Editing 4-6-0 (section)

==Overview==

===Tender locomotives===
During the second half of the nineteenth and first half of the twentieth centuries, the {{nowrap|4-6-0}} was constructed in large numbers for passenger and [[mixed-traffic locomotive|mixed traffic]] service. A natural extension of the [[4-4-0|4-4-0 American]] wheel arrangement, the four-wheel [[leading truck|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]].<ref name="Kinert">Kinert, Reed. (1962). ''Early American steam locomotives; 1st seven decades: 1830-1900''. Seattle, WA: Superior Publishing Company.</ref>

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 In passenger service, it was eventually superseded by the [[4-6-2|4-6-2 Pacific]] type whose trailing truck allowed it to carry a greatly enlarged firebox.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|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|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|4-8-0 Mastodon]] type, which was rare in North America, but became very popular on [[Cape gauge]] in Southern Africa.<ref name="Kinert"/><ref name="Holland 1">{{Holland-Vol 1|pages=32-36, 39-48, 50-52, 54, 56-57, 78, 81, 87-89, 107-108, 118–119, 122, 126, 133}}</ref>

===Tank locomotives===
The {{nowrap|4-6-0T}} 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 It was used for passenger duties during the first decade of the twentieth century, but was soon superseded by the [[4-6-2|4-6-2T Pacific]], [[4-6-4|4-6-4T Hudson]] and [[2-6-4|2-6-4T Adriatic]] types, on which larger [[fuel bunkers]] were possible.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]].