Class P (Locobase 5695)

Data from B & O to 1954 Asstd Loco Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

Drury (1993) lays out the tangled threads of locomotive family life in this class ID: "... most were P-1a, actually, and classification gets confusing here, with P-1 converted to P-1aa, P-1 and P-1a converted to P-1ba, and at least 30 converted from Mikados [see P-1d - SLl]. Generally the P-1 was the mainstay of B&O passenger service." Most were later superheated.

Class P-1 - 2135 (Locobase 2884)

Data from B & O to 1954 Asstd Loco Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). See also DeGolyer, Volume 35, p. 40+; and "Powerful Freight and Passenger Locomotives", American Engineer and Railroad Journal, Volume 85, No.4 (April 1911), p. 143-144. Works numbers were 35903-35910 in January 1911; 36008-36009 in February.

Drury (1993) lays out the tangled threads of locomotive family life in this class ID: "... most were P-1a, actually, and classification gets confusing here, with P-1 converted to P-1aa, P-1 and P-1a converted to P-1ba, and at least 30 converted from Mikados [see P-1d -Locobase]. Generally the P-1 was the mainstay of B&O passenger service."

See Locobase 1037 for the 2-8-2 design that used the same boiler. These engines showed an unusually long stroke for a Pacific -- another result of sharing many design elements with the Q-1 Mikados. Although some conversions included shortening the stroke to 28", most retained the longer stroke. The Ps also had the larger 14" (356 mm) piston valves.

Only these 10 were delivered without superheaters and they were later converted to P1-aa (Locobase 9609).

Class P-1A/P-1C - 1919 (Locobase 9610)

Data from B & O to 1954 Asstd Loco Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

Firebox heating surface included 28 sq ft of arch tubes; cylinders were served by 14" piston valves. This class of conversions from Q-1 series 2-8-2s (Locobases 1037 and 3096), adopted a shorter 28" piston stroke and the 34-element superheater that served most B & O Pacifics. (A few P-1As, which had retained the 32" stroke, were also made over and grouped with this class.)

Class P-1BA (Locobase 9605)

Data from B & O to 1954 Asstd Loco Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

These two engines were converted from Baldwin P-1A and P-1AAs (Locobase 9610) as the shops added superheaters. Like the other conversions, the P-1ba used 14" (356 mm) piston valves to supply steam to the cylinders. Firebox heating surface included 28 sq ft (2.60 sq m) of arch tubes. But in these two locomotives, the shops later reduced the cylinder stroke 4" (102 mm) from 32" (813 mm) to the 28" shown in these specs.

Class P-1a (Locobase 9604)

Data from B & O to 1954 Asstd Loco Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). See also DeGolyer, Volume 38, p. 148+. Works numbers were 36849-36852, 36922-36930, 36943-36947, 36981-36987, 36991-36993 in September; 37014-37015 in October

It didn't take Daniel Willard very long at all to realize that buying modern locomotives with saturated boilers reflected a needless conservatism. Within months of taking delivery of the P-1as shown in Locobase 2884, he procured 30 more of the same design with superheaters. Firebox heating surface included 28 sq ft (2.6 sq m) of arch tubes. The design introduced the 14"(356 mm) piston-valve, Walschaert-radial-valve-gear, 74" driver, boiler-and-superheater combination that would serve most B & O Pacifics that followed as well as most conversions.

Class P-1aa (Locobase 9609)

Data from B & O to 1954 Asstd Loco Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

Firebox heating surface included 28 sq ft (2.60 sq m) of arch tubes and 14" (356 mm) piston valves admitted steam to the cylinders. Converted from P-1 in 1913, retaining the long stroke, but increasing cylinder diameter and adding a superheater. The diagram shows two sizes of superheater; the specifications refer to the larger of the two installations. The smaller of the two appears in the P-1A/P-1C entry (Locobase 9610).

Class P-1d (Locobase 9611)

Data from B & O to 1954 Asstd Loco Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

Firebox heating surface included 28 sq ft of arch tubes. This was the final makeover for many of the P-1 and P-1a engines. Boiler pressure grew to 225 psi and adhesive weight rose to an even 100 short tons. Sagle & Staufer note that the P-1ds (and P-1cs) were the B & O's primary passenger power in the mountains.

Class P-1d -watertube (Locobase 126)

Data from B & O to 1954 Asstd Loco Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). (Many thanks to Chris Hohl for his 22 September 2017 email reporting unlikely boiler pressure values for 177 entries. A Locobase macro caused the error .)

