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+The Project Gutenberg EBook of Illustrated Catalogue of Locomotives, by
+Matthew Baird, George Burnham, Charles T. Parry, Edward H. Williams and William P. Henszey
+
+This eBook is for the use of anyone anywhere at no cost and with
+almost no restrictions whatsoever.  You may copy it, give it away or
+re-use it under the terms of the Project Gutenberg License included
+with this eBook or online at www.gutenberg.org/license
+
+
+Title: Illustrated Catalogue of Locomotives
+       Baldwin Locomotive Works
+
+Author: Matthew Baird
+        George Burnham
+        Charles T. Parry
+        Edward H. Williams
+        William P. Henszey
+
+Release Date: April 1, 2012 [EBook #39329]
+
+Language: English
+
+Character set encoding: ASCII
+
+*** START OF THIS PROJECT GUTENBERG EBOOK ILLUSTRATED CATALOGUE ***
+
+
+
+
+Produced by Colin Bell, Christine P. Travers and the Online
+Distributed Proofreading Team at http://www.pgdp.net (This
+file was produced from images generously made available
+by The Internet Archive)
+
+
+
+
+
+
+
+
+
+[Illustration: BALDWIN LOCOMOTIVE WORKS.
+
+[Bird's-Eye View.]]
+
+
+
+
+  BALDWIN LOCOMOTIVE WORKS.
+
+
+  ILLUSTRATED CATALOGUE
+  OF
+  LOCOMOTIVES.
+
+  M. BAIRD & Co.,
+
+  PHILADELPHIA.
+
+  MATTHEW BAIRD,
+  GEORGE BURNHAM,
+  CHARLES T. PARRY,
+  EDWARD H. WILLIAMS,
+  WILLIAM P. HENSZEY,
+  EDWARD LONGSTRETH.
+
+  PRESS OF
+  J. B. LIPPINCOTT & CO.,
+  PHILADELPHIA.
+
+
+
+
+SKETCH OF THE BALDWIN LOCOMOTIVE WORKS.
+
+
+THE BALDWIN LOCOMOTIVE WORKS dates its origin from the inception of
+steam railroads in America. Called into existence by the early
+requirements of the railroad interests of the country, it has grown
+with their growth and kept pace with their progress. It has reflected
+in its career the successive stages of American railroad practice, and
+has itself contributed largely to the development of the locomotive as
+it exists to-day. A history of the Baldwin Locomotive Works,
+therefore, is, in a great measure, a record of the progress of
+locomotive engineering in this country, and as such cannot fail to be
+of interest to all who are concerned in this important element of our
+material progress.
+
+MATTHIAS W. BALDWIN, the founder of the establishment, learned the
+trade of a jeweler, and entered the service of Fletcher & Gardiner,
+Jewelers and Silversmiths, Philadelphia, in 1817. Two years later he
+opened a small shop, in the same line of business, on his own account.
+The demand for articles of this character falling off, however, he
+formed a partnership, in 1825, with David Mason, a machinist, in the
+manufacture of bookbinders' tools and cylinders for calico-printing.
+Their shop was in a small alley which runs north from Walnut Street,
+above Fourth. They afterwards removed to Minor Street, below Sixth.
+The business was so successful that steam-power became necessary in
+carrying on their manufactures, and an engine was bought for the
+purpose. This proving unsatisfactory, Mr. Baldwin decided to design
+and construct one which should be specially adapted to the
+requirements of his shop. One of these requirements was that it should
+occupy the least possible space, and this was met by the construction
+of an upright engine on a novel and ingenious plan. On a bed-plate
+about five feet square an upright cylinder was placed; the piston-rod
+connected to a cross-bar having two legs, turned downward, and sliding
+in grooves on the sides of the cylinder, which thus formed the guides.
+To the sides of these legs, at their lower ends, was connected by
+pivots an inverted U-shaped frame, prolonged at the arch into a single
+rod, which took hold of the crank of a fly-wheel carried by upright
+standards on the bed-plate. It will be seen that the length of the
+ordinary separate guide-bars was thus saved, and the whole engine was
+brought within the smallest possible compass. The design of the
+machine was not only unique, but its workmanship was so excellent, and
+its efficiency so great, as readily to procure for Mr. Baldwin orders
+for additional stationary engines. His attention was thus turned to
+steam engineering, and the way was prepared for his grappling with the
+problem of the locomotive when the time should arrive.
+
+This original stationary engine, constructed prior to 1830, has been
+in almost constant service since its completion, and at this day is
+still in use, furnishing all the power required to drive the machinery
+in the erecting-shop of the present works. The visitor who beholds it
+quietly performing its regular duty in a corner of the shop, may
+justly regard it with considerable interest, as in all probability the
+indirect foundation of the Baldwin Locomotive Works, and permitted
+still to contribute to the operation of the mammoth industry which it
+was instrumental in building up.
+
+The manufacture of stationary steam-engines thus took a prominent
+place in the establishment, and Mr. Mason shortly afterward withdrew
+from the business.
+
+In 1829-30 the use of steam as a motive power on railroads had begun
+to engage the attention of American engineers. A few locomotives had
+been imported from England, and one (which, however, was not
+successful) had been constructed at the West Point Foundry, in New
+York City. To gratify the public interest in the new motor, Mr.
+Franklin Peale, then proprietor of the Philadelphia Museum, applied to
+Mr. Baldwin to construct a miniature locomotive for exhibition in his
+establishment. With the aid only of the imperfect published
+descriptions and sketches of the locomotives which had taken part in
+the Rainhill competition in England, Mr. Baldwin undertook the work,
+and on the 25th of April, 1831, the miniature locomotive was put in
+motion on a circular track made of pine boards covered with hoop iron,
+in the rooms of the Museum. Two small cars, containing seats for four
+passengers, were attached to it, and the novel spectacle attracted
+crowds of admiring spectators. Both anthracite and pine-knot coal were
+used as fuel, and the exhaust steam was discharged into the chimney,
+thus utilizing it to increase the draught.
+
+The success of the model was such that, in the same year, Mr. Baldwin
+received an order for a locomotive from the Philadelphia, Germantown
+and Norristown Railroad Company, whose short line of six miles to
+Germantown was operated by horse-power. The Camden and Amboy Railroad
+Company had shortly before imported a locomotive from England, which
+was stored in a shed at Bordentown. It had not yet been put together;
+but Mr. Baldwin, in company with his friend, Mr. Peale, visited the
+spot, inspected the detached parts, and made a few memoranda of some
+of its principal dimensions. Guided by these figures and his
+experience with the Peale model, Mr. Baldwin commenced the task. The
+difficulties to be overcome in filling the order can hardly be
+appreciated at this day. There were few mechanics competent to do any
+part of the work on a locomotive. Suitable tools were with difficulty
+obtainable. Cylinders were bored by a chisel fixed in a block of wood
+and turned by hand. Blacksmiths able to weld a bar of iron exceeding
+one and one-quarter inches in thickness, were few, or not to be had.
+It was necessary for Mr. Baldwin to do much of the work with his own
+hands, to educate the workmen who assisted him, and to improvise tools
+for the various processes.
+
+The work was prosecuted, nevertheless, under all these difficulties,
+and the locomotive was finally completed, christened the "Old
+Ironsides," and tried on the road, November 23, 1832. The
+circumstances of the trial are fully preserved, and are given, further
+on, in the extracts from the journals of the day. Despite some
+imperfections, naturally occurring in a first effort, and which were
+afterward, to a great extent, remedied, the engine was, for that early
+day, a marked and gratifying success. It was put at once into service,
+as appears from the Company's advertisement three days after the
+trial, and did duty on the Germantown road and others for over a score
+of years.
+
+[Illustration: Fig. 1.--THE "OLD IRONSIDES," 1832.]
+
+The "Ironsides" was a four-wheeled engine, modeled essentially on the
+English practice of that day, as shown in the "Planet" class, and
+weighed, in running order, something over five tons. The rear or
+driving-wheels were fifty-four inches in diameter on a crank-axle
+placed in front of the fire-box. The cranks were thirty-nine inches
+from centre to centre. The front wheels, which were simply carrying
+wheels, were forty-five inches in diameter, on an axle placed just
+back of the cylinders. The cylinders were nine and one-half inches in
+diameter by eighteen inches stroke, and were attached horizontally to
+the outside of the smoke-box, which was D-shaped, with the sides
+receding inwardly, so as to bring the centre line of each cylinder in
+line with the centre of the crank. The wheels were made with heavy
+cast-iron hubs, wooden spokes and rims, and wrought-iron tires. The
+frame was of wood, placed outside the wheels. The boiler was thirty
+inches in diameter, and contained seventy-two copper flues, one and
+one-half inches in diameter and seven feet long. The tender was a
+four-wheeled platform, with wooden sides and back, carrying an iron
+box for a water-tank, inclosed in a wooden casing, and with a space
+for fuel in front. The engine had no cab. The valve-motion was given
+by a single loose eccentric for each cylinder, placed on the axle
+between the crank and the hub of the wheel. On the inside of the
+eccentric was a half-circular slot, running half-way around. A stop
+was fastened to the axle at the arm of the crank, terminating in a pin
+which projected into the slot. This pin would thus hold the eccentric
+at one end or the other of the half-circular slot, and the engine was
+reversed by moving the eccentric about the axle, by means of movable
+hand-levers set in sockets in the rock-shafts, until it was arrested
+and held by the pin at one end or the other of the slot. The
+rock-shafts, which were under the footboard, had arms above and below,
+and the eccentric-straps had each a forked rod, with a hook, or an
+upper and lower latch or pin, at their extremities, to engage with
+the upper or lower arm of the rock-shaft. The eccentric-rods were
+raised or lowered by a double treadle, so as to connect with the upper
+or lower arm of the rock-shaft, according as forward or backward gear
+was desired. A peculiarity in the exhaust of the "Ironsides" was that
+there was only a single straight pipe running across from one cylinder
+to the other, with an opening in the upper side of the pipe, midway
+between the cylinders, to which was attached at right angles the
+perpendicular pipe into the chimney. The cylinders, therefore,
+exhausted against each other; and it was found, after the engine had
+been put in use, that this was a serious objection. This defect was
+afterwards remedied by turning each exhaust-pipe upward into the
+chimney, substantially as is now done. The steam-joints were made with
+canvas and red-lead, as was the practice in English locomotives, and
+in consequence much trouble was caused, from time to time, by leaking.
+
+The price of the engine was to have been $4000, but some difficulty
+was found in procuring a settlement. The Company claimed that the
+engine did not perform according to contract; and objection was also
+made to some of the defects alluded to. After these had been corrected
+as far as possible, however, Mr. Baldwin finally succeeded in
+effecting a compromise settlement, and received from the Company $3500
+for the machine.
+
+We are indebted for the sketch of the "Ironsides" from which the
+accompanying cut is produced, as well as for other valuable
+particulars in regard to the engine, to Mr. H. R. Campbell, who was
+the Chief Engineer of the Germantown and Norristown Railroad when the
+"Ironsides" was placed in service, and who is thoroughly familiar with
+all the facts in regard to the engine. Much of the success of the
+machine was due to his exertions, as, while the President of the
+Company was inclined to reject it as defective, Mr. Campbell was
+earnest in his efforts to correct its imperfections, and his influence
+contributed largely to retain the engine on the road.
+
+The results of the trial and the impression produced by it on the
+public mind may be gathered from the following extracts from the
+newspapers of the day:
+
+The _United States Gazette_ of Nov. 24th, 1832, remarks:
+
+     "A most gratifying experiment was made yesterday afternoon on the
+     Philadelphia, Germantown and Norristown Railroad. The beautiful
+     locomotive engine and tender, built by Mr. Baldwin, of this city,
+     whose reputation as an ingenious machinist is well known, were
+     for the first time placed on the road. The engine traveled about
+     six miles, working with perfect accuracy and ease in all its
+     parts, and with great velocity."
+
+The _Chronicle_ of the same date noticed the trial more at length, as
+follows:
+
+     "It gives us pleasure to state that the locomotive engine built
+     by our townsman, M. W. Baldwin, has proved highly successful. In
+     the presence of several gentlemen of science and information on
+     such subjects, the engine was yesterday placed upon the road for
+     the first time. All her parts had been previously highly finished
+     and fitted together in Mr. Baldwin's factory. She was taken apart
+     on Tuesday and removed to the Company's depot, and yesterday
+     morning she was completely together, ready for travel. After the
+     regular passenger cars had arrived from Germantown in the
+     afternoon, the tracks being clear, preparation was made for her
+     starting. The placing fire in the furnace and raising steam
+     occupied twenty minutes. The engine (with her tender) moved from
+     the depot in beautiful style, working with great ease and
+     uniformity. She proceeded about half a mile beyond the Union
+     Tavern, at the township line, and returned immediately, a
+     distance of six miles, at a speed of about twenty-eight miles to
+     the hour, her speed having been slackened at all the road
+     crossings, and it being after dark, but a portion of her power
+     was used. It is needless to say that the spectators were
+     delighted. From this experiment there is every reason to believe
+     this engine will draw thirty tons gross, at an average speed of
+     forty miles an hour, on a level road. The principal superiority
+     of the engine over any of the English ones known, consists in the
+     light weight,--which is but between four and five tons,--her
+     small bulk, and the simplicity of her working machinery. We
+     rejoice at the result of this experiment, as it conclusively
+     shows that Philadelphia, always famous for the skill of her
+     mechanics, is enabled to produce steam-engines for railroads
+     combining so many superior qualities as to warrant the belief
+     that her mechanics will hereafter supply nearly all the public
+     works of this description in the country."
+
+On subsequent trials, the "Ironsides" attained a speed of thirty miles
+per hour, with its usual train attached. So great were the wonder and
+curiosity which attached to such a prodigy, that people flocked to see
+the marvel, and eagerly bought the privilege of riding after the
+strange monster. The officers of the road were not slow to avail
+themselves of the public interest to increase their passenger
+receipts, and the following advertisement from _Poulson's American
+Daily Advertiser_ of Nov. 26, 1832, will show that as yet they
+regarded the new machine rather as a curiosity and a bait to allure
+travel than as a practical, every-day servant:
+
+     "NOTICE.--The locomotive engine (built by M. W. Baldwin, of this
+     city) will depart daily, _when the weather is fair_, with a train
+     of passenger cars. _On rainy days horses will be attached._"
+
+This announcement did not mean that in wet weather horses _would be
+attached to the locomotive_ to aid if in drawing the train, but that
+the usual horse-cars would be employed in making the trips upon the
+road without the engine.
+
+Upon making the first trip to Germantown with a passenger train with
+the Ironsides, one of the drivers slipped upon the axle, causing the
+wheels to track less than the gauge of the road and drop in between
+the rails. It was also discovered that the valve arrangement of the
+pumps was defective, and they failed to supply the boiler with water.
+The shifting of the driving wheel upon the axle fastened the
+eccentric, so that it would not operate in backward motion. These
+mishaps caused delay, and prevented the engine from reaching its
+destination, to the great disappointment of all concerned. They were
+corrected in a few days, and the machine was used in experimenting
+upon its efficiency, making occasional trips with trains to
+Germantown. The road had an ascending grade, nearly uniform, of
+thirty-two feet per mile, and for the last half-mile of forty-five
+feet per mile, and it was found that the engine was too light for the
+business of the road upon these grades.
+
+Such was Mr. Baldwin's first locomotive; and it is related of him that
+his discouragement at the difficulties which he had undergone in
+building it and in finally procuring a settlement for it was such that
+he remarked to one of his friends, with much decision, "That is our
+last locomotive."
+
+It was some time before he received an order for another, but
+meanwhile the subject had become singularly fascinating to him, and
+occupied his mind so fully that he was eager to work out his new ideas
+in a tangible form.
+
+[Illustration: Fig. 2.--HALF-CRANK.]
+
+Shortly after the "Ironsides" had been placed on the Germantown road,
+Mr. E. L. Miller, of Charleston, S. C, came to Philadelphia and made a
+careful examination of the machine. Mr. Miller had, in 1830,
+contracted to furnish a locomotive to the Charleston and Hamburg
+Railroad Company, and accordingly the engine "Best Friend" had been
+built under his direction at the West Point Foundry, New York. After
+inspecting the "Ironsides," he suggested to Mr. Baldwin to visit the
+Mohawk and Hudson Railroad and examine an English locomotive which had
+been placed on that road in July, 1831, by Messrs. Robert Stephenson &
+Co., of Newcastle, England. It was originally a four-wheeled engine of
+the "Planet" type, with horizontal cylinders and crank-axle. The front
+wheels of this engine were removed about a year after the machine was
+put at work, and a four-wheeled swiveling or "bogie" truck
+substituted. The result of Mr. Baldwin's investigations was the
+adoption of this design, but with some important improvements. Among
+these was the "half-crank," which he devised on his return from this
+trip, and which he patented September 10, 1834. In this form of crank,
+shown in Figure 2, the outer arm is omitted, and the wrist is fixed in
+a spoke of the wheel. In other words, the wheel itself formed one arm
+of the crank. The result sought and gained was that the cranks were
+strengthened, and, being at the extremities of the axle, the boiler
+could be made larger in diameter and placed lower. The driving axle
+could also be placed back of the fire-box, the connecting rods passing
+by the sides of the fire-box and taking hold inside of the wheels.
+This arrangement of the crank also involved the placing of the
+cylinders outside the smoke-box, as was done on the "Ironsides."
+
+By the time the order for the second locomotive was received, Mr.
+Baldwin had matured this device and was prepared to embody it in
+practical form. The order came from Mr. E. L. Miller in behalf of the
+Charleston and Hamburg Railroad Company, and the engine bore his name,
+and was completed February 18, 1834. It was on six wheels; one pair
+being drivers, four and a half feet in diameter, with half-crank axle
+placed back of the fire-box as above described, and the four front
+wheels combined in a swiveling truck. The driving-wheels, it should be
+observed, were cast in solid bell-metal. The combined wood and iron
+wheels used on the "Ironsides" had proved objectionable, and Mr.
+Baldwin, in his endeavors to find a satisfactory substitute, had
+recourse to brass. June 29, 1833, he took out a patent for a
+cast-brass wheel, his idea being that by varying the hardness of the
+metal the adhesion of the drivers on the rails could be increased or
+diminished at will. The brass wheels on the "Miller," however, soon
+wore out, and the experiment with this metal was not repeated. The "E.
+L. Miller" had cylinders ten inches in diameter; stroke of piston,
+sixteen inches; and weighed, with water in the boiler, seven tons
+eight hundredweight. The boiler had a high dome over the fire-box, as
+shown in Figure 3; and this form of construction, it may be noted, was
+followed, with a few exceptions, for many years.
+
+The valve-motion was given by a single fixed eccentric for each
+cylinder. Each eccentric-strap had two arms attached to it, one above
+and the other below, and, as the driving-axle was back of the
+fire-box, these arms were prolonged backward under the footboard, with
+a hook on the inner side of the end of each. The rock-shaft had arms
+above and below its axis, and the hooks of the two rods of each
+eccentric were moved by hand-levers so as to engage with either arm,
+thus producing backward or forward gear. This form of single
+eccentric, peculiar to Mr. Baldwin, was in the interest of simplicity
+in the working parts, and was adhered to for some years. It gave rise
+to an animated controversy among mechanics as to whether, with its
+use, it was possible to get a lead on the valve in both directions.
+Many maintained that this was impracticable; but Mr. Baldwin
+demonstrated by actual experience that the reverse was the case.
+
+Meanwhile the Commonwealth of Pennsylvania had given Mr. Baldwin an
+order for a locomotive for the State Road, as it was then called, from
+Philadelphia to Columbia, which, up to that time, had been worked by
+horses. This engine, called the "Lancaster," was completed in June,
+1834. It was similar to the "Miller," and weighed seventeen thousand
+pounds. After it was placed in service, the records show that it
+hauled at one time nineteen loaded burden cars over the highest grades
+between Philadelphia and Columbia. This was characterized at the time
+by the officers of the road as an "unprecedented performance." The
+success of the machine on its trial trips was such that the
+Legislature decided to adopt steam-power for working the road, and Mr.
+Baldwin received orders for several additional locomotives. Two others
+were accordingly delivered to the State in September and November
+respectively of that year, and one was also built and delivered to the
+Philadelphia and Trenton Railroad Company during the same season. This
+latter engine, which was put in service October 21, 1834, averaged
+twenty-one thousand miles per year to September 15, 1840.
+
+[Illustration: Fig. 3.--BALDWIN ENGINE, 1834.]
+
+Five locomotives were thus completed in 1834, and the new business was
+fairly under way. The building in Lodge Alley, to which Mr. Baldwin
+had removed from Minor Street, and where these engines were
+constructed, began to be found too contracted, and another removal was
+decided upon. A location on Broad and Hamilton Streets (the site, in
+part, of the present works) was selected, and a three-story L-shaped
+brick building, fronting on both streets, erected. This was completed
+and the business removed to it during the following year (1835). The
+original building still stands, forming the office, drawing-room, and
+principal machine-shops of the present works.
+
+These early locomotives, built in 1834, were the types of Mr.
+Baldwin's practice for some years. Their general design is shown in
+Figure 3. All, or nearly all of them, embraced several important
+devices, which were the results of his study and experiments up to
+that time. The devices referred to were patented September 10, 1834,
+and the same patent covered the four following inventions, viz.:
+
+1. The half-crank, and method of attaching it to the driving-wheel.
+(This has already been described.)
+
+[Illustration: Fig. 4.--BALDWIN COMPOUND WOOD AND IRON WHEELS, 1834.]
+
+2. A new mode of constructing the wheels of locomotive engines and
+cars. In this the hub and spokes were of cast-iron, cast together. The
+spokes were cast without a rim, and terminated in segment flanges,
+each spoke having a separate flange disconnected from its neighbors.
+By this means, it was claimed, the injurious effect of the unequal
+expansion of the materials composing the wheels was lessened or
+altogether prevented. The flanges bore against wooden felloes, made in
+two thicknesses, and put together so as to break joints. Tenons or
+pins projected from the flanges into openings made in the wooden
+felloes, to keep them in place. Around the whole the tire was passed
+and secured by bolts. The above sketch shows the device.
+
+3. A new mode of forming the joints of steam and other tubes. This was
+Mr. Baldwin's invention of ground joints for steam-pipes, which was a
+very valuable improvement over previous methods of making joints with
+red-lead packing, and which rendered it possible to carry a much
+higher pressure of steam.
+
+4. A new mode of forming the joints and other parts of the
+supply-pump, and of locating the pump itself. This invention consisted
+in making the single guide-bar hollow and using it for the
+pump-barrel. The pump-plunger was attached to the piston-rod at a
+socket or sleeve formed for the purpose, and the hollow guide-bar
+terminated in the vertical pump-chamber. This chamber was made in two
+pieces, joined about midway between the induction and eduction-pipes.
