Atlantic, Mississippi and Ohio Railroad #87, delivered October 27, 1873, from the Mason Machine Works of Taunton, Massachusetts. This is a 5 ft (1524 mm) gauge 4-4-0 with 54 in (1.37 m) drivers. Shown during delivery on flatcars due to gauge incompatibility. Note the elaborate ornamentation. #87 is a wood-burner with a spark-arresting Radley-Hunter type stack.

Atlantic and St. Lawrence Railroad locomotive Coos circa 1856 in Longueuil, Quebec. The short wheelbases of the leading wheels, drivers and the tender bogies were soon expanded on locomotives of this type.

Under the Whyte notation for the classification of steam locomotives, 4-4-0 represents the wheel arrangement of four leading wheels on two axles (usually in a leading truck), four powered and coupled driving wheels on two axles, and no trailing wheels. The 4-4-0 is most commonly known as the American type due to the large number of this type that were produced and used there,^[1] but the type subsequently became very popular in Great Britain where large numbers were produced. Almost every major railway that operated in North America in the first half of the 19th century owned and operated locomotives of this type.

Other equivalent classifications are:

UIC classification: 2′B (also known as German classification and Italian classification)

French classification: 220 (also known as Spanish classification)

Turkish classification: 24

Swiss classification: 2/4

Russian classification: 2-2-0

The first use of the name American to describe locomotives of this wheel arrangement was made by Railroad Gazette in April 1872. Before that time, this wheel arrangement was known as a Standard or Eight-Wheeler. This locomotive type was so successful on US railroads that many earlier 4-2-0 and 2-4-0 locomotives were rebuilt as 4-4-0s by the middle of the 19th century.

American designs[link]

The first 4-4-0 design was developed by Henry R. Campbell, then the chief engineer for the Philadelphia, Germantown and Norristown Railway. Campbell received a patent for the design in February 1836, and he soon set to work building the first 4-4-0. New locomotive construction in the USA had begun only five years earlier at the West Point Foundry with the Best Friend of Charleston in 1831.

For the time, Campbell's 4-4-0 was a giant among locomotives. Its cylinders measured 14 inch (356 mm) in diameter with a 16 in (406 mm) piston stroke, it boasted 54 in (1.37 m) diameter driving wheels, could maintain 90 lbf/in² (620 kPa) of steam pressure and weighed 12 short tons (11 metric tons). Campbell's locomotive was estimated to be able to pull a 450 short ton (410 metric ton) train at 15 mph (24 km/h) on level track, beating the strongest of Baldwin's 4-2-0s in tractive effort by around 63%.

However, with all of the increased power in Campbell's design, the frame and driving gear of his locomotive proved too rigid for the railroads of the time, thus Campbell's prototype was too prone to derailments. The most obvious cause was the lack of a weight equalizing system for the drivers. At about the same time as Campbell was building his 4-4-0, the company of Eastwick and Harrison was building its own version of the 4-4-0. This locomotive, named Hercules, was completed in 1837 for the Beaver Meadow Railroad. The Hercules was built with a leading bogie that was separate from the locomotive frame, making it much more suitable to the tight curves and quick grade changes of early railroads. At first, the Hercules also had poor roadability, and was returned to its builder for remodeling, and was given an effective springing system.

An Atchison, Topeka and Santa Fe Railway type 4-4-0 on a passenger train across Kansas circa 1895.

Even though Hercules and its successors from Eastwick and Harrison proved the viability of the new wheel arrangement, the company remained the sole builders of this type of locomotive for another two years. William Norris built that company's first 4-4-0 in 1839, followed by Rogers, Locks and Canals and Newcastle in 1840. Henry Campbell didn't sit idly by while other manufacturers started building their own 4-4-0s. Like many executives of the modern era, Campbell sued other manufacturers and railroads for infringing on his patent. Baldwin settled with Campbell in 1845 by purchasing a license to build 4-4-0s.

