Class B-42 (Locobase 16661)

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

When Brooks began produing the production variant of the exposition engine described in Locobase 16660, the first three went to the CW&B. Tbe next sixteen were delivered to the Ohio & Mississippi; they appear in Locobase 6522.'

Gene Connelly's Brooks production compilation shows all four CW&B engines as having been "rebuilt" in 1886-1887.

See Locobase 2017 for the origins of the B&OSW. The O&M was reorganized as the Baltimore & Ohio Southwestern in November 1893 and was operated by the B&O under an open lease. In 1900, the lease was converted to ownership and the three locomotives received new numbers 245-247.

Connelly's list includes the sale of 246 in 1901 to the Gainesville, Jefferson & Southern, but that raiilroad is shown as a 3' gauge short line. The B&O, retired the 245 in 1910 and the 247 in 1911.

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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 Rail Data Exchange.

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. Instead, the evaporative heating surface area estimate was derived by adding reported direct heating surface to calculated tube heating surface

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Class 1/B-31 (Locobase 2003)

Data from Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). See also Bob Weaver , "The Railroad Made Spencer a Properous Country Town", The Hur Herald from Sunny Cal ,"A Questionable Publication from West Virginia, 12 December 2023 at []; and , and Dan Robie, "RS&G--B&O Ravenswood to Spencer Branch" on the WVNC Rails website at [], last accessed 27 January 2024. Works numbers were 2033-2034 in February 1892.

These Ten-wheeler Class D engines had a higher boiler pressure than their B-30 forebears

The RS&G received its West Virginia approval on 10 April 1886; its construction was completed in 1892. When completed, the railway ran 33.1 miles between Ravenswood and Spencer., Most of the 22 stops responded to a flag to pickup or discharge. According to Weaver, the RS&G only ever made it to Spencer, but it "contributed to the economic development of the region."

In 1892, when the railway opened, it was operated by the Ohio River Railroad until 31 August 1901. Both the RS&G and the Ohio River were sold to the Baltimore & Ohio 20 November 1912.

Dan Robie offered a similar appreciation in his fascinating and detailed account.

: "Before the era of improved roads and increased numbers of automobiles, they were the lifeblood of commerce and travel for the rural communities serving as the pipeline to the outside world. Epitomizing an existence in an agrarian culture, the heyday of both existed when agriculture dominated the regional economies. The charm that is the branch line railroad was embellished in both---it was here that a B&O Railroad more associated with such urban regions as Baltimore, Pittsburgh, and Cincinnati was humbled and successfully wore a small town face.'

For roughly its first 25 years, the railway was a success, wrote Robie: "Optimism flourished with the completion of the railroad to Spencer and the timing could not have been better. In a region basically landlocked without good roads even before the dawn of the automobile, the passenger business was steady. Goods arrived to from Roane and neighboring Calhoun County that accelerated business growth in the area."

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Class 27/B-32 (Locobase 2005)

Data from Catalogue Descriptive of Simple and Compound Locomotives built by Brooks Locomotive Works, Dunkirk, NY (Buffalo, NY: Matthew-Northrup Company, 1899). Works numbers were 2654-2656 in March 1896.

Another variant of the ORRR's Class D Ten-Wheeler with smaller drivers and middling boiler pressure. The last example retired in 1924.

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Class 304/B-47 (Locobase 2042)

Cincinnati, Hamilton, & Dayton Ten-Wheeler class of which 19 were renumbered by the B&O. 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),

When the CH&D joined the Baltimore & Ohio in December 1917, these engines went into their own class and took a new series of numbers The last of the renumbered group ran until 1927. 323-324 were not renumbered, having left service by 1917.

Sagle 1964

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

Data from B&O Staufer Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange collection. Small, low-drivered ten-wheelers, all of which had left service by 1918.

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.

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Class B-11 (Locobase 1254)

Data from Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

Two -- 216, 220 -- had 50" drivers and 22,093-lb tractive effort.

EHS, grate area, and weights from tables put up by Dr. Jonathan Smith --[] (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.

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Class B-13 (Locobase 1255)

EHS, grate area, and weights from tables put up by Dr. Jonathan Smith --[] (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.