Firebox heating surface included 28 sq ft (2.60 sq m) of arch tubes.

Sagle says these were converted from earlier Mikados by the B&O. Railway Age (11 July 1931) published the data in this entry, but gave few details. The data shown in the specs represent the semi-watertube fireboxes fitted to some of the class.

Class P-2 (Locobase 2049)

Data from B & O to 1954 Asstd Loco Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

The only class of true express engines on the Cincinnati, Hamilton, & Dayton, these Pacifics were originally delivered in 1910 with 22" x 30" cylinders and a BP of 200 lb -- TE was 27,200 lb. Apparently, the long stroke posed a problem (possibly hammer blow on the rails caused by difficulties in counterbalancing the long main rods) because they were rebuilt by 1919 with a 4" shorter stroke. TE actually went up because the boiler pressure was increased. At that point, they were given B&O numbers 5090 to 5094. For some reason, these were changed in 1924 to 5095-5099.

They ran until 1948.

Class P-3 (Locobase 1247)

Data from B & O to 1954 Asstd Loco Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). See also DeGolyer, Volume 47, pp. 149+.Works numbers were 40259-40262, 40295-40296, 40335-40338, 40363-40364, 40409-40421 in August 1913; 40508-40512 in September.

Had power reverse but no mechanical stokers and the firebox heating surface area included 22.6 sq ft (2.1 sq m) in four arch tubes. They were originally put to work pulling through passenger trains over a mountainous profile. Fourteen inch (356 mm) piston valves supplied the steam to the cylinders.

10 others, 5130-5139 built by Baldwin in 1917, were virtually identical, but designated P-4; see Locobase 9612. Out of service by 1952.

Class P-4 (Locobase 9612)

Data from B & O to 1954 Asstd Loco Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). See also DeGolyer, Volume 55, pp. 369+. (Thanks to Chris Hohl for his 26 February 2016 email noting that "as-built" cylinder diameter, steam pressure setting, and tender capacity.) Works numbers were 46156-46157, 46165 in August 1917; 46275-46276 in September; 46966 in November; 47475 in December; 47538, 47651 in January 1918; and 47795 in February.

This decade of Pacifics were repeats of the 1913 P-3 class (see Locobase 1247) and, as so often happened with such do-agains, were heavier. Even at that weight, however, this design was still one of the smallest 4-6-2s to be built during that period, especially in the size of the boiler. The firebox heating surface area includes 25.6 sq ft (2.4 sq m) in four arch tubes. Piston valves were 14" (356 mm) in diameter.

Note that Baldwin's specs note that the boiler's tested pressure was 210 psi "with a factor of safety of 4.5"; the railroad would later reset the working steam pressure to that figure. Tender capacity increased to 16.5 tons (14,969 kg) in 1926 and the shops enlarged cylinder diameters to 24" in 1927. This was also the year the road reduced the front truck wheel diameters from 36"(914 mm) to 33"(838 mm). Weight increased to 165,100 lb (74,888 kg) on the drivers and 255,500 (115,893 kg) for the engine.

A 29 August 1917 letter from the B&O's A A Sandman (Volume 55, p. 383) said that Baldwin's calculations of counterbalance weight divided the weight of the main rod to allocate 54.1% of the weight to the rear and 45.9% to the front and did not account for the rear end of the eccentric rod. According to Sandman, this ran contrary to B&O practice. He included a table of Baldwin weights and the B&O's preferred weights and asked that Baldwin apply the counterbalances according to the B&O's wishes. The table showed the result shift in weights to the middle pair of drivers that resulted.

The firebox heating surface area includes 25.6 sq ft (2.4 sq m) in four arch tubes. Piston valves were 14" (356 mm) in diameter. Tender coal capacity increased to 16.5 tons (14,969 kg) in 1926.

Class P-5 (USRA) (Locobase 1249)

Data from 1930 BR & P locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

This was the "light" Pacific (Locobase 172) design standardized by the government-run USRA created in World War I and built by Baldwin (20) and Alco-Richmond (10). Compared to other B&O designs, these were plush engines, being fitted with power reverse, grate shakers, and coal pushers. 20 in the class later received Walschaert valve gear and redesignated P-5a. Steam pressure in all later rose to 210 psi. All had retired by 1956.

Class P-6A (Locobase 1248)

Data from B & O to 1954 Asstd Loco Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). See also DeGolyer, Volume 58, pp. Works numbers were 55717-55718 in November 1922, 55876-55888 in December.

