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diff --git a/39329.txt b/39329.txt new file mode 100644 index 0000000..fddea5f --- /dev/null +++ b/39329.txt @@ -0,0 +1,5574 @@ +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 *** + +***** This file should be named 39329.txt or 39329.zip ***** +This and all associated files of various formats will be found in: + http://www.gutenberg.org/3/9/3/2/39329/ + +Produced by Colin Bell, Christine P. 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