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{{Английская Википедия/Панель перехода}}
{{Short description|Locomotive wheel arrangement}}
{{Infobox steam wheel arrangement
| name             = 4-8-0 (Twelve-wheeler <ref name="LCyclo">{{cite encyclopedia| title=Locomotives: Whyte's Notation| encyclopedia=Locomotive Cyclopedia of American Practice| url=https://books.google.com/books?id=oMY1AQAAMAAJ&pg=PA106| publisher=Simmons-Boardman Publishing Corporation| year=1922| pages=106–107}}</ref><ref name="railroad pocket-book">{{cite book| last=Colvin| first=Fred H.| author-link=Fred H. Colvin| year=1906| title=The railroad pocket-book: a quick reference cyclopedia of railroad information| publisher=New York, Derry-Collard; London, Locomotive Publishing Company (US-UK co-edition)| page=L‑9 <!-- Not a range --> | url=https://archive.org/details/bub_gb_HhUx85xep4cC }}</ref>)
| image            = WheelArrangement 4-8-0.svg
| alt              = Diagram of two small leading wheels, and four large driving wheels joined by a coupling rod
| caption          = Front of locomotive at left
| image2           = Centipede 4-8-0.jpg
| alt2             = 
| caption2         = The ''Centipede'' as built (bottom) and as modified by the B&O Railroad (top)
<!--Equivalent classifications-->
| hatnote          = 
| UIC/Germany/Italy= 2′D
| French/Spanish   = 240
| Turkish          = 46
| Swiss            = 4/6
| Russian          = 2-4-0
<!--First known tank engine version-->
| date             = 1909
| country          = United Kingdom
| locomotive       = [[NER Class X]]
| railway          = [[North Eastern Railway (United Kingdom)|North Eastern Railway]]
| designer         = [[Wilson Worsdell]]
| builder          = North Eastern Railway
| evolvedfrom      = 
| evolvedto        = 
| mainbenefit      = 
| maindrawback     = 
<!--First known tender engine version-->
| date2            = 1855
| country2         = United States of America
| locomotive2      = B&O no. 235 ''Centipede''
| railway2         = [[Baltimore and Ohio Railroad]]
| designer2        = [[Ross Winans]]
| builder2         = Ross Winans
| evolvedfrom2     = 
| evolvedto2       = 
| mainbenefit2     = 
| maindrawback2    = 
<!--First known "True type" version-->
| date3            = 1882
| country3         = United States
| locomotive3      = 229 ''Mastodon''
| railway3         = Central Pacific Railroad
| designer3        = Andrew Jackson Stevens
| builder3         = Central Pacific Sacramento shops
| evolvedfrom3     = [[2-8-0]]
| evolvedto3       = [[4-8-2]]
| mainbenefit3     = Better power than [[2-8-0]]
| maindrawback3    = Small firebox
}}

Under the [[Whyte notation]] for the classification of [[steam locomotive]]s, '''{{nowrap|4-8-0}}''' represents the [[wheel arrangement]] of four [[leading wheel]]s on two axles, usually in a [[leading truck]] or [[bogie]], eight powered and coupled [[driving wheel]]s on four axles and no [[trailing wheel]]s. In [[North America]] and in some other countries the type was usually known as the '''Twelve-wheeler'''.<ref name="LCyclo" /><ref name="railroad pocket-book" />

==Overview==
The first {{nowrap|4-8-0}} locomotive is believed to have been the ''Centipede'', a tender locomotive built by [[Ross Winans]] in 1855 for the [[Baltimore and Ohio Railroad]] in the United States of America, where it remained in service for nearly twenty years. It appears to have been delivered in a cab-forward type of configuration that was modified to a [[Camelback locomotive#Development|Camel]] configuration in 1864.<ref name="Carling">Carling, D. Rock (1972). ''4-8-0 Tender Locomotives''. Drake Publishers Inc. {{ISBN|978-0-87749-150-7}}</ref> On a Camel locomotive the cab was mounted atop the boiler, unlike the later Camelback locomotive whose cab straddled the boiler and that first appeared around 1877.<ref>[[:en:Camelback locomotive#Development|Camelback locomotive – Development]]</ref>

[[File:CPRR 229 1885 Painting.png|thumb|CPR no. 229, the ''Mastodon'' of 1882]]
The nickname '''Mastodon''' is often mistakenly used to describe the {{nowrap|4-8-0}} wheel arrangement and was derived from the unofficial name of the first {{nowrap|4-8-0}} locomotive of the [[Central Pacific Railroad]] in the United States, the wood-fired [[Mastodon (steam locomotive)|CPR no. 229]], which was designed and built in 1882 by the railroad's master mechanic, Andrew Jackson (A.J.) Stevens, at the railroad's Sacramento works in California.<ref name="Carling"/> However, several period publications<ref name="LCyclo" /><ref name="railroad pocket-book" /> instead use the nickname Mastodon to refer to the [[4-10-0]]. These publications refer to the {{nowrap|4-8-0}} as the '''Twelve-wheeler'''.

