three-cylinder simple expansion (simplex) locomotives included Nigel Gresley's LNER Class D49 Hunt and Shire 4-4-0s of 1927–28.

Some of the notable 4-4-0 locomotives that saw service on United States railroads are: By 1910, the 4-4-0 was considered obsolete being replaced by Mikados, Pacifics and other larger engines, although they continued to serve to an extent into the 1950s.

[1] Between 1959 and 1989, the Crown Metal Products Company of Wyano, Pennsylvania built live steam reproductions of classic 4-4-0 designs for use by amusement parks.