Kinert, 1962 Precursor to the camelback freight locomotive, but with a narrow, long grate.

Data from 1899 Brooks catalogue. Improved Belpaire boiler and full wooden cab -- transitional design.

Builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004. works #2807. sold in March 1921 to the Nacional de Mexico. There's no indication in Rumary-Lambert why this was an "only."

Class B-10 / B-12 (Locobase 1253)

Small, low-drivered ten-wheelers, all of which had left service by 1918. 1504-1505 (class B-12) were 19x26" cylinder locomotives with a tractive effort of 19,808 lb.

Sagle 1964

Builder information from B Rumary list supplied by Allen Stanley in March 2004. Works numbers were 1196-1199 (March 1891) and 1397-1398 (January 1893) (B-12). Engine 212 was sold to the Canadian Northern in 1907 as their #167.

Class B-11 (Locobase 1254)

Two -- 216, 220 -- had 50" drivers and 22,093-lb tractive effort. See Alvin F Staufer & Lawrence W Sagle, B & O Power (1964)..

EHS, grate area, and weights from tables put up by Dr. Jonathan Smith --http://www.math.iastate.edu/jdhsmith/term/slusbo.htm (July 2002)

Builder information from B Rumary list supplied by Allen Stanley in March 2004. Works numbers were 1250-1255 (March 1891). 216 retired first in 1915217 and 220 were the last to go in 1920.

Class B-13 (Locobase 1255)

EHS, grate area, and weights from tables put up by Dr. Jonathan Smith --http://www.math.iastate.edu/jdhsmith/term/slusbo.htm (July 2002)

Builder information from B Rumary list supplied by Allen Stanley in March 2004. Works numbers were1391-1392 (January 1893). 223 was retired in 1918, 222 in June 1923.

Class B-14 (Locobase 1110)

Sagle, 1964, comments: The high-wheel ten-wheelers ...were the 'glamour girls' of their type and were used on the Washington-Philadelphia run ...displacing the I-6, 4-4-0 ....Serving out their later days on such trains as the 'Frederick Local' must have been a great let down."

Summarized in a description of several locomotive classes recently delivered to the Baltimore & Ohio in American Engineer, Car Builder and Railroad Journal (AERJ) in 1895.

Sagle describes these as "Mother Hubbard" or camelbacks, but the AERJ article referred to above shows a conventional layout. These and the B-15s were delivered at the same time with the class totals given as 6 for this group and 4 for the other. (Sagle shows 5.)

Class B-15 (Locobase 1256)

See Sagle, 1964. These were slightly smaller than the B-14s with cylinders measuring 1" less in diameter. All had retired by 1934. Sagle describes these as "Mother Hubbard" or camelback with high drivers for fast passenger service, but the AERJ article referred to below shows a conventional layout. It also says the only difference between these and the B-14s was the smaller cylinder diameter.

Summarized in a description of several locomotive classes recently delivered to the Baltimore & Ohio in American Engineer, Car Builder and Railroad Journal (AERJ) in 1895.

Class B-17A (Locobase 1257)

Originally built as Vauclain compounds by Baldwin with 15" HP and 25" LP cylinders; estimated TE was 21,987 lb. See Sagle, 1964;data from Baltimore & Ohio Steam and Electric Locomotive Diagrams by Alvin Staufer (self-published in 1964), supplied by Allen Stanley in May 2005 from his extensive collection.

They were quickly converted to simple expansion engines in 1905. All had retired by 1935.

Class B-18A (Locobase 1258)

Originally built as cross-compounds by Rhode Island in 1901. The 23 1/2" HP cylinder was mounted on the right side, the 35 3/4" LP cylinder on the left; estimated TE was 30,318 lb.

Like all B&O compounds, these soon were rebuilt as B-18a simple expansion engines. Sagle, 1964, notes these subclasses:

B-18b -- 4 engines (2004, 2016-2017, 2034) refitted with Baker valve gear and 70" drivers. TE became 30,000 lb.

B-18c/d -- 3 engines (c) and 12 engines (12) converted from -18a/b to use Baker or Walschaert valve gear on piston valves.