+This joint was ground steam-tight, as were also the joints of the
+induction-pipe with the bottom of the lower chamber, and the flange of
+the eduction-pipe with the top of the upper chamber. All these parts
+were held together by a stirrup with a set-screw in its arched top,
+and the arrangement was such that by simply unscrewing this set-screw
+the different sections of the chamber, with all the valves, could be
+taken apart for cleaning or adjusting. The cut below illustrates the
+device.
+
+[Illustration: Fig. 5.--PUMP AND STIRRUP.]
+
+It is probable that the five engines built during 1834 embodied all,
+or nearly all, these devices. They all had the half-crank, the ground
+joints for steam-pipes (which was first made by him in 1833), and the
+pump formed in the guide-bar, and all had the four-wheeled truck in
+front, and a single pair of drivers back of the fire-box. On this
+position of the driving-wheels, Mr. Baldwin laid great stress, as it
+made a more even distribution of the weight, throwing about one-half
+on the drivers and one-half on the four-wheeled truck. It also
+extended the wheel-base, making the engine much steadier and less
+damaging to the track. Mr. William Norris, who had established a
+locomotive works in Philadelphia in 1832, was at this time building a
+six-wheeled engine with a truck in front and the driving-wheels placed
+in front of the fire-box. Considerable rivalry naturally existed
+between the two manufacturers as to the comparative merits of their
+respective plans. In Mr. Norris's engine, the position of the
+driving-axle in front of the fire-box threw on it more of the weight
+of the engine, and thus increased the adhesion and the tractive power.
+Mr. Baldwin, however, maintained the superiority of his plan, as
+giving a better distribution of the weight and a longer wheel-base,
+and consequently rendering the machine less destructive to the track.
+As the iron rails then in use were generally light, and much of the
+track was of wood, this feature was of some importance.
+
+To the use of the ground joint for steam-pipes, however, much of the
+success of his early engines was due. The English builders were making
+locomotives with canvas and red-lead joints, permitting a steam
+pressure of only sixty pounds per inch to be carried, while Mr.
+Baldwin's machines were worked at one hundred and twenty pounds with
+ease. Several locomotives imported from England at about this period
+by the Commonwealth of Pennsylvania for the State Road (three of which
+were made by Stephenson) had canvas and red-lead joints, and their
+efficiency was so much less than that of the Baldwin engines, on
+account of this and other features of construction, that they were
+soon laid aside or sold.
+
+In June, 1834, a patent was issued to Mr. E. L. Miller, by whom Mr.
+Baldwin's second engine was ordered, for a method of increasing the
+adhesion of a locomotive by throwing a part of the weight of the
+tender on the rear of the engine, thus increasing the weight on the
+drivers. Mr. Baldwin adopted this device on an engine built for the
+Philadelphia and Trenton Railroad Company, May, 1835, and thereafter
+used it largely, paying one hundred dollars royalty for each engine.
+Eventually (May 6, 1839) he bought the patent for nine thousand
+dollars, evidently considering that the device was especially
+valuable, if not indispensable, in order to render his engine as
+powerful, when required, as other patterns having the driving-wheels
+in front of the fire-box, and therefore utilizing more of the weight
+of the engine for adhesion.
+
+In making the truck and tender wheels of these early locomotives, the
+hubs were cast in three pieces and afterward banded with wrought-iron,
+the interstices being filled with spelter. This method of construction
+was adopted on account of the difficulty then found in casting a
+chilled wheel in one solid piece.
+
+April 3, 1835, Mr. Baldwin took out a patent for certain improvements
+in the wheels and tubes of locomotive engines. That relating to the
+wheels provided for casting the hub and spokes together, and having
+the spokes terminate in segments of a rim, as described in his patent
+of September 10, 1834. Between the ends of the spokes and the tires
+wood was interposed, and the tire might be either of wrought-iron or
+of chilled cast-iron. The intention was expressed of making the tire
+usually of cast-iron chilled. The main object, however, was declared
+to be the interposition between the spokes and the rim of a layer of
+wood or other substance possessing some degree of elasticity. This
+method of making driving-wheels was followed for several years.
+
+The improvement in locomotive tubes consisted in driving a copper
+ferrule or thimble on the outside of the end of the tube, and
+soldering it in place, instead of driving a ferrule into the tube, as
+had previously been the practice. The object of the latter method had
+been to make a tight joint with the tube-sheet; but, by putting the
+ferrule on the outside of the tube, not only was the joint made as
+tight as before, but the tube was strengthened, and left unobstructed
+throughout to the full extent of its diameter. This method of setting
+flues has been generally followed in the works from that date to the
+present, the only difference being that, at this time, with iron
+tubes, the end is swedged down, the copper ferrule brazed on, and the
+iron end turned or riveted over against the copper thimble and the
+flue-sheet, to make the joint perfect.
+
+Early in 1835, the new shop on Broad Street was completed and
+occupied. Mr. Baldwin's attention was thenceforward given to
+locomotive building exclusively, except that a stationary engine was
+occasionally constructed.
+
+In May, 1835, his eleventh locomotive, the "Black Hawk," was delivered
+to the Philadelphia and Trenton Railroad Company. This was the first
+outside-connected engine of his build. It was also the first engine on
+which the Miller device of attaching part of the weight of the tender
+to the engine was employed. On the eighteenth engine, the
+"Brandywine," built for the Philadelphia and Columbia Railroad
+Company, brass tires were used on the driving-wheels, for the purpose
+of obtaining more adhesion; but they wore out rapidly and were
+replaced with iron.
+
+Fourteen engines were constructed in 1835; forty in 1836; forty in
+1837; twenty-three in 1838; twenty-six in 1839; and nine in 1840.
+During all these years the general design continued the same; but, in
+compliance with the demand for more power, three sizes were furnished,
+as follows:
+
+  First-class. Cylinders, 12-1/2 x 16; weight, loaded, 26,000 pounds.
+  Second-class.   "       12     x 16;    "       "    23,000   "
+  Third-class.    "       10-1/2 x 16;    "       "    20,000   "
+
+The first-class engine he fully believed, in 1838, was as heavy as
+would be called for, and he declared that it was as large as he
+intended to make. Most of the engines were built with the half-crank,
+but occasionally an outside-connected machine was turned out. These
+latter, however, failed to give as complete satisfaction as the
+half-crank machine. The drivers were generally four and a half feet in
+diameter.
+
+A patent was issued to Mr. Baldwin, August 17, 1835, for his device of
+cylindrical pedestals. In this method of construction, the pedestal
+was of cast-iron, and was bored in a lathe so as to form two concave
+jaws. The boxes were also turned in a lathe so that their vertical
+ends were cylindrical, and they were thus fitted in the pedestals.
+This method of fitting up pedestals and boxes was cheap and effective,
+and was used for some years for the driving and tender wheels.
+
+As showing the estimation in which these early engines were held, it
+may not be out of place to refer to the opinions of some of the
+railroad managers of that period.
+
+Mr. L. A. Sykes, engineer of the New Jersey Transportation Company,
+under date of June 12, 1838, wrote that he could draw with his
+engines twenty four-wheeled cars with twenty-six passengers each, at a
+speed of twenty to twenty-five miles per hour, over grades of
+twenty-six feet per mile. "As to simplicity of construction," he adds,
+"small liability to get out of order, economy of repairs, and ease to
+the road, I fully believe Mr. Baldwin's engines stand unrivalled. I
+consider the simplicity of the engine, the arrangement of the
+working-parts, and the distribution of the weight, far superior to any
+engine I have ever seen, either of American or English manufacture,
+and I have not the least hesitation in saying that Mr. Baldwin's
+engine will do the same amount of work with much less repairs, either
+to the engine or the track, than any other engine in use."
+
+L. G. Cannon, President of the Rensselaer and Saratoga Railroad
+Company, writes, "Your engines will, in performance and cost of
+repairs, bear comparison with any other engine made in this or any
+other country."
+
+Some of Mr. Baldwin's engines on the State Road, in 1837, cost, for
+repairs, only from one and two-tenths to one and six-tenths cents per
+mile. It is noted that the engine "West Chester," on the same road,
+weighing twenty thousand seven hundred and thirty-five pounds (ten
+thousand four hundred and seventy-five on drivers), drew fifty-one
+cars (four-wheeled), weighing two hundred and eighty-nine net tons,
+over the road, some of the track being of wood covered with
+strap-rail.
+
+The financial difficulties of 1836 and 1837, which brought ruin upon
+so many, did not leave Mr. Baldwin unscathed. His embarrassments
+became so great that he was unable to proceed, and was forced to call
+his creditors together for a settlement. After offering to surrender
+all his property, his shop, tools, house, and everything, if they so
+desired,--all of which would realize only about twenty-five per cent.
+of their claims,--he proposed to them that they should permit him to
+go on with the business, and in three years he would pay the full
+amount of all claims, principal and interest. This was finally acceded
+to, and the promise was in effect fulfilled, although not without an
+extension of two years beyond the time originally proposed.
+
+In May, 1837, the number of hands employed was three hundred, but this
+number was reducing weekly, owing to the falling off in the demand for
+engines.
+
+These financial troubles had their effect on the demand for
+locomotives, as will be seen in the decrease in the number built in
+1838, 1839, and 1840; and this result was furthered by the
+establishment of several other locomotive works and the introduction
+of other patterns of engines.
+
+The changes and improvements in details made during these years may be
+summed up as follows:
+
+The subject of burning coal had engaged much attention. In October,
+1836, Mr. Baldwin secured a patent for a grate or fireplace which
+could be detached from the engine at pleasure, and a new one with a
+fresh coal fire substituted. The intention was to have the grate with
+freshly ignited coal all ready for the engine on its arrival at a
+station, and placed between the rails over suitable levers, by which
+it could be attached quickly to the fire-box. It is needless to say
+that this was never practiced. In January, 1838, however, Mr. Baldwin
+was experimenting with the consumption of coal on the Germantown road,
+and in July of the same year the records show that he was making a
+locomotive to burn coal, part of the arrangement being to blow the
+fire with a fan.
+
+Up to 1838, Mr. Baldwin had made both driving and truck wheels with
+wrought tires, but during that year chilled wheels for engine and
+tender trucks were adopted. His tires were furnished by Messrs. S.
+Vail & Son, Morristown, N. J., who made the only tires then obtainable
+in America. They were very thin, being only one inch to one and a half
+inches thick; and Mr. Baldwin, in importing some tires from England at
+that time, insisted on their being made double the ordinary thickness.
+The manufacturers at first objected and ridiculed the idea, the
+practice being to use two tires when extra thickness was wanted, but
+finally they consented to meet his requirements.
+
+All his engines thus far had the single eccentric for each valve, but
+at about this period double eccentrics were adopted, each terminating
+in a straight hook, and reversed by hand-levers.
+
+At this early period, Mr. Baldwin had begun to feel the necessity of
+making all like parts of locomotives of the same class in such manner
+as to be absolutely interchangeable. Steps were taken in this
+direction, but it was not until many years afterward that the system
+of standard gauges was perfected, which has since grown to be a
+distinguishing feature in the establishment.
+
+In March, 1839, Mr. Baldwin's records show that he was building a
+number of outside-connected engines, and had succeeded in making them
+strong and durable. He was also making a new chilled wheel, and one
+which he thought would not break.
+
+On the one hundred and thirty-sixth locomotive, completed October 18,
+1839, for the Philadelphia, Germantown and Norristown Railroad, the
+old pattern of wooden frame was abandoned, and no outside frame
+whatever was employed,--the machinery, as well as the truck and the
+pedestals of the driving-axles, being attached directly to the naked
+boiler. The wooden frame thenceforward disappeared gradually, and an
+iron frame took its place. Another innovation was the adoption of
+eight-wheeled tenders, the first of which was built at about this
+period.
+
+April 8, 1839, Mr. Baldwin associated with himself Messrs. Vail and
+Hufty, and the business was conducted under the firm name of Baldwin,
+Vail & Hufty until 1841, when Mr. Hufty withdrew, and Baldwin & Vail
+continued the copartnership until 1842.
+
+The time had now arrived when the increase of business on railroads
+demanded more powerful locomotives. It had for some years been felt
+that for freight traffic the engine with one pair of drivers was
+insufficient. Mr. Baldwin's engine had the single pair of drivers
+placed back of the fire-box; that made by Mr. Norris, one pair in
+front of the fire-box. An engine with two pairs of drivers, one pair
+in front and one pair behind the fire-box, was the next logical step,
+and Mr. Henry R. Campbell, of Philadelphia, was the first to carry
+this design into execution. Mr. Campbell, as has been noted, was the
+Chief Engineer of the Germantown Railroad when the "Ironsides" was
+placed on that line, and had since given much attention to the subject
+of locomotive construction. February 5, 1836, Mr. Campbell secured a
+patent for an eight-wheeled engine with four drivers connected, and a
+four-wheeled truck in front; and subsequently contracted with James
+Brooks, of Philadelphia, to build for him such a machine. The work was
+begun March 16, 1836, and the engine was completed May 8, 1837. This
+was the first eight-wheeled engine of this type, and from it the
+standard American locomotive of to-day takes its origin. The engine
+lacked, however, one essential feature; there were no equalizing beams
+between the drivers, and nothing but the ordinary steel springs over
+each journal of the driving-axles to equalize the weight upon them. It
+remained for Messrs. Eastwick & Harrison to supply this deficiency;
+and in 1837 that firm constructed at their shop in Philadelphia a
+locomotive on this plan, but with the driving-axles running in a
+separate square frame, connected to the main frame above it by a
+single central bearing on each side. This engine had cylinders twelve
+by eighteen, four coupled driving-wheels, forty-four inches in
+diameter, carrying eight of the twelve tons constituting the total
+weight. Subsequently, Mr. Joseph Harrison, Jr., of the same firm,
+substituted "equalizing beams" on engines of this plan afterward
+constructed by them, substantially in the same manner as since
+generally employed.
+
+In the _American Railroad Journal_ of July 30, 1836, a wood-cut
+showing Mr. Campbell's engine, together with an elaborate calculation
+of the effective power of an engine on this plan, by William J. Lewis,
+Esq., Civil Engineer, was published, with a table showing its
+performance upon grades ranging from a dead level to a rise of one
+hundred feet per mile. Mr. Campbell stated that his experience at that
+time (1835-6) convinced him that grades of one hundred feet rise per
+mile would, if roads were judiciously located, carry railroads over
+any of the mountain passes in America, without the use of planes with
+stationary steam power, or, as a general rule, of costly tunnels,--an
+opinion very extensively verified by the experience of the country
+since that date.
+
+A step had thus been taken toward a plan of locomotive having more
+adhesive power. Mr. Baldwin, however, was slow to adopt the new
+design. He naturally regarded innovations with distrust. He had done
+much to perfect the old pattern of engine, and had built over a
+hundred of them, which were in successful operation on various
+railroads. Many of the details were the subjects of his several
+patents, and had been greatly simplified in his practice. In fact,
+simplicity in all the working parts had been so largely his aim, that
+it was natural that he should distrust any plan involving additional
+machinery, and he regarded the new design as only an experiment at
+best. In November, 1838, he wrote to a correspondent that he did not
+think there was any advantage in the eight-wheeled engine. There being
+three points in contact, it could not turn a curve, he argued, without
+slipping one or the other pair of wheels sideways. Another objection
+was in the multiplicity of machinery and the difficulty in maintaining
+four driving-wheels all of exactly the same size. Some means, however,
+of getting more adhesion must be had, and the result of his
+reflections upon this subject was the project of a "geared engine." In
+August, 1839, he took steps to secure a patent for such a machine, and
+December 31, 1840, letters patent were granted him for the device. In
+this engine, an independent shaft or axle was placed between the two
+axles of the truck, and connected by cranks and coupling-rods with
+cranks on the outside of the driving-wheels. This shaft had a central
+cog-wheel engaging on each side with intermediate cog-wheels, which in
+turn geared into cog-wheels on each truck-axle. The intermediate
+cog-wheels had wide teeth, so that the truck could pivot while the
+main shaft remained parallel with the driving-axle. The diameters of
+the cog-wheels were, of course, in such proportion to the driving and
+truck wheels, that the latter should revolve as much oftener than the
+drivers as their smaller size might require. Of the success of this
+machine for freight service, Mr. Baldwin was very sanguine. One was
+put in hand at once, completed in August, 1841, and eventually sold to
+the Sugarloaf Coal Company. It was an outside-connected engine,
+weighing thirty thousand pounds, of which eleven thousand seven
+hundred and seventy-five pounds were on the drivers, and eighteen
+thousand three hundred and thirty-five on the truck. The
+driving-wheels were forty-four and the truck-wheels thirty-three
+inches in diameter. The cylinders were thirteen inches in diameter by
+sixteen inches stroke. On a trial of the engine upon the Philadelphia
+and Reading Railroad, it hauled five hundred and ninety tons from
+Reading to Philadelphia--a distance of fifty-four miles--in five hours
+and twenty-two minutes. The Superintendent of the road, in writing of
+the trial, remarked that this train was unprecedented in length and
+weight both in America and Europe. The performance was noticed in
+favorable terms by the Philadelphia newspapers, and was made the
+subject of a report by the Committee on Science and Arts of the
+Franklin Institute, who strongly recommended this plan of engine for
+freight service. The success of the trial led Mr. Baldwin at first to
+believe that the geared engine would be generally adopted for freight
+traffic; but in this he was disappointed. No further demand was made
+for such machines, and no more of them were built.
+
+In 1840, Mr. Baldwin received an order, through August Belmont, Esq.,
+of New York, for a locomotive for Austria, and had nearly completed
+one which was calculated to do the work required, when he learned that
+only sixty pounds pressure of steam was admissible, whereas his engine
+was designed to use steam at one hundred pounds and over. He
+accordingly constructed another, meeting this requirement, and shipped
+it in the following year. This engine, it may be noted, had a kind of
+link-motion, agreeably to the specification received, and was the
+first of his make upon which the link was introduced.
+
+Mr. Baldwin's patent of December 31, 1840, already referred to as
+covering his geared engine, embraced several other devices, as
+follows:
+
+1. A method of operating a fan, or blowing-wheel, for the purpose of
+blowing the fire. The fan was to be placed under the footboard, and
+driven by the friction of a grooved pulley in contact with the flange
+of the driving-wheel.
+
+2. The substitution of a metallic stuffing, consisting of wire, for
+the hemp, wool, or other material which had been employed in
+stuffing-boxes.
+
+3. The placing of the springs of the engine truck so as to obviate the
+evil of the locking of the wheels when the truck-frame vibrates from
+the centre-pin vertically. Spiral as well as semi-elliptic springs,
+placed at each end of the truck-frame, were specified. The spiral
+spring is described as received in two cups,--one above and one below.
+The cups were connected together at their centres by a pin upon one
+and a socket in the other, so that the cups could approach toward or
+recede from each other and still preserve their parallelism.
+
+4. An improvement in the manner of constructing the iron frames of
+locomotives, by making the pedestals in one piece with, and
+constituting part of, the frames.
+
+5. The employment of spiral springs in connection with cylindrical
+pedestals and boxes. A single spiral was at first used, but, not
+proving sufficiently strong, a combination or nest of spirals curving
+alternately in opposite directions was afterward employed. Each spiral
+had its bearing in a spiral recess in the pedestal.
+
+In the specification of this patent a change in the method of making
+cylindrical pedestals and boxes is noted. Instead of boring and
+turning them in a lathe, they were cast to the required shape in
+chills. This method of construction was used for a time, but
+eventually a return was made to the original plan, as giving a more
+accurate job.
+
+In 1842, Mr. Baldwin constructed, under an arrangement with Mr. Ross
+Winans, three locomotives for the Western Railroad of Massachusetts,
+on a plan which had been designed by that gentleman for freight
+traffic. These machines had upright boilers, and horizontal cylinders
+which worked cranks on a shaft bearing cog-wheels engaging with other
+cog-wheels on an intermediate shaft. This latter shaft had cranks
+coupled to four driving-wheels on each side. These engines were
+constructed to burn anthracite coal. Their peculiarly uncouth
+appearance earned for them the name of "crabs," and they were but
+short-lived in service.
+
+[Illustration: Fig. 6.--BALDWIN SIX-WHEELS-CONNECTED ENGINE, 1842.]
+
+[Illustration: Fig. 7.--BALDWIN FLEXIBLE-BEAM TRUCK,
+1842.--ELEVATION.]
+
+[Illustration: HALF PLAN.]
+
+But, to return to the progress of Mr. Baldwin's locomotive practice.
+The geared engine had not proved a success. It was unsatisfactory, as
+well to its designer as to the railroad community. The problem of
+utilizing more or all of the weight of the engine for adhesion
+remained, in Mr. Baldwin's view, yet to be solved. The plan of
+coupling four or six wheels had long before been adopted in England,
+but on the short curves prevalent on American railroads, he felt that
+something more was necessary. The wheels must not only be coupled, but
+at the same time must be free to adapt themselves to a curve. These
+two conditions were apparently incompatible, and to reconcile these
+inconsistencies was the task which Mr. Baldwin set himself to
+accomplish. He undertook it, too, at a time when his business had
+fallen off greatly and he was involved in the most serious financial
+embarrassments. The problem was constantly before him, and at length,
+during a sleepless night, its solution flashed across his mind. The
+plan so long sought for, and which, subsequently, more than any other
+of his improvements or inventions, contributed to the foundation of
+his fortune, was his well-known six-wheels-connected locomotive with
+the four front drivers combined in a flexible truck. For this machine
+Mr. Baldwin secured a patent, August 25, 1842. Its principal
+characteristic features are now matters of history, but they deserve
+here a brief mention. The engine was on six wheels, all connected as
+drivers. The rear wheels were placed rigidly in the frames, usually
+behind the fire-box, with inside bearings. The cylinders were
+inclined, and with outside connections. The four remaining wheels had
+inside journals running in boxes held by two wide and deep
+wrought-iron beams, one on each side. These beams were unconnected,
+and entirely independent of each other. The pedestals formed in them
+were bored out cylindrically, and into them cylindrical boxes, as
+patented by him in 1835, were fitted. The engine-frame on each side
+was directly over the beam, and a spherical pin, running down from the
+frame, bore in a socket in the beam midway between the two axles. It
+will thus be seen that each side-beam independently could turn
+horizontally or vertically under the spherical pin, and the
+cylindrical boxes could also turn in the pedestals. Hence, in passing
+a curve, the middle pair of drivers could move laterally in one
+direction--say to the right--while the front pair could move in the
+opposite direction, or to the left; the two axles all the while
+remaining parallel to each other and to the rear driving-axle. The
+operation of these beams was, therefore, like that of the
+parallel-ruler. On a straight line the two beams and the two axles
+formed a rectangle; on curves, a parallelogram, the angles varying
+with the degree of curvature. The coupling-rods were made with
+cylindrical brasses, thus forming ball-and-socket joints, to enable
+them to accommodate themselves to the lateral movements of the wheels.
