Australia ;Tender locomotives Seventy
R class 4-6-4 tender locomotives, the only class of this configuration in Australia and built by
North British Locomotive Company, were introduced by the
Victorian Railways in 1951 for mainline express passenger operations. However, the introduction in 1952 of the
B class diesel-electric locomotives saw the R class almost immediately being relegated to secondary passenger and freight use, with many being staged at depots around the state. A number were preserved and some of these continued to operate on special excursion trains. R class 711 With the privatisation of regional passenger operations in Victoria in the mid-1990s, two R class locomotives were brought back into normal revenue service by the
West Coast Railway, for regularly scheduled mainline passenger trains between
Melbourne and
Warrnambool. The locomotives underwent a number of modifications to allow for reliable high speed operation, including dual
Lempor exhausts, oil firing and the addition of a diesel control stand for multiple unit operation. The use of these R class locomotives ceased after the demise of the private operator in 2004. ;Tank locomotives The tank locomotive configuration was a popular type with the
Western Australian Government Railways. The
D class was introduced for suburban passenger service in 1912. Its successors, both also of the 4-6-4T wheel arrangement, were the
Dm class of 1945 that was rebuilt from older
E class 4-6-2 tender locomotives, and the
Dd class of 1946. 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. No. 3046 is preserved at the
Dorrigo Steam Railway & Museum. No. 3013 is stored, dismantled at the
Canberra Railway Museum. 3085 is awaiting restoration at
Goulburn Roundhouse. 3112 operated tour trains for a number of years but is currently out of service in Canberra. 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.
Canada ;Tender locomotives at
Steamtown, U.S.A. in Vermont The second-largest user of the type in North America was the
Canadian Pacific with 65 H1a to H1e class locomotives, numbered 2800 to 2864 and built by
Montreal Locomotive Works (MLW) between 1929 and 1940. They were highly successful and improved service and journey times on the CPR's transcontinental routes. The third and later batches of CPR Hudsons, H1c to H1e numbers 2820 to 2864, were dubbed
Royal Hudsons and were semi-streamlined. Royal permission was given for these locomotives to bear the royal crown and arms after locomotive No. 2850 hauled
King George VI across Canada in 1939. (Also see
North American production list) ;Tank locomotives The
Grand Trunk Railway (GTR) had six K2 class locomotives, built in September 1914 by MLW and acquired for suburban service. Numbered 1540 to 1545 on the GTR, they were reclassified as X-10-a and renumbered 45 to 50 after being absorbed by the
Canadian National (CN) in 1923. Three of them are preserved, numbers GT 1541 (CN 46) in Vallee-Jonction, QC,
(CN 47) at the
Steamtown National Historic Site in
Scranton, Pennsylvania, and GT 1544 (CN 49) at the
Canadian Railway Museum in
Delson, Quebec. (Also see
North American production list)
Finland in
Keuruu,
Finland The Finnish State Railways
Class Pr2, nicknamed
Henschel, was a gauge passenger tank locomotive class, ordered from
Henschel & Son by the Estonian State Railways in the spring of 1939 and completed in 1941. The outbreak of the Second World War prevented their delivery to
Estonia, but a few of these engines did operate in
Latvia in 1942. They became superfluous when the Germans began converting the Baltic tracks to , and the four locomotives were sold to
Finland. They were classified Pr2 and numbered 1800 to 1803 upon their arrival in Finland in December 1942. The Class Pr2 tanks were quite advanced locomotives and were based on the Henschel-built
DRG Class 62 tank engine design of 1928 for the
Deutsche Reichsbahn. After their initial teething problems were solved, they proved to be fast runners and an ideal addition to the motive power stable. They were originally built as oil-burners and reverted to this type of fuel between 1947 and 1954, when oil prices were low. With its coupled wheels, it was very fast and one of them achieved during a test run. No. 1803, the last Class Pr2 in service, was withdrawn in May 1960. Only no. 1800 has been preserved.
France The four-cylinder
compound locomotive designed by
Gaston du Bousquet for the French
Chemins de fer du Nord, of which two (
3.1101 and 3.1102) were built at the company's workshops in 1911, was the first tender locomotive in the world with this wheel arrangement. 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. One of them was built with a water-tube firebox. Although they were not multiplied, they were the forerunners of the highly successful 4-6-2 Nord Pacifics and Super-Pacifics. (Also see
Netherlands)
Germany ;Tender locomotives Three tender locomotives were built for the
Deutsche Reichsbahn (DRG) by
August Borsig in 1935. Designated
Class 05, they were designed for high speed running. They were three-cylinder locomotives with giant driving wheels and powerful clasp brakes on all wheels.
India There were two classes of 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 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 gauge Scindia State Railway in
Gwalior were built in 1928 by
Kerr, Stuart & Company.
