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.

[1] As locomotives pulling trains of lightweight all-wood passenger cars from the 1890 to the 1920s, they were exceptionally stable at near 100 mph (160 km/h) speeds on the New York Central's New York-to-Chicago Water Level Route and on the Reading Railroad's line from Camden to Atlantic City, New Jersey.

In passenger service, it was eventually superseded by the 4-6-2 Pacific type whose trailing truck allowed it to carry a greatly enlarged firebox.

For freight service, the addition of a fourth driving axle created the 4-8-0 Mastodon type, which was rare in North America, but became very popular on Cape gauge in Southern Africa.

It was used for passenger duties during the first decade of the twentieth century, but was soon superseded by the 4-6-2T Pacific, 4-6-4T Hudson and 2-6-4T Adriatic types, on which larger fuel bunkers were possible.

[3] (Also see 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 Finnish State Railways (Suomen Valtion Rautatiet or SVR, later the Valtionrautatiet or VR) operated the Classes Hk1, Hk2, Hk3, Hk5, Hv1, Hv2, Hv3, Hv4, Hr2 and Hr3 locomotives with a 4-6-0 wheel arrangement.

The Swedish State Railways (Statens Järnvägar or SJ) sold its Class Ta and Tb locomotives to Finland in 1942.

The 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 American type locomotives, initially especially on hilly terrain.

[16] Nederlandsch-Indische Spoorweg Maatschappij (NIS) received 10 units of the first superheated 4-6-0 long-range runner for 3 ft 6 in (1,067 mm) from Beyer, Peacock and Company, Manchester.

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.

While the rest of the 6 were used on Soerabaia NIS (Surabaya Pasar Turi)–Gundih line and allocated in Cepu depot, Central Java.

At last, 10 units from Werkspoor and Beyer, Peacock and Company finally came in 1922 to serve the increase of passenger traffics.

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 Indochina and Malay Peninsula regions during war period and were never operated again after Indonesian independence and they also lack of documentations.

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.

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.

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.

Three of these locomotives were built for top express passenger work on the Dublin-Cork mainline, coincidentally resembling the United Kingdom's Royal Scot Class as rebuilt.

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.

[23] 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.

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.

[3] In 1903, the CGR placed six Type B 4-6-0 locomotives with eight-wheeled bogie tenders in service on the Avontuur narrow gauge line in the Langkloof.

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.

275), built by the Baldwin Locomotive Works in May 1925 for the 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.

3 is a 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.

3 has appeared in more motion pictures, documentaries and television shows than any other locomotive, and has a career ranging from The Virginian (1929) to High Noon (1952) to Back to the Future Part III (1990).

The only surviving locomotive of the 3 ft (914 mm) narrow gauge East Tennessee and Western North Carolina Railroad (ET&WNC) is No.

[50] It was originally used to haul passengers and freight over the ET&WNC's 66-mile (106-kilometre) line running from Johnson City over the Appalachian Mountains to Boone, North Carolina, from 1918 to 1940.