+Colburn, in his "Locomotive Engineering," remarks of this arrangement
+of rods as follows:
+
+     "Geometrically, no doubt, this combination of wheels could only
+     work properly around curves by a lengthening and shortening of
+     the rods which served to couple the principal pair of
+     driving-wheels with the hind truck-wheels. But if the
+     coupling-rods from the principal pair of driving-wheels be five
+     feet long, and if the beams of the truck-frame be four feet long
+     (the radius of curve described by the axle-boxes around the
+     spherical side bearings being two feet), then the total
+     corresponding lengthening of the coupling-rods, in order to allow
+     the hind truck-wheels to move one inch to one side, and the front
+     wheels of the truck one inch to the other side of their normal
+     position on a straight line, would be V[60^{2} + 1^{2}] - 60 + 24
+     - V[24^{2} - 1^{2}] = 0.0275 inch, or less than one thirty-second
+     of an inch. And if only one pair of driving-wheels were thus
+     coupled with a four-wheeled truck, the total wheel-base being
+     nine feet, the motion permitted by this slight elongation of the
+     coupling-rods (an elongation provided for by a trifling slackness
+     in the brasses) would enable three pairs of wheels to stand
+     without binding in a curve of only one hundred feet radius."
+
+The first engine of the new plan was finished early in December, 1842,
+being one of fourteen engines constructed in that year, and was sent
+to the Georgia Railroad, on the order of Mr. J. Edgar Thomson, then
+Chief Engineer and Superintendent of that line. It weighed twelve
+tons, and drew, besides its own weight, two hundred and fifty tons up
+a grade of thirty-six feet to the mile.
+
+Other orders soon followed. The new machine was received generally
+with great favor. The loads hauled by it exceeded anything so far
+known in American railroad practice, and sagacious managers hailed it
+as a means of largely reducing operating expenses. On the Central
+Railroad of Georgia, one of these twelve-ton engines drew nineteen
+eight-wheeled cars, with seven hundred and fifty bales of cotton, each
+bale weighing four hundred and fifty pounds, over maximum grades of
+thirty feet per mile, and the manager of the road declared that it
+could readily take one thousand bales. On the Philadelphia and Reading
+Railroad a similar engine of eighteen tons weight drew one hundred and
+fifty loaded cars (total weight of cars and lading, one thousand one
+hundred and thirty tons) from Schuylkill Haven to Philadelphia, at a
+speed of seven miles per hour. The regular load was one hundred loaded
+cars, which were hauled at a speed of from twelve to fifteen miles per
+hour on a level.
+
+The following extract from a letter, dated August 10, 1844, of Mr. G.
+A. Nicolls, then Superintendent of that line, and still connected with
+its management, gives the particulars of the performance of these
+machines, and shows the estimation in which they were held:
+
+     "We have had two of these engines in operation for about four
+     weeks. Each engine weighs about forty thousand pounds with water
+     and fuel, equally distributed on six wheels, all of which are
+     coupled, thus gaining the whole adhesion of the engine's weight.
+     Their cylinders are fifteen by eighteen inches."
+
+     "The daily allotted load of each of these engines is one hundred
+     coal cars, each loaded with three and six-tenths tons of coal,
+     and weighing two and fifteen one-hundredths tons each, empty;
+     making a net weight of three hundred and sixty tons of coal
+     carried, and a gross weight of train of five hundred and
+     seventy-five tons, all of two thousand two hundred and forty
+     pounds."
+
+     "This train is hauled over the ninety-four miles of the road,
+     half of which is level, at the rate of twelve miles per hour; and
+     with it the engine is able to make fourteen to fifteen miles per
+     hour on a level."
+
+     "Were all the cars on the road of sufficient strength, and making
+     the trip by daylight, nearly one-half being now performed at
+     night, I have no doubt of these engines being quite equal to a
+     load of eight hundred tons gross, as their average daily
+     performance on any of the levels of our road, some of which are
+     eight miles long."
+
+     "In strength of make, quality of workmanship, finish, and
+     proportion of parts, I consider them equal to any, and superior
+     to most, freight engines I have seen. They are remarkably easy on
+     the rail, either in their vertical or horizontal action, from the
+     equalization of their weight, and the improved truck under the
+     forward part of the engine. This latter adapts itself to all the
+     curves of the road, including some of seven hundred and sixteen
+     feet radius in the main track, and moves with great ease around
+     our turning Y curves at Richmond, of about three hundred feet
+     radius.
+
+     "I consider these engines as near perfection, in the arrangement
+     of their parts, and their general efficiency, as the present
+     improvements in machinery and the locomotive engine will admit
+     of. They are saving us thirty per cent, in every trip, on the
+     former cost of motive or engine power."
+
+But the flexible-beam truck also enabled Mr. Baldwin to meet the
+demand for an engine with four drivers connected. Other builders were
+making engines with four drivers and a four-wheeled truck, of the
+present American standard type. To compete with this design, Mr.
+Baldwin modified his six-wheels-connected engine by connecting only
+two out of the three pairs of wheels as drivers, making the forward
+wheels of smaller diameter as leading wheels, but combining them with
+the front drivers in a flexible-beam truck. The first engine on this
+plan was sent to the Erie and Kalamazoo Railroad, in October, 1843,
+and gave great satisfaction. The Superintendent of the road was
+enthusiastic in its praise, and wrote to Mr. Baldwin that he doubted
+"if anything could be got up which would answer the business of the
+road so well." One was also sent to the Utica and Schenectady Railroad
+a few weeks later, of which the Superintendent remarked that "it
+worked beautifully, and there were not wagons enough to give it a full
+load." In this plan the leading wheels were usually made thirty-six
+and the drivers fifty-four inches in diameter.
+
+This machine of course came in competition with the eight-wheeled
+engine having four drivers, and Mr. Baldwin claimed for his plan a
+decided superiority. In each case about two-thirds of the total weight
+was carried on the four drivers, and Mr. Baldwin maintained that his
+engine, having only six instead of eight wheels, was simpler and more
+effective.
+
+At about this period Mr. Baldwin's attention was called by Mr. Levi
+Bissell to an "Air Spring" which the latter had devised, and which it
+was imagined was destined to be a cheap, effective, and perpetual
+spring. The device consisted of a small cylinder placed above the
+frame over the axle-box, and having a piston fitted air-tight into it.
+The piston-rod was to bear on the axle-box, and the proper quantity of
+air was to be pumped into the cylinder above the piston, and the
+cylinder then hermetically closed. The piston had a leather packing
+which was to be kept moist by some fluid (molasses was proposed)
+previously introduced into the cylinder. Mr. Baldwin at first proposed
+to equalize the weight between two pairs of drivers by connecting two
+air-springs on each side by a pipe, the use of an equalizing beam
+being covered by Messrs. Eastwick & Harrison's patent. The air-springs
+were found, however, not to work practically, and were never applied.
+It may be added that a model of an equalizing air-spring was exhibited
+by Mr. Joseph Harrison, Jr., at the Franklin Institute, in 1838 or
+1839.
+
+With the introduction of the new machine, business began at once to
+revive, and the tide of prosperity turned once more in Mr. Baldwin's
+favor. Twelve engines were constructed in 1843, all but four of them
+of the new pattern; twenty-two engines in 1844, all of the new
+pattern; and twenty-seven in 1845. Three of this number were of the
+old type, with one pair of drivers, but from that time forward the old
+pattern with the single pair of drivers disappeared from the practice
+of the establishment, save occasionally for exceptional purposes.
+
+In 1842, the partnership with Mr. Vail was dissolved, and Mr. Asa
+Whitney, who had been Superintendent of the Mohawk and Hudson
+Railroad, became a partner with Mr. Baldwin, and the firm continued as
+Baldwin & Whitney until 1846, when the latter withdrew to engage in
+the manufacture of car-wheels, in which business he is still concerned
+as senior member of the firm of A. Whitney & Sons, Philadelphia.
+
+Mr. Whitney brought to the firm a railroad experience and thorough
+business talent. He introduced a system in many details of the
+management of the business, which Mr. Baldwin, whose mind was devoted
+more exclusively to mechanical subjects, had failed to establish or
+wholly ignored. The method at present in use in the establishment, of
+giving to each class of locomotives a distinctive designation,
+composed of a number and a letter, originated very shortly after Mr.
+Whitney's connection with the business. For the purpose of
+representing the different designs, sheets with engravings of
+locomotives were employed. The sheet showing the engine with one pair
+of drivers was marked B; that with two pairs, C; that with three, D;
+and that with four, E. Taking its rise from this circumstance, it
+became customary to designate as B engines those with one pair of
+drivers; as C engines, those with two pairs; as D engines, those with
+three pairs; and as E engines, those with four pairs. Shortly
+afterwards, a number, indicating the weight in gross tons, was added.
+Thus, the 12 D engine was one with three pairs of drivers, and
+weighing twelve tons; the 12 C, an engine of same weight, but with
+only four wheels connected. Substantially this system of designating
+the several sizes and plans has been retained to the present time. The
+figures, however, are no longer used to express the weight, but merely
+to designate the class.
+
+It will be observed that the classification as thus established began
+with the B engines. The letter A was reserved for an engine intended
+to run at very high speeds, and so designed that the driving-wheels
+should make two revolutions for each reciprocation of the pistons.
+This was to be accomplished by means of gearing. The general plan of
+the engine was determined in Mr. Baldwin's mind, but was never carried
+into execution.
+
+The adoption of the plan of six-wheels-connected engines opened the
+way at once to increasing their size. The weight being almost evenly
+distributed on six points, heavier machines were admissible, the
+weight on any one pair of drivers being little, if any, greater than
+had been the practice with the old plan of engine having a single pair
+of drivers; Hence engines of eighteen and twenty tons weight were
+shortly introduced, and in 1844 three of twenty tons weight, with
+cylinders sixteen and one-half inches diameter by eighteen inches
+stroke, were constructed for the Western Railroad of Massachusetts,
+and six, of eighteen tons weight, with cylinders fifteen by eighteen,
+and drivers forty-six inches in diameter, were built for the
+Philadelphia and Reading Railroad. It should be noted that three of
+these latter engines had iron flues. This was the first instance in
+which Mr. Baldwin had employed tubes of this material. The advantage
+found to result from the use of iron tubes, apart from their less
+cost, was that the tubes and boiler-shell, being of the same material,
+expanded and contracted alike, while in the case of copper tubes the
+expansion of the metal by heat varied from that of the boiler-shell,
+and as a consequence there was greater liability to leakage at the
+joints with the tube-sheets. The opinion prevailed largely at that
+time that some advantage resulted in the evaporation of water, owing
+to the superiority of copper as a conductor of heat. To determine this
+question, an experiment was tried with two of the six engines referred
+to above, one of which, the "Ontario," had copper flues, and another,
+the "New England," iron flues. In other respects they were precisely
+alike. The two engines were run from Richmond to Mount Carbon, August
+27, 1844, each drawing a train of one hundred and one empty cars, and,
+returning, from Mount Carbon to Richmond, on the following day, each
+with one hundred loaded cars. The quantity of water evaporated and
+wood consumed was noted, with the result shown in the following table:
+
+  ------------------------------------------------------------------------
+                              |         UP TRIP,    |     DOWN TRIP,      |
+                              |     AUG. 27, 1844.  |   AUG. 28, 1844.    |
+  ----------------------------+---------------------+----------+----------|
+                              |"Ontario."|  "New    |"Ontario."|  "New    |
+                              |          | England."|          | England."|
+                              | (Copper  |  (Iron   | (Copper  |  (Iron   |
+                              |  Flues.) |  Flues.) |  Flues.) |  Flues.) |
+  ----------------------------+----------+----------+----------+----------|
+  Time, running               |  9h. 7m. |  7h. 41m.| 10h. 44m.|  8h. 19m.|
+    "   standing at stations. |  4h. 2m. |  3h.  7m.|  2h. 12m.|  3h.  8m.|
+  Cords of wood burned        |   6.68   |   5.50   |   6.94   |   6.     |
+  Cubic feet of water         |          |          |          |          |
+    evaporated                | 925.75   | 757.26   | 837.46   | 656.39   |
+  Ratio, cubic feet of water  |          |          |          |          |
+    to a cord of wood         | 138.57   | 137.68   | 120.67   | 109.39   |
+  ------------------------------------------------------------------------
+
+The conditions of the experiments not being absolutely the same in
+each case, the results could not of course be accepted as entirely
+accurate. They seemed to show, however, no considerable difference in
+the evaporative efficacy of copper and iron tubes.
+
+The period under consideration was marked also by the introduction of
+the French & Baird stack, which proved at once to be one of the most
+successful spark-arresters thus far employed, and which was for years
+used almost exclusively wherever, as on the cotton-carrying railroads
+of the South, a thoroughly effective spark-arrester was required. This
+stack was introduced by Mr. Baird, then a foreman in the Works, who
+purchased the patent-right of what had been known as the Grimes stack,
+and combined with it some of the features of the stack made by Mr.
+Richard French, then Master Mechanic of the Germantown Railroad,
+together with certain improvements of his own. The cone over the
+straight inside pipe was made with volute flanges on its under side,
+which gave a rotary motion to the sparks. Around the cone was a casing
+about six inches smaller in diameter than the outside stack. Apertures
+were cut in the sides of this casing, through which the sparks in
+their rotary motion were discharged and thus fell to the bottom of
+the space between the straight inside pipe and the outside stack. The
+opening in the top of the stack was fitted with a series of V-shaped
+iron circles perforated with numerous holes, thus presenting an
+enlarged area, through which the smoke escaped. The patent-right for
+this stack was subsequently sold to Messrs. Radley & Hunter, and its
+essential principle is still used in the Radley & Hunter stack as at
+present made.
+
+In 1845, Mr. Baldwin built three locomotives for the Royal Railroad
+Committee of Wuertemberg. They were of fifteen tons weight, on six
+wheels, four of them being sixty inches in diameter and coupled. The
+front drivers were combined by the flexible beams into a truck with
+the smaller leading wheels. The cylinders were inclined and outside,
+and the connecting-rods took hold of a half-crank axle back of the
+fire-box. It was specified that these engines should have the
+link-motion which had shortly before been introduced in England by the
+Stephensons. Mr. Baldwin accordingly applied a link of a peculiar
+character to suit his own ideas of the device. The link was made
+solid, and of a truncated V-section, and the block was grooved so as
+to fit and slide on the outside of the link.
+
+During the year 1845 another important feature in locomotive
+construction--the cut-off valve--was added to Mr. Baldwin's practice.
+Up to that time the valve-motion had been the two eccentrics, with the
+single flat hook for each cylinder. Since 1841 Mr. Baldwin had
+contemplated the addition of some device allowing the steam to be used
+expansively, and he now added the "half-stroke cut-off." In this
+device the steam-chest was separated by a horizontal plate into an
+upper and a lower compartment. In the upper compartment, a valve,
+worked by a separate eccentric, and having a single opening, admitted
+steam through a port in this plate to the lower steam-chamber. The
+valve-rod of the upper valve terminated in a notch or hook, which
+engaged with the upper arm of its rock-shaft. When thus working, it
+acted as a cut-off at a fixed part of the stroke, determined by the
+setting of the eccentric. This was usually at half the stroke. When it
+was desired to dispense with the cut-off and work steam for the full
+stroke, the hook of the valve-rod was lifted from the pin on the upper
+arm of the rock-shaft by a lever worked from the footboard, and the
+valve-rod was held in a notched rest fastened to the side of the
+boiler. This left the opening through the upper valve and the port in
+the partition plate open for the free passage of steam throughout the
+whole stroke. The first application of the half-stroke cut-off was
+made on the engine "Champlain" (20 D), built for the Philadelphia and
+Reading Railroad Company, in 1845. It at once became the practice to
+apply the cut-off on all passenger engines, while the six- and
+eight-wheels-connected freight engines were, with a few exceptions,
+built for a time longer with the single valve admitting steam for the
+full stroke.
+
+After building, during the years 1843, 1844, and 1845, ten
+four-wheels-connected engines on the plan above described, viz., six
+wheels in all, the leading wheels and the front drivers being combined
+into a truck by the flexible beams, Mr. Baldwin finally adopted the
+present design of four drivers and a four-wheeled truck. Some of his
+customers who were favorable to the latter plan had ordered such
+machines of other builders, and Colonel Gadsden, President of the
+South Carolina Railroad Company, called on him in 1845 to build for
+that line some passenger engines of this pattern. He accordingly
+bought the patent-right for this plan of engine of Mr. H. R. Campbell,
+and for the equalizing beams used between the drivers, of Messrs.
+Eastwick & Harrison, and delivered to the South Carolina Railroad
+Company, in December, 1845, his first eight-wheeled engine with four
+drivers and a four-wheeled truck. This machine had cylinders thirteen
+and three-quarters by eighteen, and drivers sixty inches in diameter,
+with the springs between them arranged as equalizers. Its weight was
+fifteen tons. It had the half-crank axle, the cylinders being inside
+the frame but outside the smoke-box. The inside-connected engine,
+counterweighting being as yet unknown, was admitted to be steadier in
+running, and hence more suitable for passenger service. With the
+completion of the first eight-wheeled "C" engine, Mr. Baldwin's
+feelings underwent a revulsion in favor of this plan, and his
+partiality for it became as great as had been his antipathy before.
+Commenting on the machine, he recorded himself as "more pleased with
+its appearance and action than any engine he had turned out." In
+addition to the three engines of this description for the South
+Carolina Railroad Company, a duplicate was sent to the Camden and
+Amboy Railroad Company, and a similar but lighter one to the
+Wilmington and Baltimore Railroad Company, shortly afterwards. The
+engine for the Camden and Amboy Railroad Company, and perhaps the
+others, had the half-stroke cut-off.
+
+From that time forward, all of his four-wheels-connected machines were
+built on this plan, and the six-wheeled "C" engine was abandoned,
+except in the case of one built for the Philadelphia, Germantown and
+Norristown Railroad Company in 1846, and this was afterwards rebuilt
+into a six-wheels-connected machine. Three methods of carrying out the
+general design were, however, subsequently followed. At first the
+half-crank was used; then horizontal cylinders inclosed in the
+chimney-seat and working a full-crank-axle, which form of construction
+had been practiced at the Lowell Works; and eventually, outside
+cylinders with outside connections.
+
+[Illustration: Fig. 8.--BALDWIN EIGHT-WHEELS-CONNECTED ENGINE, 1846.]
+
+Meanwhile the flexible truck machine maintained its popularity for
+heavy freight service. All the engines thus far built on this plan had
+been six-wheeled, some with the rear driving-axle back of the
+fire-box, and others with it in front. The next step, following
+logically after the adoption of the eight-wheeled "C" engine, was to
+increase the size of the freight machine, and distribute the weight on
+eight wheels all connected, the two rear pairs being rigid in the
+frame, and the two front pairs combined into the flexible-beam truck.
+This was first done in 1846, when seventeen engines on this plan were
+constructed on one order for the Philadelphia and Reading Railroad
+Company. Fifteen of these were of twenty tons weight, with cylinders
+fifteen and a half by twenty, and wheels forty-six inches in diameter;
+and two of twenty-five tons weight, with cylinders seventeen and a
+quarter by eighteen, and drivers forty-two inches in diameter. These
+engines were the first ones on which Mr. Baldwin placed sand-boxes,
+and they were also the first built by him with roofs. On all previous
+engines the footboard had only been inclosed by a railing. On these
+engines for the Reading Railroad, four iron posts were carried up, and
+a wooden roof supported by them. The engine-men added curtains at the
+sides and front, and Mr. Baldwin on subsequent engines added sides,
+with sash and glass. The cab proper, however, was of New England
+origin, where the severity of the climate demanded it, and where it
+had been used previous to this period.
+
+[Illustration: Fig. 9.--BALDWIN ENGINE FOR RACK-RAIL, 1847.]
+
+Forty-two engines were completed in 1846, and thirty-nine in 1847. The
+only novelty to be noted among them was the engine "M. G. Bright,"
+built for operating the inclined plane on the Madison and Indianapolis
+Railroad. The rise of this incline was one in seventeen, from the bank
+of the Ohio River at Madison. The engine had eight wheels, forty-two
+inches in diameter, connected, and worked in the usual manner by
+outside inclined cylinders, fifteen and one-half inches diameter by
+twenty inches stroke. A second pair of cylinders, seventeen inches in
+diameter with eighteen inches stroke of piston, was placed vertically
+over the boiler, midway between the furnace and smoke-arch. The
+connecting-rods worked by these cylinders connected with cranks on a
+shaft under the boiler. This shaft carried a single cog-wheel at its
+centre, and this cog-wheel engaged with another of about twice its
+diameter on a second shaft adjacent to it and in the same plane. The
+cog-wheel on this latter shaft worked in a rack-rail placed in the
+centre of the track. The shaft itself had its bearings in the lower
+ends of two vertical rods, one on each side of the boiler, and these
+rods were united over the boiler by a horizontal bar which was
+connected by means of a bent lever and connecting-rod to the piston
+worked by a small horizontal cylinder placed on top of the boiler. By
+means of this cylinder, the yoke carrying the shaft and cog-wheel
+could be depressed and held down so as to engage the cogs with the
+rack-rail, or raised out of the way when only the ordinary drivers
+were required. This device was designed by Mr. Andrew Cathcart, Master
+Mechanic of the Madison and Indianapolis Railroad. A similar machine,
+the "John Brough," for the same plane, was built by Mr. Baldwin in
+1850. The incline was worked with a rack-rail and these engines until
+it was finally abandoned and a line with easy gradients substituted.
+
+The use of iron tubes in freight engines grew in favor, and in
+October, 1847, Mr. Baldwin noted that he was fitting his flues with
+copper ends, "for riveting to the boiler."
+
+The subject of burning coal continued to engage much attention, but
+the use of anthracite had not as yet been generally successful. In
+October, 1847, the Baltimore and Ohio Railroad Company advertised
+for proposals for four engines to burn Cumberland coal, and the
+order was taken and filled by Mr. Baldwin with four of his
+eight-wheels-connected machines.