==Usage==

===Australia===
The {{nowrap|4-8-0}} wheel arrangement saw service in Australia from 1900. In [[Tasmania]], the privately owned [[Emu Bay Railway]] ordered four {{nowrap|4-8-0}} tender locomotives for their {{RailGauge|3ft6in|lk=on}} gauge system. In 1911, another locomotive was delivered from the [[North British Locomotive Company]].<ref name="NBL 2">North British Locomotive Company works list. (By J. Lambert)</ref> Two of these locomotives are preserved.<ref name="Oberg">Oberg, Leon. (1975). ''Locomotives of Australia''. Sydney, New South Wales: Reed. p. 157. {{ISBN|978-0-589-07173-8}}</ref>

[[File:T class-South Australia-1967.jpg|thumb|left|South Australian Railways T class]]
A new class of {{nowrap|4-8-0}} locomotive, the [[South Australian Railways T class|T class]], designed in South Australia for use on the narrow gauge {{RailGauge|3ft6in}} gauge system of the [[South Australian Railways]], was introduced in 1903. It proved to be a suitable workhorse and by 1917 there were 78 locomotives in the class. In 1921 and 1922, the Tasmanian Government also purchased six of these narrow gauge South Australian locomotives and, during 1922 and 1923, five of the class were converted to {{RailGauge|1600mm|lk=on|al=on}} gauge for use on the broad gauge system of the South Australian. These were converted back to narrow gauge in 1949. During the [[Second World War]], the [[Commonwealth Railways]] obtained four of these South Australian narrow gauge locomotives on loan. Several of these locomotives are preserved.<ref name="Oberg"/>

[[File:Gympie.jpg|thumb|[[Queensland C17 class locomotive|QGR C17 class]]]]
The [[Queensland Rail|Queensland Government Railways]] (QGR) introduced its [[Queensland C16 class locomotive|C16 class]] of {{nowrap|4-8-0}} locomotives in 1903, built at its [[List of Queensland steam locomotives#Ipswich workshops|Ipswich workshops]].<ref name="Oberg"/> Altogether 152 of these locomotives were in service by 1917. Beginning in 1920, a number of the QGR C16 class locomotives were equipped with superheaters on an experimental basis, but since their slide valves were not suited to superheated steam and became prone to steam leaks due to excessive wear, they were soon converted back to use saturated steam. During the Second World War, the Commonwealth Government also acquired eleven C16 class locomotives on loan. Only one example of this class was preserved.

The QGR's superheated [[Queensland C17 class locomotive|C17 class]] entered service from 1920. The Commonwealth Railways also ordered 22 locomotives of the same design for their narrow gauge rail system, designated the [[Commonwealth Railways NM class|NM class]]. In total, the C17 class eventually numbered 227 locomotives, of which twenty are preserved.

In 1922, the QGR ordered 22 new {{nowrap|4-8-0}} locomotives and designated them the [[Queensland C19 class locomotive|C19 class]]. They were the largest conventional type locomotives to operate on the QGR.<ref name="Oberg"/>

===Austria===
In [[Austria]], the {{nowrap|4-8-0}} wheel arrangement was used for express locomotives. The Class 570 locomotive was introduced in 1915 and the [[BBÖ Class 113|class 113]] locomotive of the [[Austrian Federal Railways]] was introduced in 1923. From 1938, both classes were re-designated as Class 33 on the [[Deutsche Reichsbahn]]. {{Citation needed|date=October 2012}}

===Bechuanaland===
In 1897, four Cape 7th Class {{nowrap|4-8-0}} 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 and were designated [[South African Class 7A 4-8-0|Class 7A]] on the South African Railways in 1912.<ref name="Holland 1">{{Holland-Vol 1|pages=40–44, 56, 61–64, 67, 72, 78–80, 99–101, 105, 122–128, 134–135}}</ref><ref name="Pattison 1">{{Pattison-Seventh|pages=3-16, 38–39, 48–50}}</ref>

===France===
[[File:PLM4-8-0.jpg|thumb|left|PLM {{nowrap|4-8-0}}, without its tender]]
In France, the {{nowrap|4-8-0}} wheel arrangement was used on two locomotive classes. The first was in 1907 by the ''[[Chemins de fer de Paris à Lyon et à la Méditerranée]]'' (PLM). These locomotives were intended for goods trains, as well as passenger trains on the more difficult routes. They were Baudry type compound locomotives, similar to the [[Alfred de Glehn|De Glehn]] type, but with their low pressure cylinders set at 60% cut-off. All of them originally used saturated steam, but some were later equipped with superheaters while all the others were provided with feedwater heaters. These locomotives had a maximum speed limit of {{convert|52.8|mph|km/h|0|abbr=off}} and were designed to be able to haul 1,177 [[long tons]] at {{convert|22.4|mph|km/h|0|abbr=off}}. A total of 282 were built. The PLM had prepared designs for another much larger {{nowrap|4-8-0}} locomotive by 1913, but it did not materialise as a result of the outbreak of the [[First World War]].

[[File:240P.jpg|thumb|Early 240P class 4-8-0]]
The second {{nowrap|4-8-0}} locomotive to appear in France was the famous [[SNCF 240P|240P class]] of the ''Société Nationale des Chemins de Fer Français'' ([[SNCF]]), with "240" in this instance referring to the [[French locomotive classification|French classification]] of wheel arrangement according to the number and arrangement of axles rather than wheels. Technically, these locomotives were developments of some of the earliest [[4-6-2|{{nowrap|4-6-2}} Pacific]] locomotives in Europe that were built for the ''[[Compagnie du chemin de fer de Paris à Orléans|Chemin de Fer de Paris à Orléans]]'' (PO). The 240P class was considered to be one of [[André Chapelon]]'s finest designs and benefited from his thorough understanding of [[thermodynamics]] and his appreciation of the need to consider the entirety of the steam circuit. The locomotive was a four-cylinder compound, fitted with Lentz-Dabeg poppet valves.