These were based on the USRA's Light Pacific design (Locobase 231). Had hand screw reverse and coal pushers (to bring the coal to the front of the tender) but no mechanical stokers. Firebox heating surface area included 46 sq ft (4.27 sq m) of combustion chamber area and 34 sq ft (3.16 sq m) in arch tubes.

When they entered service, the P-6s had Baker radial valve gear actuating 14" (356 mm) piston valves.

In 1932, they were fitted with Walschaert constant-lead radial valve gear and the BP rose from 200 to 210 psi. At that point they were redesignated P-6a and the specifications describe this upgrade.

Three (5233-5234) were scrapped in June 1951, 5240 was scrapped in June 1954, and the rest were retired in 1955-1957.

Class P-7 (Locobase 127)

Data from tables in 1930 Locomotive Cyclopedia and Alvin F Staufer & Lawrence W Sagle, B & O Power (1964). See also DeGolyer, Volume 77, pp. 302+. (Many thanks to Chris Hohl for his 22 September 2017 email reporting unlikely boiler pressure values for 177 entries. A Locobase macro caused the error .) Works numbers were 59881-59886 in February 1927, 59928-59937, 59973-59976 in April.

As built, the firebox had combustion chamber, 81 sq ft (7.53 sq m) of thermic syphons, and 14 sq ft (1.30 sq m) of arch tubes. Fourteen-inch (356 mm) piston valves admitted steam to the nearly square cylinder volume.

Powerful fleet of 20 passenger engines named after US Presidents (in order, beginning with #5300 President Washington).

Note that 5320--President Cleveland--was a P-7 completed in Mt. Clare shops to watertube boiler design and fitted with Caprotti rotary valve gear. Its class ID was P-9. First of the unconventional features to be jettisoned was the poppet gear, which was replaced by Walschaert gear in 1929. At the same time, a tweaked watertube firebox design led to the 5320's redesignation as P-9a.

5310 was converted in 1939 to watertube firebox and streamlined for service on the Royal Blue. It regained its conventional firebox in 1945.

Sagle, 1964, provides details on several rebuilding programs, but in summary they were as follows:

5306 became a P-7b in 1942 when she was fitted with a B&O-designed Type R superheater; see Locobase 9380.

Four engines -- 5305, 5308-5309, 5318 -- were rebuilt as P-7c in 1944-45; see Locobase 9381.

Similar rebuilds were wrought on several more P-7s. P-7d covered four converted streamliners; see Locobase 14452.

Four different firebox designs appeared on the P-7e, a designation applied in 1949: 5314 had the simplest rework, gaining thermic syphons and two arch tubes; 5315 got a syphon, five arch tubes, and a combustion chamber; 5317 had Nicholson circulators; and 5312, 5316, and 5319 received the semi-watertube fireboxes fitted to the 5309 and 5318. All also were refitted with cast-steel beds, Timken roller bearings on all axles, and a Worthington feed water heater.

The last P-7 retired in 1958.

Class P-7a (Locobase 15923)

Data from B&O to 1954 Assorted Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange.. (Thanks to Chris Hohl for his 16 September 2015 email and spreadsheet noting the intermediate streamlining on this engine that led to this separate entry.)

Locobase 127 shows the Baldwin-built P-7 class of Pacifics as they were delivered in 1927. As noted in 127, 5320 was completed with a full watertube firebox. This entry shows the 5304 in 1937 as she received a new semi-watertube firebox and streamlining to befit her duty as an engine pulling The Royal Blue premium express service. The casing featured a rounded conical nose, shrouded top line, masked cylinders, but open running gear.

The firebox's heating surface area now had 57 sq ft (5.3 sq m) of troughs, 51 sq ft in circulating tubes (4.75 sq m), 29 sq ft (2.7 sq m) in arch tubes.

The streamline casing was removed in 1940 and the 5304's designation reverted to P-7. Its semi-water tube firebox was exchanged for a conventional furnace in 1947; see Locobase 14452.

Class P-7b (Locobase 9380)

Data from B & O to 1954 Asstd Loco Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

5306 was delivered in 1927 as part of the 20-locomotive P-7 class produced by Baldwin (Locobase 127). It became a P-7b in 1942 when it was fitted with a B&O-designed Type R superheater. The specifications above show the locomotive after it was equipped with a semi-watertube boiler that subdivided heating surface into 293 sq ft for the sheets, 29 sq ft in arch tubes, 57 sq ft in troughs, and 51 sq ft in side tubes.