+
+The year 1848 showed a falling off in business, and only twenty engines
+were turned out. In the following year, however, there was a rapid
+recovery, and the production of the works increased to thirty, followed
+by thirty-seven in 1850, and fifty in 1851. These engines, with a few
+exceptions, were confined to three patterns, the eight-wheeled
+four-coupled engine, from twelve to nineteen tons in weight, for
+passengers and freight, and the six- and eight-wheels-connected engine,
+for freight exclusively, the six-wheeled machine weighing from twelve to
+seventeen tons, and the eight-wheeled, from eighteen to twenty-seven
+tons. The drivers of these six- and eight-wheels-connected machines were
+made generally forty-two, with occasional variations up to forty-eight,
+inches in diameter.
+
+[Illustration: Fig. 10.--BALDWIN FAST PASSENGER ENGINE, 1848.]
+
+The exceptions referred to in the practice of these years were the
+fast passenger engines built by Mr. Baldwin during this period. Early
+in 1848, the Vermont Central Railroad was approaching completion, and
+Governor Paine, the President of the Company, conceived the idea that
+the passenger service on the road required locomotives capable of
+running at very high velocities. Henry R. Campbell, Esq., was a
+contractor in building the line, and was authorized by Governor Paine
+to come to Philadelphia and offer Mr. Baldwin ten thousand dollars for
+a locomotive which could run with a passenger train at a speed of
+sixty miles per hour. Mr. Baldwin at once undertook to meet these
+conditions. The work was begun early in 1848, and in March of that
+year Mr. Baldwin filed a caveat for his design. The engine was
+completed in 1849, and was named the "Governor Paine." It had one pair
+of driving-wheels six and a half feet in diameter, placed back of the
+fire-box. Another pair of wheels, but smaller and unconnected, was
+placed directly in front of the fire-box, and a four-wheeled truck
+carried the front of the engine. The cylinders were seventeen and a
+quarter inches diameter and twenty inches stroke, and were placed
+horizontally between the frames and the boiler, at about the middle of
+the waist. The connecting-rods took hold of "half-cranks" inside of
+the driving-wheels. The object of placing the cylinders at the middle
+of the boiler was to lessen or obviate the lateral motion of the
+engine, produced when the cylinders were attached to the smoke-arch.
+The bearings on the two rear axles were so contrived that, by means of
+a lever, a part of the weight of the engine usually carried on the
+wheels in front of the fire-box could be transferred to the
+driving-axle. The "Governor Paine" was used for several years on the
+Vermont Central Railroad, and then rebuilt into a four-coupled
+machine. During its career, it was stated by the officers of the road
+that it could be started from a state of rest and run a mile in
+forty-three seconds. Three engines on the same plan, but with
+cylinders fourteen by twenty, and six-feet driving-wheels, the
+"Mifflin," "Blair," and "Indiana," were also built for the
+Pennsylvania Railroad Company, in 1849. They weighed each about
+forty-seven thousand pounds, distributed as follows: eighteen thousand
+on drivers, fourteen thousand on the pair of wheels in front of the
+fire-box, and fifteen thousand on the truck. By applying the lever,
+the weight on the drivers could be increased to about twenty-four
+thousand pounds, the weight on the wheels in front of the fire-box
+being correspondingly reduced. A speed of four miles in three minutes
+is recorded for them, and upon one occasion President Taylor was taken
+in a special train over the road by one of these machines at a speed
+of sixty miles an hour. One other engine of this pattern, the
+"Susquehanna," was built for the Hudson River Railroad Company, in
+1850. Its cylinders were fifteen inches diameter by twenty inches
+stroke, and drivers six feet in diameter. All these engines, however,
+were short-lived, and died young, of insufficient adhesion.
+
+Eight engines with four drivers connected and half-crank-axles, were
+built for the New York and Erie Railroad Company in 1849, with
+seventeen by twenty inch cylinders; one-half of the number with
+six-feet and the rest with five-feet drivers. These machines were
+among the last on which the half-crank-axle was used. Thereafter,
+outside-connected engines were constructed almost exclusively.
+
+In May, 1848, Mr. Baldwin filed a caveat for a four-cylinder
+locomotive, but never carried the design into execution. The first
+instance of the use of steel axles in the practice of the
+establishment occurred during the same year,--a set being placed as an
+experiment under an engine constructed for the Pennsylvania Railroad
+Company. In 1850, the old form of dome boiler, which had characterized
+the Baldwin engine since 1834, was abandoned, and the wagon-top form
+substituted.
+
+The business in 1851 had reached the full capacity of the shop, and
+the next year marked the completion of about an equal number of
+engines (forty-nine). Contracts for work extended a year ahead, and,
+to meet the demand, the facilities in the various departments were
+increased, and resulted in the construction of sixty engines in 1853,
+and sixty-two in 1854.
+
+At the beginning of the latter year, Mr. Matthew Baird, who had been
+connected with the works since 1836 as one of its foremen, entered
+into partnership with Mr. Baldwin, and the style of the firm was made
+M. W. Baldwin & Co.
+
+The only novelty in the general plan of engines during this period was
+the addition of the ten-wheeled engine to the patterns of the
+establishment. The success of Mr. Baldwin's engines with all six or
+eight wheels connected, and the two front pairs combined by the
+parallel beams into a flexible truck, had been so marked that it was
+natural that he should oppose any other plan for freight service. The
+ten-wheeled engine, with six drivers connected, had, however, now
+become a competitor. This plan of engine was first patented by
+Septimus Norris, of Philadelphia, in 1846, and the original design was
+apparently to produce an engine which should have equal tractive power
+with the Baldwin six-wheels-connected machine. This the Norris patent
+sought to accomplish by proposing an engine with six drivers
+connected, and so disposed as to carry substantially the whole weight,
+the forward drivers being in advance of the centre of gravity of the
+engine, and the truck only serving as a guide, the front of the engine
+being connected with it by a pivot-pin, but without a bearing on the
+centre-plate. Mr. Norris's first engine on this plan was tried in
+April, 1847, and was found not to pass curves so readily as was
+expected. As the truck carried little or no weight, it would not keep
+the track. The New York and Erie Railroad Company, of which John
+Brandt was then Master Mechanic, shortly afterwards adopted the
+ten-wheeled engine, modified in plan so as to carry a part of the
+weight on the truck. Mr. Baldwin filled an order for this company, in
+1850, of four eight-wheels-connected engines, and in making the
+contract he agreed to substitute a truck for the front pair of wheels
+if desired after trial. This, however, he was not called upon to do.
+
+In February, 1852, Mr. J. Edgar Thomson, President of the Pennsylvania
+Railroad Company, invited proposals for a number of freight
+locomotives of fifty-six thousand pounds weight each. They were to be
+adapted to burn bituminous coal, and to have six wheels connected and
+a truck in front, which might be either of two or four wheels. Mr.
+Baldwin secured the contract, and built twelve engines of the
+prescribed dimensions, viz., cylinders eighteen by twenty-two; drivers
+forty-four inches diameter, with chilled tires. Several of these
+engines were constructed with a single pair of truck-wheels in front
+of the drivers, but back of the cylinders. It was found, however,
+after the engines were put in service, that the two truck-wheels
+carried eighteen thousand or nineteen thousand pounds, and this was
+objected to by the company as too great a weight to be carried on a
+single pair of wheels. On the rest of the engines of the order,
+therefore, a four-wheeled truck in front was employed.
+
+The ten wheeled engine thereafter assumed a place in the Baldwin
+classification. In 1855-56, two of twenty-seven tons weight, nineteen
+by twenty-two cylinders, forty-eight inches drivers, were built for
+the Portage Railroad, and three for the Pennsylvania Railroad. In
+1855, '56, and '57, fourteen, of the same dimensions, were built for
+the Cleveland and Pittsburg Railroad; four for the Pittsburg, Fort
+Wayne and Chicago Railroad; and one for the Marietta and Cincinnati
+Railroad. In 1858 and '59, one was constructed for the South Carolina
+Railroad, of the same size, and six lighter ten-wheelers, with
+cylinders fifteen and a half by twenty-two, and four-feet drivers, and
+two with cylinders sixteen by twenty-two, and four-feet drivers, were
+sent out to railroads in Cuba.
+
+It was some years--not until after 1860, however--before this pattern
+of engine wholly superseded in Mr. Baldwin's practice the old plan of
+freight engine on six or eight wheels, all connected.
+
+On three locomotives--the "Clinton," "Athens," and "Sparta"--completed
+for the Central Railroad of Georgia in July, 1852, the driving-boxes
+were made with a slot or cavity in the line of the vertical bearing on
+the journal. The object was to produce a more uniform distribution of
+the wear over the entire surface of the bearing. This was the first
+instance in which this device, which has since come into general use,
+was employed in the Works, and the boxes were so made by direction of
+Mr. Charles Whiting, then Master Mechanic of the Central Railroad of
+Georgia. He subsequently informed Mr. Baldwin that this method of
+fitting up driving-boxes had been in use on the road for several years
+previous to his connection with the company. As this device was
+subsequently made the subject of a patent by Mr. David Matthew, these
+facts may not be without interest.
+
+In 1853, Mr. Charles Ellet, Chief Engineer of the Virginia Central
+Railroad, laid a temporary track across the Blue Ridge, at Rock Fish
+Gap, for use during the construction of a tunnel through the mountain.
+This track was twelve thousand five hundred feet in length on the
+eastern slope, ascending in that distance six hundred and ten feet, or
+at the average rate of one in twenty and a half feet. The maximum
+grade was calculated for two hundred and ninety-six feet per mile, and
+prevailed for half a mile. It was found, however, in fact, that the
+grade in places exceeded three hundred feet per mile. The shortest
+radius of curvature was two hundred and thirty-eight feet. On the
+western slope, which was ten thousand six hundred and fifty feet in
+length, the maximum grade was two hundred and eighty feet per mile,
+and the ruling radius of curvature three hundred feet. This track was
+worked by two of the Baldwin six-wheels-connected flexible-beam truck
+locomotives constructed in 1853-54. From a description of this track,
+and the mode of working it, published by Mr. Ellet in 1856, the
+following is extracted:
+
+     "The locomotives mainly relied on for this severe duty were
+     designed and constructed by the firm of M. W. Baldwin & Company,
+     of Philadelphia. The slight modifications introduced at the
+     instance of the writer to adapt them better to the particular
+     service to be performed in crossing the Blue Ridge, did not touch
+     the working proportions or principle of the engines, the merits
+     of which are due to the patentee, M. W. Baldwin, Esq.
+
+     "These engines are mounted on six wheels, all of which are
+     drivers, and coupled, and forty-two inches diameter. The wheels
+     are set very close, so that the distance between the extreme
+     points of contact of the wheels and the rail, of the front and
+     rear drivers, is nine feet four inches. This closeness of the
+     wheels, of course, greatly reduces the difficulty of turning the
+     short curves of the road. The diameter of the cylinders is
+     sixteen and a half inches, and the length of the stroke twenty
+     inches. To increase the adhesion, and at the same time avoid the
+     resistance of a tender, the engine carries its tank upon the
+     boiler, and the footboard is lengthened out and provided with
+     suspended side-boxes, where a supply of fuel may be stored. By
+     this means the weight of wood and water, instead of abstracting
+     from the effective power of the engine, contributes to its
+     adhesion and consequent ability to climb the mountain. The total
+     weight of these engines is fifty-five thousand pounds, or
+     twenty-seven and a half tons, when the boiler and tank are
+     supplied with water, and fuel enough for a trip of eight miles is
+     on board. The capacity of the tank is sufficient to hold one
+     hundred cubic feet of water, and it has storage-room on top for
+     one hundred cubic feet of wood, in addition to what may be
+     carried in the side-boxes and on the footboard.
+
+     "To enable the engines better to adapt themselves to the flexures
+     of the road, the front and middle pairs of drivers are held in
+     position by wrought-iron beams, having cylindrical boxes in each
+     end for the journal-bearings, which beams vibrate on spherical
+     pins fixed in the frame of the engine on each side, and resting
+     on the centres of the beams. The object of this arrangement is to
+     form a truck, somewhat flexible, which enables the drivers more
+     readily to traverse the curves of the road.
+
+     "The writer has never permitted the power of the engines on this
+     mountain road to be fully tested. The object has been to work the
+     line regularly, economically, and, above all, _safely_; and these
+     conditions are incompatible with experimental loads subjecting
+     the machinery to severe strains. The regular daily service of
+     each of the engines is to make four trips, of eight miles, over
+     the mountain, drawing one eight-wheel baggage car, together with
+     two eight-wheel passenger cars, in each direction.
+
+     "In conveying freight, the regular train on the mountain is three
+     of the eight-wheel house-cars, fully loaded, or four of them when
+     empty or partly loaded.
+
+     "These three cars, when full, weigh, with their loads, from forty
+     to forty-three tons. Sometimes, though rarely, when the business
+     has been unusually heavy, the loads have exceeded fifty tons.
+
+     "With such trains the engines are stopped on the track, ascending
+     or descending, and are started again, on the steepest grades, at
+     the discretion of the engineer.
+
+     "Water, for the supply of the engines, has been found difficult
+     to obtain on the mountain; and, since the road was constructed, a
+     tank has been established on the eastern slope, where the
+     ascending engines stop daily on a grade of two hundred and eighty
+     feet per mile, and are there held by the brakes while the tank is
+     being filled, and started again at the signal and without any
+     difficulty.
+
+     "The ordinary speed of the engines, when loaded, is seven and a
+     half miles an hour on the ascending grades, and from five and a
+     half to six miles an hour on the descent.
+
+     "When the road was first opened, it speedily appeared that the
+     difference of forty-three feet on the western side, and
+     fifty-eight feet on the eastern side, between the grades on
+     curves of three hundred feet radii and those on straight lines,
+     was not sufficient to compensate for the increased traction due
+     to such curvature. The velocity, with a constant supply of steam,
+     was promptly retarded on passing from a straight line to a curve,
+     and promptly accelerated again on passing from the curve to the
+     straight line. But, after a little experience in the working of
+     the road, it was found advisable to supply a small amount of
+     grease to the flange of the engine by means of a sponge,
+     saturated with oil, which, when needed, is kept in contact with
+     the wheel by a spring. Since the use of the oil was introduced,
+     the difficulty of turning the curves has been so far diminished,
+     that it is no longer possible to determine whether grades of two
+     hundred and thirty-seven and six-tenths feet per mile on curves
+     of three hundred feet radius, or grades of two hundred and
+     ninety-six feet per mile on straight lines, are traversed most
+     rapidly by the engine.
+
+     "When the track is in good condition, the brakes of only two of
+     the cars possess sufficient power to control and regulate the
+     movement of the train,--that is to say, they will hold back the
+     two cars and the engine. When there are three or more cars in the
+     train, the brakes on the cars, of course, command the train so
+     much the more easily.
+
+     "But the safety of the train is not dependent on the brakes of
+     the cars. There is also a valve or air-cock in the steam-chest,
+     under the control of the engineer. This air-cock forms an
+     independent brake, exclusively at the command of the engineer,
+     and which can always be applied when the engine itself is in
+     working order. The action of this power may be made ever so
+     gradual, either slightly relieving the duty of the brakes on the
+     cars, or bringing into play the entire power of the engine. The
+     train is thus held in complete command."
+
+The Mountain Top Track, it may be added, was worked successfully for
+several years, by the engines described in the above extract, until it
+was abandoned on the completion of the tunnel. The exceptionally steep
+grades and short curves which characterized the line, afforded a
+complete and satisfactory test of the adaptation of these machines to
+such peculiar service.
+
+But the period now under consideration was marked by another, and a
+most important, step in the progress of American locomotive practice.
+We refer to the introduction of the link-motion. Although this device
+was first employed by William T. James, of New York, in 1832, and
+eleven years later by the Stephensons, in England, and was by them
+applied thenceforward on their engines, it was not until 1849 that it
+was adopted in this country. In that year Mr. Thomas Rogers, of the
+Rogers Locomotive and Machine Company, introduced it in his practice.
+Other builders, however, strenuously resisted the innovation, and none
+more so than Mr. Baldwin. The theoretical objections which confessedly
+apply to the device, but which practically have been proved to be
+unimportant, were urged from the first by Mr. Baldwin as arguments
+against its use. The strong claim of the advocates of the link-motion,
+that it gave a means of cutting off steam at any point of the stroke,
+could not be gainsaid, and this was admitted to be a consideration of
+the first importance. This very circumstance undoubtedly turned Mr.
+Baldwin's attention to the subject of methods for cutting off steam,
+and one of the first results was his "Variable Cut-off," patented
+April 27, 1852. This device consisted of two valves, the upper sliding
+upon the lower, and worked by an eccentric and rock-shaft in the usual
+manner. The lower valve fitted steam-tight to the sides of the
+steam-chest and the under surface of the upper valve. When the piston
+reached each end of its stroke, the full pressure of steam from the
+boiler was admitted around the upper valve, and transferred the lower
+valve instantaneously from one end of the steam-chest to the other.
+The openings through the two valves were so arranged that steam was
+admitted to the cylinder only for a part of the stroke. The effect
+was, therefore, to cut off steam at a given point, and to open the
+induction and exhaust ports substantially at the same instant and to
+their full extent. The exhaust port, in addition, remained fully open
+while the induction port was gradually closing, and after it had
+entirely closed. Although this device was never put in use, it may be
+noted in passing that it contained substantially the principle of the
+steam-pump, as since patented and constructed.
+
+Early in 1853, Mr. Baldwin abandoned the half-stroke cut-off,
+previously described, and which he had been using since 1845, and
+adopted the variable cut-off, which was already employed by other
+builders. One of his letters, written in January, 1853, states his
+position, as follows:
+
+     "I shall put on an improvement in the shape of a variable
+     cut-off, which can be operated by the engineer while the machine
+     is running, and which will cut off anywhere from six to twelve
+     inches, according to the load and amount of steam wanted, and
+     this without the link-motion, which I could never be entirely
+     satisfied with. I still have the independent cut-off, and the
+     additional machinery to make it variable will be simple and not
+     liable to be deranged."
+
+This form of cut-off was a separate valve, sliding on a partition
+plate between it and the main steam-valve, and worked by an
+independent eccentric and rock-shaft. The upper arm of the rock-shaft
+was curved so as to form a radius-arm, on which a sliding-block,
+forming the termination of the upper valve-rod, could be adjusted and
+held at varying distances from the axis, thus producing a variable
+travel of the upper valve. This device did not give an absolutely
+perfect cut-off, as it was not operative in backward gear, but when
+running forward it would cut-off with great accuracy at any point of
+the stroke, was quick in its movement, and economical in the
+consumption of fuel.
+
+After a short experience with this arrangement of the cut-off, the
+partition plate was omitted, and the upper valve was made to slide
+directly on the lower. This was eventually found objectionable,
+however, as the lower valve would soon cut a hollow in the valve-face.
+Several unsuccessful attempts were made to remedy this defect, by
+making the lower valve of brass, with long bearings, and making the
+valve-face of the cylinder of hardened steel; finally, however, the
+plan of one valve on the other was abandoned, and recourse was again
+had to an interposed partition plate, as in the original half-stroke
+cut-off.
+
+[Illustration: Fig. 11.--VARIABLE CUT-OFF ADJUSTMENT.]
+
+Mr. Baldwin did not adopt this form of cut-off without some
+modification of his own, and the modification in this instance
+consisted of a peculiar device, patented September 13, 1853, for
+raising and lowering the block on the radius-arm. A quadrant was
+placed so that its circumference bore nearly against a curved arm
+projecting down from the sliding-block, and which curved in the
+reverse direction from the quadrant. Two steel straps side by side
+were interposed between the quadrant and this curved arm. One of the
+straps was connected to the lower end of the quadrant and the upper
+end of the curved arm; the other, to the upper end of the quadrant and
+the lower end of the curved arm. The effect was the same as if the
+quadrant and arm geared into each other in any position by teeth, and
+theoretically the block was kept steady in whatever position placed on
+the radius-arm of the rock-shaft. This was the object sought to be
+accomplished, and was stated in the specification of the patent as
+follows:
+
+     "The principle of varying the cut-off by means of a vibrating arm
+     and sliding pivot-block has long been known, but the contrivances
+     for changing the position of the block upon the arm have been
+     very defective. The radius of motion of the link by which the
+     sliding-block is changed on the arm, and the radius of motion of
+     that part of the vibrating arm on which the block is placed,
+     have, in this kind of valve gear, as heretofore constructed, been
+     different, which produced a continual rubbing of the
+     sliding-block upon the arm while the arm is vibrating; and as the
+     block for the greater part of the time occupies one position on
+     the arm, and only has to be moved toward either extremity
+     occasionally, that part of the arm on which the block is most
+     used soon becomes so worn that the block is loose, and jars."
+
+This method of varying the cut-off was first applied on the engine
+"Belle," delivered to the Pennsylvania Railroad Company, December 6,
+1854, and thereafter was for some time employed by Mr. Baldwin. It was
+found, however, in practice, that the steel straps would stretch
+sufficiently to allow them to buckle and break, and hence they were
+soon abandoned, and chains substituted between the quadrant and curved
+arm of the sliding-block. These chains in turn proved little better,
+as they lengthened, allowing lost motion, or broke altogether, so that
+eventually the quadrant was wholly abandoned, and recourse was finally
+had to the lever and link for raising and lowering the sliding-block.
+As thus arranged, the cut-off was substantially what was known as the
+"Cuyahoga cut-off," as introduced by Mr. Ethan Rogers, of the Cuyahoga
+Works, Cleveland, Ohio, except that Mr. Baldwin used a partition plate
+between the upper and the lower valve.
+
+But while Mr. Baldwin, in common with many other builders, was thus
+resolutely opposing the link-motion, it was nevertheless rapidly
+gaining favor with railroad managers. Engineers and master mechanics
+were everywhere learning to admire its simplicity, and were
+manifesting an enthusiastic preference for engines so constructed. At
+length, therefore, he was forced to succumb; and the link was applied
+to the "Pennsylvania," one of two engines completed for the Central
+Railroad of Georgia, in February, 1854. The other engine of the order,
+the "New Hampshire," had the variable cut-off, and Mr. Baldwin, while
+yielding to the demand in the former engine, was undoubtedly sanguine
+that the working of the latter would demonstrate the inferiority of
+the new device. In this, however, he was disappointed, for in the
+following year the same company ordered three more engines, on which
+they specified the link-motion. In 1856, seventeen engines for nine
+different companies had this form of valve gear, and its use was thus
+incorporated in his practice. It was not, however, until 1857 that he
+was induced to adopt it exclusively. This step was forced upon him, at
+that time, by the report of Mr. Parry, then Superintendent of the
+Works (now a member of the present firm), who, on returning from an
+extended tour in the South, brought back the intelligence that the
+link-motion was everywhere preferred, and that the Baldwin engines
+were losing ground rapidly, in consequence of their lack of this
+feature. Mr. Baldwin's characteristic reply was, "Then they shall have
+link-motion hereafter." And thenceforth the independent cut-off
+gradually disappeared, and the link reigned in its stead.