B-18e -- 9 converted B-19a.

Sagle comments: "They were first-class passenger and fast-freight engines, for use in mountain territory." The last was scrapped in 1953.

Data from Baltimore & Ohio Steam and Electric Locomotive Diagrams by Alvin Staufer (self-published in 1964), supplied by Allen Stanley in May 2005 from his extensive collection.

Class B-19a (Locobase 1259)

Originally built as Vauclain compounds by Baldwin with 15 1/2" HP and 26" LP cylinders; estimated TE was 27,105 lb. See Sagle, B & O Power (1964)., 1964. They were quickly converted to simple expansion engines in 1908. 9 B-19a were converted to B-18e in 1926 with Baker or Walschaert valve gear and piston valves.

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). says B-18/B-19 classes "served long and well ...They hauled the 'varnish' west of Cumberland, were used as helpers on the grades, and were on the head-end of express and fast-freight trains. All had retired by 1934.

EHS, grate area, and weights from tables put up by Dr. Jonathan Smith --http://www.math.iastate.edu/jdhsmith/term/slusbo.htm (July 2002)

Class B-38 (Locobase 2090)

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). and B & O to 1954 Assorted Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

A low-drivered class of Ten-Wheelers purchased by the Cleveland Terminal & Valley Railroad. The firebox was dropped in between the second and third driving axle, leaving quite uneven spacing between the drivers.

Renumbering them as 156-162 on the B&O occurred sometime before 1907. Alvin F Staufer & Lawrence W Sagle

Class B-47 (Locobase 2042)

Cincinnati, Hamilton, & Dayton Ten-Wheeler class of which 19 were renumbered by the B&O. The last of the renumbered group ran until 1927. 323-324 were not renumbered, having left service by 1917.

Sagle 1964

Builder information from B Rumary list supplied by Allen Stanley in March 2004. Works numbers were 1350-1357 (July 1892), 1401-1406 (February 1893), 1453 (April 1893),

Class B-54 (Locobase 2048)

Heavier Cincinnati, Hamilton, & Dayton Ten-Wheelers with cylinders 1" larger in diameter than the B-51s delivered in the same year. The design had a tapered boiler with an extended smokebox. By 1938, at least one (241) had been fitted with Walschaerts gear, although the engine still had slide rather than piston valves.

This relatively large class of low-drivered engines apparently served a branch-line need for the CH&D and its successor, the B&O, because the last of them wasn't retired until 1950. 360-385 became 240-265 in 1917; 386-387 were not renumbered.

Sagle 1964 and B & O to 1954 Assorted Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection.

Class B-55 (Locobase 2111)

See Sagle, 1964 and B & O to 1954 Assorted Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works number was 27858 in April 1906.

Not a mainline express type, but a freight hauler for the M&K. Later renumbered 163 and ran until 1947.

Class B-56 (Locobase 2112)

See Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). and B & O to 1954 Assorted Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 33704 in August 1909.

Photograph of this M&K Ten-Wheeler shows small drivers, slide valve, inside motion, coned boiler with the steam dome sitting on the first course, sand dome ahead of the first driver, and tall, vase-like stack. Looks a little old-fashioned for a 1909 engine. Later renumbered 164 and ran until 1946.

Class B-58 (Locobase 2071)

Data from B & O to 1954 Assorted Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive collection. Works numbers were 42773-42776 in December 1915; 42856-42861 in February 1916.

Slightly smaller than the Schenectady engines delivered to the CI&W in the same year. The B&O renumbered them 171-180 and later renumbered them again. Unlike the Schenectadies, these lasted until 1953.

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). and The diagram does not show the superheating surface, but Locobase took another CI & W locomotive that had the superheater area (Locobase 2072) and scaled it down to the estimate shown in the specs. The reasoning ran as follows: They were close in size, although the Consolidation had a bigger boiler, and both were built by Baldwin in the same year for the same railroad. .

It does show 10" piston valves.

Class B-7 (Locobase 1251)

1300 was completed with 66" drivers but later received the 62" of her sisters, along with an inclined firebox. All had left service by 1936.