Class P-7c (Locobase 9381)

Data from B & O to 1954 Asstd Loco Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

These four engines -- 5305, 5308-5309, 5318 -- had their boilers remounted on solid-steel engine beds with integrally cast cylinders. Other changes included feedwater heaters, a front-deck shield around several pumps and pipes, and a lowered headlight. Firebox heating surface then included 14 sq ft of arch tubes and 70 sq ft of thermic syphons.

Two of the four -- 5309 and 5318 -- were fitted with semi-watertube fireboxes that provided a total of 429 sq ft of heatings surface. Both engine and tender trucks received roller bearings in 1951.

Class P-7d (Locobase 14452)

Data from B&O Assorted to 1954 Locomotive Diagrams supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Celebrating Women in Railway History", 1 May 2023 entry on the Northwest Railway Museum's website at [], last accessed 12 August 2023; Engineer Girl ([] Wimberly's account "The Baltimore and Ohio Railroad-the Cincinnatian", archived at []; and "Presenting the Cincinnatian" B&O Magazine, Volume 33, No 1 (January 1947), pp. 3-11, last accessed through Google books, 16 August 2020. (Thanks to Chris Hohl for his email pointing me toward the streamlining program described below.)

In 1946, four streamlined P-7d were assigned to the new all-coach Cincinnatian, a full-service, all-coach train between Cincinnati and Baltimore. The train's design was the product of Ms Olive Wetzel Dennis, a B&O "engineer of service" who was the first woman member of the American Railway Engineering Association. According to her biography at Engineer Girl ([]): "She invented and held the patent for the Dennis ventilator, which was in the windows of passenger cars and could be controlled by passengers. She also played a major role in air-conditioning the coaches, dimming overhead lights, reclining individual seats, and creating stain-resistant upholstery." The RWRM's blog post offers a detailed biography that includes the fact that Dennis earned master's degrees in Astronomy and Math (Goucher College, 1909) as well as Civil Engineering (Cornell, 1919).

The class's locomotive casing design is described as stemming from the ideas of Otto Kuhler, well-known designer in the streamline era. Dennis had a more direct influence on the coaches themselves. Putting ten cars through an overhaul equal to that of the locomotives, the B&O emerged with two five-car trains. Each had" a baggage-coffee shop-lounge, three coaches, and an observation car with a dining room and stainless steel kitchen. Two of the three coaches seated 60 passengers, the third seating 56, and was equipped with stewardess-nurse room. The cars were painted in royal blue, gray, and black with yellow trim and accents. All of the cars were air conditioned and had reclining seats."

Cosmetic embellishments on the locomotives included a hemispherical smokebox cap, front end shrouding, parallelogram striping, a steamboat whistle, and "Bando Blue"paint. The P-7d and the P-7e also had the new frames of the P-7c. In addition, all axles were fitted with Timken roller bearings and the engines now had Worthington feed water heaters. All of this added some weight and the axle loading of 70,000+ pounds put the engines in the top rank. All four had 28 sq ft of arch tubes (2.6 m), but 5303, for some reason, didn't get the other firebox accessories: 57 sq ft of "troughs" (5.3 sq m) and 51 sq ft of side tubes (4.7 sq m).

Such was the quality of locomotive service that the B&O could run the two trains with three locomotives. Westbound #75 would stop at Grafton, West Virginia and the locomotive would be swapped for one that took the train to Cincinnati. Meanwhile, the just-idled engine would be serviced in 40 minutes, then coupled to eastbound #76 for its run to Baltimore. The locomotive that had just come off the 76 would remain in Grafton overnight.

The 12 1/2-hour run may have been sprightly enough, but from the time the train began service on 19 January 1947, the Cincinnatian failed to draw enough riders on its original route. On June 25, 1950, the two trains began service between Cincinnati and Detroit, where ridership kept it in business until the 1971 takeover of passenger service by Amtrak.

Class P-8 (Locobase 2080)

Data from B & O to 1954 Asstd Loco Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Alvin F Staufer & Lawrence W Sagle, B & O Power (1964); and "C I & W RR Pacific Type Passenger Locomotives", Railway Review, Volume 76, No 13 (28 March 1925), pp. 599-603. Works numbers were 62718-62721 in October 1925.

According to Sagle 1964, the engines resembled the New York Central's K-11 class Pacific.

Locobase finds them to be much more like the Monon's K-5s of 1923 (Locobase 8292). Modestly powered, they used 12" (305 mm) diameter piston valves for steam admission. Tthe P-8s (as the B&O later dubbed them) used a Gaines wall to separate the firebox from the 3-foot (914 mm) combustion chamber. Three 2" (50.8 mm) combustion tubes let air into the firebox through the side walls. The brick arch's tubes contributed 19 sq ft (1.77 sq m) to the direct heating surface area.