+
+February 14, 1854, Mr. Baldwin and Mr. David Clark, Master Mechanic of
+the Mine Hill Railroad, took out conjointly a patent for a feed-water
+heater, placed at the base of a locomotive chimney, and consisting of
+one large vertical flue, surrounded by a number of smaller ones. The
+exhaust steam was discharged from the nozzles through the large
+central flue, creating a draft of the products of combustion through
+the smaller surrounding flues. The pumps forced the feed-water into
+the chamber around these flues, whence it passed to the boiler by a
+pipe from the back of the stack. This heater was applied on several
+engines for the Mine Hill Railroad, and on a few for other roads; but
+its use was exceptional, and lasted only for a year or two.
+
+In December of the same year, Mr. Baldwin filed a caveat for a
+variable exhaust, operated automatically, by the pressure of steam, so
+as to close when the pressure was lowest in the boiler, and open with
+the increase of pressure. The device was never put in service.
+
+The use of coal, both bituminous and anthracite, as a fuel for
+locomotives, had by this time become a practical success. The
+economical combustion of bituminous coal, however, engaged
+considerable attention. It was felt that much remained to be
+accomplished in consuming the smoke and deriving the maximum of useful
+effect from the fuel. Mr. Baird, who was now associated with Mr.
+Baldwin in the management of the business, made this matter a subject
+of careful study and investigation. An experiment was conducted under
+his direction, by placing a sheet-iron deflector in the fire-box of an
+engine on the Germantown and Norristown Railroad. The success of the
+trial was such as to show conclusively that a more complete combustion
+resulted. As, however, a deflector formed by a single plate of iron
+would soon be destroyed by the action of the fire, Mr. Baird proposed
+to use a water-leg projecting upward and backward from the front of
+the fire-box under the flues. Drawings and a model of the device were
+prepared, with a view of patenting it, but subsequently the intention
+was abandoned, Mr. Baird concluding that a fire-brick arch as a
+deflector to accomplish the same object was preferable. This was
+accordingly tried on two locomotives built for the Pennsylvania
+Railroad Company in 1854, and was found so valuable an appliance that
+its use was at once established, and it was put on a number of engines
+built for railroads in Cuba and elsewhere. For several years the
+fire-bricks were supported on side plugs; but in 1858, in the "Media,"
+built for the West Chester and Philadelphia Railroad Company,
+water-pipes extending from the crown obliquely downward and curving to
+the sides of the fire-box at the bottom, were successfully used for
+the purpose.
+
+The adoption of the link-motion may be regarded as the dividing line
+between the present and the early and transitional stage of locomotive
+practice. Changes since that event have been principally in matters of
+detail, but it is the gradual perfection of these details which has
+made the locomotive the symmetrical, efficient, and wonderfully
+complete piece of mechanism it is to-day. In perfecting these minutiae,
+the Baldwin Locomotive Works has borne its part, and it only remains
+to state briefly its contributions in this direction.
+
+The production of the establishment during the six years from 1855 to
+1860, inclusive, was as follows: forty-seven engines in 1855;
+fifty-nine in 1856; sixty-six in 1857; thirty-three in 1858; seventy
+in 1859; and eighty-three in 1860. The greater number of these were of
+the ordinary type, four drivers coupled, and a four-wheeled truck, and
+varying in weight from fifteen ton engines, with cylinders twelve by
+twenty-two, to twenty-seven ton engines, with cylinders sixteen by
+twenty-four. A few ten-wheeled engines were built, as has been
+previously noted, and the remainder were the Baldwin flexible-truck
+six- and eight-wheels-connected engines. The demand for these, however,
+was now rapidly falling off, the ten-wheeled and heavy "C" engines
+taking their place, and by 1859 they ceased to be built, save in
+exceptional cases, as for some foreign roads, from which orders for
+this pattern were still occasionally received.
+
+A few novelties characterizing the engines of this period may be
+mentioned. Several engines built in 1855 had cross-flues placed in
+the fire-box, under the crown, in order to increase the heating
+surface. This feature, however, was found impracticable, and was soon
+abandoned. The intense heat to which the flues were exposed converted
+the water contained in them into highly superheated steam, which would
+force its way out through the water around the fire-box with violent
+ebullitions. Four engines were built for the Pennsylvania Railroad
+Company, in 1856-57, with straight boilers and two domes. The "Delano"
+grate, by means of which the coal was forced into the fire-box from
+below, was applied on four ten-wheeled engines for the Cleveland and
+Pittsburg Railroad, in 1857. In 1859, several engines were built with
+the form of boiler introduced on the Cumberland Valley Railroad in
+1851 by Mr. A. F. Smith, and which consisted of a combustion-chamber
+in the waist of the boiler, next the fire-box. This form of boiler was
+for some years thereafter largely used in engines for soft coal. It
+was at first constructed with the "water-leg," which was a vertical
+water-space, connecting the top and bottom sheets of the
+combustion-chamber, but eventually this feature was omitted, and an
+unobstructed combustion-chamber employed. Several engines were built
+for the Philadelphia, Wilmington and Baltimore Railroad Company in
+1859, and thereafter, with the "Dimpfel" boiler, in which the tubes
+contain water, and, starting downward from the crown-sheet, are curved
+to the horizontal, and terminate in a narrow water-space next the
+smoke-box. The whole waist of the boiler, therefore, forms a
+combustion-chamber, and the heat and gases, after passing for their
+whole length along and around the tubes, emerge into the lower part of
+the smoke-box.
+
+In 1860, an engine was built for the Mine Hill Railroad, with boiler
+of a peculiar form. The top sheets sloped upward from both ends toward
+the centre, thus making a raised part or hump in the centre. The
+engine was designed to work on heavy grades, and the object sought by
+Mr. Wilder, the Superintendent of the Mine Hill Railroad, was to have
+the water always at the same height in the space from which steam was
+drawn, whether going up or down grade.
+
+All these experiments are indicative of the interest then prevailing
+upon the subject of coal-burning. The result of experience and study
+had meantime satisfied Mr. Baldwin that to burn soft coal successfully
+required no peculiar devices; that the ordinary form of boiler, with
+plain fire-box, was right, with perhaps the addition of a fire-brick
+deflector; and that the secret of the economical and successful use of
+coal was in the mode of firing, rather than in a different form of
+furnace.
+
+The year 1861 witnessed a marked falling off in the production. The
+breaking out of the war at first unsettled business, and by many it
+was thought that railroad traffic would be so largely reduced that the
+demand for locomotives must cease altogether. A large number of hands
+were discharged from the works, and only forty locomotives were turned
+out during the year. It was even seriously contemplated to turn the
+resources of the establishment to the manufacture of shot and shell,
+and other munitions of war, the belief being entertained that the
+building of locomotives would have to be altogether suspended. So far,
+however, was this from being the case, that, after the first
+excitement had subsided, it was found that the demand for
+transportation by the general government, and by the branches of trade
+and production created by the war, was likely to tax the carrying
+capacity of the principal Northern railroads to the fullest extent.
+The government itself became a large purchaser of locomotives, and it
+is noticeable, as indicating the increase of travel and freight
+transportation, that heavier machines than had ever before been built
+became the rule. Seventy-five engines were sent from the works in
+1862; ninety-six in 1863; one hundred and thirty in 1864; and one
+hundred and fifteen in 1865. During two years of this period, from
+May, 1862, to June, 1864, thirty-three engines were built for the
+United States Military Railroads. The demand from the various
+coal-carrying roads in Pennsylvania and vicinity was particularly
+active, and large numbers of ten-wheeled engines, and of the heaviest
+eight-wheeled four-coupled engines, were built. Of the latter class,
+the majority were with fifteen and sixteen inch cylinders, and of the
+former, seventeen and eighteen inch cylinders.
+
+The introduction of several important features in construction marks
+this period. Early in 1861, four eighteen inch cylinder freight
+locomotives, with six coupled wheels, fifty-two inches in diameter,
+and a Bissell pony-truck with radius-bar in front, were sent to the
+Louisville and Nashville Railroad Company. This was the first instance
+of the use of the Bissell truck in the Baldwin Works. These engines,
+however, were not of the regular "Mogul" type, as they were only
+modifications of the ten-wheeler, the drivers retaining the same
+position, well back, and a pair of pony-wheels on the Bissell plan
+taking the place of the ordinary four-wheeled truck. Other engines of
+the same pattern, but with eighteen and one-half inch cylinders, were
+built in 1862-63, for the same company, and for the Don Pedro II.
+Railway of Brazil.
+
+The introduction of steel in locomotive-construction was a
+distinguishing feature of the period. Steel tires were first used in
+the works in 1863, on some engines for the Don Pedro II. Railway of
+South America. Their general adoption on American railroads followed
+slowly. No tires of this material were then made in this country, and
+it was objected to their use that, as it took from sixty to ninety
+days to import them, an engine, in case of a breakage of one of its
+tires, might be laid up useless for several months. To obviate this
+objection, M. W. Baldwin & Co. imported five hundred steel tires, most
+of which were kept in stock, from which to fill orders.
+
+Steel fire-boxes were first built for some engines for the
+Pennsylvania Railroad Company in 1861. English steel, of a high
+temper, was used, and at the first attempt the fire-boxes cracked in
+fitting them in the boilers, and it became necessary to take them out
+and substitute copper. American homogeneous cast-steel was then tried
+on engines 231 and 232, completed for the Pennsylvania Railroad in
+January, 1862, and it was found to work successfully. The fire-boxes
+of nearly all engines thereafter built for that road were of this
+material, and in 1866 its use for the purpose became general. It may
+be added that while all steel sheets for fire-boxes or boilers are
+required to be thoroughly annealed before delivery, those which are
+flanged or worked in the process of boiler-construction are a second
+time annealed before riveting.
+
+Another feature of construction, gradually adopted, was the placing of
+the cylinders horizontally. This was first done in the case of an
+outside-connected engine, the "Ocmulgee," which was sent to the
+Southwestern Railroad Company of Georgia in January, 1858. This engine
+had a square smoke-box, and the cylinders were bolted horizontally to
+its sides. The plan of casting the cylinder and half-saddle in one
+piece and fitting it to the round smoke-box was introduced by Mr.
+Baldwin, and grew naturally out of his original method of
+construction. Mr. Baldwin was the first American builder to use an
+outside cylinder, and he made it for his early engines with a circular
+flange cast to it, by which it could be bolted to the boiler. The
+cylinders were gradually brought lower, and at a less angle, and the
+flanges prolonged and enlarged. In 1852, three six-wheels-connected
+engines, for the Mine Hill Railroad Company, were built with the
+cylinder flanges brought around under the smoke-box until they nearly
+met, the space between them being filled with a spark-box. This was
+practically equivalent to making the cylinder and half-saddle in one
+casting. Subsequently, on other engines on which the spark-box was not
+used, the half-saddles were cast so as almost to meet under the
+smoke-box, and, after the cylinders were adjusted in position, wedges
+were fitted in the interstices and the saddles bolted together. It was
+finally discovered that the faces of the two half-saddles might be
+planed and finished so that they could be bolted together and bring
+the cylinders accurately in position, thus avoiding the troublesome
+and tedious job of adjusting them by chipping and fitting to the
+boiler and frames. With this method of construction, the cylinders
+were placed at a less and less angle, until at length the truck-wheels
+were spread sufficiently, on all new or modified classes of
+locomotives in the Baldwin list, to admit of the cylinders being hung
+horizontally, as is the present almost universal American practice. By
+the year 1865, horizontal cylinders were made in all cases where the
+patterns would allow it. The advantages of this arrangement are
+manifestly in the interest of simplicity and economy, as the cylinders
+are thus rights or lefts, indiscriminately, and a single pattern
+answers for either side.
+
+A distinguishing feature in the method of construction which
+characterizes these Works, is the extensive use of a system of
+standard gauges and templets, to which all work admitting of this
+process is required to be made. The importance of this arrangement, in
+securing absolute uniformity of essential parts in all engines of the
+same class, is manifest, and with the increased production since 1861
+it became a necessity as well as a decided advantage. It has already
+been noted that as early as 1839 Mr. Baldwin felt the importance of
+making all like parts of similar engines absolutely uniform and
+interchangeable. It was not attempted to accomplish this object,
+however, by means of a complete system of standard gauges, until many
+years later. In 1861 a beginning was made of organizing all the
+departments of manufacture upon this basis, and from it has since
+grown an elaborate and perfected system, embracing all the essential
+details of construction. An independent department of the Works,
+having a separate foreman and an adequate force of skilled workmen,
+with special tools adapted to the purpose, is organized as the
+Department of Standard Gauges. A system of standard gauges and
+templets for every description of work to be done, is made and kept by
+this department. The original templets are kept as "standards," and
+are never used on the work itself, but from them exact duplicates are
+made, which are issued to the foremen of the various departments, and
+to which all work is required to conform. The working gauges are
+compared with the standards at regular intervals, and absolute
+uniformity is thus maintained. The system is carried into every
+possible important detail. Frames are planed and slotted to gauges,
+and drilled to steel bushed templets. Cylinders are bored and planed,
+and steam-ports, with valves and steam-chests, finished and fitted, to
+gauges. Tires are bored, centres turned, axles finished, and
+crossheads, guides, guide-bearers, pistons, connecting- and
+parallel-rods planed, slotted, or finished, by the same method. Every
+bolt about the engine is made to a gauge, and every hole drilled and
+reamed to a templet. The result of the system is an absolute
+uniformity and interchangeableness of parts in engines of the same
+class, insuring to the purchaser the minimum cost of repairs, and
+rendering possible, by the application of this method, the large
+production which these Works have accomplished.
+
+Thus had been developed and perfected the various essential details of
+existing locomotive practice, when Mr. Baldwin died, September 7, 1866.
+He had been permitted, in a life of unusual activity and energy, to
+witness the rise and wonderful increase of a material interest which had
+become the distinguishing feature of the century. He had done much, by
+his own mechanical skill and inventive genius, to contribute to the
+development of that interest. His name was as "familiar as household
+words" wherever on the American continent the locomotive had penetrated.
+An ordinary ambition might well have been satisfied with this
+achievement. But Mr. Baldwin's claim to the remembrance of his
+fellow-men rests not alone on the results of his mechanical labors. A
+merely technical history, such as this, is not the place to do justice
+to his memory as a man, as a Christian, and as a philanthropist; yet the
+record would be manifestly imperfect, and would fail properly to reflect
+the sentiments of his business associates who so long knew him in all
+relations of life, were no reference made to his many virtues and noble
+traits of character. Mr. Baldwin was a man of sterling integrity and
+singular conscientiousness. To do right, absolutely and unreservedly, in
+all his relations with men, was an instinctive rule of his nature. His
+heroic struggle to meet every dollar of his liabilities, principal and
+interest, after his failure, consequent upon the general financial crash
+in 1837, constitutes a chapter of personal self-denial and determined
+effort which is seldom paralleled in the annals of commercial
+experience. When most men would have felt that an equitable compromise
+with creditors was all that could be demanded in view of the general
+financial embarrassment, Mr. Baldwin insisted upon paying all claims in
+full, and succeeded in doing so only after nearly five years of
+unremitting industry, close economy, and absolute personal sacrifices.
+As a philanthropist and a sincere and earnest Christian, zealous in
+every good work, his memory is cherished by many to whom his
+contributions to locomotive improvement are comparatively unknown. From
+the earliest years of his business life the practice of systematic
+benevolence was made a duty and a pleasure. His liberality constantly
+increased with his means. Indeed, he would unhesitatingly give his
+notes, in large sums, for charitable purposes, when money was absolutely
+wanted to carry on his business. Apart from the thousands which he
+expended in private charities, and of which, of course, little can be
+known, Philadelphia contains many monuments of his munificence. Early
+taking a deep interest in all Christian effort, his contributions to
+missionary enterprise and church extension were on the grandest scale,
+and grew with increasing wealth. Numerous church edifices in this city,
+of the denomination to which he belonged, owe their existence largely to
+his liberality, and two at least were projected and built by him
+entirely at his own cost. In his mental character, Mr. Baldwin was a man
+of remarkable firmness of purpose. This trait was strongly shown during
+his mechanical career, in the persistency with which he would work at a
+new improvement or resist an innovation. If he was led sometimes to
+assume an attitude of antagonism to features of locomotive-construction
+which after-experience showed to be valuable,--and a desire for
+historical accuracy has required the mention, in previous pages, of
+several instances of this kind,--it is at least certain that his
+opposition was based upon a conscientious belief in the mechanical
+impolicy of the proposed changes.
+
+After the death of Mr. Baldwin, the business was reorganized, in 1867,
+under the title of "The Baldwin Locomotive Works," M. Baird & Co.,
+Proprietors. Messrs. George Burnham and Charles T. Parry, who had been
+connected with the establishment from an early period, the former in
+charge of the finances, and the latter as General Superintendent, were
+associated with Mr. Baird in the copartnership. Three years later,
+Messrs. Edward H. Williams, William P. Henszey, and Edward Longstreth
+became members of the firm. Mr. Williams had been connected with
+railway management on various lines since 1850. Mr. Henszey had been
+Mechanical Engineer, and Mr. Longstreth the General Superintendent of
+the Works for several years previously.
+
+The production of the Baldwin Locomotive Works from 1866 to 1871, both
+years inclusive, has been as follows:
+
+  1866, one hundred and eighteen locomotives.
+  1867, one hundred and twenty-seven   "
+  1868, one hundred and twenty-four    "
+  1869, two hundred and thirty-five    "
+  1870, two hundred and eighty         "
+  1871, three hundred and thirty-one   "
+
+In July, 1866, the engine "Consolidation" was built for the Lehigh
+Valley Railroad, on the plan and specification furnished by Mr.
+Alexander Mitchell, Master Mechanic of the Mahanoy Division of that
+railroad. This engine was intended for working the Mahanoy plane,
+which rises at the rate of one hundred and thirty-three feet per mile.
+The "Consolidation" had cylinders twenty by twenty-four, four pairs of
+drivers connected, forty-eight inches in diameter, and a Bissell
+pony-truck in front, equalized with the front drivers. The weight of
+the engine, in working order, was ninety thousand pounds, of which all
+but about ten thousand pounds was on the drivers. This engine has
+constituted the first of a class to which it has given its name, and
+over thirty "Consolidation" engines have since been constructed.
+
+A class of engines known as "Moguls," with three pairs of drivers
+connected and a swing pony-truck in front equalized with the front
+drivers, took its rise in the practice of this establishment from the
+"E. A. Douglas," built for the Thomas Iron Company in 1867. These
+engines are fully illustrated in the Catalogue. Several sizes of
+"Moguls" have been built, but principally with cylinders sixteen,
+seventeen, and eighteen inches in diameter, respectively, and
+twenty-two or twenty-four inches stroke, and with drivers from
+forty-four to fifty-seven inches in diameter. This plan of engine has
+rapidly grown in favor for freight service on heavy grades or where
+maximum loads are to be moved, and has been adopted by several leading
+lines. Utilizing, as it does, nearly the entire weight of the engine
+for adhesion, the main and back pairs of drivers being equalized
+together, as also the front drivers and the pony-wheels, and the
+construction of the engine with swing-truck and one pair of drivers
+without flanges allowing it to pass short curves without difficulty,
+the "Mogul" is generally accepted as a type of engine especially
+adapted to the economical working of heavy freight traffic.
+
+In 1867, on a number of eight-wheeled four-coupled engines, for the
+Pennsylvania Railroad, the four-wheeled swing-bolster-truck was first
+applied, and thereafter nearly all the engines built in the
+establishment with a two- or four-wheeled truck in front have been so
+constructed. The two-wheeled or "pony" truck has been built both on
+the Bissell plan, with double inclined slides, and with the ordinary
+swing-bolster, and in both cases with the radius-bar pivoting from a
+point about four feet back from the centre of the truck. The
+four-wheeled truck has been made with swing-bolster exclusively and
+without the radius-bar. Of the engines above referred to as the first
+on which the swing-bolster-truck was applied, four were for express
+passenger service, with drivers sixty-seven inches in diameter, and
+cylinders seventeen by twenty-four. One of them, placed on the road
+September 9, 1867, was in constant service until May 14, 1871, without
+ever being off its wheels for repairs, making a total mileage of one
+hundred and fifty-three thousand two hundred and eighty miles. All of
+these engines have their driving-wheels spread eight and one-half feet
+between centres, thus increasing the adhesive weight, and with the use
+of the swing-truck they have been found to work readily on the
+shortest curves on the road.
+
+Steel flues were put in three ten-wheeled freight engines, numbers
+211, 338, and 368, completed for the Pennsylvania Railroad in August,
+1868, and up to the present time have been in constant use without
+requiring renewal. Flues of the same material have also been used in a
+number of engines for South American railroads. Experience with tubes
+of this metal, however, has not yet been sufficiently extended to show
+whether they give any advantages commensurate with their increased
+cost over iron.
+
+Steel boilers have been built, to a considerable extent, for the
+Pennsylvania, Lehigh Valley, Central of New Jersey, and some other
+railroad companies, since 1868, and with good results thus far. Where
+this metal is used for boilers, the plates may be somewhat thinner
+than if of iron, but at the same time, as shown by careful tests,
+giving a greater tensile strength. The thoroughly homogeneous
+character of the steel boiler-plate made in this country recommends it
+strongly for the purpose.
+
+In 1854, four engines for the Pennsylvania Railroad Company, the
+"Tiger," "Leopard," "Hornet," and "Wasp," were built with straight
+boilers and two domes each, and in 1866 this method of construction
+was revived. Since that date, the practice of the establishment has
+included both the wagon-top boiler with single dome, and the straight
+boiler with two domes. When the straight boiler is used, the waist is
+made about two inches larger in diameter than that of the wagon-top
+form. About equal space for water and steam is thus given in either
+case, and, as the number of flues is the same in both forms, more room
+for the circulation of water between the flues is afforded in the
+straight boiler, on account of its larger diameter, than in the
+wagon-top shape. The preference of many railroad officers for the
+straight boiler is based on the consideration of the greater strength
+which this form confessedly gives. The top and side lines being of
+equal length, the expansion is uniform throughout, and hence there is
+less liability to leak on the sides, at the junction of the waist and
+fire-box. The throttle-valve is placed in the forward dome, from which
+point drier steam can be drawn than from over the crown-sheet, where
+the most violent ebullitions in a boiler occur. For these reasons, as
+well as on account of its greater symmetry, the straight boiler with
+two domes is largely accepted as preferable to the wagon-top form.
+
+Early in 1870, the success of the various narrow-gauge railway
+enterprises in Europe aroused a lively interest in the subject, and
+numerous similar lines were projected on this side of the Atlantic.
+Several classes of engines for working railroads of this character
+were designed and built, and are illustrated in full in Division VII
+of the Catalogue.