As the 1840s progressed, the design of the 4-4-0 changed little, but the dimensions of a typical example of this type increased. The boiler lengthened, drive wheels grew in diameter and the fire grate increased in area. Early 4-4-0s were short enough that it was most practical to connect the pistons to the rear driving axle, but as the boiler lengthened, the connecting rod was more frequently connected to the front driving axle.

In the following decade, locomotive manufacturers began extending the wheelbase of both the leading bogie and the driving axles. By placing the axles farther from each other, manufacturers were able to mount a wider boiler completely above the wheels that extended beyond the sides of the wheels. This gave newer locomotives increased heating and steam capacity which translated to higher tractive effort. It was in this decade, the 1850s that the 4-4-0 began to look like the locomotives that are preserved today. There are fewer than 40 surviving 4-4-0s in the United States today, not counting reproductions.

A Hanko–Hyvinkää railway Baldwin 4-4-0 of 1872 vintage at Hanko in 1893

The design and subsequent improvements of the 4-4-0 proved so successful that by 1872, 60% of Baldwin's locomotive construction was of this type, and it is estimated that fully 85% of all locomotives in operation in the USA were 4-4-0s. However, the 4-4-0 was soon supplanted by bigger designs, like the 2-6-0 and 2-8-0, even though the 4-4-0 was still favored for express services. The widespread adoption of the 4-6-0 and even larger locomotives helped seal its fate as a product of the past. By 1900, the 4-4-0 was obsolete in US locomotive manufacture, although they continued to serve branch lines and private industry into the mid 20th century. The last 4-4-0 built was a diminutive Baldwin product in 1945, built for the United Railways of Yucatan.

British designs[link]

The first British locomotives to use a 4-4-0 wheel layout in the UK were the broad gauge tank engine designs which appeared from 1849 (see below). The first tender engine class was the GWR Waverley Class designed by Daniel Gooch and built by Robert Stephenson & Co. in 1855 for the Great Western Railway, although they were of limited success.^[2]

The first American type tender locomotive on the standard gauge was designed by William Bouch in 1860 for the Stockton & Darlington Railway, following the American pattern with two outside cylinders.^[3]

Inside cylinder designs[link]

A LB&SCR B4 class c.1910 typical of the British inside frame/inside cylinder layout

Britain's major contribution to the use of the 4-4-0 wheel arrangement was in the development of the inside cylinder version which created a steadier locomotive; one less prone to oscillation at speed. This type was introduced in Scotland 1871 by Thomas Wheatley of the North British Railway.^[4] Samuel W. Johnson of the Midland Railway built 350 examples between 1876 and 1903 to various designs, notably the Midland Railway 483 Class. The type was particularly refined by John F. McIntosh of the Caledonian Railway with his Dunalastair and Breadalbane classes of 1896-1898.

City of Truro, with inside cylinders but outside frames.

From the mid 1890s until after the First World War the inside cylinder 4-4-0 was the standard type for British passenger Express trains, although several classes were also used for mixed traffic services in later years.^[5] Wilson Worsdell of the North Eastern Railway (UK), designed six classes between 1896 and 1909. Other notable classes included the London and South Western Railway T9 class of 1899 and the London and North Western Railway Precursor Class of 1904. The Great Western Railway preferred to retain outside frames on their 4-4-0s. One member of the 'City class' City of Truro, designed by George Jackson Churchward and built at the GWR Swindon Works in 1903, was reputedly the first steam locomotive in Europe to travel in excess of 100 mph (160 km/h), reaching a speed of 102.3 mph (164 km/h) whilst hauling the "Ocean Mails" special from Plymouth to London Paddington on 9 May 1904.