Coupled with an elegant French style tender, the second batch of the 240P class was aesthetically much more pleasing. With a power output of {{convert|4700|hp|kW|abbr=off}}, the 240P class was reputed to have the highest [[power-to-weight ratio]] of any steam locomotive. Discussion continues as to how robust they were mechanically, for example whether the size of the bearings was too near the bone, or whether they were simply worked to death during the difficult war years. None have survived in preservation.<ref>[http://thierry.stora.free.fr/english/techdat2.htm French Compound Locomotives’ Homepage]</ref>

===Hungary===
[[File:MÁV 424,287.jpg|thumb|[[MÁV Class 424]]]]
In the 1920s, the ''Magyar Államvasutak'' ([[Hungarian State Railways]] or MÁV) adopted the {{nowrap|4-8-0}} type as their standard mixed-traffic locomotive in the shape of the [[MÁV Class 424|424 class]], which was built between 1924 and 1958. Of these, 365 were built for [[Hungary]] and 149 for foreign systems, including the [[Yugoslav Railways]], the [[Soviet Union]] and [[North Korea]]. In Yugoslavia, they were designated the ''Jugoslovenske Železnice'' (JŽ) class 11. The last of the Hungarian locomotives were withdrawn from service in 1984. {{Citation needed|date=October 2012}}

===Ireland===
For a short period, the [[Great Southern and Western Railway]] in [[Ireland]] and its successor, the [[Great Southern Railways]], operated two inside-cylinder {{nowrap|4-8-0T}} shunting locomotives. Intended for [[Shunting (rail)|shunting]] at Dublin Kingsbridge (now [[Dublin Heuston railway station|Heuston]]) and for [[Bank engine|banking]] on the steep gradient out of Cork Glanmire Road (now [[Cork Kent railway station|Kent]]), the first locomotive emerged from the company's Inchicore workshops in 1915 and the second in 1924. They proved unsuccessful, being expensive to operate and unsuitable for sharp curves, and were withdrawn in 1928 and 1931 respectively.<ref name="Murray">{{cite journal |last=Murray|first=D. |date=February 1970|title=Irish Eight-coupled Locomotives|journal=Journal of the Irish Railway Record Society |volume=9 |issue=51 |pages=191–3 }}</ref>

On the Irish [[Three foot gauge railways|three-foot gauge]], the [[Londonderry and Lough Swilly Railway]] operated two {{nowrap|4-8-0}} tender locomotives. Built by [[Hudswell Clarke]], they were introduced in 1905 and withdrawn in the 1930s and 1940s. The two were the only tender locomotives ever to operate on that gauge in Ireland and, with two subsequent {{nowrap|[[4-8-4]]}} tank engines from the same manufacturer, were considered to be the most powerful which ever worked on any Irish narrow-gauge railway.<ref name=Murray />

===Mexico===
4-8-0 locomotives in Mexico were almost entirely built in the United States. The first locomotives were provided by the Southern Pacific Railroad to independent and subsidiary railroads such as the Cananae, Rio Yaqui & Pacifico and Sud Pacifico de Mexico. The Sud Pacifico de Mexico used, in total, 14 of the Southern Pacific's 4-8-0s, including a few from CRY&P, all constructed at Schenectady between 1889 and 1895.<ref name="Carling" />

The National Railways of Mexico had four classes of 4-8-0. The first two orders were relatively small locomotives from Brooks in 1897. In 1924, a much larger locomotive was ordered, the PR-7, numbers 5-A to 2856 and weighing 127 tons. Unusually among American-built 4-8-0s, these were intended for express passenger service and therefore had much larger drivers than 4-8-0s operating in the United States, at 67 inches diameter. The cylinders had an unusually square bore and stroke of 28 x 28 inches. Because the firebox was wide and above the frames, the tops of the last set of drivers projected into the firebox, something which was only possible due to them being oil fired.

In 1935, a further five locomotives were built with larger boilers, which increased the evaporative heating surface by 357 square feet and the superheater surface by 172 square feet. These were designated PR-8, numbers 3000 to 3004. At 144 tons, the PR-8 was the heaviest conventional 4-8-0 ever built. The Norfolk & Western's  M2, which is often credited as being the heaviest conventional 4-8-0, weighed {{convert|8470|lb|kg|0|abbr=off}} less than the PR-8.<ref name="Carling" />

===New Zealand===
[[File:Ba 552 at Parnell.jpg|thumb|[[NZR BA class|NZR B<sup>A</sup> class no. 552]]]]
New Zealand's first {{nowrap|4-8-0}} locomotive was built in the [[Addington Railway Workshops]] of the [[New Zealand Railways Department]] (NZR) in 1899 and designated [[NZR B class (1899)|B class]]. Four more were completed that same year and one more in 1901, while [[Sharp, Stewart and Company]] built four more over the next two years. {{Citation needed|date=October 2012}}

