building camelbacks and subsequent Wooten firebox engines were built with conventional end cabs. Camelback engines were constructed with many different wheel arrangements, 0-4-0, 0-6-0, 0-8-0, 2-6-0, 2-8-0, 2-8-2, 4-4-0, and 4-6-0 were the most common wheel arrangements. The largest ones had a 0-8-8-0 arrangement and were the only articulated Camelbacks built. Later Camelbacks By the 1920s, many Camelback Ten Wheelers with boiler pressure at 200psi were in daily use pulling passenger trains on the Lehigh Valley, the Philadelphia and Reading, and the Central Railroad of New Jersey, particularly the last two. For their relatively small size, they were powerful, quick to accelerate, very stable at speed, and could be operated as fast as 90 miles per hour such as on the Reading's Atlantic City line. Some continued in service into the 1950s. Safety Concerns The Camelback's cab astride the boiler design raised concerns for its crew. The separation of engineer and fireman limited their ability to communicate with each other. Also, the engineer was perched above the side-rods of the locomotive, vulnerable to swinging and flying metal if anything rotating below should break; in many cases, the fireman was exposed to the elements at the rear. While several states attempted to ban camelback engines, they were overturned due to Federal supremacy regarding railroad safety. The ICC held hearings on banning camelbacks, but they were never actually banned because by the time the hearings were held, the camelback was an obsolete design and were no longer being produced. The Philadelphia and Reading's crews referred to these locomotives as Mother Hubbards. The B&O crews, who had co-use of the Reading's line from Philadelphia to Bound Brook NJ (the Reading's junction with the Central RR of New Jersey's line to Jersey City across from New York City) called the Camelbacks "Snappers" in reference to a possible side rod snapping and flailing into the cab. Many Camelbacks were converted into end-cab locomotives. The advent of the mechanical stoker which moved coal from the tender to the locomotive and its associated underfloor machinery placed cab floors and tender decks higher, and from that vantage point the engineer was safe. Survivors There are five known Camelback locomotives to survive today: Central Railroad of New Jersey 4-4-2 No. 592, at the Baltimore & Ohio Railroad Museum in Baltimore, Maryland. Baltimore & Ohio Railroad 4-6-0 No. 173, at the National Museum of Transportation, St. Louis. Baltimore & Ohio