Although by 1920 the inside-cylinder 4-4-0 had largely been superseded by larger locomotives for mainline express trains, the type remained in use in Scotland and East Anglia where lines that could not take heavier or larger locos were common. Thus both the Great Eastern Railway "Claud Hamilton" classes of 1900–1911 and the Great Central Railway Director classes of 1920 were perpetuated by the London and North Eastern Railway in 1923. The London, Midland and Scottish Railway also continued to build the Class 2P of traditional inside-cylinder 4-4-0s, for secondary passenger until 1932.

3-cylinder designs[link]

Schools class locomotive Stowe constructed 1934

Experiments had taken place with 3-cylinder compound locomotives by Wilson Worsdell of the North Eastern Railway in 1898, Samuel W. Johnson of the Midland Railway in 1901 and Francis Webb of the London and North Western Railway. Of these the most successful was the development by Richard Deeley of Johnson's design after 1905, which continued to be built by the London Midland and Scottish Railway until 1932.

British 3-cylinder simple-expansion locomotives included Nigel Gresley's LNER Class D49 of 1927-8. However the most powerful 4-4-0 design ever constructed, and one of the most successful designs was the Southern Railway Schools class designed by Richard Maunsell and built between 1930 and 1935. These were used on secondary express trains between London and South Coast towns until their withdrawal 1962.

Australia[link]

According to Oberg, the first 4-4-0s appeared in South Australia in 1859. From that initial order for two engines, the wheel arrangement eventually appeared in the various colonies in 3 ft 6 in (1.07 m) gauge, standard gauge and broad gauge of 5 ft 3 in (1.60 m). A range of 4-4-0s engines worked Victoria, New South Wales, Western Australia and Tasmania. These engines varied from small locomotives to express passenger racers with 6 ft 6 in (1.98 m) drivers. Locomotives came, from British builders such as Dübs and Beyer Peacock & Co., from the American Rogers Locomotive Works in New Jersey and, local colonial railways firms such as Martin & Co, and Ballarat's Phoenix Foundry. In New South Wales and Victoria, the 4-4-0 ruled the rails for main line passenger services until the early 1900s. Engines appeared as tendered, tank and saddle top versions, some were converted in Western Australia to 4-4-2s.

Finland[link]

Finnish class A4 locomotive built 1875, preserved at the Finnish Railway Museum

Classes A1, A2, A3, A4, A5, A6, and A7. The class A4 were a class of 9 locomotives built from 1872-1873 by the Baldwin Locomotive Works for use on the Hanko–Hyvinkää railway. The class A5 were a class of 2 built from 1874 and 1875 by the Finnish State Railroad's workshops in Helsinki.

Finnish class A5 locomotive built 1874, preserved at the Finnish Railway Museum

South Africa[link]

Seventeen 4-4-0 locomotives were delivered to South Africa by Neilson and Company between 1875 and 1881, and a further 14 similar locomotives by Neilson and Avonside Engine Company during 1879 and 1880. A few of these survived to become part of South African Railways class O1.^[6] A further 62 locomotives supplied by Neilson & Co. (1882, and 1898), Dübs and Company (1889) and Sharp Stewart and Company (1901–1903) all later became South African Railways class O3.^[7]

Tank locomotives[link]

United Kingdom[link]

Tank engines classes begin to appear in the UK on broad gauge lines from 1849. The Great Western Railway built its Bogie class saddle tanks for the South Devon Railway in 1849, and others during 1854 and 1855 for its own use. The South Devon Railway owned a further six saddle tank classes between 1851 and 1872, and the Vale of Neath Railway a further nine. The Bristol and Exeter Railway introduced several 4-4-0T classes after 1855.

William Adams (locomotive engineer) built a series of standard gauge 4-4-0T classes for the North London Railway between 1863 and 1876. He went on to build the LSWR 46 Class for the London and South Western Railway in 1879.

Other British 4-4-0T types included the Metropolitan Railway A Class built by Beyer, Peacock and Company from 1864, and the Highland Railway O Class, 1878 and P class 1893-4. In the same year John Lambie of the Caledonian Railway built 12 class 1 4-4-0T locomotives.

