A 4-6-0 steam locomotive, under the Whyte notation for the classification of steam locomotives by wheel arrangement, has four leading wheels on two axles in a leading bogie and six powered and coupled driving wheels on three axles with the absence of trailing wheels.

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. As locomotives pulling trains of lightweight all-wood passenger cars from the 1890 to the 1920s, they were exceptionally stable at near 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.

Overview

Tender locomotives

During the second half of the nineteenth and first half of the twentieth centuries, the was constructed in large numbers for passenger and mixed traffic service. A natural extension of the 4-4-0 American wheel arrangement, the four-wheel 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.

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 In passenger service, it was eventually superseded by the 4-6-2 Pacific type whose trailing truck allowed it to carry a greatly enlarged firebox. Prussia and Saxony however went directly to the 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 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 Mastodon type, which was rare in North America, but became very popular on Cape gauge in Southern Africa.

Tank locomotives

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 It was used for passenger duties during the first decade of the twentieth century, but was soon superseded by the 4-6-2T Pacific, 4-6-4T Hudson and 2-6-4T Adriatic types, on which larger fuel bunkers were possible.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

thumb|Ex CGR 6th Class No. 218, CFB No. 22, at Benguela on 12 August 1972

In 1907, five 6th Class locomotives of the Cape Government Railways were sold to the Benguela Railway (CFB). These included one of the Dübs-built locomotives of 1897 and two each of the Neilson and Company and Neilson, Reid and Company-built locomotives of 1897 and 1898.

Narrow gauge

In April 1951, three Class NG9 locomotives were purchased from the South African Railways for the Caminhos de Ferro de Moçâmedes (CFM). They were placed in service on the Ramal da Chibía, a gauge branch line across from 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. (Also see South Africa - Narrow gauge)

Bechuanaland

In 1897, three Class 6 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.

Canada

thumb|[[Canadian National Railways 4-6-0 No. 1392 at Steam Expo 1986]]

thumb|Canadian National Railways 4-6-0 [[Canadian National 1551|No. 1551 on display at Steamtown U.S.A, August 1970]]

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.

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.

Today, several Canadian National Railways H-6-g class locomotives are preserved, No. 1392 is preserved at the Alberta Railway Museum while No. 1551 is preserved at the Age of Steam Roundhouse.

Denmark

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 P8 class 4-6-0 steam locomotives. They would eventually take ownership of them, classifying them as the T class.

Finland

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 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. 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 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

thumb|right|A [[Württembergian D class of 1898]]

The wheel arrangement was very popular on the railroads of German states from the turn of the 19th and 20th centuries, when they gradually replaced American type locomotives, initially especially on hilly terrain. In 1925, after the creation of the Deutsche Reichsbahn (DRG), express passenger locomotives were classified under group 17, while regular passenger locomotives were classified under group 38.

Baden

In 1894, Baden adopted its IVe class passenger locomotives of Alfred de Glehn design, the first four-cylinder compound locomotive ever. Altogether 83 were built and later became the DRG class 38<sup>70</sup>.

Prussia

In 1899, Prussia ordered a short series of 18 De Glehn passenger locomotives that were designated S 7 class.

The most numerous 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 4000. (Also see )

Prussia only started to operate express locomotives of its S 10 family from 1910. While they were externally similar, they differed in engine arrangement.

  • The S 10 quadruple (4-cylinder, 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-cylinder 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-cylinder, of which 124 were built from 1914, later the DRG class 17<sup>2</sup>.

Saxony

From 1906, Saxony used 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.

Indonesia

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 superheated 4-6-0 long-range runner for 3 ft 6 in (1,067 mm) from 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)–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).

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). 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, 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. Soon, the new upgraded 4-6-0 superheater locomotives were classified as NIS Class 381 (381-400) and worked on Semarang Tawang–Cepu–Soerabaia NIS and Semarang Tawang–Vorstenlanden (Surakarta and 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. 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.

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 Hartmann, Chemnitz and 6 from 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–Cheribon which was connected to Staatsspoorwegen's (SS) line to Batavia. 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 Cheribon which owned by SS, then they continue using SCS trains to Semarang. During 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 LMS' "Royal Scot" Class as rebuilt by William Stanier. They were the last new steam locomotives to be built for the GSR.

Myanmar (Burma)

The Burma Railways (BR) had two types of 4-6-0 locomotives in its roster, which were all standard designs of the British Engineering Standards Association (BESA) for British Indian railways. The J class locomotives, introduced in 1904, were of the standard BESA 4-6-0 passenger engine design, and the K class locomotives, introduced in the same year, were of the standard BESA 4-6-0 mixed traffic engine design. Their superheated counterparts were designated class Js and class Ks, respectively.

During World War II, Ks class locomotive 396 was captured by Japanese occupation forces who had just overran the country and sent it to Thailand, who also had similar BESA 4-6-0 locomotives. After the war, the Ks remained in Thailand until 1954, its year of scrapping. In Burma proper, the war-torn Burma Railways, severely devastated by the wartime fighting in the country, had 8 J class and 31 K class locomotives rostered on the BR after the war in May 1947, reduced from their original numbers.

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.

Norway

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.

Poland

thumb|Polish [[PKP class Ok22|class Ok22]]

The Polish State Railways (PKP) used several classes of Prussian and other German 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. (Also see 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.

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.

Russia

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 were the A, V, Zh, Z, G, U, K, B and classes.

  • The first and most numerous class was the Vladicaucasian Railway's A class, in the and, the most numerous, series. It was a 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 diameter coupled wheels.
  • In 1896, 88 Baldwin-built four-cylinder Vauclain compound locomotives were introduced, designated V class (V for Vauclain, В in Russian).