Railway Review said that this quartet of Pacifics hauled six trains, four express, two local over the 124.5 miles (200 km) from Cincinnati to Indianapolis. The through trains took 3 hours and 10 minutes while making 11 stops, which reduced the average speed to 42.44 mph (68.3 kph). The two locals were truly local as the trains made 22 stops in the 3 hours and 50 minutes it took to run it.

So it wasn't surprising that the Dunkirk, NY works turned out engines that could "start the trains very quickly and ...accelerate them to high speeds in relatively short periods of time." Other measures to cut dwell time included a high factor of adhesion to reduce slippng, tenders equipped with coal pushers that eliminated the need for a coal stop while replenishing the water tanks while stopped at a station. .

Renumbered by the B&O as 5196-5199. All four went to the scrapper in late 1951.

Class PA (Locobase 9606)

Data from B & O to 1954 Asstd Loco Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

This was the first of the B & O's Pacific conversions to a superheated design. The shops retained the P class's relatively small cylinders, 12"(305 mm) piston valves actuated by Stephenson link motion, and tall drivers. Over half the class was so treated: 5000-5002, 5006-5007,5010, 5014, 5016, 5018-5019, 5021-5022, 5024, 5027-5028, 5030-5032. Boiler pressure in some of the PAs later dropped to 203 psi, a peculiarly precise setting that resulted in 929 lb (421 kg) less starting tractive effort.

Preceded only by the Ps, this class had been retired by 1946.

Class PB (Locobase 9607)

Data from B & O to 1954 Asstd Loco Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

As the B & O continued its superheater-oriented upgrade of its early Pacifics, it adopted two sizes of superheater installations. Most P-class 4-6-2s received the smaller package of 25 elements and retained the 22"-diameter cylinders and Stephenson link motion; see Locobase 9606 for these Pa-class engines.

In the early 1920s however, four were upgraded with 24"-diameter cylinders. Two of these had 34-element superheaters; classed as Pc, these are shown in Locobase 9608. The other two appear in this entry. Admitting steam through the now-standard 14"-diameter piston valves using Walschaert radial valve gear, these engines had their boilers set at a lower pressure than the Pa class.

Both engines were retired in 1949.

Class PC (Locobase 9608)

Data from B & O to 1954 Asstd Loco Diagrams book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

As noted in Locobase 9607, the B & O shops took four P-class saturated-steam Pacifics and gave them larger cylinders and 14"-piston valves. Two retained the small, 25-element superheater and were classed Pb. The two in this entry adopted the larger 34-element superheater then being fitted in most B & O 4-6-2s. As a result, these may have been the "driest" passenger engines on the road. They also used Baker valve gear.

So equipped, the PCs remained in service until 1950.

Class WW (Locobase 2063)

Data from 1930 BR & P locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange and Alvin F Staufer & Lawrence W Sagle, B & O Power (1964).

Sturdy, conventional Pacifics with extended piston rods, 14" (356 mm) piston valves, and, as Drury (1993) notes, an "undersized trailing truck frame" that in a photo looks toylike. The firebox heating surface included 27 sq ft of arch tubes. The 4-6-2s shared the boiler design with the 2-8-2s supplied in the same year (Locobase 2066).

These lasted until 1953 in B&O service, where they were reclassed P-17/P-17a/P-18/P-18a and renumbered 5140-5148, 5185-5192.

Class WW-2 / P-19 (Locobase 2065)

Data from 1930 BR&P locomotive diagram book supplied in May 2005 by Allen Stanley from his extensive Rail Data Exchange. See also "Buffalo, Rochester and Pittsburgh Railway--Passenger engines"on the Classic Streamliners website at [], last accessed 31 August 2019. Works numbers were 64589-64593 in August 1923.

Locobase estimates the superheater area, which is not given separately, from several other US locomotives with identical superheater layouts and flue lengths.

Smaller, lighter Pacifics that rounded out the BR&P's heavily used passenger stud. For their size,They were well-endowed with heating surface area and used 14" (356 mm) piston valves to admit steam to the cylinders. Drury (1993, 433) has a typical 1930 schedule. Classic streamliners says that BR&P WW-2 crews referred to their engines as "the 'sport model'".

In B&O service, they were P-19 (5260-5264) and lasted until 1953. Sagle 1964.