South Africa[link]

Eleven 4-4-0T locomotives were delivered to South Africa by Neilson and Company between 1882 and 1891, they later became South African Railways class O2.^[8]

Replicas and reproductions[link]

The Crown Metal Products Company of Wyano, Pennsylvania built live steam reproductions of classic 4-4-0 designs between 1960 and 1989 for use by amusement parks. The largest of these ran on 3 ft (914 mm) narrow gauge track of which 18 were produced. Most are patterned after 19th century American designs, though those produced for Busch Gardens have European styling. Many of these are still in daily operation at parks such as Paramount's Kings Island, Michael Jackson's Neverland Ranch, and Omaha's Henry Doorly Zoo (see Omaha Zoo Railroad).

Notable 4-4-0 locomotives[link]

• The Dayton
• The General
• The Inyo
• Edward the Blue Engine (fictional)
• The Jupiter
• The Texas
• No. 119
• New York Central and Hudson River Railroad No. 999

Notes[link]

References[link]

This article includes a list of references, related reading or external links, but its sources remain unclear because it lacks inline citations. Please improve this article by introducing more precise citations. (May 2009)

• Kinert, Reed (1962). Early American steam locomotives; 1st seven decades: 1830-1900. Seattle, WA: Superior Publishing Company. 
• White, John H., Jr. (1968). A history of the American locomotive; its development: 1830-1880. New York, NY: Dover Publications. ISBN 0-486-23818-0. 
• Australian Railway Historical Society, A Century Plus of Locomotives New South Wales Railways 1855-1965, ARHS, Sydney, 1965.
• Oberg, Leon. Locomotives of Australia, Reed Sydney, 1975 (plus subsequent editions)
• Victorian Railways, Power Parade: 1854-1954, Victorian Railways, 1954.
• Crown Metal Products 1975 catalog

External links[link]

Wikimedia Commons has media related to: 4-4-0 locomotives

• Building a 1/8 scale Live Steam 4-4-0 locomotive This site includes a full 1875 shop drawing of a Baldwin 4-4-0.
• Maunsell Railway Society 4-4-0 locomotive 'Stowe'

Patrice Bergeron
Born	(1985-07-24) July 24, 1985 (age 26) L'Ancienne-Lorette, QC, CAN
Height	6 ft 2 in (1.88 m)
Weight	194 lb (88 kg; 13 st 12 lb)
Position	Centre
Shoots	Right
NHL team	Boston Bruins
National team	Canada
NHL Draft	45th overall, 2003 Boston Bruins
Playing career	2003–present

Patrice Bergeron (born Patrice Bergeron-Cleary; July 24, 1985)^[1] is a Canadian professional ice hockey centre and alternate captain currently playing for the Boston Bruins of the National Hockey League (NHL). He played junior with the Acadie-Bathurst Titan of the Quebec Major Junior Hockey League (QMJHL) for one full season before being selected 45th overall by the Bruins in the 2003 NHL Entry Draft. He made the immediate jump from junior to the NHL after his draft and joined the Bruins in 2003–04. Internationally, Bergeron competes for Team Canada and has won gold medals at the 2004 World Championships, 2005 World Junior Championships and 2010 Winter Olympics in Vancouver. Bergeron is the most recent member of the Triple Gold Club after he won the Stanley Cup with Boston on June 15, 2011. Bergeron scored two goals including the Stanley Cup winning goal at 14:37 of the first period of Game 7 at Vancouver.

Minor hockey[link]

Bergeron grew up in his hometown of Ancienne-Lorette, Quebec and was mostly an A and AA player throughout his minor hockey days. He was drafted in the 5th round of the 2001 QMJHL Draft out of AAA Bantam hockey with the Saint-Foy Gouveneurs. The following year he played AAA hockey for the Séminaire St-François Blizzard before reporting to the Acadie-Bathurst Titan of the QMJHL.