Cape gauge

thumb|left|NGR Class G No.&nbsp;26,

Between 1879 and 1885, the Natal Government Railways (NGR) placed 37 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 Class C. The last one was withdrawn from service in the mid-1980s, after more than 105 years in service.

thumb|Stephenson-built CGR 4th Class

In 1882 and 1883, the CGR placed 68 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 33 with Stephenson valve gear, while Neilson and Company built 35 with Joy valve gear. Of these locomotives, 26 were still in service when the South African Railways was established in 1912.

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 family was reclassified into twelve separate classes.

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 Class 6 designation. (Also see Sudan)
  • In 1897 and 1898, the CGR placed a third batch of 55 in service, built by Dübs, Neilson and Company and 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 Class 6B in 1912. (Also see South Africa - Cape gauge)

Sweden

thumb|right|SJ B class locomotive No.&nbsp;1220 in operation at the ZLSM in the Netherlands.

The Swedish class of 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

thumb|A Swiss Federal Railways Class A 3/5 in Brugg.

The Swiss Class 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

thumb|Preserved E class No.&nbsp;165 at Hua Lamphong Station, December, 2024

The Royal State Railway of Siam/Thailand (RSR(S)), later the State Railway of Thailand (SRT) had three classes of 4-6-0 type locomotives in their fleet:

  • The first class of Thai 4-6-0 locomotives was designated as their class E, built by the North British Locomotive Company (NBL) in three batches of 12, 5 and 24 in 1913, 1915 and 1919 respectively. The E class were based on a standardised design outlined by the Engineering Standards Committee (later the British Engineering Standards Association (BESA)) of a mixed-traffic metre-gauge locomotive for service on British Indian railways, as delivered to the Madras and Southern Mahratta Railway (MSMR).
  • The second class of Thai 4-6-0 locomotives were 7 4-6-0s of the Nederlands-Indische Spoorweg (NIS) 381-400 number series, later the C52 class locomotives. These were captured by the Japanese occupation forces in the Dutch East Indies during WWII and hauled trains on the Burma Railway. Other locomotives from the same class were sent to Indochina.
  • The third class of Thai 4-6-0 locomotives was a single Burma Railways (BR) Ks class locomotive, No.&nbsp;396, also derived from the aforementioned BESA design (with superheating applied), and also captured by Japanese occupation forces in Burma and taken to Thailand.

Six out of the twelve locomotives from the first batch of Es were given Caprotti valve gear in 1930. Five E class locomotives were donated to Cambodia in the 1970s, then considered surplus by the SRT. The remaining members of the E class were in service with the Thai railways until 1974.

Several E class locomotives are preserved at various locations in Thailand.

One of the Thai C52s was lost either to an accident or to cannibalisation. The remaining members of the class were later purchased from the NIS and taken into SRT stock. No.&nbsp;751 of the ex-NIS 4-6-0s is preserved at the Army Engineering Museum, Ratchaburi.

Post-grouping era

During the post-grouping era from 1923 to 1948, the 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.

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 Pacific locomotives, where the trailing axle could support a larger firebox. Since the reduced traction of the driving wheels was not a big disadvantage with relatively light passenger trains, the 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 s until nationalisation in 1948. The GWR's 4073 Castle Class eventually consisted of 171 express passenger locomotives, built between 1923 and 1950. The design was enlarged as the GWR's 6000 King Class, with thirty locomotives built between 1927 and 1930.

Several new mixed traffic were also introduced:

  • The Southern Railway improved the LSWR's King Arthur class and introduced the Lord Nelson class, which was briefly the most powerful class in Britain. Sixteen locomotives were built between 1926 and 1929.
  • The LMS introduced the 7P Royal Scot class, with 71 locomotives built between 1927 and 1930, and the 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 class was the LMS Class 5 Black Five, designed by William Stanier and consisting of 842 locomotives, built between 1934 and 1951. Stanier also designed the LMS 6P Jubilee class, with 191 locomotives built between 1934 and 1936.

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 Churchward's 1902 Saint class design into three further classes:

  • The GWR 4900 Hall class, with 259 locomotives built between 1928 and 1943.
  • The GWR 6800 Grange class, with eighty locomotives built between 1936 and 1939.
  • The 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 Modified Hall Class, with 71 locomotives built between 1944 and 1950, and then with his GWR 1000 County Class, with thirty locomotives built between 1945 and 1947.

The LNER inherited large numbers of 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 classes.

  • The B17 class, designed by Nigel Gresley, of which 73 were built between 1928 and 1937.
  • The B1 class, designed by Edward Thompson, of which 410 locomotives were built between 1942 and 1952.

thumb|right|BR standard class 5

British Railways era

Following the formation of British Railways in 1948, two further 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. Eighty of these were built by 1957.

United States

The first locomotive built in the United States was the Chesapeake, built by Norris Locomotive Works for the 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. Both locomotives have since been overhauled at the Strasburg Rail Road. No.&nbsp;1 was overhauled between 2016 and 2020 and returned to service upon the reopening of the WDWRR on December 23, 2022, while No.&nbsp;3 was overhauled between 2019 and 2023 and returned to service on February 21, 2024. It was originally used to haul passengers and freight over the ET&WNC's line running from Johnson City over the Appalachian Mountains to Boone, North Carolina, from 1918 to 1940. Since 1957, it has been in operation at the Tweetsie Railroad theme park in Blowing Rock, North Carolina.