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Class B-14 (Locobase 1110)

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. See also DeGolyer, Volume 20, p. 178; and E H Mullin, "Evolution of the Locomotive", Book of the Royal Blue, Volume I [1], No 1 (October 1897), pp. 15-16. Works numbers were 14982-14987 in August 1896 and 15375-15378 in June 1896.

This decade of Eight-wheelers were among the elite locomotives that served the Royal Blue trains between Baltimore and Philadelphia. E H Mullin, writing for the promotional "Book of the Royal Blue" that advertised the premium service, claimed that the "13s" had brought "such magnificent concentration of speed, strength and endurance as were never seen in the history of the world." Other than pure partisan support of his employer's hallmark train, what evoked this outburst? They had "on many occasions gone a mile in fifty seconds" [72 mph/116 kph). One was timed "covering a mile in 32 seconds.[92 mph/148 kph]."

Mullin's rhetoric soars even higher as he contemplates 1,100 horses pulling simultaneously to generate the power to pull 4-5 Royal Blue coaches 40 miles in 36 minutes. They could, he exclaimed, run "at the almost inconceivably rapid rate of 100 feet [68 mph/109 kph] in a second." Breath-taking image, especially when Mullin brings it home with "Think of a living seventy-ton machine hurtling 300 tons of inert train matter through the space of 100 feet between pulse beats!" And such "tremendous aggregate of energy is under such perfect control as to respond to the touch of the engineer as quickly and as obediently as would a lady's horse to the rein of its rider."

And as express Ten-wheelers went, these were indeed among the most powerful of the lot. The Book of the Royal Blue remained in publication as a free magazine for Royal Blue passengers from 1897-1911.

Baldwin's specs estimated adhesion weight at 113,000 lb (51,256 kg) and engine weight at 146,200 lb (63,315 kg). The original tender trailed by the first six engines carried 3,500 US gallons (13,248 litres) and weighed 78,000 lb (35,380 kg). 1319-1322's larger tenders held 4,000 gallons (15,140 litres).

Sagle (1964) commented: 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."

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Class B-15 (Locobase 1256)

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. See also DeGolyer, Volume20, p. 179. Works numbers were 14996-14999 in August 1896 and 15323 in May 1897.

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.

1318 retired in 1928, 1314-1315 in 1929, and 1316-1317 in 1933.

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Class B-17/B-17a (Locobase 12479)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 23, p. 228. Works numbers were 18712-18713, 18722-18724, 18767, 18790, 18806-18807 in March 1901

High-drivered express Vauclain compounds were thought to be a good use for the four-cylinder system. But its liabilities, chiefly maintenance costs, proved more intractable than hoped and the class was converted to 20" x 28" cylinders in 1905. In that configuration, the class operated until retired in 1933-1934.

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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 Rail Data Exchange.

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

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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 Rail Data Exchange.

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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. Nine 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 --[] (July 2002)

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Class B-26 (Locobase 1445)

Data from 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 1166 (August 1890), 1350 (May 1892), 1399 (January 1893) with road numbers #3, 5, 4, respectively.

The MRRR was operated by the B&O under lease from 1900 to its purchase in 1912. All three of these engines were retired by 1916 -- 232 first in 1912 , 230 in 1915, and 231 in 1916.

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Class B-27 (Locobase 1446)

Data from 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 1561 (June 1896), which became Baltimore & Ohio 234 and was retired in 1913; and 1968 (July 1899), later renumbered B&O 233 and was retired in 1916.

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Class B-30 (Locobase 2002)

These Class D engines were retired in 1912.

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

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 #1366-1369 in April 1888.

All four were renumbered into the30s for some reason and all were renumbered again by B & O in July 1901. One - 297 - was sold to a dealer in 1910, who sold it to the Ocala Northern as there 111 in November 1911.(The ON was originally the Ocklawaha Valley Railroad running from Ocala to Silver Springs, Fla. Soon after it bought 111, the ON went into receivership and re-emerged as the OV. Falling into disrepair, it was the object of several railroads' interest, but its sale to a New York company resulted in the rapid dismantling of the railroad in 1923. See [] , visited on 6 Aug 2004)

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Class B-37 (Locobase 2089)

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). Baldwin Locomotive Works Specification for Engines, as digitized by the DeGolyer Library of Southern Methodist University Volume 18, p. 143. Works numbers were 13089 and 13094 in December 1892.

