Camelback locomotive

Early use

A 4-6-0 camel built by the Baltimore & Ohio Railroad in 1869, housed at the Museum of Transportation

The Baltimore and Ohio Railroad began to look into developing high-powered steam locomotives in the early 1840s, and in 1844–1847 built a series of locomotives nicknamed "muddiggers". As with many early B&O locomotives, a spur gear drive was used to connect the main shaft to the driving wheels. The long 0-8-0 wheelbase pushed this connection to the back of the locomotive and caused the floor of the cab to be lifted up above the whole assembly.

A 4-8-0 camel, (probably the very first 4-8-0) Centipede as built in 1855 (below), and as modified for the B&O Railroad in 1864 (above). Note the sloping firebox.

In 1853 Ross Winans, who had designed the "muddiggers", built the first of a series of 0-8-0 camel locomotives. These had long cabs that ran from the back of the smokebox to the front of the firebox. The firebox itself sloped back on the earliest models. The fireman worked from a large platform on the tender, and in some cases had a chute to allow him to deliver coal to the front of the grate.

Also in 1853, Samuel Hayes, the Master of Machinery for the railroad, had built a series of camel 4-6-0 locomotives for passenger service. The layout of the locomotive was roughly the same as for Winans' freight locomotives, except for the addition of the four-wheel leading bogie. Copies and variations on these locomotives were built into the 1870s, with the last retirements coming in the 1890s. These were called the "Hayes Ten-Wheelers".

The B&O examples burned conventional bituminous coal. The large fireboxes of these locomotives were made obsolete by better boiler design.

The B&O Railroad Museum has recently restored their Camel Locomotive and returned it to display. It now is in its original colors and markings for the first time since it left the Mt. Clare Shops in 1869. The Museum also has a Central of New Jersey Camelback, the No. 592, which was donated to the Museum in the 1950s.

The Wootten firebox

A 4-6-0 camelback built for the Central Railroad of New Jersey by the Baldwin Locomotive Works

John E. Wootten developed the Wootten firebox to effectively burn anthracite waste, which was a plentiful, cheap source of fuel. Wootten determined that a large, wide firebox would work best. As the successful trailing truck used to support large fireboxes had not yet been developed, Wootten instead mounted his huge firebox above the locomotive's driving wheels. The problem now arose that with a cab floor at the then standard tender deck height, it would be impossible for the locomotive's engineer to see forwards around the firebox shoulders. Instead, a cab for the engineer was placed above and astride the boiler. The fireman, however, remained at the rear with minimal protection from the elements. This gave rise to the unusual shape of the camelbacks.

First Camelbacks

The first camelback, a 4-6-0 "Ten Wheeler", was built in early 1877 by the P&R's Reading, Pennsylvania shops. It proved a success; the fuel cost saving was about $2,000 a year (approx. $30,000 now). More were built for the Reading and other of the railroads operating in the anthracite regions. Others were constructed with different wheel arrangements. The largest ones had a 0-8-8-0 arrangement and were the only articulated Camelbacks built.

Later Camelbacks

By the 1920s, many Camelback Ten Wheelers with boiler pressure at 200psi were in daily use pulling passenger trains on the Lehigh Valley, the Philadelphia and Reading, and the Central Railroad of New Jersey, particularly the last two. For their relatively small size, they were powerful, quick to accelerate, very stable at speed, and could be operated as fast as 90 miles per hour such as on the Reading's Atlantic City line. Some continued in service into the 1950s.^[1]