Ten [[NZR BA class|B<sup>A</sup> class]] locomotives were built by the NZR at its Addington shops between 1911 and 1913, and thirty [[NZR BB class|B<sup>B</sup> class]] locomotives were built by [[A & G Price]] in New Zealand between 1915 and 1918. One each of the B<sup>A</sup> class and B<sup>B</sup> class have been preserved, B<sup>A</sup> no. 552 and B<sup>B</sup> no. 144. Both are in [[Auckland]] at the Parnell Depot of [[Mainline Steam]], an organisation devoted to the restoration and operation of historic New Zealand Railways mainline steam locomotives. {{Citation needed|date=October 2012}}

===Rhodesia===
[[File:SAR Class 7D 1353 (4-8-0) ex RR.JPG|thumb|left|[[South African Class 7D 4-8-0|Rhodesia Railways 7th Class]]]]
Between 1899 and 1903, 52 Cape 7th Class 4-8-0 locomotives were built for the Beira and Mashonaland and Rhodesia Railways (BMR) that later became a constituent part of the [[Rhodesia Railways]] (RR). These locomotives were acquired by [[Southern Rhodesia]] at the time when railways were still expanding from the [[Cape Colony]] via [[Bechuanaland Protectorate]] into Southern Rhodesia in the southwest, from [[Beira, Mozambique|Beira]] in [[Mozambique]] to Umtali in the east, and while the [[Second Boer War]] was still in progress. At the time, the system was composed of four smaller railways, all of them still largely under construction, that were eventually all linked up in 1902. These were the fledgling Bechuanaland Railways (BR), the Mashonaland Railways (MR), the Rhodesia Railways Northern Extensions (RRM) and the BMR. The locomotives were ordered in five batches from three British manufacturers, 24 from [[Neilson and Company#Turn of the 20th century|Neilson, Reid and Company]] in 1899 and 1900, eight from [[Kitson and Company]] between 1901 and 1903, and twenty from [[North British Locomotive Company]] in 1903. In 1915, five of the Neilson, Reid locomotives were sold to the South African Railways, where they were designated [[South African Class 7D 4-8-0|Class 7D]].<ref name="Pattison 1"/>

===South Africa===
All Mastodon locomotives that saw service in South Africa were built for {{RailGauge|Cape|allk=on}}.

[[File:SAR Class 7 975 (4-8-0) ex CGR 344.JPG|thumb|[[South African Class 7 4-8-0|CGR 7th Class, SAR Class 7]]]]
Following a decision by the [[Cape Government Railways]] (CGR) to acquire eight-coupled goods locomotives, a complete design for such a locomotive was prepared at the Salt River works in [[Cape Town]] under the supervision of Locomotive Superintendent H.M. Beatty. This became the Cape 7th Class {{nowrap|4-8-0}}, the legendary locomotive that played a part in the construction of a large part of the railways into the interior of Africa south of the equator.<ref name="Holland 1"/><ref name="Pattison 1"/>
* In 1892 and 1893, 38 of these 7th Class locomotives were delivered from [[Dübs and Company]] and [[Neilson and Company]]. In 1912 they were designated [[South African Class 7 4-8-0|Class 7]] when they were assimilated into the South African Railways (SAR).<ref name="Holland 1"/><ref name="Pattison 1"/>
* Between 1896 and 1901, a second batch of 46 7th Class locomotives entered service on the CGR. These had increased heating capacity. Built by [[Sharp, Stewart and Company]], Dübs and Neilson, they were designated [[South African Class 7A 4-8-0|Class 7A]] on the SAR in 1912.<ref name="Holland 1"/><ref name="Pattison 1"/>
* Between 1899 and 1903, the Beira and Mashonaland and Rhodesia Railways (BMR) in [[Southern Rhodesia]] placed 52 Cape 7th Class locomotives in service. In May 1915, five of these locomotives, all built by [[Neilson and Company#Turn of the 20th century|Neilson, Reid and Company]], were sold to the SAR who designated them [[South African Class 7D 4-8-0|Class 7D]].<ref name="Pattison 1"/><ref name="Holland 2">{{Holland-Vol 2|pages=32–33, 63}}</ref>
* Between 1899 and 1904, the New Cape Central Railway (NCCR) placed seven Cape 7th Class locomotives in service on its {{convert|211|mi|km|adj=mid|long|0|abbr=off}} line from [[Worcester, Western Cape|Worcester]] to [[Mossel Bay|Mosselbaai]] in the [[Cape Colony]], built by Neilson, Reid and [[North British Locomotive Company]] (NBL). In 1925, when the NCCR was amalgamated into the SAR, these seven locomotives were designated [[South African Class 7E 4-8-0|Class 7E]].<ref name="Holland 1"/><ref name="Pattison 1"/>
[[File:44 7B 4-8-0 No 1056 at Voorbaai 1997-SEP-04.jpg|thumb|[[South African Class 7B 4-8-0|IMR 7th Class, SAR Class 7B]]]]
* In 1900, the Imperial Military Railways (IMR) placed 25 Cape 7th Class locomotives in service, as well as three more that had been ordered by the Pretoria-Pietersburg Railway, all built by Neilson, Reid. They all came onto the [[Central South African Railways]] (CSAR) roster at the end of the [[Second Boer War]] in 1902. In 1912, they were designated [[South African Class 7B 4-8-0|Class 7B]] on the SAR.<ref name="Holland 1"/><ref name="Pattison 1"/><ref name="Holland 2"/>
* In 1902, the CGR placed its last ten 7th Class locomotives in service. They were built by Neilson, Reid and had larger diameter boilers with a higher boiler pressure rating and larger cylinders. In 1912 they were designated [[South African Class 7C 4-8-0|Class 7C]] on the SAR.<ref name="Holland 1"/><ref name="Pattison 1"/>
* In 1913, the NCCR placed three Class 7 locomotives in service, built by NBL. They were more powerful than earlier models and also different in appearance, without the distinctive covered smokebox saddle and with running boards that dipped down ahead of the smokebox and beneath the cab. In 1925, these three locomotives were designated [[South African Class 7F 4-8-0|Class 7F]] on the SAR.<ref name="Holland 1"/><ref name="Pattison 1"/>

