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I always found those Erie 0-8-8-0s to be remarkably distinctive looking.  Here is another shot of one:  <?xml:namespace prefix = o ns = "urn:schemas-microsoft-com:office:office" /><o:p></o:p> <A href="http://www.rr-fallenflags.org/el/loco/erie-s2602blb.jpg">http://www.rr-fallenflags.org/el/loco/erie-s2602blb.jpg</A> <o:p></o:p> A normal firebox is about as wide as the boiler, so the conventional rear cab is wide enough to have space on each side alongside of the boiler.  The Wootan firebox needs all the width it can get, so it is as wide as the cab leaving no space alongside of the boiler.    However, this type of firebox was also used on locomotives with rear cabs with the cab space being entirely behind the firebox.  I am not sure why they did not take that approach right from the start rather than digress into the camelback design with its disadvantages.   <o:p></o:p> Camelbacks were not just confined to the eastern carriers with access to anthracite.  I believe U.P. used them, but I do not know what they burned.  The Hecla & Torch Lake RR in Calumet, MI used 4’-1” gauge camelbacks:   <o:p></o:p> <A href="http://www.pasty.com/reflections/id211.htm">http://www.pasty.com/reflections/id211.htm</A> <o:p></o:p> Speaking of distinctive looking locomotives, I don’t think you can beat the D&H experimental consolidations such as the Horatio Allen No. 1400.  These were very progressive designs for their time.  These are not camelbacks per the topic, but they do have cabs that had to conform to some very unusual firebox designs for the high-pressure water tube boilers in a way similar to how cabs conformed to the Wootan firebox.  Here is a link with No.1400 third down from the top of the page:   <o:p></o:p> <A href="http://www.dself.dsl.pipex.com/museum/LOCOLOCO/USAhp/USAhp.htm#ha">http://www.dself.dsl.pipex.com/museum/LOCOLOCO/USAhp/USAhp.htm#ha</A>
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