Playing career[link]

Bergeron was drafted in the 2003 NHL Entry Draft by the Boston Bruins 45th overall. During his rookie season, Bergeron was selected for the NHL YoungStars Game in Minnesota as part of the 2004 All-Star weekend. He finished his rookie season with 39 points in 71 games. Due to the 2004–05 NHL lockout, Bergeron played for Boston's minor league affiliate, the Providence Bruins of the American Hockey League (AHL); he tallied 61 points in 68 games.

As the NHL resumed the following season, Bergeron led the Bruins with a career-high 31 goals and 73 points. He played the majority of the season with linemates Brad Boyes and newcomer Marco Sturm, who had been acquired in a trade that sent captain Joe Thornton to the San Jose Sharks in November 2005. The Bruins general manager at the time, Mike O'Connell, recalled in a June 2011 interview that the organization had made a decision to build the team around Bergeron instead of Thornton, preferring the former's on- and off-ice character.^[2] At the end of the year, Bergeron was selected by the Bruins to receive the team's 7th Player Award as the player most deemed to have exceeded expectations. Playing under a defensive system employed by new head coach Dave Lewis,^[3] he recorded his second consecutive 70-point campaign in 2006–07 with 22 goals and 48 assists. He was hampered the majority of the season by a nagging shoulder injury.

After recording 3 goals and 4 assists in the first 10 games of the 2007–08 season, Bergeron suffered a season-ending head injury during a game on October 27, 2007. Checked from behind by Philadelphia Flyers defenceman Randy Jones, Bergeron hit his head on the end-boards, knocking him unconscious. He lay motionless on the ice for several minutes before being wheeled off on a stretcher and taken to Massachusetts General Hospital, where he was diagnosed with a broken nose and a grade-three concussion. Jones received a two-game suspension from the NHL.^[4] Bergeron made his first public statements regarding the injury on November 8, saying that he would not take any legal action and that Jones had tried to contact him to apologize.^[5]

On January 19, 2008, the Boston Globe reported that he had been sent on a vacation by Bruins general manager Peter Chiarelli and that he would likely sit out for the remainder of the season as his recovery had regressed.^[6] In March 2008, he started preliminary on-ice practice with Bruins goaltender Manny Fernandez, who was himself recovering from knee surgery.^[7] He steadily progressed into full-contact practices in early-April, aiming for a playoff return against the Montreal Canadiens in the opening round; he was held back by team doctors.^[8] In June 2008, Bergeron was reported as being symptom-free during off-season training.^[9] He participated in the Bruins' summer development camp (typically for Bruins prospects) with Fernandez,^[10] before joining the Bruins' main training camp.^[11] He returned to action with the Bruins for the team's pre-season opening game on September 22, 2008, against the Montreal Canadiens, an 8–3 victory played in Halifax, Nova Scotia.^[12]

Bergeron skates towards the net during a game against the New Jersey Devils in February 2009.

After the 2008–09 season began, Bergeron scored his first goal since his concussion on October 23, 2008, in a 4-2 home game loss to the Toronto Maple Leafs.^[13] Two months later, in a game against the Carolina Hurricanes on December 20, 2008, Bergeron collided with opposing defenceman, and future Bruin Dennis Seidenberg, suffering another concussion. He lay face down on the ice while being attended to by team trainers and eventually left the ice under his own power. He was released from the hospital the day after the collision and placed on injured reserve.^[14] (Seidenberg and Bergeron later became teammates on the Bruins after a trade for Byron Bitz to the Florida Panthers in 2010 to get Seidenberg.) Bergeron returned after being sidelined for a month and completed the season with 39 points in 64 games. In the 2009 Stanley Cup Playoffs, Bergeron recorded his first career fighting major in a scrap with Montreal's Josh Gorges.