[[File:SAR Class 8 1088 (4-8-0) CGR 779.jpg|thumb|[[South African Class 8 4-8-0|CGR 8th Class, SAR Class 8]]]]
In 1902 and 1903, the CGR and CSAR placed a number of Cape 8th Class {{nowrap|4-8-0}} locomotives in service. Initially designed in 1901 as a {{nowrap|2-8-0}} Consolidation by H.M. Beatty, some trouble had been experienced with the leading pony trucks of the first locomotives and it was dropped in favour of a four-wheeled bogie in later orders for more locomotives.<ref name="Holland 1"/><ref name="Paxton-Bourne">{{Paxton-Bourne|pages=32, 34–35, 48–50, 56, 68, 83}}</ref>
* Altogether 23 8th Class locomotives entered service on the CGR in 1902 and 1903, built by Neilson, Reid. They had larger coupled wheels than the 7th Class, bar frames, used [[saturated steam]] and had [[Stephenson valve gear]]. In service it was found that the four wheeled bogies and the slightly shorter fixed wheelbase made them steadier and easier riding than their {{nowrap|2-8-0}} predecessors. In 1912, they were designated [[South African Class 8 4-8-0|Class 8]] on the SAR.<ref name="Holland 1"/><ref name="Paxton-Bourne"/>
* In 1902, forty Cape 8th Class locomotives that had been ordered by the IMR a year earlier, were delivered to the CSAR from Neilson, Reid and Sharp, Stewart. They were designated Class 8-L1 on the CSAR and in 1912 they became [[South African Class 8A 4-8-0|Class 8A]] on the SAR.<ref name="Holland 1"/><ref name="Paxton-Bourne"/>
[[File:SAR Class 8D (4-8-0).jpg|thumb|[[South African Class 8D 4-8-0|SAR Class 8D]]]]
* In 1903, when the first batch of 8th Class {{nowrap|4-8-0}} locomotives had been tried and proven successful, the CGR placed 38 more in service, delivered in four batches from Neilson, Reid and NBL. In 1912 they became [[South African Class 8D 4-8-0|Class 8D]] on the SAR.<ref name="Holland 1"/><ref name="Paxton-Bourne"/>
* At the same time, the CGR ordered four additional locomotives of the 8th class. It was an experimental design built to modified specifications in order to accommodate a grate area that was increased from {{convert|21|to|27.5|sqft|m2|1|abbr=off}}. They were also built by Neilson, Reid in 1903 and, in 1912, they were reclassified to [[South African Class 8E 4-8-0|Class 8E]] by the SAR.<ref name="Holland 1"/><ref name="Paxton-Bourne"/>
* In 1903, the CSAR also placed thirty Class 8-L2 locomotives in service, built by Neilson, Reid and NBL to the specifications of the Cape 8th class, but equipped with Drummond firebox tubes. In 1912, they were designated [[South African Class 8B 4-8-0|Class 8B]] on the SAR.<ref name="Holland 1"/><ref name="Paxton-Bourne"/>
* Also in 1903, the CSAR acquired a second batch of thirty Class 8-L3 locomotives, built by NBL. They differed from the previous thirty only by not being equipped with [[Dugald Drummond|Drummond]] water tubes and were the last locomotives to be ordered by the CSAR that were built to the design of another railway. In 1912 they were reclassified to [[South African Class 8C 4-8-0|Class 8C]] on the SAR.<ref name="Holland 1"/><ref name="Paxton-Bourne"/>
* In 1904, the CGR received its final batch of ten 8th Class locomotives from NBL. In 1912 they became [[South African Class 8F 4-8-0|Class 8F]] on the SAR.<ref name="Holland 1"/><ref name="Paxton-Bourne"/>
* In 1930, SAR Class 8X no. 883, a [[2-8-0|{{nowrap|2-8-0}}]] Consolidation that had been built by the [[American Locomotive Company]] (ALCO) for the CGR in 1902, was reboilered by the SAR with a purpose-built boiler. At the same time, it was superheated, converted to a {{nowrap|4-8-0}} Mastodon wheel arrangement by replacing the leading pony truck with a bogie, and reclassified to the sole [[South African Class 8X 2-8-0|Class 8R]].<ref name="Paxton-Bourne"/>