Sagle 1964; data from Baltimore & Ohio Steam and Electric Locomotive Diagrams by Alvin Staufer (self-published in 1964), supplied by Allen Stanley in May 2005 from his extensive collection.

Class B-8 (Locobase 1252)

Data from B & O to 1954 Asstd Loco Diagrams book supplied in May 2005 by Allen Stanley from his extensive collection.

Large class of which the first 10 (1350-1359) were built by the B&O (1891) and the other 40 by Baldwin (1892-1893). Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). notes modifications that led to two subclasses:

B-8a -- extensive alterations to four engines (1343, 1365, 1377, 1388) included Walschaerts valve gear and piston valves, superheater. (New EHS area was 1,321 sq ft; SHS added 282 sq ft.) Weight rose to 140, 825 lb and the engines had a distinctive copper flare top to the stack.

B-8tob -- Nine engines (1344, 1346, 1351, 1361, 1364, 1366, 1368, 1384-1385) received the inclined firebox in 1896. Steam pressure rose to 175 lb. Sagle sets the new tractive effort at 23,439 lb. That combination suggests adoption of 66" drivers.

Later B-8 service was confined to the Ohio River subdivision because they could cross the old, lightly built Point Pleasant bridge over the Kanawha River bridge. In the late 1940s, a new bridge meant these engines could be retired and they soon left service.

Class Class F / B-41 (Locobase 6522)

Data from B & OSW diagram book dated July 1900 supplied in May 2005 by Allen Stanley from his extensive collection. See Locobase 2017 for the origins of the B & OSW.

Works numbers were 1029-1038 in July, 1043-1054 in September

Class Class F / B-42 & 42odd (Locobase 6523)

Data from B & OSW diagram book dated July 1900 supplied by Allen Stanley from his extensive collection May 2005. Works numbers were 907 in December 1883, 1025-1027 in June 1884.

This small class seems to be a low-drivered variant of the 237 class. The boiler also is credited with less heating surface although Locobase notes that the tube length is an inch greater and only two tubes have been deleted.

Class Class F / B-43 (Locobase 6524)

Data from B & OSW diagram book dated July 1900 supplied by Allen Stanley from his extensive collection May 2005. See Locobase 2017 for the origins of the B & OSW.

A follow on to the B-42s from a different builder, this small batch had a shorter boiler but a few more tubes and slightly larger firebox because of a larger grate.

Class Class F/B-40 (Locobase 6521)

Data from B & OSW diagram book dated July 1900 supplied by Allen Stanley from his extensive collection May 2005. See Locobase 2017 for the origins of the B & OSW.

The book notes that 115-124 were built in 1890 (works numbers were 11322-11323 in November; 11427, 11443-11444, 11448, 11451, 11464, 11474 in December), 125-126 in 1892 (works 12985, 12994 in October), 127 in 1893 (13362 in April), and finally 128-137 (works #14598-14601, 14608-14613) in December 1896.

Compared to the earlier Brooks Ten-wheelers delivered to the B & OSW in the 1880s and early 1890s, this class of freighters was not much heavier, but it had bigger grates and a larger boiler with longer tubes and more firebox heating surface.

Class Class F/B-44 (Locobase 2014)

Data from Alvin F Staufer & Lawrence W Sagle, B & O Power (1964) and from B & OSW diagram book dated July 1900 supplied in May 2005 by Allen Stanley from his extensive collection. See Locobase 2017 for the origins of the B & OSW.

Works numbers were 1601-1610 in January 1890. Relatively heavy Ten-Wheeler.

Reclassed in 1900 as B-44, retired in 1915.

1912 meant retirement for all but one of the remaining 9 locomotives with the 9th going out of service in 1915.

Class Class F/Bodd (Locobase 2013)

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). and data from Alvin F Staufer's Baltimore & Ohio Steam and Electric Locomotives (Medina, Ohio) supplied by Allen Stanley from his extensive collection May 2005. Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). Works number was 698 in December 1883.

See Locobase 2017 for the origins of the B & OSW.

Small, light, low-drivered Ten-Wheeler. Reclassed in 1900 as Bodd, retired in 1912.