Indonesia 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. The class was designed to meet the requirement to haul trains of 400 tons at a speed of on a incline with radius curves and must be able to turn corners with a radius of 120 metres and a speed of 80 kilometres per hour (50 miles per hour). These SS 1100s were initially made to work the express interurban train which connecting
Surabaya–
Malang and could achieve its speeds at 100 kilometres per hour (62 miles per hour). The SS 1100s were superseded by more fast and reliable SS 1300s in 1921. As an alternative, several SS 1100s were made to work the East Java Express trains, working in tandem with the
2-8-0 SS Class 900 (D50) providing 5 hours travel between Surabaya and Banyuwangi. After
Japanese occupation and Indonesian Independence they renumbered to C27 class. Of the 39 built, two are preserved as static exhibits at the
Ambarawa Railway Museum and the Transportation Museum of
Taman Mini Indonesia Indah. By 1921, 58 units of new express locomotives were built for the
Java Staatsspoorwegen from 3 German builders (
Henschel & Son,
Sächsische Maschinenfabrik and
Maschinenfabrik Esslingen) with specifications could haul some series of trains at speeds of 90 kilometres per hour (56 miles per hour) on flat line and 45 kilometres per hour (28 miles per hour) on incline, they were classified as SS Class 1300 (1301-1358). During some tests, the power output jumped to 1,000 horsepower (hp) from its design which only 900 horsepower. SS 1300s could easily driven at speeds of 100 kilometres per hour (62 miles per hour) on flat routes and 55 kilometres per hour (34 miles per hour) on inclines. It was declared the world's fastest steam locomotive on gauge when the drivers could spur locomotives up to After
Japanese occupation and
Indonesian Independence, they renumbered as C28 class. The C28s were one of the most popular in Indonesia especially for the drivers, beside achieving speeds of up to , they were reliable and also easy to maintain. One of the C28 class number 35 was also modified to tender locomotive (4-6-4) on Cepu line 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. But unfortunately, the modified tank-tender locomotive was also scrapped in the end of steam ages in Indonesia.
Ireland The first and longest-lived Baltics in Ireland were two locomotives, built by
Nasmyth, Wilson in 1904 for the narrow-gauge
County Donegal Railways. Both were later superheated and one lasted until 1967, albeit derelict.
Japan |alt= Between 1947 and 1961, the
Japanese National Railways built three classes of rather advanced American-style gauge Hudson tender locomotives. • Between 1947 and 1949, 33
Class C61 locomotives were rebuilt from former
Class D51 Mikado freight locomotives. The Class C61 was the first Japanese locomotive with the Hudson wheel arrangement. • Between 1953 and 1961, 47
Class C60 locomotives were rebuilt from surplus Class
C59 Pacific locomotives at the
Hamamatsu and
Kōriyama factories. model of the 4-6-4
C62 steam locomotive, made by
Kato Precision Railroad Models The Class C60 and Class C61 were smaller locomotives than the Class C62, which filled the tight Japanese
loading gauge. They were equipped with
Boxpok driving wheels and used several American-style appliances, even though they had British-style
smokebox doors.
Malaysia The
Federated Malay States Railways (FMSR, predecessor to the Malayan Railway (MR), and presently,
Keretapi Tanah Melayu (KTM)) operated 17 locomotives of the 4-6-4T type as their class C. Four batches in all made up the class, with the first batch of five (class C1) being delivered by
Nasmyth Wilson in 1930. Three more batches consisting of six, and two individual batches of five were ordered from the
North British Locomotive Company (NBL) in 1939 (class C2), 1940 (class C3), and 1942, but the last batch of five was sent to the Middle East for use by the
War Department (WD) since the
Japanese had already occupied Malaya. Ultimately, the last batch would end up with the
Jordan Hejaz Railway (JHR). The preexisting C class locomotives on the FMSR were reclassified as the 401, 402, and 403 class locomotives (formerly classes C1, C2 and C3) in 1946. (Also see
France) There were also ten four-cylinder 6100 class locomotives, built in 1929 by Hohenzollern and Werkspoor and based on the 3700 4-6-0 class. The last two were withdrawn in 1958.
Philippines There were two 4-6-4 tank locomotives built by the
North British Locomotive Company as an extension of the original 120 class for the
Manila Railroad Company built in 1910. Numbered Manila Railroad 127 and 128, the two locomotives were based in
Tarlac City yards. No. 128 remained in service with the Manila Railroad by 1946 on the Canlubang branch line, and were scrapped before 1952. The original
Manila Railroad 160 class was also assigned to an order of seven 4-6-4T types also built by NBL in 1914. However, due to
World War I hampering the transfer of British equipment to Asia, the 4-6-4s were instead given to
South Africa. Six tank locomotives, designed by SAR Chief Mechanical Engineer D.A. Hendrie and built by
Nasmyth, Wilson & Company, were introduced on the SAR in 1915. Designated
Class J, they had
Walschaerts valve gear and
Belpaire fireboxes and used saturated steam. Acquired to cope with increasing traffic on the Natal South Coast, but unable to handle the rapidly increasing loads due to their small proportions, they soon ended up being employed as shunting engines in the
Durban harbour, at
Mossel Bay and in the Cape Midlands, until they were withdrawn from service by 1957. In 1938
William Stanier considered a 4-6-4 express passenger locomotive design, together with a related
4-8-4 as a large
mixed-traffic locomotive, but during WWII the British government forbade the development of express passenger locomotives. 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
goods trains. ;Tank locomotives A number of locomotives were built for various British railway companies. The first standard-gauge examples were
Robert Whitelegg's design in 1912 for the
London, Tilbury and Southend Railway (LT&SR). They were only delivered after the LT&SR had been taken over by the
Midland Railway, where they were designated the
2100 class. Between 1914 and 1922, the
London, Brighton and South Coast Railway (LB&SCR) built seven
L class tank locomotives, known as the
Brighton Baltics. The first examples suffered from instability problems until they were rebuilt with well-tanks. These high-speed tank locomotives hauled the famous
Brighton Belle train until the
electrification of the
Brighton Main Line in 1933, after which they were converted into N15X class tender locomotives. They remained in service until 1957. The
Glasgow and South Western Railway and a number of other railways also had tank locomotive classes of this wheel arrangement. • The
Lancashire and Yorkshire Railway examples were very rare in having four cylinders. Known as the
Dreadnought Tanks, they proved to be too large and too complex for the duties they performed. • The saturated steam
tank locomotives of the
Belfast and County Down Railway were highly unsuccessful because of poor valve settings. • Contrarily, the
Furness Railway 115 class (which also used saturated steam but with inside cylinders) were very popular with their crews.
