[1] The 4-6-4 tender locomotive was first introduced in 1911 and throughout the 1920s to 1940s, the wheel arrangement was widely used in North America and to a lesser extent in the rest of the world.

The New South Wales Government Railways 30 Class 4-6-4T locomotives were used on Sydney and Newcastle suburban passenger train workings from 1903 until the end of steam operations in the 1970s.

3137 saw regular use in the 1970s and 1980s as part of the NSW Rail Museum operating fleet, but is out of service and now on static display at Thirlmere.

[10] (Also see North American production list) The Grand Trunk Railway (GTR) had six K2 class 4-6-4T locomotives, built in September 1914 by MLW and acquired for suburban service.

They became superfluous when the Germans began converting the Baltic tracks to 4 ft 8+1⁄2 in (1,435 mm) standard gauge, and the four locomotives were sold to Finland.

After their initial teething problems were solved, they proved to be fast runners and an ideal addition to the motive power stable.

Named the Baltic since it was intended for service on the Paris-Saint Petersburg express, its most remarkable feature was the en echelon arrangement of the two low-pressure inside cylinders in order to accommodate the very large bore.

[2] One survives in the Cité du Train at Mulhouse in eastern France, cut up in sectioned form to display its interior during the World Exhibition in Paris in 1937.

In 1938, Marc de Caso, the last Chief Mechanical Engineer of the Nord, originated the construction of eight Baltic locomotives, all delivered to the newly established SNCF.

[16][17] There were two classes of 4-6-4 tender locomotives in India, both early in the history of the wheel arrangement and also of unusually narrow gauge.

The nine G class locomotives of the 2 ft 6 in (762 mm) gauge Barsi Light Railway in western India were built by Nasmyth, Wilson & Company in 1928 and 1930 and by WG Bagnall in 1939.

The four ND class locomotives of the 2 ft (610 mm) gauge Scindia State Railway in Gwalior were built in 1928 by Kerr, Stuart & Company.

[citation needed] Java Staatsspoorwegen as state-owned railways in Dutch East Indies ordered 39 units of 4-6-4T for the need of increasing traffic of express trains, manufactured by Swiss Locomotive and Machine Works (SLM), Switzerland, Armstrong Whitworth, UK and Werkspoor, Netherlands and soon classified as SS Class 1100 (SS 1101–1139) which were came in 1919–1920.

One of the C28 class number 35 was also modified to tender locomotive (4-6-4) on Cepu line[23] which carried out by Djawatan Kereta Api (DKA) or The Department of Railway of the Republic of Indonesia for presidential train.

This modification was actually part of a plan carried out by SS since 1930s to modified their 4-6-4 tank engines to tender one using tenders from the scrapped Bull Moose Alco 2-8-8-0 SS Class 1200 (DKA DD50) to extend their operational range when hauled the express trains but it was cancelled due to Great Depression and Second World War.

The first and longest-lived Baltics in Ireland were two locomotives, built by Nasmyth, Wilson in 1904 for the narrow-gauge County Donegal Railways.

[24] Between 1947 and 1961, the Japanese National Railways built three classes of rather advanced American style 3 ft 6 in (1,067 mm) gauge Hudson tender locomotives.

This was the first known use of this wheel arrangement and was done to enable the locomotive to run equally well in either direction in shuttle service on the Natal South Coast line, where no turning facilities were available.

It had a bar frame, Stephenson valve gear and used saturated steam, and was acquired for the suburban services between Springs and Randfontein.

The double red lining on their black livery and polished copper-capped chimneys, brass domes and boiler bands earned them the nickname Chocolate Boxes.

They were superheated, had Walschaerts valve gear and were the first locomotives in South Africa to be equipped with exhaust steam injectors, which were of the Davies & Metcalfe pattern.

[citation needed] The only 4-6-4 tender locomotive in the United Kingdom was the London and North Eastern Railway (LNER) no.

Instead of being in one four-wheel trailing truck, the first pair was a Cartazzi axle, mounted in a rigid frame but still allowed sideways deflection against a centering force, as typical of the LNER's practice on its Pacific locomotives.

The experiment proved much less successful than had been hoped and in 1936 it was rebuilt along the lines of a streamlined LNER Class A4 4-6-2, though it retained its 4-6-4 wheel arrangement.

The 4-8-4 design did continue though and in 1942 was looked at by Fairburn, the acting CME, as a possible post-war type for fast fitted freights.

The first standard-gauge examples were Robert Whitelegg's design in 1912 for the London, Tilbury and Southend Railway (LT&SR).

Between the NYC and its subsidiaries, the Boston & Albany Railroad (B&A), the Cleveland, Cincinnati, Chicago & St Louis Railway (CCC&StL or Big Four) and the Michigan Central Railroad (MC), they acquired altogether 275 4-6-4 locomotives of several different types, the largest Hudson fleet in North America.

[citation needed] Similar to the Milwaukee F7s, the Chicago & North Western (CNW) Class E-4 were streamlined 4-6-4s with 84 in drivers.

The same year, they ordered 6 more Heavy Pacific 4-6-4s (class 3460) from Baldwin including one streamlined locomotive (the Blue Goose, 3460).

Other surviving 4-6-4 locomotives are two each of the Santa Fe and Canadian National, and single examples from the Chesapeake and Ohio Railway, N de M and Nickel Plate Road.