Class Class J (Locobase 2010)

Data from Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). and from B & OSW diagram book dated July 1900 supplied in May 2005 by Allen Stanley from his extensive collection.

In 1882, the B&O had acquired control of the Marietta & Cincinatti and renamed it the Cincinatti, Washington, & Baltimore. In 1889, the name changed to Baltimore & Ohio Southwestern. Although technically an independent corporation, B&O control of its stock meant control of the railroad. In 1900, the B&OSW's stud was renumbered and reclassified as part of the parent company's roster.

These engines were built by Rhode Island (202-216 in 1892-93; B&O class B-29). They ran until the last example retired in 1924. The figure shown for evaporative heating surface in the diagram book seems much too low, so Locobase does not include it.

Class Class K/B-45a (Locobase 2015)

Data from B & OSW 10 - 1901 Desc of Locos supplied in May 2005 by Allen Stanley from his extensive collection; see also Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). See Locobase 2017 for the origins of the B & OSW.

Works numbers were 16495-16499 in February 1899.

Relatively high-drivered Ten-Wheelers originally built as compounds as 15" HP cylinders and 25" LP cylinders. Reclassed in 1900 as B-45a, the quintet was later rebuilt in simple-expansion layout with 19 1/2" x 26" cylinders. As such, the class served another 20 years before being retired in 1923 (3) and 1925 (2).

Class Class N (Locobase 2029)

These engines were reclassified B-24 (1337-1338) on the B&O in 1902.

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).. Builder information from B Rumary list supplied by Allen Stanley in March 2004. Works numbers were 1739-1740 (October 1897). Both were scrapped in 1928.

Class Hayes Ten-Wheeler (Locobase 2605)

Boiler pressure is a Locobase estimate.

Very similar to Ross Winans' Camels, the Hayes' Ten-Wheelers had a 4-wheel leading truck. Boiler data from Llewellyn V. Ludy's Locomotive Boilers and Engines (1920) as presented on the San Diego Railroad Museum's web site. He noted that the firebox was 42 1/4" long by 59 1/4" wide, which works out to the grate area given above.

Class T2 (Locobase 2981)

Data from 1899 Brooks catalogue.

Builder info from B.Rumary, 25 Kingscombe, Gurney Slade, Radstock, BA3 4TH, ENGLAND and Jeremy Lambert as supplied by Allen Stanley in March 2004. works #3104-3108. Rumary_Lambert identify these as 190-194, which seems at least as likely as the 184 in the catalogue illustration.

Although the drivers were not particularly tall, this design stood high. Its Improved Belpaire boiler was pitched well above the running gear, which had piston valves angled in for operation by inside valve gear.

Class Thatcher Perkins (Locobase 1024)

Kinert, 1962 and data from Alvin F Staufer's Baltimore & Ohio Steam and Electric Locomotives (Medina, Ohio) supplied by Allen Stanley from his extensive collection May 2005.

Leader of a class of 11 4-6-0s built during the Civil War. The Thatcher Perkins itself was completed with a long combustion chamber with an ash hopper on the bottom. Her firebox measured 78 1/2" long by 42" wide, yielding a grate area of 16.7 sq ft. J Snowden Bell (1912) noted that the hopper, nicknamed "Horace Greeley's hat" after the New York newspaper publisher, leaked and the combustion chamber was soon removed.

Driver diameters varied from 64 1/2" for Perkins, 60" in 5 more, and 58" in 9, 13, 36, and 136. Flangeless front drivers.

Class Tyson Ten-Wheeler (Locobase 8806)

Boiler pressure is a Locobase estimate. Data from Joseph Snowden Bell, The Early Motive Power of the Baltimore & Ohio (1912) .

Rival to Winans' Ten-wheelers, these were designed by Henry Tyson during his brief reign as Master Mechanic on the B & O. A & W Denmead & Sons of Baltimore supplied 7 of the engines while the shops added two more. They were, says John White (1972), exemplars of the "modern" style introduced by Thomas Rogers which included the spread leading truck, link valve motion, and horizontal cylinders.

Alas for Tyson, this particular class developed a reputation for derailing too easily, and the 9 delivered in 1857 were the only ones of the class. The last was retired in 1894.