Low-drivered Eight-wheelers for local traffic on this 75-mile northern Ohio road. Note that the adhesion weight is taken from the estimate in the specifications. The original estimate for engine weight was an even 100,000 lb.

The Cleveland Terminal & Valley Railroad was operated by the B&O beginning in July 1909; the B&O bought the line on 1 October 1915. These engines were renumbered 154-155.

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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 Rail Data Exchange. Works numbers were 1523-1524 in May 1894, 1696-1697 in March 1897, 1843-1844 in August 1898, 1875 in May 1899, and 2003 in September.

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 in July 1909. Apparently suitable for the task, the class proved enduring.The B&O sold the 161 to the Winchester & Western as their #3. Only 159 retired before 1930. three of the remaining six left in the 1930s and 160 and 162 served throughout World War II.

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Class B-42odd (Locobase 16660)

Data from "Ten-Wheel Freight Locomotive by the Brooks Locomotive Works",Railroad Gazette, Volume 15 ( 28 September 1883), p. 634; and B & OSW diagram book dated July 1900 supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Notes on the National Exposition of Railway Appliances - Locomotives - Brooks", American Engineer and Railroad Journal, (22 June 1883), p. 330. Works number was 907 in October 1883.

The first of four CW&B Ten-wheelera appeared at the 1883 Chicago Exposition of Railway Appliances as Brooks's "standard Ten-wheel freight locomotive." At the time, Brooks laid ou t the train loads one could expect to haul on track "in good condition and comparatively free of curves." On the level, its train load came to 1,774 gross (i.e. loaded) tons. Up a 0.4%grade, the figure fell to 824 tons, 520 tons 0.8%, 1.15% 370 tons, 281 tons up 1.5%, and up 1.9% 121 tons.

The data in this entry refer only to this exhibition locomotive. The other three shared the specifications shown in the O&M entry (Locobase 6522) and appear in Locobase 16661.Te exposition engine's road number 42 indicates that it came on the CW&B rails sometime later than the other three.

Gene Connelly's Brooks production compilation shows all four CW&B engines as having been "rebuilt" in 1886-1887.

Like the O&M, the CW&B was folded into the newly reconstituted Baltimore & Ohio Southwestern with the 42 taking its new road number 174 in November 1889. When the B&OSW merged with the B&O, the

All were retired by the B&O by 1910.

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Class B-45a simpled (Locobase 16202)

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

Relatively high-drivered Ten-Wheelers originally built as compounds; see Locobase 2015.They were quickly rebuilt as simple-expansion engines. The railroad also fitted thicker tires that increased driver diameter by an inch (25.4 mm).

As such, the class served another 20 years before being retired in 1923 (3) and 1925 (2).

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Class B-46 (Locobase 2040)

According to Sagle, 1964, the Cincinnati, Hamilton, & Dayton, which then controlled the Pere Marquette in Michigan, was taken under B&O control for a 7-year trial in 1909. During this time it remained a separate railroad. After a term in receivership that began in 1913, however, the CH&D had been separated from the Pere Marquette. Meanwhile, the B&O had assumed full control in 1912 (September 1) and renumbered all the sizable stud of CH&D engines beginning in August 1917.

These Ten-Wheelers served the B&O until 1923.

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Class B-47 (Locobase 2041)

Data from Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

Although technically under B&O control for the last few years of their operation, these Cincinnati, Hamilton, & Dayton engines had retired by 1915 and were not renumbered. It's hard to believe that the BP on an 1892 main-line engine would have been 125 PSI.

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Class B-48 (Locobase 2043)

Data from Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

Similar to 25 earlier engines but heavier and standing a higher BP, these low-drivered Cincinnati, Hamilton, & Dayton Ten-Wheelers were renumbered by the B&O as 192-197. The last one was retired by 1924.