+
+The history of the Baldwin Locomotive Works has thus been traced from
+its inception to the present time. Over twenty-six hundred locomotives
+have been built in the establishment since the completion of the "Old
+Ironsides," in 1832. Its capacity is now equal to the production of
+over four hundred locomotives annually, and it has attained the rank
+of the largest locomotive works in the world. It owes this position
+not only to the character of the work it has turned out, but largely
+also to the peculiar facilities for manufacture which it possesses.
+Situated close to the great iron and coal region of the country, the
+principal materials required for its work are readily available. It
+numbers among its managers and workmen men who have had the training
+of a lifetime in the various specialties of locomotive-manufacture,
+and whose experience has embraced the successive stages of American
+locomotive progress. Its location, in the largest manufacturing city
+of the country, is an advantage of no ordinary importance. In 1870,
+Philadelphia, with a total population of nearly seven hundred thousand
+souls, gave employment in its manufactures to over one hundred and
+twenty thousand persons. In other words, more than one-sixth of its
+population is concerned in production. The extent of territory
+covered by the city, embracing one hundred and twenty-seven square
+miles, with unsurpassed facilities for ready intercommunication by
+street railways, renders possible separate comfortable homes for the
+working population, and thus tends to elevate their condition and
+increase their efficiency. Such and so vast a class of skilled
+mechanics is therefore available from which to recruit the forces of
+the establishment when necessary. Under their command are special
+tools, which have been created from time to time with reference to
+every detail of locomotive-manufacture; and an organized system of
+production, perfected by long years of experience, governs the
+operation of all.
+
+With such a record for the past, and such facilities at its command
+for the future, the Baldwin Locomotive Works submits the following
+Catalogue of the principal classes of locomotives embraced in its
+present practice.
+
+
+
+
+CIRCULAR.
+
+
+In the following pages we present and illustrate a system of STANDARD
+LOCOMOTIVES, in which, it is believed, will be found designs suited to
+all the requirements of ordinary service.
+
+These patterns admit of modifications, to suit the preferences of
+railroad managers, and where machines of peculiar construction for
+special service are required, we are prepared to make and submit
+designs, or to build to specifications furnished.
+
+All the locomotives of the system herewith presented are adapted to
+the consumption of wood, coke, or bituminous or anthracite coal as
+fuel.
+
+All work is accurately fitted to gauges, which are made from a system
+of standards kept exclusively for the purpose. Like parts will,
+therefore, fit accurately in all locomotives of the same class.
+
+This system of manufacture, together with the large number of
+locomotives at all times in progress, and embracing the principal
+classes, insures unusual and especial facilities for filling at once,
+or with the least possible delay, orders for duplicate parts.
+
+Full specifications of locomotives will be furnished on application.
+
+                                                   M. BAIRD & CO.
+
+
+
+
+EXPLANATION OF TERMS.
+
+
+The several classes of locomotives manufactured by the Baldwin
+Locomotive Works have their respective distinguishing names, which are
+derived and applied as follows:
+
+  All locomotives having one pair of driving-wheels
+                                          are designated as B engines.
+  Those having two pairs of drivers, as                     C engines.
+  Those having three pairs of drivers, as                   D engines.
+  Those having four pairs of drivers, as                    E engines.
+
+One or more figures united with one of these letters, B, C, D, or E,
+and preceding it, indicates the dimensions of cylinders, boiler, and
+other parts, and also the general plan of the locomotive: thus, 27-1/2
+C designates the class of eight-wheeled locomotives (illustrated on
+pages 56 and 60) with two pairs of drivers and a four-wheeled truck,
+and with cylinders sixteen inches in diameter and twenty-two or
+twenty-four inches stroke. 34 E designates another class (illustrated
+on page 80), with four pairs of drivers and a pony truck, and with
+cylinders twenty inches in diameter and twenty-four inches stroke.
+
+In like manner all the other classes are designated by a combination
+of certain letters and figures.
+
+All corresponding important parts of locomotives of the same class are
+made interchangeable and exact duplicates.
+
+The following table gives a summary of the principal classes of
+locomotives of our manufacture:
+
+
+GENERAL CLASSIFICATION.
+
+  ----------------------------------------------------------------------------------------------
+             |                          |            |          |  DRIVERS.   |Truck. |Weight in|
+  Designation|          SERVICE.        |  Gauge.    |Cylinders.|-------------| No.   |Working  |
+   of Class. |                          |            |          |No.|Diameter.|Wheels.|Order.   |
+  -----------+--------------------------+------------+----------+---+---------+-------+---------|
+             |                          |            |          |   | INCHES. |       | POUNDS. |
+   8-1/2 C   | Narrow Gauge             |            |          |   |         |       |         |
+             |   Passenger and Freight. |  3 feet    |  9 x 16  | 4 | 36 to 40|   2   | 25,000  |
+             |                          |  and over. |          |   |         |       |         |
+   9-1/2 C   |                 do.      |     "      | 10 x 16  | 4 | 36 to 40|   2   | 30,000  |
+      12 D   | Narrow Gauge Freight.    |     "      | 11 x 16  | 6 | 36 to 40|   2   | 35,000  |
+      14 D   |                do.       |     "      | 12 x 16  | 6 | 36 to 40|   2   | 40,000  |
+       8 C   | Tank Switching.          |4 ft. 8-1/2 |  9 x 16  | 4 | 36      | ....  | 25,000  |
+             |                          |  and over  |          |   |         |       |         |
+  10-1/2 C   |                do.       |     "      | 11 x 16  | 4 | 36      | ....  | 38,000  |
+  11-1/2 C   |                do.       |     "      | 11 x 16  | 4 | 36      |   2   | 40,000  |
+      12 C   |                do.       |     "      | 12 x 22  | 4 | 44      | ....  | 43,000  |
+      14 C   |                do.       |     "      | 14 x 22  | 4 | 48      | ....  | 48,000  |
+  14-1/2 C   |                do.       |     "      | 14 x 22  | 4 | 48      |   2   | 50,000  |
+  18-1/2 C   |                do.       |     "      | 15 x 22  | 4 | 48 to 54| ....  | 55,000  |
+  15-1/2 C   |                do.       |     "      | 15 x 22  | 4 | 48 to 54|   2   | 57,000  |
+      21 D   |                do.       |     "      | 15 x 22  | 6 | 44      | ....  | 60,000  |
+  27-1/2 D   |                do.       |     "      | 16 x 22  | 6 | 44 to 48| ....  | 66,000  |
+       8 C   | Switching,               |            |          |   |         |       |         |
+             |   with separate Tender.  |     "      |  9 x 16  | 4 | 36      | ....  | 22,000  |
+  10-1/2 C   |                do.       |     "      | 11 x 16  | 4 | 36      | ....  | 34,000  |
+  11-1/2 C   |                do.       |     "      | 11 x 16  | 4 | 36      |   2   | 36,000  |
+      12 C   |                do.       |     "      | 12 x 22  | 4 | 44      | ....  | 38,000  |
+      14 C   |                do.       |     "      | 14 x 22  | 4 | 48      | ....  | 42,000  |
+  14-1/2 C   |                do.       |     "      | 14 x 22  | 4 | 48      |   2   | 44,000  |
+  18-1/2 C   |                do.       |     "      | 15 x 22  | 4 | 48 to 54| ....  | 49,000  |
+  15-1/2 C   |                do.       |     "      | 15 x 22  | 4 | 48 to 54|   2   | 51,000  |
+  19-1/2 C   |                do.       |     "      | 16 x 22  | 4 | 48 to 54| ....  | 56,000  |
+      21 D   |                do.       |     "      | 15 x 22  | 6 | 44      | ....  | 52,000  |
+  27-1/2 D   |                do.       |     "      | 16 x 22} | 6 | 44 to 48| ....  | 60,000  |
+             |                          |            |      24} |   |         |       |         |
+  25-1/2 D   |                do.       |     "      | 17 x 22} | 6 | 48 to 54| ....  | 66,000  |
+             |                          |            |      24} |   |         |       |         |
+      15 C   | Passenger and Freight.   |     "      | 10 x 20  | 4 | 54      |   4   | 38,000  |
+  16-1/2 C   |                do.       |     "      | 12 x 22  | 4 | 54 to 60|   4   | 44,000  |
+  20-1/2 C   |                do.       |     "      | 13 x 22} | 4 | 56 to 66|   4   | 50,000  |
+             |                          |            |      24} |   |         |       |         |
+  22-1/2 C   |                do.       |     "      | 14 x 22} | 4 | 56 to 66|   4   | 55,000  |
+             |                          |            |      24} |   |         |       |         |
+  24-1/2 C   |                do.       |     "      | 15 x 22} | 4 | 56 to 66|   4   | 60,000  |
+             |                          |            |      24} |   |         |       |         |
+  27-1/2 C   |                do.       |     "      | 16 x 22} | 4 | 56 to 66|   4   | 65,000  |
+             |                          |            |      24} |   |         |       |         |
+      28     |                do.       |     "      | 17 x 22} | 4 | 56 to 66|   4   | 70,000  |
+             |                          |            |      24} |   |         |       |         |
+  24-1/2 D   | Freight.                 |     "      | 16 x 22} | 6 | 48 to 54|   4   | 67,000  |
+             |                          |            |      24} |   |         |       |         |
+  26-1/2 D   |                do.       |     "      | 17 x 22} | 6 | 48 to 54|   4   | 72,000  |
+             |                          |            |      24} |   |         |       |         |
+  28-1/2 D   |                do.       |     "      | 18 x 22} | 6 | 48 to 54|   4   | 77,000  |
+             |                          |            |      24} |   |         |       |         |
+  27-1/2 D   | Freight and pushing.     |     "      | 16 x 22} | 6 | 48 to 54|   2   | 66,000  |
+             |                          |            |      24} |   |         |       |         |
+  25-1/2 D   |                do.       |     "      | 17 x 22} | 6 | 48 to 54|   2   | 71,000  |
+             |                          |            |      24} |   |         |       |         |
+      30 D   |                do.       |     "      | 18 x 22} | 6 | 48 to 54|   2   | 76,000  |
+             |                          |            |      24} |   |         |       |         |
+      34 E   | Freight and Pushing.     |     "      | 20 x 24  | 8 | 48      |   2   | 96,000  |
+  ----------------------------------------------------------------------------------------------
+
+
+
+
+PREFATORY.
+
+
+The dimensions given in the following Catalogue are for locomotives of
+four feet eight and a half inches gauge, unless otherwise stated.
+
+The _loads_ given under each class are invariably in gross tons of
+twenty-two hundred and forty pounds, and include both cars and lading.
+
+All the locomotives described in this Catalogue are sold with the
+guarantee that they will haul, on a straight track in good condition,
+the loads stated. Their actual performance under favorable
+circumstances may be relied upon largely to exceed the figures given
+in the guarantee.
+
+The feed-water for all locomotives specified is supplied by two pumps,
+or one pump and one injector. One or more injectors can also be
+supplied in addition to the two pumps, if desired.
+
+
+
+
+[Illustration: Locomotive.]
+
+DIVISION I.
+
+ROAD LOCOMOTIVES FOR PASSENGER OR FREIGHT SERVICE.
+
+
+CLASS 15 C.
+
+General Design Illustrated by Print on Page 52.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     10 inches.
+  Length of stroke                                          20   "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                       54 inches.
+
+
+TRUCK.
+
+FOUR-WHEELED TRUCK, WITH CENTRE-BEARING BOLSTER.
+
+  Diameter of wheels                                        24 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                16 ft. 3-3/4 inches.
+
+
+TENDER.
+
+ON FOUR WHEELS.
+
+  Capacity of tank                                        900 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  On drivers                                            23,000 pounds.
+  On truck                                              15,000   "
+                                                        ------
+             Total weight of engine, about              38,000   "
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                           550 gross tons.
+    "  20 ft. grade                                    250   "    "
+    "  40     "                                        160   "    "
+    "  60     "                                        115   "    "
+    "  80     "                                         85   "    "
+    " 100     "                                         65   "    "
+
+
+
+
+DIVISION I.
+
+ROAD LOCOMOTIVES FOR PASSENGER OR FREIGHT SERVICE.
+
+
+CLASS 16-1/2 C.
+
+General Design Illustrated by Print on Page 52.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     12 inches.
+  Length of stroke                                          22   "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                 54 to 60 inches.
+
+
+TRUCK.
+
+FOUR-WHEELED TRUCK, WITH CENTRE-BEARING BOLSTER.
+
+  Diameter of wheels                                  24 to 26 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                      19 ft. 1 inch.
+
+
+TENDER.
+
+ON TWO FOUR-WHEELED TRUCKS.
+
+  Capacity of tank                                       1200 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  On drivers                                            28,000 pounds.
+  On truck                                              16,000   "
+                                                        ------
+  Total weight of engine, about                         44,000   "
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                           665 gross tons.
+    "    20 ft. grade                                  305  "     "
+    "    40      "                                     190  "     "
+    "    60      "                                     135  "     "
+    "    80      "                                     100  "     "
+    "   100      "                                      75  "     "
+
+
+
+
+[Illustration: Locomotive.]
+
+DIVISION I.
+
+ROAD LOCOMOTIVES FOR PASSENGER OR FREIGHT SERVICE.
+
+
+CLASS 20-1/2 C
+
+General Design Illustrated by Prints on Pages 52 and 56.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     13 inches.
+  Length of stroke                                    22 or 24 inches.
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                 56 to 66 inches.
+
+
+TRUCK.
+
+FOUR-WHEELED CENTRE-BEARING TRUCK, WITH SWING BOLSTER.
+
+  Diameter of wheels                                  24 to 30 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                  20 ft. 1-3/4 inches.
+  Rigid    "   (distance between driving-wheel-centres)  6 ft. 6 inches.
+
+
+TENDER.
+
+ON TWO FOUR-WHEELED TRUCKS.
+
+  Capacity of tank                                       1400 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  On drivers                                            30,000 pounds.
+  On truck                                              20,000   "
+                                                        ------
+  Total weight of engine, about                         50,000   "
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                           710 gross tons.
+    "  20 ft. grade                                    325   "    "
+    "  40      "                                       200   "    "
+    "  60      "                                       140   "    "
+    "  80      "                                       105   "    "
+    " 100      "                                        80   "    "
+
+
+
+
+DIVISION I.
+
+ROAD LOCOMOTIVES FOR PASSENGER OR FREIGHT SERVICE.
+
+
+CLASS 22-1/2 C.
+
+General Design Illustrated by Prints on Pages 52 and 56.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     14 inches.
+  Length of stroke                                    22 or 24 inches.
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                 56 to 66 inches.
+
+
+TRUCK.
+
+FOUR-WHEELED CENTRE-BEARING TRUCK, WITH SWING BOLSTER.
+
+  Diameter of wheels                                  24 to 30 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                20 ft. 7-3/4 inches.
+  Rigid   "   (distance between driving-wheel-centres)           7 ft.
+
+
+TENDER.
+
+ON TWO FOUR-WHEELED TRUCKS.
+
+  Capacity of tank                                       1600 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  On drivers                                            35,000 pounds.
+  On truck                                              20,000   "
+                                                        ------
+             Total weight of engine, about              55,000   "
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                           835 gross tons.
+    "  20 ft. grade                                    380   "    "
+    "  40      "                                       240   "    "
+    "  60      "                                       170   "    "
+    "  80      "                                       125   "    "
+    " 100      "                                       100   "    "
+
+
+
+
+[Illustration: Locomotive.]
+
+DIVISION I.
+
+ROAD LOCOMOTIVES FOR PASSENGER OR FREIGHT SERVICE.
+
+
+CLASS 24-1/2 C
+
+General Design Illustrated by Prints on Pages 56 and 60.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     15 inches.
+  Length of stroke                                    22 or 24 inches.
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                 56 to 66 inches.
+
+
+TRUCK.
+
+FOUR-WHEELED CENTRE-BEARING TRUCK, WITH SWING BOLSTER.
+
+  Diameter of wheels                                  24 to 30 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                      21 ft. 3 inches.
+  Rigid     "   (distance between driving-wheel-centres) 7 ft. 8 inches.
+
+
+TENDER.
+
+ON TWO FOUR-WHEELED TRUCKS.
+
+  Capacity of tank                                       1800 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  On drivers                                            39,000 pounds.
+  On truck                                              21,000   "
+                                                        ------
+             Total weight of engine, about              60,000   "
+
+
+LOAD.
+
+IN ADDITION TO WEIGHT OF ENGINE AND TENDER.
+
+  On a level                                           930 gross tons.
+    " 20 ft. grade                                     430   "    "
+    " 40    "                                          270   "    "
+    " 60    "                                          190   "    "
+    " 80    "                                          140   "    "
+    "100    "                                          110   "    "
+
+
+
+
+DIVISION I.
+
+ROAD LOCOMOTIVES FOR PASSENGER OR FREIGHT SERVICE.
+
+
+CLASS 27-1/2 C.
+
+General Design Illustrated by Prints on Pages 56 and 60.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     16 inches.
+  Length of stroke                                    22 or 24 inches.
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                 56 to 66 inches.
+
+
+TRUCK.
+
+FOUR-WHEELED CENTRE-BEARING TRUCK, WITH SWING BOLSTER.
+
+  Diameter of wheels                                  24 to 30 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                    21 ft. 9 inches.
+  Rigid     " (distance between driving-wheel-centres)       8 ft.
+
+
+TENDER.
+
+ON TWO FOUR-WHEELED TRUCKS.
+
+  Capacity of tank                                       2000 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  On drivers                                            42,000 pounds.
+  On truck                                              23,000   "
+                                                        ------
+             Total weight of engine, about              65,000   "
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                          1000 gross tons.
+    "  20 ft. grade                                   460   "    "
+    "  40    "                                        290   "    "
+    "  60    "                                        205   "    "
+    "  80    "                                        150   "    "
+    " 100    "                                        120   "    "
+
+The distance between centres of drivers (rigid wheel-base) can be made
+8 ft. 6 in., if preferred to 8 ft. as given above. This greater spread
+of wheels, throwing more weight on the drivers, gives the engine
+greater adhesion, and thus adds to its efficiency for freight service.
+Owing to the peculiar construction of the truck, the engine is found
+to pass short curves without difficulty, even with this greater
+distance between driving-wheel-centres.
+
+
+
+
+[Illustration: Locomotive.]
+
+DIVISION I.
+
+ROAD LOCOMOTIVES FOR PASSENGER OR FREIGHT SERVICE.
+
+
+CLASS 28 C.
+
+General Design Illustrated by Prints on Pages 56, 60, and 64.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     17 inches.
+  Length of stroke                                    22 or 24 inches.
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                 56 to 66 inches.
+
+
+TRUCK.
+
+FOUR-WHEELED CENTRE-BEARING TRUCK, WITH SWING BOLSTER.
+
+  Diameter of wheels                                  24 to 30 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                22 ft. 6-1/4 inches.
+  Rigid     " (distance between driving-wheel-centres)       8 ft.
+
+
+TENDER.
+
+ON TWO FOUR-WHEELED TRUCKS.
+
+  Capacity of tank                                       2200 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  On drivers                                            45,000 pounds.
+  On truck                                              25,000   "
+                                                        ------
+             Total weight of engine, about              70,000   "
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                          1075 gross tons.
+    "  20 ft. grade                                    495   "    "
+    "  40     "                                        310   "    "
+    "  60     "                                        220   "    "
+    "  80     "                                        165   "    "
+    " 100     "                                        130   "    "
+
+The distance between centres of drivers (rigid wheel-base) can be made
+8 ft. 6 in., if preferred to 8 ft. as given above. This greater spread
+of wheels, throwing more weight on the drivers, gives the engine
+greater adhesion, and thus adds to its efficiency for freight service.
+Owing to the peculiar construction of the truck, the engine is found
+to pass short curves without difficulty, even with this greater
+distance between driving-wheel-centres.
+
+
+
+
+ADDENDA.
+
+
+ADAPTATION FOR EITHER PASSENGER OR FREIGHT SERVICE.
+
+The five preceding classes, embracing road locomotives with cylinders
+from thirteen to seventeen inches in diameter, admit of construction
+with either a twenty-two or a twenty-four inches stroke, and with
+driving-wheels of any diameter from fifty-six to sixty-six inches.
+Each class can, therefore, be adapted to either passenger or freight
+service, by giving the shorter stroke and the larger wheel for the
+former use, and the longer stroke and smaller wheel for the latter.
+The same cylinder pattern is used for both the twenty-two and the
+twenty-four inches stroke, the difference in length being made by
+recessing the cylinder heads.
+
+
+ANTHRACITE COAL BURNERS.
+
+The illustrations and figures given for engines in this Division are
+all for soft coal or wood burners. For anthracite coal the form of the
+furnace is changed, giving a longer grate and shallower fire-box. The
+barrel of boiler, length of connecting-rods, number and length of
+flues, etc., remain the same, so that no change in principal patterns
+results. The change in shape and dimensions of fire-box, however,
+alters the distribution of weight, throwing more load on the drivers
+and less on the truck, while the total weight of engine remains nearly
+the same. The hard coal burners, accordingly, having from this cause
+somewhat more adhesion than the soft coal burners of the same class,
+have proportionately more tractive power, and will haul loads from ten
+to fifteen per cent. greater than those given for the corresponding
+soft coal or wood burning engines.
+
+
+STRAIGHT AND WAGON-TOP BOILERS.
+
+All the engines of this division are built with wagon-top boilers or
+with straight boilers and two domes, as preferred. Where the latter
+form is made, the throttle-valve is placed in the forward dome. The
+wagon-top and straight boilers for the same class are so proportioned
+as to give equal steam space and the same number of flues in both
+forms of construction.
+
+
+
+
+[Illustration: Locomotive.]
+
+DIVISION II.
+
+TEN-WHEELED FREIGHT LOCOMOTIVES.
+
+
+CLASS 24-1/2 D.
+
+General Design Illustrated by Print on Page 68.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     16 inches.
+  Length of stroke                                    22 or 24 inches.
+
+
+DRIVING-WHEELS.
+
+REAR AND FRONT PAIRS WITH FLANGED TIRES 5-1/2 INCHES WIDE. MAIN PAIR
+WITH PLAIN TIRES 6 INCHES WIDE.
+
+  Diameter of drivers                                 48 to 54 inches.
+
+
+TRUCK.
+
+FOUR-WHEELED CENTRE-BEARING TRUCK, WITH SWING BOLSTER.
+
+  Diameter of wheels                                  24 to 26 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                            23 feet.
+  Rigid   " (distance between centres of rear and
+             front drivers)                             12 ft. 1 inch.
+
+
+TENDER.
+
+ON TWO FOUR-WHEELED TRUCKS.