United States , streamlined for the
20th Century Limited Except for the
Grand Trunk Railway's
K2 Class tank locomotives built in the 1910s, all American 4-6-4 locomotives had tenders. The first Hudson locomotive in North America was built in 1927 for the
New York Central Railroad (NYC) by the
American Locomotive Company (ALCO), to the railroad's design. The locomotive proved to be very successful and was named the
Hudson type, after the
Hudson River. Thirteen of these locomotives, one J-1e type and twelve J-3a types, were streamlined for use with named passenger trains like the
Empire State Express and the
20th Century Limited. 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 locomotives of several different types, the largest Hudson fleet in North America. There were also some once-off and experimental locomotives. A number were rebuilt from
Pacific locomotives, or in some cases from other designs. • The
Baltimore and Ohio Railroad (B&O) built four as experimental locomotives between 1933 and 1936, using
Colonel Emerson's water-tube fireboxes, but eventually turned to diesel-electric traction instead. • In 1937, the
Illinois Central Railroad (IC) rebuilt a
2-8-4 Berkshire into its only Hudson, the
Illinois Central No. 1, which was not a success and was not repeated. The railroad had also rebuilt seven
4-6-0s gained with acquisition of the
Chesapeake, Ohio and Southwestern Railroad into 4-6-4Ts for easier bi-directional operation. All were scrapped with their line's electrification finishing in 1928. • The
Wabash Railroad rebuilt its seven
Class P1 Hudsons from their unsuccessful K-4 and K5 Class
2-8-2 Mikado locomotives. • From 1937 to 1941 the
Frisco Railroad rebuilt their 10 1060 class 1917-built 4-6-2s. While large and powerful they had initially had firebox problems, but the rebuild as Hudsons resolved this in addition to further boosting their strength. They received blue streamlining on their running boards and some lasted into the last year of steam on the Frisco in 1952. • In 1946 the
Chesapeake and Ohio Railway rebuilt their five F-19 class pacifics into hudsons, with four of them gaining streamlining. These were in addition the as-built 4-6-4s purchased and to be purchased by the road. They were intended to serve alongside the new streamlined
M-1 class steam turbine locomotives on the new
Chessie service. However, the train's launch was cancelled due to declining post-war passenger numbers, and dieselization meant both the rebuilds and newbuilds were all retired by the mid-1950s. One of the rebuilds,
490, has been preserved, still with its streamlining, at the
Baltimore and Ohio Railroad Museum.
North American production list Hudson Steam Locomotive at the
B&O Railroad Museum in Baltimore, Maryland. The locomotive was built as a 4-6-2 Pacific in 1926 and modified to this configuration in 1946. Altogether 21 railroads in North America owned s. Many were similar in concept to the NYC Hudsons, with driving wheels, but most were a little larger than the NYC locomotives, such as the F6 and F6a classes of the Milwaukee Road, the class of the
Canadian National, the
Canadian Pacific locomotives, the class of the Burlington Route, the class of the
New Haven and the
1151 class of the
Lackawanna. The heaviest were the
C&O's class at 443,000 lbs, There were also the lightweights, which include the class of the
Nickel Plate Road, the class D of the
Maine Central and the class of the
Ferrocarriles Nacionales de México (N de M). On these, the extra axle was used to reduce the axle load in comparison to a Pacific locomotive. Because the design was really only optimally suited to express passenger trains, which were dieselised early, the Hudsons were early candidates for withdrawal and scrapping. None of the NYC locomotives survived and neither did any of the Milwaukee locomotives. Five Canadian Pacific Hudsons survive, including four Royal Hudsons and the un-streamlined
Canadian Pacific 2816. Five of the Burlington Route locomotives survive, including the
Aeolus. 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. The
Pennsylvania Railroad also owned the
P5 class of
electric locomotives, also with a wheel arrangement. == Model railroading ==