Because of the limited coal and water range of the existing fleet of [[Natal Government Railways]] (NGR) tank locomotives, Locomotive Superintendent D.A. Hendrie was tasked to produce a locomotive of greater power and capable of longer distances without refuelling or rewatering, to work the main line's steep 1 in 30 gradients. The result was the NGR [[South African Class 1 4-8-0|Class B]], the first NGR tender locomotive to be built in quantity.<ref name="Holland 1"/><ref name="Paxton-Bourne"/><ref name="Durrant">{{Durrant-Twilight|page=54}}</ref>
[[File:Natal Government Railways 4-8-0 locomotive (Howden, Boys' Book of Locomotives, 1907).jpg|thumb|[[South African Class 1 4-8-0|NGR Class Hendrie B, SAR Class 1]]]]
* Fifty Class B {{nowrap|4-8-0}} locomotives were delivered from NBL in 1904, the first tender locomotive fleet to be placed in service by the NGR. They had plate frames, [[Walschaert valve gear]] with [[Slide valve#Murdoch's D slide valve|Murdoch's D slide]] valves, [[Belpaire firebox]]es and used saturated steam. Six of them were modified to a [[4-8-2|{{nowrap|4-8-2}}]] Mountain wheel arrangement in 1906 and, in 1912, the remaining 44 were designated [[South African Class 1 4-8-0|Class 1]] on the SAR.<ref name="Holland 1"/><ref name="Paxton-Bourne"/>
* In 1910, the NGR placed 21 Improved Class B locomotives in service. They were built by NBL and incorporated various improvements to the original design of the Class B. Their boilers had been raised by {{convert|1+1/4|in|mm|0|abbr=off}} to give a better rake on the sides of the ash pan and they were built with Hendrie's steam reversers. In 1912, they were designated [[South African Class 1A 4-8-0|Class 1A]] on the SAR.<ref name="Holland 1"/><ref name="Paxton-Bourne"/>

[[File:SAR Class 13 (4-8-0).jpg|thumb|left|[[South African Class 13 4-8-0TT|SAR Class 13, c. 1912]]]]
At the end of the [[Second Boer War]], the CSAR inherited 35 {{nowrap|4-10-2T}} Reid Tenwheeler tank locomotives from the IMR and designated them Class E. The CSAR found them to have an inadequate coal and water supply for trips of any length and, beginning in 1905, 29 of them were converted to {{nowrap|4-8-0}} tank-and-tender locomotives by removing the trailing [[bissel bogie]], the fifth pair of driving wheels and the coal bunker, shortening the main frame and adding tenders reclaimed from various scrapped locomotives. In 1912, these locomotives were reclassified as [[South African Class 13 4-8-0TT|Class 13]] on the SAR.<ref name="Holland 1"/><ref name="Paxton-Bourne"/>

[[File:SAR Class Exp 6 1244 (4-8-0) CGR Class 10 880 Works 4375.jpg|thumb|[[South African Class Experimental 6 4-8-0|CGR Class 10, SAR Class Experimental 6]]]]
In 1906, the CGR placed a single experimental 10th Class {{nowrap|4-8-0}} locomotive in service on the Cape Eastern System. Designed by H.M. Beatty and built by [[Kitson and Company]], it was in most respects a larger and more powerful version of Beatty's last Cape 8th Class of 1904, the [[South African Class 8F 4-8-0|Class 8F]] on the SAR. Despite its good performance, the design was never repeated since some trouble was experienced with the firebox. In 1912, it was designated [[South African Class Experimental 6 4-8-0|Class Experimental 6]] on the SAR.<ref name="Holland 1"/><ref name="Paxton-Bourne"/>

[[File:SAR Class 17 1432 (4-8-0).jpg|thumb|left|[[South African Class 17 4-8-0TT|SAR Class 17]]]]
Between 1926 and 1929, when a shortage of suitable shunting locomotives developed as a result of increasing traffic throughout the country and particularly on the [[Witwatersrand]], the SAR rebuilt 21 of its [[South African Class A 4-8-2T|Class A 4-8-2T]] locomotives to [[South African Class 17 4-8-0TT|Class 17]] {{nowrap|4-8-0}} tank-and-tender locomotives. They were modified by removing the trailing [[bissel bogie]] and the coal bunker, shortening the main frame and adding a tender to increase the coal and water capacity. Tenders from various scrapped locomotive types were used and they were employed as shunting engines around [[Durban]] and [[Port Elizabeth]]. In 1953, two of them were sold to the Zambezi Saw Mills Company for use on their Livingstone-Mulobezi logging railway in [[Northern Rhodesia]]. The rest were withdrawn from service by 1961, more than seventy years after the first one was built for the NGR.<ref name="Holland 2"/><ref name="Paxton-Bourne"/>

===Soviet Union===
In the Soviet Union, {{nowrap|4-8-0}} locomotives were the first passenger engines to be built by the new state after the [[October Revolution]]. One hundred of these locomotives were built by the [[Kirov Plant#Putilov Company|Putilov Works]] in [[Saint Petersburg|Leningrad]] in 1927. Although intended for speeds up to {{convert|100|km/h|mph|0|abbr=off}}, they proved unsteady at speed and had to be kept to slower trains. Some were built as oil-burners. Initially built as three-cylinder locomotives, they were later rebuilt as two-cylinder engines since there were apparently severe problems with the crank axle, with up to half the engines being out of service at one point due to such troubles. Boiler pressure in the two-cylinder rebuilds was raised from {{convert|185|psi|abbr=off}} to {{convert|206|psi|abbr=off}} and they were reclassified M<sup>r</sup> (М<sup>р</sup> in Cyrillic). The M class was not considered to be a great success.<ref name="Carling" />