+
+  Capacity of tank                                       1600 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  On drivers                                            51,000 pounds.
+  On truck                                              16,000   "
+                                                        ------
+             Total weight of engine, about              67,000   "
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                           1230 gross tons
+    "  20 ft. grade                                     570   "    "
+    "  40      "                                        360   "    "
+    "  60      "                                        260   "    "
+    "  80      "                                        195   "    "
+    " 100      "                                        155   "    "
+
+
+
+
+DIVISION II.
+
+TEN-WHEELED FREIGHT LOCOMOTIVES.
+
+
+CLASS 26-1/2 D.
+
+General Design Illustrated by Print on Page 68.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     17 inches.
+  Length of stroke                                    22 or 24 inches.
+
+
+DRIVING-WHEELS.
+
+REAR AND FRONT PAIRS WITH FLANGED TIRES 5-1/2 INCHES WIDE. MAIN PAIR
+WITH PLAIN TIRES 6 INCHES WIDE.
+
+  Diameter of drivers                                 48 to 54 inches.
+
+
+TRUCK.
+
+FOUR-WHEELED CENTRE-BEARING TRUCK, WITH SWING BOLSTER.
+
+  Diameter of wheels                                  24 to 26 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                23 ft. 2-3/4 inches.
+  Rigid     " (distance between centres of rear and
+               front drivers)                         12 ft. 8 inches.
+
+
+TENDER.
+
+ON TWO FOUR-WHEELED TRUCKS.
+
+  Capacity of tank                                       1800 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  On drivers                                            54,000 pounds.
+  On truck                                              18,000   "
+                                                        ------
+             Total weight of engine, about              72,000   "
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                          1300 gross tons.
+     "    20 ft. grade                                 600    "      "
+     "    40       "                                   380    "      "
+     "    60       "                                   270    "      "
+     "    80       "                                   205    "      "
+     "   100       "                                   160    "      "
+
+
+
+
+DIVISION II.
+
+TEN-WHEELED FREIGHT LOCOMOTIVES.
+
+
+CLASS 28-1/2 D.
+
+General Design Illustrated by Print on Page 68.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     18 inches.
+  Length of stroke                                    22 or 24 inches.
+
+
+DRIVING-WHEELS.
+
+REAR AND FRONT PAIRS WITH FLANGED TIRES 5-1/2 INCHES WIDE. MAIN PAIR
+WITH PLAIN TIRES 6 INCHES WIDE.
+
+  Diameter of drivers                                 48 to 54 inches.
+
+
+TRUCK.
+
+FOUR-WHEELED CENTRE-BEARING TRUCK, WITH SWING BOLSTER.
+
+  Diameter of wheels                                  24 to 26 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                23 ft. 2-3/4 inches.
+  Rigid     " (distance between centres of rear and
+               front drivers)                         12 ft. 8 inches.
+
+
+TENDER.
+
+ON TWO FOUR-WHEELED TRUCKS.
+
+  Capacity of tank                                       2000 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  On drivers                                            58,000 pounds.
+  On truck                                              19,000   "
+                                                        ------
+             Total weight of engine, about              77,000   "
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                          1400 gross tons.
+     "  20 ft. grade                                   645   "    "
+     "  40      "                                      410   "    "
+     "  60      "                                      290   "    "
+     "  80      "                                      220   "    "
+     " 100      "                                      175   "    "
+
+
+
+
+ADDENDA.
+
+
+HARD AND SOFT COAL BURNERS
+
+In the three classes of engines of Division II. certain differences
+occur between hard and soft coal burners. The print on page 68
+illustrates the plan of the soft coal or wood burner. In the hard coal
+burner the fire-box is made longer and shallower; the rear drivers are
+brought farther forward, and the three pairs of drivers are arranged
+so that the distance between centres of rear and main drivers is the
+same as the distance between centres of main and front drivers. The
+point of suspension of the back part of the engine being thus brought
+forward, a greater proportion of the total weight is carried on the
+drivers and rendered available for adhesion, and the tractive power of
+the hard coal burner is accordingly somewhat greater than that of the
+soft coal engine. The rigid wheel-base of the hard coal burner is also
+lessened from 17 to 24 inches by the same modification.
+
+
+CURVING.
+
+All engines of this Division are built with a swing-bolster truck. The
+middle pair of drivers have tires without flanges. The engine is
+accordingly guided on the rails by the truck and the flanges of the
+front driving-wheels, and is found to pass curves without difficulty.
+
+If preferred, however, the front instead of the main pair of drivers
+can have the plain tires. Both methods are in use.
+
+
+STRAIGHT AND WAGON-TOP BOILERS.
+
+All the engines of this Division are built with wagon-top boilers or
+with straight boilers and two domes, as preferred. Where the latter
+form is made, the throttle-valve is placed in the forward dome. The
+wagon-top and straight boilers for the same class are so proportioned
+as to give equal steam space and the same number of flues in both
+forms of construction.
+
+
+
+
+[Illustration: Locomotive.]
+
+DIVISION III.
+
+FREIGHT OR PUSHING ENGINES.--"MOGUL" PATTERN.
+
+
+CLASS 27-1/2 D.
+
+General Design Illustrated by Print on Page 74.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     16 inches.
+  Length of stroke                                    22 or 24 inches.
+
+
+DRIVING-WHEELS.
+
+REAR AND FRONT PAIRS WITH FLANGED TIRES 5-1/2 INCHES WIDE. MAIN PAIR
+WITH PLAIN TIRES 6 INCHES WIDE.
+
+  Diameter of drivers                                 48 to 54 inches.
+
+
+TRUCK.
+
+ONE PAIR OF LEADING WHEELS, WITH SWING BOLSTER AND RADIUS-BAR,
+EQUALIZED WITH FRONT DRIVERS.
+
+  Diameter of wheels                                        30 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                    21 ft. 4 inches.
+  Rigid     " (distance between centres of rear and
+               front drivers)                               14 ft.
+
+
+TENDER.
+
+ON TWO FOUR-WHEELED TRUCKS.
+
+  Capacity of tank                                       1600 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  On drivers                                            57,000 pounds.
+  On leading wheels                                      9,000   "
+                                                        ------
+             Total weight of engine, about              66,000   "
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                          1400 gross tons.
+     "  20 ft. grade                                   655   "    "
+     "  40      "                                      415   "    "
+     "  60      "                                      300   "    "
+     "  80      "                                      230   "    "
+     " 100      "                                      180   "    "
+
+
+
+
+DIVISION III.
+
+FREIGHT OR PUSHING ENGINES--"MOGUL" PATTERN.
+
+
+CLASS 25-1/2 D.
+
+General Design Illustrated by Print on Page 74.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     17 inches.
+  Length of stroke                                    22 or 24 inches.
+
+
+DRIVING-WHEELS.
+
+REAR AND FRONT PAIRS WITH FLANGED TIRES 5-1/2 INCHES WIDE. MAIN PAIR
+WITH PLAIN TIRES 6 INCHES WIDE.
+
+  Diameter of drivers                                 48 to 54 inches.
+
+
+TRUCK.
+
+ONE PAIR OF LEADING WHEELS, WITH SWING BOLSTER AND RADIUS-BAR,
+EQUALIZED WITH FRONT DRIVERS.
+
+  Diameter of wheels                                        30 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                   21 ft. 10 inches.
+  Rigid      "  (distance between centres of rear and
+                 front drivers)                       14 ft. 6 inches.
+
+
+TENDER.
+
+ON TWO FOUR-WHEELED TRUCKS.
+
+  Capacity of tank                                       1800 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  On drivers                                            62,000 pounds.
+  On leading wheels                                      9,000   "
+                                                        ------
+             Total weight of engine, about              71,000   "
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                          1500 gross tons.
+     "  20 ft. grade                                   695   "    "
+     "  40      "                                      445   "    "
+     "  60      "                                      320   "    "
+     "  80      "                                      245   "    "
+     " 100      "                                      195   "    "
+
+
+
+
+DIVISION III.
+
+FREIGHT OR PUSHING ENGINES--"MOGUL" PATTERN.
+
+
+CLASS 30 D.
+
+General Design Illustrated by Print on Page 74.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     18 inches.
+  Length of stroke                                    22 or 24 inches.
+
+
+DRIVING-WHEELS.
+
+REAR AND FRONT PAIRS WITH FLANGED TIRES 5-1/2 INCHES WIDE. MAIN PAIR
+WITH PLAIN TIRES 6 INCHES WIDE.
+
+  Diameter of drivers                                 48 to 54 inches.
+
+
+TRUCK.
+
+ONE PAIR OF LEADING WHEELS, WITH SWING BOLSTER AND RADIUS-BAR,
+EQUALIZED WITH FRONT DRIVERS.
+
+  Diameter of wheels                                        30 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                    22 ft. 5 inches.
+  Rigid     " (distance between centres of rear and
+               front drivers)                               15 ft.
+
+
+TENDER.
+
+ON TWO FOUR-WHEELED TRUCKS.
+
+  Capacity of tank                                       2000 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  On drivers                                            66,000 pounds.
+  On leading wheels                                     10,000   "
+                                                        ------
+             Total weight of engine, about              76,000   "
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                          1600 gross tons.
+     "  20 ft. grade                                   740   "    "
+     "  40     "                                       470   "    "
+     "  60     "                                       340   "    "
+     "  80     "                                       260   "    "
+     " 100     "                                       205   "    "
+
+
+
+
+ADDENDA.
+
+
+ANTHRACITE COAL BURNERS.
+
+For anthracite coal, a long and shallow fire-box is constructed, and
+the back driving-wheels are placed at the same distance from the main
+pair as the latter are from the front drivers. This reduces the rigid
+wheel-base to some extent, but retains the same weight on drivers.
+
+
+CURVING.
+
+The leading wheels having a swing bolster, and the middle pair of
+drivers having no flanges, the engine is guided by the truck and the
+front drivers, and is found to pass short curves without difficulty.
+
+
+TRACTIVE POWER.
+
+It will be seen that in engines of this pattern nearly all the weight
+of the machine is utilized for adhesion, only enough load being thrown
+on the leading wheels to steady the engine on the track. The tractive
+power of these engines is accordingly greater in comparison with their
+total weight than that of either the eight-wheeled C or the
+ten-wheeled D patterns, and they are, therefore, especially suited to
+working steep grades and hauling heavy loads at low speeds.
+
+
+STRAIGHT AND WAGON-TOP BOILERS.
+
+All the engines of this Division are built with wagon-top boilers or
+with straight boilers and two domes, as preferred. Where the latter
+form is made, the throttle-valve is placed in the forward dome. The
+wagon-top and straight boilers for the same class are so proportioned
+as to give equal steam space and the same number of flues in both
+forms of construction.
+
+
+
+
+[Illustration: Locomotive.]
+
+DIVISION IV.
+
+FREIGHT OR PUSHING ENGINES.--"CONSOLIDATION" PATTERN.
+
+
+CLASS 34 E.
+
+Illustrated by Print on Page 80.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     20 inches.
+  Length of stroke                                          24 inches.
+
+
+DRIVING-WHEELS.
+
+REAR AND SECOND PAIRS WITH FLANGED TIRES 5-1/2 INCHES WIDE. FRONT AND
+MAIN PAIRS WITH PLAIN TIRES 6 INCHES WIDE.
+
+  Diameter of drivers                                       48 inches.
+
+
+TRUCK.
+
+ONE PAIR OF LEADING WHEELS, WITH SWING BOLSTER AND RADIUS-BAR,
+EQUALIZED WITH FRONT DRIVERS.
+
+  Diameter of wheels                                        30 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                   21 ft. 10 inches.
+  Rigid     " (distance between rear and second pair of
+               drivers)                               9 ft. 10 inches.
+
+
+TENDER.
+
+ON TWO FOUR-WHEELED TRUCKS.
+
+  Capacity of tank                                       2400 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  On drivers                                            87,000 pounds.
+  On leading wheels                                      9,000   "
+                                                        ------
+             Total weight of engine, about              96,000   "
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                          2000 gross tons.
+    "  20 ft. grade                                    990   "    "
+    "  40      "                                       635   "    "
+    "  60      "                                       460   "    "
+    "  80      "                                       355   "    "
+    " 100      "                                       285   "    "
+
+
+
+
+ADDENDA.
+
+
+GENERAL DESIGN.
+
+The plan of this engine admits of either straight or wagon-top boiler,
+and of the use, with the proper form of grate, of either anthracite or
+bituminous coal or of wood.
+
+
+WHEEL-BASE.
+
+The arrangement of the wheels is such as to permit the engine to
+traverse curves with nearly as much facility as an engine of the
+ordinary type with only four drivers. The leading wheels having a
+swing bolster, and the front and main drivers having no flanges, the
+engine is guided on the rails by the leading wheels and by the flanges
+of the rear and second pairs of drivers. It is, therefore, impossible
+for the wheels to bind on the rails. Engines of this class are run
+around curves of 400 feet radius and less.
+
+
+TRACTIVE POWER.
+
+The distribution of the total weight of the engine gives about
+twenty-two thousand pounds for each pair of drivers,--a weight no
+greater than is carried on each pair of drivers of the larger sizes of
+ordinary eight-wheeled C engines. The single pair of leading wheels
+carries only nine thousand pounds. This arrangement renders available
+for adhesion a total weight of 87,000 pounds. One of these engines on
+a recent trial hauled one hundred and fifty gross tons of cars and
+load up a grade of one hundred and forty-five feet with sharp curves,
+and two hundred and sixty-eight gross tons of cars and load up a grade
+of one hundred and sixteen feet to the mile. The pressure in the first
+case was one hundred and ten pounds, and the speed six minutes to the
+mile; in the second case, the pressure was one hundred and twenty
+pounds, and the speed seven and one-half minutes to the mile.
+
+These engines are especially adapted to the working of steep gradients
+or where heavy loads are to be moved.
+
+
+
+
+[Illustration: Locomotive.]
+
+DIVISION V.
+
+SWITCHING ENGINES WITH SEPARATE TENDERS.
+
+
+CLASS 8 C.
+
+General Design Illustrated by Print on Page 84.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                      9 inches.
+  Length of stroke                                          16   "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                       36 inches.
+  Distance between centres                                   6 feet.
+
+
+TENDER.
+
+ON FOUR WHEELS, 30 INCHES IN DIAMETER.
+
+  Capacity of tank                                        750 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  Total weight of engine, about                         22,000 pounds.
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                           530 gross tons.
+     "  20 ft. grade                                   245   "    "
+     "  40     "                                       155   "    "
+     "  60     "                                       110   "    "
+     "  80     "                                        85   "    "
+     " 100     "                                        70   "    "
+
+
+
+
+DIVISION V.
+
+SWITCHING ENGINES WITH SEPARATE TENDERS.
+
+
+CLASS 10-1/2 C.
+
+General Design Illustrated by Print on Page 84.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     11 inches.
+  Length of stroke                                          16   "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                       36 inches.
+  Distance between centres                                   6 feet.
+
+
+TENDER.
+
+ON FOUR WHEELS, 30 INCHES IN DIAMETER.
+
+  Capacity of tank                                        750 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  Total weight of engine, about                         34,000 pounds.
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                           825 gross tons.
+    "  20 ft. grade                                    385   "    "
+    "  40     "                                        250   "    "
+    "  60     "                                        180   "    "
+    "  80     "                                        140   "    "
+    " 100     "                                        110   "    "
+
+
+
+
+[Illustration: Locomotive.]
+
+DIVISION V.
+
+SWITCHING ENGINES WITH SEPARATE TENDERS.
+
+
+CLASS 12 C.
+
+General Design Illustrated by Print on Page 88.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     12 inches.
+  Length of stroke                                          22   "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                       44 inches.
+  Distance between centres                                   7 feet.
+
+
+TENDER.
+
+ON FOUR, SIX, OR EIGHT WHEELS, 30 INCHES IN DIAMETER.
+
+  Capacity of tank                                900 to 1400 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  Total weight of engine, about                         38,000 pounds.
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                           925 gross tons.
+    "  20 ft. grade                                    435   "    "
+    "  40      "                                       280   "    "
+    "  60      "                                       200   "    "
+    "  80      "                                       155   "    "
+    " 100      "                                       125   "    "
+
+
+
+
+DIVISION V.
+
+SWITCHING ENGINES WITH SEPARATE TENDERS.
+
+
+CLASS 14 C.
+
+General Design Illustrated by Print on Page 88.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     14 inches.
+  Length of stroke                                          22   "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                       48 inches.
+  Distance between centres                                   7 feet.
+
+
+TENDER.
+
+ON FOUR, SIX, OR EIGHT WHEELS, 30 INCHES IN DIAMETER.
+
+  Capacity of tank                                900 to 1400 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  Total weight of engine, about                         42,000 pounds.
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                          1020 gross tons.
+    "  20 ft. grade                                    480   "    "
+    "  40      "                                       305   "    "
+    "  60      "                                       225   "    "
+    "  80      "                                       170   "    "
+    " 100      "                                       135   "    "
+
+
+
+
+DIVISION V.
+
+SWITCHING ENGINES WITH SEPARATE TENDERS.
+
+
+CLASS 18-1/2 C.
+
+General Design Illustrated by Print on Page 88.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     15 inches.
+  Length of stroke                                          22   "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                 48 to 54 inches.
+  Distance between centres                                   7 feet.
+
+
+TENDER.
+
+ON EIGHT WHEELS, 30 INCHES IN DIAMETER.
+
+  Capacity of tank                                       1600 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  Total weight of engine, about                         49,000 pounds.
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                          1200 gross tons.
+    "  20 ft. grade                                    560   "    "
+    "  40      "                                       360   "    "
+    "  60      "                                       260   "    "
+    "  80      "                                       200   "    "
+    " 100      "                                       160   "    "
+
+
+
+
+DIVISION V.
+
+SWITCHING ENGINES WITH SEPARATE TENDERS.
+
+
+CLASS 19-1/2 C.
+
+General Design Illustrated by Print on Page 88.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     16 inches.
+  Length of stroke                                          22    "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                 48 to 54 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                      7 ft. 6 inches
+  Rigid      "                                          7 ft. 6 inches
+
+
+TENDER.
+
+ON EIGHT WHEELS, 30 INCHES IN DIAMETER.
+
+  Capacity of tank                                       1600 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  Total weight of engine, about                         56,000 pounds.
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                          1360 gross tons.
+    "  20 ft. grade                                    640   "    "
+    "  40      "                                       410   "    "
+    "  60      "                                       300   "    "
+    "  80      "                                       230   "    "
+    " 100      "                                       180   "    "
+
+
+
+
+[Illustration: Locomotive.]
+
+DIVISION V.
+
+SWITCHING ENGINES WITH SEPARATE TENDERS.
+
+
+CLASS 11-1/2 C
+
+General Design Illustrated by Print on Page 94.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     11 inches.
+  Length of stroke                                          16   "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                       36 inches.
+
+
+TRUCK.
+
+TWO-WHEELED, WITH SWING BOLSTER AND RADIUS-BAR.
+
+  Diameter of wheels                                        24 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                    11 ft. 3 inches.
+  Rigid     "                                          4 ft. 8 inches.
+
+
+TENDER.
+
+ON FOUR WHEELS, 30 INCHES IN DIAMETER.
+
+  Capacity of tank                                        750 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  On drivers                                            30,000 pounds.
+  On truck                                               5,000   "
+                                                        ------
+  Total weight of engine, about                         35,000   "
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                           725 gross tons.
+    "  20 ft. grade                                    335   "    "
+    "  40      "                                       215   "    "
+    "  60      "                                       155   "    "
+    "  80      "                                       120   "    "
+    " 100      "                                        95   "    "
+
+
+
+
+DIVISION V.
+
+SWITCHING ENGINES WITH SEPARATE TENDERS.
+
+
+CLASS 14-1/2 C.
+
+General Design Illustrated by Print on Page 94.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     14 inches.
+  Length of stroke                                          22   "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                       48 inches.
+
+
+TRUCK.
+
+TWO-WHEELED, WITH SWING BOLSTER AND RADIUS-BAR.
+
+  Diameter of wheels                                        24 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                13 ft. 8-1/2 inches.
+  Rigid     "                                          6 ft. 6 inches.
+
+
+TENDER.
+
+ON FOUR WHEELS, OR TWO FOUR-WHEELED TRUCKS.
+
+  Capacity of tank                               1200 to 1600 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  On drivers                                            38,000 pounds.
+  On truck                                               6,000   "
+                                                        ------
+             Total weight of engine, about              44,000   "
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                           865 gross tons.
+    "  20 ft. grade                                    400   "    "
+    "  40     "                                        255   "    "
+    "  60     "                                        180   "    "
+    "  80     "                                        140   "    "
+    " 100     "                                        110   "    "
+
+
+
+
+DIVISION V.
+
+SWITCHING ENGINES WITH SEPARATE TENDERS.
+
+
+CLASS 15-1/2 C.
+
+General Design Illustrated by Print on Page 94.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     15 inches.
+  Length of stroke                                          22   "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                 48 to 54 inches.
+
+
+TRUCK.
+
+TWO-WHEELED, WITH SWING BOLSTER AND RADIUS-BAR.
+
+  Diameter of wheels                                        24 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                    14 ft. 9 inches.
+  Rigid     " (distance between driving-wheel centres)       7 ft.
+
+
+TENDER.
+
+ON TWO FOUR-WHEELED TRUCKS.
+
+  Capacity of tank                                       1600 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  On drivers                                            44,000 pounds.
+  On truck                                               6,000   "
+                                                        ------
+             Total weight of engine, about              50,000   "
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                          1060 gross tons.
+    "  20 ft. grade                                    495   "    "
+    "  40     "                                        315   "    "
+    "  60     "                                        230   "    "
+    "  80     "                                        170   "    "
+    " 100     "                                        135   "    "
+
+
+
+
+[Illustration: Locomotive.]
+
+DIVISION V.
+
+SWITCHING ENGINES WITH SEPARATE TENDERS.
+
+
+CLASS 21 D.
+
+General Design Illustrated by Print on Page 100.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     15 inches.
+  Length of stroke                                          22   "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                       44 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                     9 ft. 9 inches.
+  Rigid     "                                          9 ft. 9 inches.
+
+
+TENDER.
+
+ON TWO FOUR-WHEELED TRUCKS.
+
+  Capacity of tank                                       1600 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  Total weight of engine, about                          52,000 pounds.
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                          1260 gross tons.
+    "  20 ft. grade                                    590   "    "
+    "  40      "                                       375   "    "
+    "  60      "                                       270   "    "
+    "  80      "                                       210   "    "
+    " 100      "                                       165   "    "
+
+
+
+
+DIVISION V.
+
+SWITCHING ENGINES WITH SEPARATE TENDERS.
+
+
+CLASS 27-1/2 D.