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Class B-49 (Locobase 2044)

Data from Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). Works numbers were 1601-1603 in December 1895.

Similar to the B-47s, but fitted with higher drivers. These Cincinnati, Hamilton, & Dayton Ten-Wheelers were renumbered by the B&O as 198-200.

198 and 200 retired in 1923; 199 lasted until 1928.

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Class B-5 (Locobase 11654)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Vol 15, p. 271. Works numbers were 10496, 10502 in December 1889.

According to Gene Connelly's Baldwin production list, this pair originally went to the Alabama Midland as their Troy (#17) and Montgomery (#16). They were quickly sold to the B&O. Other sources show only the B&O ownership.

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Class B-50 (Locobase 2045)

Data from Railway Age Gazette, Volume 28 (8 December 1899), p. 921, and Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

Another version of the low-drivered Cincinnati, Hamilton, & Dayton Ten-Wheelers. This class had Belpaire boilers.

Only 337-338 were renumbered by the B&O, as 201-202. The last of the five was retired by 1924.

NB: Tube length is an estimate based on the calculation of tube surface area by subtracting reported firebox heating surface from reported total evaporative heating surface.

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Class B-51 (Locobase 2046)

Data from Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). Works numbers were 26745-26746 in 1902.

Although built by the same company that has supplied earlier Cincinnati, Hamilton, & Dayton Ten-Wheelers over the previous 10 years, these engines had much taller drivers and weighed six tons more than the heaviest 4-6-0 up to that time. These became B&O 203-204 and ran until 1934. Works numbers were 26745-26746 in 1902.

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Class B-52 (Locobase 2047)

Data from Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

Higher-drivered versions of the large low-drivered class of Cincinnati, Hamilton, & Dayton Ten-Wheelers introduced in 1902, these were passenger engines. B-52 (341-343) were delivered in 1903; works numbers were 29426-29428 in November 1903.

Baldwin's B-53 was built to very likely the same design; to see much more data on the design, see Locobase 12723.

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Class B-54 (Locobase 2048)

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

Heavier Cincinnati, Hamilton, & Dayton Ten-Wheelers with cylinders 1" (25.4 mm) 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.

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Class B-55 (Locobase 2111)

Data from 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 Rail Data Exchange. See also DeGolyer, Volume 29, p. 59. Works number was 27858 in April 1906.

Not a mainline express type, but a local passenger engine "with numerous stops" for the M&K. Ruling grade was 2 1/2% and tightest curves were measured at 18 deg.

Later renumbered 163 and ran until 1947.

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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 Rail Data Exchange. See also DeGolyer, Volume 45, pp. 268+. Works number was 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.

Baldwin specs show an estimated adhesion weight of 96,000 lb (43,545 kg) and engine weight of 124,000 lb (56,246 kg). Later B&O diagrams show about 9.8 sq ft (0.85 sq m) less area--or a total of 142.18 sq ft (13.21 sq m)-- in the firebox heating surface, which may reflect a narrowing of the firebox to allow more clearance between the firebox and the rear drivers. See Locobase 2110 for a fuller discussion of this requirement as applied to six M&K Consolidations.

Later renumbered 164 and ran until 1946.

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Class B-57 (Locobase 2070)

Data from Alvin F Staufer & Lawrence W Sagle, B & O Power (1964)..Works numbers by 55841-55846 in April 1916.

The Cincinnati, Indianapolis, & Western Railroad was spun off the Cincinnati, Hamilton, & Dayton when the latter went into receivership in 1913. The B&O took control of the CI&W in 1927 and reclassified these engines, renumbering them 165-170.

They retired by 1938.

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Class B-58 (Locobase 2071)

Data from B & O to 1954 Assorted Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also DeGolyer, Vol 55, pp. 232+. Works numbers were 42773-42776 in December 1915; 42856-42861 in February 1916.

These Ten-wheelers used 10" (254 mm) piston valves. Firebox heating surface area included 13.2 sq ft (1.2 sq m) in two arch tubes. Baldwin also fitted a steam jet smoke consuming device "through inner tubes, inside of fire box and with ring blower around nozzle."

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.