===Spain===
[[RENFE]] ('''''Re'''d '''N'''acional de los '''F'''errocarriles '''E'''spañoles''), the Spanish rail system that was nationalised in 1941, inherited {{nowrap|4-8-0}} locomotives from the Madrid, Zaragoza and Alicante Railway and continued to construct the type as its 240F class and also existed 4-8-0 Steam Locomotives in the Northern, Andaluces & Western Spain Railway Companies. The last survivors, all oil-burners, were concentrated at the [[Salamanca]] shed around 1970, someone Of them survived, for example Oeste 1015. {{Citation needed|date=October 2012}}

===Sudan===
[[File:Sudan Dongola Class (4-8-0).jpg|thumb|Sudan Dongola Class 4-8-0, c. 1898]]
Known as the Dongola Class, Cape 7th Class locomotives were also built for the Soudan Military Railway during [[Herbert Kitchener, 1st Earl Kitchener|Kitchener's]] campaign in Sudan. When he arrived in the territory in 1895, he built a railway strictly for military purposes. It ran parallel to the [[Nile|Nile River]] for nearly {{convert|200|mi|km|0|abbr=off}} from [[Wadi Halfa]] to the Third Cataract at [[Kerma]]. Another line was built from Wadi Halfa across {{convert|571|mi|km|0|abbr=off}} through the [[Nubian Desert]] to [[Atbarah]] and on to [[Khartoum]] to the south. For motive power, three Cape [[South African Class 7A 4-8-0|7th Class]] locomotives were ordered from [[Neilson and Company]] and delivered in 1897. These were followed by five more in two batches in 1898. The locomotives were initially not numbered, but named after places in Sudan.<ref name="Pattison 1"/>

===Sweden===
[[File:JvmKBDB01220.jpg|thumb|SJ E10 no:1739 delivery photo]]
The E9 class of Steam locomotives and its improved version the [[SJ E10|E10]] were type 4-8-0 engines.
The G12 locomotives had been built for the Halmstad-Nässjö Railway and after nationalization those locomotives had ended up at SJ the state railway company and renamed E9.
SJ needed a locomotive with moderate axle weights for the Inland Railway and after being impressed with the E9 ordered an improved variant named the E10 all 10 units of which was delivered in 1947.
These were the last large steam engines built in Sweden.

===United Kingdom===
Two classes of {{nowrap|4-8-0}} tank locomotives were used in the [[United Kingdom]], both built for hump shunting.
[[File:Stockton Locomotive Yard geograph-2358822-by-Ben-Brooksbank.jpg|thumb|[[NER Class X|NER Class X, LNER Class T1]]]]
* Ten were built by the [[North Eastern Railway (UK)|North Eastern Railway]] (NER) in 1909 and 1910, designated the [[NER Class X]], later the [[London and North Eastern Railway]] (LNER) Class T1. The LNER added a further five Class T1 locomotives in 1925. These locomotives had three [[Cylinder (locomotive)|cylinders]], following Robinson's design for the {{nowrap|0-8-4T}} [[GCR Class 8H|Class 8H]] of the [[Great Central Railway]].<ref>[http://www.lner.info/locos/T/t1.shtml The London & North Eastern Railway (LNER) Encyclopedia - The Worsdell Class T1 4-8-0 Tank Locomotives]</ref><ref>{{RCTS-LocosLNER|9B|page=29 }}</ref>
* In 1921, the [[London and South Western Railway]] (LSWR) built four [[LSWR G16 class|G16 class]] two-cylinder tank locomotives to Urie's design, for use in the [[Feltham marshalling yard]].<ref name="Locomotives of the L.S.W.R.: Part 2">{{cite book |last=Bradley |first=D.L. |title=Locomotives of the L.S.W.R.: Part 2 |year=1967 |publisher=[[Railway Correspondence and Travel Society|RCTS]] |location=Kenilworth |pages=189–190 }}</ref>

The [[London, Midland and Scottish Railway]] and the [[Southern Railway (UK)|Southern Railway]] both contemplated the construction of {{nowrap|4-8-0}} tender freight locomotives, but these never materialised.<ref name="locomotive">Cox, ''Locomotive Panorama, Volume 1; Holcroft, Locomotive Adventure'', Volume 1</ref>

===United States===
In the United States, the {{nowrap|4-8-0}} was essentially a freight locomotive that was a development of the {{nowrap|2-8-0}} Consolidation. Most American {{nowrap|4-8-0}} locomotives were built in the late 19th or early 20th century. The type never achieved great popularity, although there were five occasions when a {{nowrap|4-8-0}} locomotive was considered as the heaviest and/or most powerful in the world upon its introduction. Those locomotives were the no. 20 ''Champion'' of the [[Lehigh Valley Railroad]] in 1880, the no. 229 ''Mastodon'' of the [[Central Pacific Railroad]] in 1882, the G5 class of the [[Great Northern Railway (U.S.)|Great Northern Railway]] in 1897 and the no. 640 of the [[Illinois Central Railroad]] in 1899. It is noteworthy that the Great Northern G5 had {{convert|16|in|mm|adj=mid|-diameter}} piston valves, as large as the pistons of many locomotives then in service.<ref name="Carling"/>

