First of six Baldwin-built freight locomotives with inclined cylinders and a "flexible-beam" truck that allowed the engine to negotiate tighter curves. This was a parallelogram arrangement that let one pair of drivers (usually the front axle) move right while the next pair (the second axle) simultaneously slid left (e.g.); the 3rd and 4th axles were fixed in the frame.
Two other locomotives (Memnon & Saturn) were built by Newcastle Mfg and 3 -- Hero, Giant, & Lion -- by the B&O itself. Bell's recollection of these engines as of 1857 was that they did not use flexible-beam trucks.
Three of the class - 67, 72, & 83 - had 20" diameter cylinders, but were otherwise identical. These were the last large class of 0-8-0s supplied to the B & O.
This class followed Baldwin's flexible-beam "Dragon", but apparently did not have the parallelogram arrangement themselves. Two locomotives (Memnon & Saturn) were built by New Castle Manufacturing in New Castle, Del and 3 -- Hero, Giant, & Lion -- by the B&O itself.
The camel design was among the oddest to be built in large (320) numbers. (An article in the December 1891 Railway Master Mechanic -- reprinted on http://www.railroadextra.com/abboc.html -- says 219 were produced from June 1848 to February 1857.)
A straight boiler of significant girth came ahead of a large, sloping firebox. The engineer's position was established on top of the boiler in a structure reminiscent of a howdah, the shooting blind often placed on elephants in India. The engineer shared the house with the tall steam dome which was positioned over the first driver set, just behind the odd stack, which had a pipe in front of the exhaust chimney to catch cinders.
The boiler was dangerously weakened by large holes for the steam dome and coal chutes, the firebox was large and encumbered by hoppers (to ensure coal got to the front of the grate), the drawbar connection was prone to failure, accessories like the feed-water pump were poorly placed, the cylinders weakly mounted, the valve motion complicated and difficult to keep aligned.
The camel's builder, says White, "is redeemed, in part, by the service performed by these unique machines." For their time, he notes, they could perform prodigies of slow-freight haulage. The 1891 article writer agreed, noting they could pull 160-ton freight trains up a grade of better than 2%.
|Specifications by Steve Llanso of Sweat House Media|
|Railroad||Baltimore & Ohio (B&O)||Baltimore & Ohio (B&O)||Baltimore & Ohio (B&O)||Baltimore & Ohio (B&O)|
|Number in Class||1||11||6|
|Road Numbers||51||33-4, 38, 40, 43, 49+||54, 56-57, 63-64|
|Builder||M W Baldwin||B& O||several||Ross Winans|
|Locomotive Length and Weight|
|Ratio of driving wheelbase to overall engine wheebase||1||1||1|
|Overall Wheelbase (engine & tender)|
|Axle Loading (Maximum Weight per Axle)|
|Weight on Drivers||41000 lbs||57400 lbs||47000 lbs||54000 lbs|
|Engine Weight||41000 lbs||57400 lbs||47000 lbs||54000 lbs|
|Tender Light Weight|
|Total Engine and Tender Weight|
|Tender Water Capacity||1900 gals|
|Tender Fuel Capacity (oil/coal)||5 tons|
|Minimum weight of rail (calculated)||17 lb/yard||24 lb/yard||20 lb/yard||23 lb/yard|
|Geometry Relating to Tractive Effort|
|Boiler Pressure||65 psi||65 psi||65 psi||90 psi|
|Cylinders (dia x stroke)||14.5" x 18"||19" x 22"||17" x 22"||19" x 22"|
|Tractive Effort||4863 lbs||10205 lbs||8169 lbs||14129 lbs|
|Factor of Adhesion (Weight on Drivers/Tractive Effort)||8.43||5.62||5.75||3.82|
|Firebox Area||87.50 sq. ft||86 sq. ft|
|Grate Area||18 sq. ft||10.80 sq. ft||23.50 sq. ft|
|Evaporative Heating Surface||1072 sq. ft||1000 sq. ft||1000 sq. ft|
|Combined Heating Surface||0||1072 sq. ft||1000 sq. ft||1000 sq. ft|
|Evaporative Heating Surface/Cylinder Volume||148.49||173.02||138.51|
|Computations Relating to Power Output (More Information)|
|Robert LeMassena's Power Computation||0||1170||702||2115|
|Same as above plus superheater percentage||0||1170||702||2115|
|Same as above but substitute firebox area for grate area||0||5688||0||7740|