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Class B-7 (Locobase 1251)

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 Rail Data Exchange. See also DeGolyer, Volume 16, p. 118; and "Tests of Baldwin Ten-Wheeler on the Baltimore & Ohio Railroad", Railroad Gazette, Volume XXIII [23] (27 November 1891), pp. 832-833.. Works numbers were 10773 in April 1890, 11108-11109 in August 1890, and 11428, 11432-11435 in December 1890.

1300 was completed with 66" drivers but later received the 62" of her sisters, along with an inclined firebox. The design's boiler was among the biggest of the time, the grate area and adhesion weight only a little less so. In June 1891, RG reported that each developed 1,300 hp (970 kW).

At the journal's request, the B&O fully instrumented engine 1304 to determine actual power and the efficiency of the locomotive as well as "several incidental investigations" such as the "wetness of the steam ...the vacuum produced in the smokebox, [its] temperature, driver slip under heavy load, the accuracy of water meters." A primary measurement concern was "a determination of some convenient method for measuring fuel used in such tests." The description of each measuring device (water meters, pyrometers, calorimiters, etc.) provides a window into the engineering sophistication of the time.

The test took place on the challenging 16.8 miles (27 km) of "nearly uniform" 2.2% grade from Piedmont station to the summit. This was part of a 78.7 mile (126.7 km) stretch from Keyser to Graftonover which the B&O scheduled heavy passenger trains in 2 hours 55 minutes (27 mph (43.5 kph).

It was a big version of a typical 4-6-0, although the RG's November specs point out the exhaust's double nozzle diameter of 3 3/4" (95.25 mm).

All had left service by 1936.

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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 Rail Data Exchange. See also DeGolyer, Volume 18, p. 187. Baldwin works numbers were 12497-12500, 12502, 12506-12507, 12510-12511, 12513 in February 1892;

12519, 12521, 12527 in March; 13355, 13395, 13397-13398, 13401-13402, 13404 in April 1893; 13417, 13422-13429, 13432-13435, 13443-13445, 13460-13465, 13468-13470 in May; 13479, 13488-13489 in June

Large class of which the first ten (1350-1359) were built by the B&O (1891) and the other 50 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.

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Class B/B-53 (Locobase 12723)

Data from DeGolyer, Volume 27, p. 147. Works numbers were 24796-24801, 24815-24816, 24821, 24834 in November 1904.

Three earlier locomotives were delivered by Pittsburgh (Locobase 2047). This set came from Baldwin and were likely very similar.

All of them were taken into the Baltimore & Ohio in 1917 as class B-53 and renumbered. 236 and 238 were retired in 1926 as the first of the class to go. All of the remaining except 235 retired in 1928-1929. 235 lingered until July 1933.

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Class Class B (Locobase 2114)

Data from Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). See also DeGolyer, Vol 31, p. 96. Works number was 32218 in November 1907.

The D & U specified performance for this freight Ten-wheeler that included puling 900-990 short trailing tons up a 0.75% (39 ft to the mile) grade. Its design was identical to a pair of 4-6-0s sold to the Idaho & Washington in the same year (Locobase 13161), which meant that it too had one of the highest heating surface area to grate area ratios found in a conventional locomotive boiler. The firebox was quite narrow (32 1/4"/819 mm) wide) and very deep (85 1/2"/2,172 mm in front, 83 1/2"/2,121 mm in the back). So the high tube cross-section in all likelihood pulled a heavy draft across the grate.

The 47-mile short line was taken over by the B&O on 1 June 1919. This survivor was not renumbered and was retired by 1928.

See also Locobases 12873 and 13161 for identical locomotives sold to the Brinson and the Idaho & Washington Northern railroads in the same short period.

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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 Rail Data Exchange. Works numbers were 1029-1038 in July 1884, 1043-1054 in September. (Three Cincinnati, Washington & Baltimore locomotives opened the production variant series in June 1884 with works numbers 1025-1027; see Locobase 16661).