Finally, the Duluth and Iron Range Railway ordered a number of trim-lined Mastodons, beginning in 1893, which were reportedly the heaviest freight engines constructed at the time. They had long, between-the-drivers fireboxes and a relatively short stroke for freight engines of the era. They were numbered from 60 to 89 and became the railroad's class J.  After 1900, they were gradually phased out in favor of the more conventional Consolidation type. All were scrapped by 1933.<ref name="Mastodon Type">{{Cite web |url=http://www.steamlocomotive.com/mastodon/?page=gn |title=Montana Central / Eastern Railway of Minnesota / Great Northern 4-8-0 "Mastodon" Type Locomotives - Class Details by Steve Llanso |access-date=2012-10-31 |archive-url=https://web.archive.org/web/20121015165902/http://steamlocomotive.com/mastodon/?page=gn |archive-date=2012-10-15 |url-status=dead }}</ref><ref>[http://www.steamlocomotive.com/mastodon/?page=dmir Steamlocomotive.com - Duluth & Iron Range 4-8-0 "Mastodon" Locomotives of the USA] {{Webarchive|url=https://web.archive.org/web/20160828061140/http://www.steamlocomotive.com/mastodon/?page=dmir |date=2016-08-28 }} (Accessed on 16 October 2016)</ref>

[[File:Strasburg Rail Road -475.jpeg|thumb|left|[[N&W 475|N&W class M no. 475]]]]
Even though, at the time, the wide-firebox {{nowrap|2-8-2}} Mikado had much more potential as far as speed is concerned, the [[Norfolk and Western Railway]] opted for the [[N&W class M|class M]] {{nowrap|4-8-0}} for its shorter wheelbase that enabled it to have over 90 percent of the locomotive's weight on the driving wheels, and the four-wheel leading truck for greater stability. The N&W operated {{nowrap|4-8-0s}} from the early 1900s to the late 1950s. Built by [[Baldwin Locomotive Works]] from 1906 and nicknamed ''Mollies'', the class M, class M1 and class M2 became the most numerous American class of {{nowrap|4-8-0}}.

[[File:A 4-8-0 locomotive built by the Baldwin Locomotive Works for the Norfolk and Western Railway.jpg|thumb|[[Norfolk and Western Railway|Norfolk & Western]] class M2]]
The class M2 locomotives are often mistakenly believed to be the largest conventional {{nowrap|4-8-0s}} built, but the Mexican PR-8 was over four tons heavier. Many of them lasted into the 1950s, but were poor steamers since the boiler's heating surface had been significantly increased compared to the classes M and M1, but with no corresponding improvement of firebox volume and grate area.<ref>{{Cite web |url=http://www.steamlocomotive.com/mastodon/?page=nw |title=Norfolk & Western 4-8-0 "Mastodon" Type Locomotives - Class Details by Steve Llanso |access-date=2012-10-31 |archive-url=https://web.archive.org/web/20121015170207/http://steamlocomotive.com/mastodon/?page=nw |archive-date=2012-10-15 |url-status=dead }}</ref>

A total of six 4-8-0s are left to survive in the United States, [[Southern Pacific Transportation Company|Southern Pacific]] [[Southern Pacific 2914|2914]], Norfolk and Western [[Norfolk and Western Railway 433|433]], [[Norfolk and Western Railway 475|475]], 1118, 1134, and 1151, and one of them, No. 475, continues to operate for the [[Strasburg Rail Road]] in [[Strasburg, Pennsylvania|Strasburg]], [[Pennsylvania]].

===Zambia===
In November 1953, the Zambezi Saw Mills Company (ZSM) in [[Northern Rhodesia]] (Zambia since 1964) purchased two [[South African Class 17 4-8-0TT|Class 17]] {{nowrap|4-8-0T+T}} locomotives from the South African Railways for use on their Livingstone-Mulobezi logging railway. The company worked the teak forests that stretched {{convert|100|mi|km|abbr=off}} to the north-west of [[Livingstone, Zambia|Livingstone]] and it built one of the longest logging railways in the world to serve its sawmill at [[Mulobezi]]. The locomotives were scrapped between 1961 and 1963.<ref name="Sitimela"/>

[[File:SAR Class 7B 1040 (4-8-0) ex IMR 113 CSAR 383.jpg|thumb|Class 7B as stationary boiler]]
In 1966, two [[South African Class 7 4-8-0|Class 7]], four [[South African Class 7A 4-8-0|Class 7A]] and two [[South African Class 7B 4-8-0|Class 7B]] {{nowrap|4-8-0}} locomotives were also purchased by the ZSM from the SAR. These eight locomotives joined the existing fleet of eight ex [[National Railways of Zimbabwe|Rhodesia Railways]] 7th Class locomotives that had been acquired by the ZSM between 1925 and 1956. After being withdrawn from service, one of the Class 7B locomotives was configured as a stationary boiler at Livingstone.<ref name="Pattison 1"/>

In November 1971, the ZSM also purchased one [[South African Class 8A 4-8-0|Class 8A]] {{nowrap|4-8-0}} locomotive from the SAR. This was the last locomotive to be purchased by the logging company and it was employed as a shunting engine at Mulobezi after logging operations ceased. It was returned to Livingstone in December 1975 and was eventually preserved at the Railway Museum at Livingstone.<ref name="Sitimela">"Sitimela", a history of the Zambezi Saw Mills Logging Railway, 1911-1972, Geof M Calvert, 2005, published by the Barotse Development Trust, p86, {{ISBN|978-0-7974-2837-9}}</ref>

==References==
{{Commons category|position=left}}
{{Reflist|30em}}
{{Whyte types}}

[[Category:4-8-0 locomotives| ]]
[[Category:Whyte notation|8,4-8-0]]
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