In 2009–10, Bergeron scored 52 points while playing on a line with winger Mark Recchi. During the 2010 playoffs, he scored 4 goals and added 7 assists for 11 points in 14 games. The following season, Bergeron scored his first career NHL hat trick in a Bruins victory over the Ottawa Senators on January 11, 2011.^[15] Bergeron was named the NHL's first star of the month and was twice named first star of the week in January 2011.^{[citation needed]}

Bergeron has been in one fight in his entire NHL career, on April 18th, 2009 in game 2 of the Eastern Conference Quarter Finals. Josh Gorges reached out and hit Patrice in the jaw, and Bergeron retaliated by pummeling Gorges with two huge left punches. This was a seen as a huge motivator for the series.

Bergeron was once again concussed after a hit from Claude Giroux on May 6, 2011, in game 4 of the second round in the 2011 playoffs. It is believed to be a mild concussion that kept him out of the beginning of the 3rd round of the playoffs. On June 1, 2011 with the Boston Bruins, Alex Burrows allegedly bit Bergeron's finger. No penalty was called and the league did not fine or suspend Burrows because the alleged bite was not supported by any evidence.

Bergeron became the 25th member of Triple Gold Club on June 15, 2011, with the Bruins when they won the Stanley Cup. He scored two goals in Game 7 of the series, including the game (and series) winner. On the Stanley Cup, Bergeron is listed by his birth name, Patrice Bergeron-Cleary.

International play[link]

Medal record
Ice hockey
Competitor for  Canada
Winter Olympics
Gold	2010 Vancouver	Team
World Championships
Gold	2004 Czech Republic	Team
World Junior Championships
Gold	2005 United States	Team

Following his rookie season in the NHL, Bergeron was selected to play for Team Canada at the 2004 World Championships in Prague, Czech Republic. He notched one goal in his international debut and won his first gold medal with Canada.

The following year, Bergeron was chosen to the Canadian national junior team for the 2005 World Junior Championships in North Dakota. He was lent to the team from the Providence Bruins of the AHL, where he was playing due to the NHL lockout. Bergeron was eligible for the World Juniors the previous year, as well, but was not lent to the national team because he was playing in the NHL. He finished the tournament with five goals and eight assists totalling 13 points over six games, while playing on a line with Sidney Crosby and Corey Perry. He scored a goal in Canada's 6–1 gold medal victory over Russia. Bergeron finished the tournament as the leading scorer to earn MVP and All-Star team honours. By helping Canada win gold at the tournament, he became the first player to win a men's gold medal before winning at the junior level.

Bergeron made his second appearance at the World Championships in 2006 and was reunited on a line with World Junior teammate Sidney Crosby, to whom he finished second in tournament scoring with 14 points. Bergeron was once again invited to play for Canada in the 2007 World Championships. He declined, citing that he wanted to recover from injuries suffered during the NHL season.

On December 30, 2009, Bergeron was selected to play for Team Canada for the 2010 Winter Olympics in Vancouver. He was the only player selected who did not receive an invitation to the selection camp earlier in the summer. Many commentators predicted Bergeron would play on a line with Crosby due to his previous experience with him at the World Juniors and World Championships but he ended up as the 13th forward due to a groin injury obtained in Canada's first game. He played primarily on the penalty kill and in defensive-zone faceoffs.^[16]

Regular season and playoffs[link]

International statistics[link]

Awards & Honors[link]

• 2003–04: Played in the YoungStars Game (NHL)
• 2004 IIHF World Ice Hockey Championships: World Ice Hockey gold
• 2005 IIHF World U20 Championships: World Ice Hockey gold, MVP, and All-Star Team
• 2010 Winter Olympics: Olympic gold
• 2010–11: Won Stanley Cup with Boston Bruins (Bergeron became 26th member of the Triple Gold Club)
• 2011-12: Won NHL Plus-Minus Award

References[link]

External links[link]

• Patrice Bergeron's career stats at The Internet Hockey Database
• Patrice Bergeron's NHL player profile