This set of sixteen freight Ten-wheelers were the production variant of the standard-gauge,ten-wheel freight engine" displayed at the 1883 Chicago Exposition of Railway Appliances (Locobase 16660)

In any event, the production variant specification varied in minor details from the exposition engine. The Baltimore & Ohio Southwestern absorbed these O&M engines in November 1893. In turn, the B&OSW came under parernt Baldimore & Ohio control in 1900.

See Locobase 2017 for the origins of the B&OSW. The O&M was reorganized as the Baltimore & Ohio Southwestern in November 1893 and was operated by the B&O under an open lease.

The B&O began retiring the B-41 class on or somewhat before 1907 and completed its disposal of the class with three in 1910 and the last three in 1911.

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Class Class F/B-41 (Locobase 2012)

Relatively lightweight and lightly pressed engines as the low boiler pressure suggests. O & M became part of the Baltimore & Ohio Southwestern in 1893. The B & OSW was absorbed into the B & O proper in 1900.

Reclassed in 1900 as B-41. The last engine retired in 1912.

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

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 1029-1038 in July 1884,

(Works #1025-1027 in June 1884, which went to the Cincinnati, Washington & Baltimore as their 28-30, were probably identical)

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Class Class L/J/K (Locobase 2026)

Small, low-drivered ten-wheelers built for the Pittsburgh & Western in three classes from 1888-1890. When the B&O took over the P&W in 1902, the surviving engines were reclassified as follows:

Class L (107-111, 131-151) became Class B-10a (181-185, 187-207)

Class J (91, 92) -- 96,420 total weight -- was redesignated Class B-21.

Class K (102-105) became Class B-22 (176-179).

Builder information from B Rumary list supplied by Allen Stanley in March 2004. Works numbers were 1120-1139 (April-June 1890).

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Class Class M (Locobase 2027)

Renumbered by the B&O in 1902 as Class B-23, 284-285. See 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 1746-1747 (October 1897). Both were retired in 1923.

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Class Class N/B-24 (Locobase 2029)

Data from "Ten-wheeled Passenger Locomotive," Locomotive Engineering, Volume X, No. 12 (December 1897), pp. 881-882. See also Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). Works numbers were 1739-1740 in October 1897. Builder information from B Rumary list supplied by Allen Stanley in March 2004.

The LE reported that these passenger Ten-wheels were intended for service of "exceptionally severe character, being on grades of 80 to 90 feet per mile."

When the P&W joined the B&O in 1902, the big railroad reclassified them as B-24 (1337-1338)

Both were scrapped in 1928.

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Class Davis Ten-wheeler/A (Locobase 1025)

Kinert, 1962; and F B Ernst, "Historic Locomotives inthe Railway Museum at Purdue University", Purdue Engineering Review, Number 2 (April 1906), pp. Known as a Davis Camel, this class preceded the better-known camelback freight locomotive, but with a narrow, long grate for burning anthracite coal.

Master of Machinery J C Davis produced this large class of Hayes Ten-wheelers (Locobase 2605) at the Mount Clare Shops in Baltimore. Like the other B&O Camels (Locobases ), the design placed the engineer in a howdah-like cab above the boiler and practically level with the stack's mouth. Meanwhile, the fireman had to shuttle back and forth from the tender to the firedoor with no overhead protection from the elements.

The first came out in 1869 and the last appeared in 1873.

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Class E/B-28 (Locobase 2000)

Data from 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 2119-2120 in June 1900.

Staufer and Sagle noted these Ohio River RR Class E engines were retired in 1926. The B&O ran on the OR's tracks from September 1901 and bought the line outright in 1912.

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Class E/B-29 (Locobase 2001)

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). Table compiled by B. Rumary based on information from Jeremy Lambert and supplied by Allen Stanley in March 2004. Works numbers were 1777-1781 in May 1901.

These Ohio River RR engines -- also designated Class E on the OR-- credited to West Virginia Short Line until 1903. 101 was out of service by 1904 (accident, most likely?). The B&O ran on the OR's tracks from September 1901 and bought the line outright in 1912.

The otherss were retired in 1923 (100, 104), 1925 (102), and 1926 (103).

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Class F (Locobase 2011)

Data from Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). See Locobase 2017 for the origins of the B & OSW.

