coming in the 1890s. These were called the "Hayes Ten-Wheelers". Many camelback locomotives used anthracite. The B&O examples burned conventional bituminous coal. The large fireboxes of these locomotives were made obsolete by better boiler design. The B&O Railroad Museum has recently restored their Camel Locomotive and returned it to display. It now is in its original colors and markings for the first time since it left the Mt. Clare Shops in 1869. The Museum also has a Central of New Jersey Camelback, the No. 592, which was donated to the Museum in the 1950s. The Wootten firebox John E. Wootten developed the Wootten firebox to effectively burn culm, anthracite waste, which was a plentiful, cheap source of fuel. Wootten determined that a large, wide firebox would work best. As the successful trailing truck used to support large fireboxes had not yet been developed, Wootten instead mounted his huge firebox above the locomotive's driving wheels. First Camelbacks Originally Wooten firebox engines were built with the cab sitting upon the top of the firebox, in the rear. The first Wooten firebox locomotives 4-6-0 "Ten Wheeler" types were built in early 1877 by the P&R's Reading, Pennsylvania shops. However they were not a "camelback" design. The Wooten firebox proved a success; the fuel cost saving was about $2,000 a year (approx. $30,000 now). A Wooten firebox engine, P&R 412 was exhibited at the 1879 International Technological Exhibition in Paris, where it won a silver medal. Following the exhibition it toured Europe, first to sell anthracite coal and later to sell Wooten firebox engines. The engine could not demonstrate on European lines because, due to the cab sitting on top of the firebox, it was too tall to fit under bridges and through tunnels. The 412's engineer C. Gilbert Steffe came up with a solution. In a French railroad yard, he had the cab removed from the firebox and placed forward of the firebox on the running boards, creating the first camelback locomotive. The engine demonstrated in France and Italy through 1879 and was returned to the U.S. in 1880. Because the camelback design allowed for a taller firebox, the design was used by many of the railroads operating in the anthracite regions of Pennsylvania. By the time of World War 1, the diameter of locomotive boilers had increased to the point the cab astride the boiler was no longer practical and railroads stopped