+
+General Design Illustrated by Print on Page 100.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     16 inches.
+  Length of stroke                                    22 or 24 inches.
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                 44 to 48 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                            10 feet.
+  Rigid     "                                                 10   "
+
+
+TENDER.
+
+ON TWO FOUR-WHEELED TRUCKS.
+
+  Capacity of tank                                       1600 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  Total weight of engine, about                         60,000 pounds.
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                          1460 gross tons.
+    "  20 ft. grade                                    685   "    "
+    "  40      "                                       440   "    "
+    "  60      "                                       320   "    "
+    "  80      "                                       245   "    "
+    " 100      "                                       200   "    "
+
+
+
+
+DIVISION V.
+
+SWITCHING ENGINES WITH SEPARATE TENDERS.
+
+
+CLASS 25-1/2 D.
+
+General Design Illustrated by Print on Page 100.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     17 inches.
+  Length of stroke                                    22 or 24 inches.
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                       48 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                            10 feet.
+  Rigid    "                                                  10  "
+
+
+TENDER.
+
+ON TWO FOUR-WHEELED TRUCKS.
+
+  Capacity of tank                                       1800 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  Total weight of engine, about                         66,000 pounds.
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                          1600 gross tons.
+    "  20 ft. grade                                    755   "    "
+    "  40      "                                       485   "    "
+    "  60      "                                       350   "    "
+    "  80      "                                       270   "    "
+    " 100      "                                       215   "    "
+
+
+
+
+[Illustration: Locomotive.]
+
+DIVISION VI.
+
+TANK SWITCHING ENGINES.
+
+
+CLASS 8 C.
+
+General Design Illustrated by Print on Page 106.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                      9 inches.
+  Length of stroke                                          16   "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                       36 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                     6 ft. 6 inches.
+  Rigid     "                                          6 ft. 6 inches.
+
+
+TANK.
+
+  Capacity                                                250 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  Total weight of engine, about                         25,000 pounds.
+
+
+LOAD.
+
+IN ADDITION TO WEIGHT OF ENGINE.
+
+  On a level                                           565 gross tons.
+    "  20 ft. grade                                    265   "    "
+    "  40      "                                       170   "    "
+    "  60      "                                       125   "    "
+    "  80      "                                       100   "    "
+    " 100      "                                        80   "    "
+
+
+
+
+DIVISION VI.
+
+TANK SWITCHING ENGINES.
+
+
+CLASS 10-1/2 C.
+
+General Design Illustrated by Print on Page 106.
+
+
+CYLINDERS
+
+  Diameter of cylinders                                     11 inches.
+  Length of stroke                                          16   "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                       36 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                     6 ft. 6 inches.
+  Rigid     "                                          6 ft. 6 inches.
+
+
+TANK.
+
+  Capacity                                                400 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  Total weight of engine, about                         38,000 pounds.
+
+
+LOAD.
+
+IN ADDITION TO WEIGHT OF ENGINE.
+
+  On a level                                           855 gross tons.
+    "  20 ft. grade                                    405   "    "
+    "  40      "                                       265   "    "
+    "  60      "                                       195   "    "
+    "  80      "                                       150   "    "
+    " 100      "                                       120   "    "
+
+
+
+
+DIVISION VI.
+
+TANK SWITCHING ENGINES.
+
+
+CLASS 12 C.
+
+General Design Illustrated by Print on Page 106.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     12 inches.
+  Length of stroke                                          22   "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                       44 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                            7 feet.
+  Rigid     "                                                 7  "
+
+
+TANK.
+
+  Capacity                                                500 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  Total weight of engine, about                         43,000 pounds.
+
+
+LOAD.
+
+IN ADDITION TO WEIGHT OF ENGINE.
+
+  On a level                                           960 gross tons.
+    "  20 ft. grade                                    455   "    "
+    "  40      "                                       295   "    "
+    "  60      "                                       215   "    "
+    "  80      "                                       170   "    "
+    " 100      "                                       135   "    "
+
+
+
+
+DIVISION VI.
+
+TANK SWITCHING ENGINES.
+
+
+CLASS 14 C.
+
+General Design Illustrated by Print on Page 106.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     14 inches.
+  Length of stroke                                          22    "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                       48 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                             7 feet.
+  Rigid     "                                                  7   "
+
+
+TANK.
+
+  Capacity                                                600 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  Total weight of engine, about                         49,000 pounds.
+
+
+LOAD.
+
+IN ADDITION TO WEIGHT OF ENGINE.
+
+  On a level                                          1100 gross tons.
+    "  20 ft. grade                                    525   "    "
+    "  40      "                                       340   "    "
+    "  60      "                                       250   "    "
+    "  80      "                                       195   "    "
+    " 100      "                                       155   "    "
+
+
+
+
+DIVISION VI.
+
+TANK SWITCHING ENGINES.
+
+
+CLASS 18-1/2 C.
+
+General Design Illustrated by Print on Page 106.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     15 inches.
+  Length of stroke                                          22   "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                       48 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                             7 feet.
+  Rigid     "                                                  7   "
+
+
+TANK.
+
+  Capacity                                                700 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  Total weight of engine, about                         56,000 pounds.
+
+
+LOAD.
+
+IN ADDITION TO WEIGHT OF ENGINE.
+
+  On a level                                          1230 gross tons.
+    "  20 ft. grade                                    585   "    "
+    "  40      "                                       380   "    "
+    "  60      "                                       280   "    "
+    "  80      "                                       215   "    "
+    " 100      "                                       175   "    "
+
+
+
+
+[Illustration: Locomotive.]
+
+DIVISION VI.
+
+TANK SWITCHING ENGINES.
+
+
+CLASS 11-1/2 C.
+
+General Design Illustrated by Print on Page 114.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     11 inches.
+  Length of stroke                                          16    "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                       36 inches.
+
+
+TRUCK.
+
+TWO-WHEELED, WITH SWING BOLSTER AND RADIUS-BAR.
+
+  Diameter of wheels                                        24 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                    11 ft. 3 inches.
+  Rigid     "                                          4 ft. 8 inches.
+
+
+TANK.
+
+  Capacity                                                400 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  On drivers                                            35,000 pounds.
+  On truck                                               5,000   "
+                                                        ------
+             Total weight of engine, about              40,000   "
+
+
+LOAD.
+
+IN ADDITION TO WEIGHT OF ENGINE.
+
+  On a level                                           785 gross tons.
+    "  20 ft. grade                                    370   "     "
+    "  40     "                                        240   "     "
+    "  60     "                                        175   "     "
+    "  80     "                                        135   "     "
+    " 100     "                                        110   "     "
+
+
+
+
+DIVISION VI.
+
+TANK SWITCHING ENGINES.
+
+
+CLASS 14-1/2 C.
+
+General Design Illustrated by Print on Page 114.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     14 inches.
+  Length of stroke                                          22   "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                       48 inches.
+
+
+TRUCK.
+
+TWO-WHEELED, WITH SWING BOLSTER AND RADIUS-BAR.
+
+  Diameter of wheels                                        24 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                13 ft. 8-1/2 inches.
+  Rigid     "                                          6 ft. 6 inches.
+
+
+TANK.
+
+  Capacity                                                600 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  On drivers                                            44,000 pounds.
+  On truck                                               6,000   "
+                                                        ------
+    Total weight of engine, about                       50,000   "
+
+
+LOAD.
+
+IN ADDITION TO WEIGHT OF ENGINE.
+
+  On a level                                           980 gross tons.
+    "  20 ft. grade                                    465   "    "
+    "  40      "                                       300   "    "
+    "  60      "                                       220   "    "
+    "  80      "                                       170   "    "
+    " 100      "                                       140   "    "
+
+
+
+
+DIVISION VI.
+
+TANK SWITCHING ENGINES.
+
+
+CLASS 15-1/2 C.
+
+General Design Illustrated by Print on Page 114.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     15 inches.
+  Length of stroke                                          22   "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                 48 to 54 inches.
+
+
+TRUCK.
+
+TWO-WHEELED, WITH SWING BOLSTER AND RADIUS-BAR.
+
+  Diameter of wheels                                        24 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                14 ft. 7-1/2 inches.
+  Rigid   "                                                  7 ft.
+
+
+TANK.
+
+  Capacity                                                700 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  On drivers                                            50,000 pounds.
+  On truck                                               6,000   "
+                                                        ------
+             Total weight of engine, about              56,000   "
+
+
+LOAD.
+
+IN ADDITION TO WEIGHT OF ENGINE.
+
+  On a level                                          1120 gross tons.
+    "  20 ft. grade                                    535   "    "
+    "  40      "                                       345   "    "
+    "  60      "                                       255   "    "
+    "  80      "                                       195   "    "
+    " 100      "                                       160   "    "
+
+
+
+
+[Illustration: Locomotive.]
+
+DIVISION VI.
+
+TANK SWITCHING ENGINES.
+
+
+CLASS 21 D.
+
+General Design Illustrated by Print on Page 120.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     15 inches.
+  Length of stroke                                          22    "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                       44 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                     9 ft. 9 inches.
+  Rigid     "                                          9 ft. 9 inches.
+
+
+TANK.
+
+  Capacity                                                750 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  Total weight of engine, about                         60,000 pounds.
+
+
+LOAD.
+
+IN ADDITION TO WEIGHT OF ENGINE.
+
+  On a level                                          1375 gross tons.
+    "  20 ft. grade                                    650   "    "
+    "  40      "                                       420   "    "
+    "  60      "                                       310   "    "
+    "  80      "                                       240   "    "
+    " 100      "                                       195   "    "
+
+
+
+
+DIVISION VI.
+
+TANK SWITCHING ENGINES.
+
+
+CLASS 27-1/2 D.
+
+General Design Illustrated by Print on Page 120.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     16 inches.
+  Length of stroke                                          22   "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                 44 to 48 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                            10 feet.
+  Rigid      "                                                10   "
+
+
+TANK.
+
+  Capacity                                                900 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  Total weight of engine, about                         66,000 pounds.
+
+
+LOAD.
+
+IN ADDITION TO WEIGHT OF ENGINE.
+
+  On a level                                          1470 gross tons.
+    "  20 ft. grade                                    700   "    "
+    "  40      "                                       455   "    "
+    "  60      "                                       335   "    "
+    "  80      "                                       260   "    "
+    " 100      "                                       210   "    "
+
+
+
+
+[Illustration: Locomotive.]
+
+DIVISION VII.
+
+NARROW-GAUGE PASSENGER AND FREIGHT LOCOMOTIVES.
+
+
+CLASS 8-1/2 C.
+
+General Design Illustrated by Print on Page 124.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                      9 inches.
+  Length of stroke                                          16    "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                 36 to 40 inches.
+
+
+TRUCK.
+
+TWO-WHEELED, WITH SWING BOLSTER AND RADIUS-BAR.
+
+  Diameter of wheels                                        24 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                11 ft 11-1/2 inches.
+  Rigid     "                                          6 ft. 3 inches.
+
+
+TENDER.
+
+ON FOUR OR SIX WHEELS.
+
+  Capacity of tank                                        500 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  On drivers                                            20,000 pounds.
+  On truck                                               5,000   "
+                                                        ------
+             Total weight of engine, about              25,000   "
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                           480 gross tons.
+    "  20 ft. grade                                    225   "    "
+    "  40      "                                       140   "    "
+    "  60      "                                       105   "    "
+    "  80      "                                        75   "    "
+    " 100      "                                        60   "    "
+
+Engines of this class can be adapted to a gauge of 3 feet or upward.
+
+
+
+
+DIVISION VII.
+
+NARROW-GAUGE PASSENGER AND FREIGHT LOCOMOTIVES.
+
+
+CLASS 9-1/2 C.
+
+General Design Illustrated by Print on Page 124.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     10 inches.
+  Length of stroke                                          16   "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                 36 to 40 inches.
+
+
+TRUCK.
+
+TWO-WHEELED-WITH SWING BOLSTER AND RADIUS-BAR.
+
+  Diameter of wheels                                        24 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                12 ft. 4-1/2 inches.
+  Rigid     "                                          6 ft. 6 inches.
+
+
+TENDER.
+
+ON FOUR OR SIX WHEELS.
+
+  Capacity of tank                                        600 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  On drivers                                            25,000 pounds.
+  On pony truck                                          5,000   "
+                                                        ------
+             Total weight of engine, about              30,000   "
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                           605 gross tons.
+    "  20 ft. grade                                    285   "    "
+    "  40      "                                       175   "    "
+    "  60      "                                       125   "    "
+    "  80      "                                        95   "    "
+    " 100      "                                        75   "    "
+
+Engines of this class can be adapted to a gauge of 3 feet or upward.
+
+
+
+
+[Illustration: Locomotive.]
+
+DIVISION VIII.
+
+NARROW-GAUGE FREIGHT LOCOMOTIVES.
+
+
+CLASS 12 D.
+
+General Design Illustrated by Print on Page 128.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     11 inches.
+  Length of stroke                                          16   "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                       36 inches.
+
+
+TRUCK.
+
+TWO-WHEELED, WITH SWING BOLSTER AND RADIUS-BAR.
+
+  Diameter of wheels                                        24 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                    14 ft. 3 inches.
+  Rigid    "                                           8 ft. 7 inches.
+
+
+TENDER.
+
+ON FOUR OR SIX WHEELS.
+
+  Capacity of tank                                        750 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  On drivers                                            31,000 pounds.
+  On truck                                               4,000   "
+                                                        ------
+             Total weight of engine, about              35,000   "
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                           730 gross tons.
+    "  20 ft. grade                                    340   "    "
+    "  40      "                                       220   "    "
+    "  60      "                                       160   "    "
+    "  80      "                                       120   "    "
+    " 100      "                                       100   "    "
+
+Engines of this class can be adapted to a gauge of 3 feet or upward.
+
+
+
+
+DIVISION VIII.
+
+NARROW-GAUGE FREIGHT LOCOMOTIVES.
+
+
+CLASS 14 D.
+
+General Design Illustrated by Print on Page 128.
+
+
+CYLINDERS.
+
+  Diameter of cylinders                                     12 inches.
+  Length of stroke                                          16   "
+
+
+DRIVING-WHEELS.
+
+  Diameter of drivers                                 36 to 40 inches.
+
+
+TRUCK.
+
+TWO-WHEELED, WITH SWING BOLSTER AND RADIUS-BAR.
+
+  Diameter of wheels                                        24 inches.
+
+
+WHEEL-BASE.
+
+  Total wheel-base                                    15 ft. 4 inches.
+  Rigid    "                                           9 ft. 4 inches.
+
+
+TENDER.
+
+ON FOUR OR SIX WHEELS.
+
+  Capacity of tank                                        900 gallons.
+
+
+WEIGHT OF ENGINE IN WORKING ORDER.
+
+  On drivers                                            36,000 pounds.
+  On truck                                               4,000   "
+                                                        ------
+             Total weight of engine, about              40,000   "
+
+
+LOAD.
+
+IN ADDITION TO ENGINE AND TENDER.
+
+  On a level                                           870 gross tons.
+    "  20 ft. grade                                    405   "    "
+    "  40      "                                       255   "    "
+    "  60      "                                       185   "    "
+    "  80      "                                       140   "    "
+    " 100      "                                       110   "    "
+
+Engines of this class can be adapted to a gauge of 3 feet or upward.
+
+
+
+
+GENERAL SPECIFICATION.
+
+
+The following general specification of an ordinary freight or
+passenger locomotive is given to show principal features of
+construction.
+
+
+BOILER.
+
+Of the best Pennsylvania cold-blast charcoal iron, three-eighths inch
+thick, or of best homogeneous cast-steel, five-sixteenths inch thick;
+all horizontal seams and junction of waist and fire-box
+double-riveted. Boiler well and thoroughly stayed in all its parts,
+provided with cleaning holes, etc. Extra welt-pieces riveted to inside
+of side-sheets, providing double thickness of metal for studs of
+expansion braces. Iron sheets three-eighths inch thick riveted with
+three-fourths inch rivets, placed two inches from centre to centre.
+Steel sheets five-sixteenths inch thick riveted with five-eighths inch
+rivets, placed one and seven-eighths inches from centre to centre.
+
+WAIST made straight, with two domes, steam being taken from the
+forward dome; or with wagon-top and one dome.
+
+FLUES of iron, lap-welded, with copper ferrules on fire-box ends; or
+of seamless drawn copper or brass.
+
+FIRE-BOX of best homogeneous cast-steel; side- and back-sheets
+five-sixteenths inch thick; crown-sheet three-eighths inch thick;
+flue-sheet one-half inch thick. Water space three inches sides and
+back, four inches front. Stay bolts seven-eighths inch diameter,
+screwed and riveted to sheets, and not over four and one-half inches
+from centre to centre. Crown bars made of two pieces of wrought-iron
+four and one-half inches by five-eighths inch, set one and one-half
+inches above crown, bearing on side-sheets, placed not over four and
+one-half inches from centre to centre, and secured by bolts fitted to
+taper hole in crown-sheet, with head on under side of bolt, and nut on
+top bearing on crown bars. Crown stayed by braces to dome and outside
+shell of boiler. Fire-door opening formed by flanging and riveting
+together the inner and outer sheets. Blow-off cock in back or side of
+furnace operated from the footboard.
+
+GRATES of cast-iron, plain or rocking, for wood and soft coal; and of
+water tubes, for hard coal.
+
+ASH-PAN, with double dampers, operated from the footboard, for wood
+and soft coal; and with hopper with slide in bottom, for hard coal.
+
+SMOKE-STACK of approved pattern suitable for the fuel.
+
+
+CYLINDERS.
+
+Placed horizontally; each cylinder cast in one piece with half-saddle;
+right and left hand cylinders reversible and interchangeable;
+accurately planed, fitted and bolted together in the most approved
+manner. Oil valves to cylinders placed in cab and connected to
+steam-chests by pipes running under jacket. Pipes proved to two
+hundred pounds pressure.
+
+
+PISTONS.
+
+Heads and followers of cast-iron, fitted with two brass rings
+babbited. Piston-rods of cold-rolled iron, fitted and keyed to pistons
+and crossheads.
+
+
+GUIDES.
+
+Of steel, or iron case-hardened, fitted to guide-yoke extending
+across, or secured to boiler and frames.
+
+
+VALVE MOTION.
+
+Most approved shifting link motion, graduated to cut off equally at
+all points of the stroke. Links made of the best hammered iron well
+case-hardened. Sliding block four and one-half inches long, with
+flanges seven inches long. Rock shafts of wrought-iron. Reverse shaft
+of wrought-iron, made with arms forged on.
+
+
+THROTTLE-VALVE.
+
+Balanced poppet throttle-valve of cast-iron, with double seats in
+vertical arm of dry-pipe.
+
+
+DRIVING-WHEELS.
+
+CENTRES of cast-iron, with hollow spokes and rims.
+
+TIRES of cast-steel, shrunk on wheel-centres. Flanged tires five and
+one-half inches wide and two and three-eighths inches thick when
+finished. Plain tires six inches wide and two and three-eighths inches
+thick when finished.
+
+AXLES of hammered iron.
+
+WRIST-PINS of cast-steel, or iron case-hardened. SPRINGS of best
+quality of cast-steel.
+
+CONNECTING-RODS of best hammered iron, furnished with all necessary
+straps, keys, and brasses, well fitted and finished. EQUALIZING BEAMS
+of most approved arrangement, with steel bearings. Driving-boxes of
+cast-iron with brass bearings babbited.
+
+
+FRAMES.
+
+Of hammered iron, forged solid, or with pedestals separate and bolted
+and keyed to place. Pedestals cased with cast-iron gibs and wedges to
+prevent wear by boxes. Braces bolted between pedestals, or welded in.
+
+
+FEED WATER.
+
+Supplied by one injector and one pump, or two brass pumps, with valves
+and cages of best hard metal accurately fitted. Plunger of hollow
+iron. Cock in feed-pipe regulated from footboard.
+
+
+ENGINE TRUCK.
+
+SQUARE wrought-iron frame, with centre-bearing swing bolster.
+
+WHEELS of best spoke or plate pattern.
+
+AXLES of best hammered iron, with inside journals.
+
+SPRINGS of cast-steel, connected by equalizing beams.
+
+
+HOUSE.
+
+Of good pattern, substantially built of hard wood, fitted together
+with joint-bolts. Roof finished to carlines in strips of ash and
+walnut. Backboards with windows to raise and lower.
+
+
+PILOT.
+
+Of wood or iron.
+
+
+FURNITURE.
+
+Engine furnished with sand-box, alarm and signal bells, whistle, two
+safety-valves, steam and water gauges, heater and gauge cocks,
+oil-cans, etc. Also a complete set of tools, consisting of two
+jack-screws, pinch-bar, monkey, packing, and flat wrenches, hammer,
+chisels, etc.
+
+
+FINISH.
+
+Cylinders lagged with wood and cased with brass, or iron painted.
+Heads of cast-iron polished, or of cast-brass.
+
+Steam-chests with cast-iron tops; bodies cased with brass, or iron
+painted.
+
+Domes lagged with wood, with brass or iron casing on bodies, and
+cast-iron top and bottom rings.
+
+Boiler lagged with wood and jacketed with Russia iron secured by brass
+bands polished.
+
+
+GENERAL FEATURES OF CONSTRUCTION.
+
+All principal parts of engine accurately fitted to gauges and
+thoroughly interchangeable. All movable bolts and nuts and all wearing
+surfaces made of steel or iron case-hardened. All wearing brasses made
+of ingot copper and tin, alloyed in the proportion of seven parts of
+the former to one of the latter. All bolts and threads to U. S.
+standard.
+
+
+TENDER.
+
+On two four-wheeled trucks. Wheels of best plate pattern, thirty
+inches in diameter. Truck frames of square wrought-iron with
+equalizers between springs, or of bar-iron with wooden bolsters. Axles
+of best hammered iron. Oil-tight boxes with brass bearings. Tank put
+together with angle iron corners and strongly braced. Top and bottom
+plates of No. 6 iron; side plates of No. 8 iron. Tender frame of wood
+or iron.
+
+
+PAINTING.
+
+Engine and tender to be well painted and varnished.
+
+
+
+
+[Transcriber's notes: Obvious printer's errors have been corrected,
+all other inconsistencies are as in the original. The author's
+spelling has been maintained.
+
+V[] is used to mark square roots; e.g.: V[6 + 1] means the square root
+of 6 + 1.]
+
+
+
+
+
+End of the Project Gutenberg EBook of Illustrated Catalogue of Locomotives, by
+Matthew Baird, George Burnham, Charles T. Parry, Edward H. Williams and William P. Henszey
+
+*** END OF THIS PROJECT GUTENBERG EBOOK ILLUSTRATED CATALOGUE ***
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