Reclassed in 1900 as B-42, B-42odd, and B-43, these differed little from the later B-41 except for driver diameter. Brooks built the 174 (101,000 lb) in 1883 and 171-173 (97,500 lb) in 1884. New York Locomotive built 175-178 (100,000 lb) in 1886. See Locobase 2017 for the origins of the B & OSW.

The last engine retired in 1915.

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Class F/B-40 (Locobase 6521)

Data from B&OSW diagram book dated July 1900 supplied by Allen Stanley from his extensive Rail Data Exchange May 2005. See also DeGolyer, Volume 16, p. 119 and Volume 18, p. 84; "World's Fair Exhibit of Baldwin Locomotive Works," Railway Review, Volume 33 (5 August 1893), p. 480, 482. Works numbers were 11322-11323 in November 1890; 11427, 11443-11444, 11448, 11451, 11464, 11474 in December; 12985, 12994 in October 1892; 13362 in April 1893, and 14598-14601, 14608-14613 in December 1896.

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

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. The 1890 batch was delivered with 234 tubes, the rest with the 223 shown.

All were renumbered in 1893 by the B&OSW in the single sequence of 217-239. When the B&O renumbered the engines again in 1900, the sequence changed to 115-137.

116 was retired in 1917, 120 in 1920, 119, 124 in 1922. All the rest went in 1923.

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

Data from B & OSW diagram book dated July 1900 supplied by Allen Stanley from his extensive Rail Data Exchange 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.

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Class F/B-43 (Locobase 6524)

Data from B & OSW diagram book dated July 1900 supplied by Allen Stanley from his extensive Rail Data Exchange 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.

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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 Rail Data Exchange. See also DeGolyer, Volume 16, p. 119. Works numbers were 1601-1610 in January 1890.

As specified in 1889, the boilers of these relatively heavy Ten-Wheelers had 234 2 1/4" tubes each measuring 13 feet 3 11/16" (4.06 m) long. The boiler shown in the data above was obviously a new vessel with more but slimmer tubes.

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

Nine were reclassed in 1900 as B-44. 1912 meant retirement for all but one of the remaining nine locomotives with the ninth going out of service in 1915.

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Class F/Bodd (Locobase 2013)

Data from Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).; and Alvin F Staufer's Baltimore & Ohio Steam and Electric Locomotives (Medina, Ohio) supplied by Allen Stanley from his extensive Rail Data Exchange May 2005. See also B&OSW 10 - 1901, also supplied by Allen Stanley. 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.

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Class G/Class I (Locobase 2024)

Data from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University, Volume 15, p. 232 and Sagle 1964. Works numbers were 10601, 10603-10604, and 10606-10607 in January 1890.

Once in service, it was obvious that the cylinder volume simply wasn't big enough and the cylinders were bored out to 15" (381 mm).

Three were sold to the B&O in 1902 as their Class Bn. The other two -- 20 and 22 -- went to the Bradford, Bordell & Kinzua as their 14-15, thence to the B&O as 95 and 97. When the P&W narrow-gauge line, having entered the B&O fold, was converted to standard gauge in 1911-1912, 21 and 23 went to the scrapper and 24 moved to the West Virginia Midland.

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Class Hayes Ten-Wheeler (Locobase 2605)

Boiler data from Llewellyn V. Ludy's Locomotive Boilers and Engines (1920) as presented on the San Diego Railroad Museum's web site.

Boiler pressure is a Locobase estimate.

Very similar to Ross Winans' Camels, the Hayes' Ten-Wheelers had a four-wheel leading truck. Ludy noted that the firebox was 42 1/4" long by 59 1/4" wide, which works out to the grate area given above.

Ludy's Figure 4 shows the odd cab and stack. The stack was a straight and very tall pipe set back from the smokebox front and just ahead of the cab. The cab was more like a house glazed all around in two-high sashes over a paneled base.

J C Davis turned out a slightly modified variant from the Mount Clare shops in 1869-1873; see Locobase 1025.

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Class J/J-2 (Locobase 2084)

Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

Similar to Ohio River Railroad engines. 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 numbers were 2297-2305 in January 1890.

Class Js weighed 114,000 lb. When the Cleveland, Lorain & Wheeling came under formal control by the B&O in 1909, these engines had already been renumbered. The Js became B-34 and were numbered 139-147. J-2s (works numbers 2563-2568 in September 1895) became B-34a and renumbered 148-153. .

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Class K/B-36 (Locobase 2085)

Data from Alvin F Staufer, Baltimore & Ohio Steam and Electric Locomoitive Diagrams (Medina, Ohio: self-published, 1964) supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange Collection. Works numbers were 2062-2068 in March 1900, 2146 in August, and 2147-2150 in September.

Renumbered 2070-2081 when the CL&W became part of the B&O; they were classified B-36. Photo shows a simple steam dome on the thick first boiler course, sand dome well forward on the more slender second course. Outside slide valve, inside valve motion.

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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 Rail Data Exchange. See also DeGolyer, Volume 22, p. 78; and 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. Each of the two 13" (330 mm) piston valves served a set of one high-pressure and one low-pressure cylinder.

Reclassed in 1900 as B-45a, the quintet was later rebuilt in simple-expansion layout with 19 1/2" x 26" cylinders (see Locobase 16202).

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Class T (Locobase 2982)

Data from Catalogue Descriptive of Simple and Compound Locomotives built by Brooks Locomotive Works, Dunkirk, NY (Buffalo, NY: Matthew-Northrup Company, 1899). Works numbers were 2807 in September 1897 and 2873 in December.

Improved Belpaire boiler and full wooden cab -- transitional design.

9 wasold in March 1921 to the Nacional de Mexico.

The BR&P sold the 13 to locomotive rebuilder/reseller Southern Iron & Equipment in 1920. SI&E found a buyer in the Delaware & Northern as their #9.

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Class T2 (Locobase 2981)

Data from Catalogue Descriptive of Simple and Compound Locomotives built by Brooks Locomotive Works, Dunkirk, NY (Buffalo, NY: Matthew-Northrup Company, 1899. See also Robert R Rothfus, "More About Locomotives of the Buffalo, Rochester & Pittsburgh Railway, Railroad and Locomotive History Society Bulletin #119 (October 1968), p. 36", and "Ten-wheel Passenger Locomotives for the BR&P RR", Railroad Gazette, Volume XXXI, No 13 (31 March 1899), pp. 224-225.

Although the drivers were not particularly tall, this design stood high. Its Improved Belpaire boiler was pitched well above the running gear, which had 10" (254 mm) piston valves angled in for operation by inside valve gear.

The catalogue shows an engine of this class with 184 on its dome, cab, and tender, but it's clear that the class was numbered 190-194. Rothfus's R&LHS accounting says that the BR&P ordered the quintet, but that they were placed under the Allegheny & Western Railway Company, "another leased entity" in 1898-1899, then leased back.

Whatever their numbering, Rothfus says, these were the BR&P's "'big engines'...the pride of the line". The through trains to Pittsburgh they were to pull wasn't even scheduled to open until late 1899. They were stored and ready, but the "handsome passenger cars" they were to move encountered delays and the cars only just made the deadline.

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Class Thatcher Perkins/B (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 Rail Data Exchange May 2005. (Many thanks to Peter Sharpeq for his 16 June 2017 email pointing the unlikely engine wheelbase that has now been corrected.)

Leader of a class of eleven 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.

Preserved in 1892, the Thatcher Perkins has been on display at the B&O's Mt Clare roundhouse in downtown Baltimore for decades in its last livery and numbered 117. The 2003 snow-induced collapse of the roundhouse roof "severely damaged" the locomotive, but it was repaired and given its original number.

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Class Tyson Ten-Wheeler (Locobase 8806)

Data from Joseph Snowden Bell, The Early Motive Power of the Baltimore & Ohio (1912); and John H White, Jr, A History of the American Locomotive: Its Development: 1830-1880 (New York: Dover Publications, 1979 - original publication in 1968). Boiler pressure is a Locobase estimate.

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 seven of the engines while the shops added two more. They were, wrote White, 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 nine delivered in 1857 were the only ones of the class. The last was retired in 1894.