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diff --git a/old/51976-0.txt b/old/51976-0.txt deleted file mode 100644 index 308d303..0000000 --- a/old/51976-0.txt +++ /dev/null @@ -1,3642 +0,0 @@ -The Project Gutenberg eBook, The First Quarter-Century of Steam -Locomotives in North America, by Smith Hempstone Oliver - - -This eBook is for the use of anyone anywhere in the United States and most -other parts of the world 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. If you are not located in the United States, you'll have -to check the laws of the country where you are located before using this ebook. - - - - -Title: The First Quarter-Century of Steam Locomotives in North America - Remaining Relics and Operable Replicas with a Catalog of Locomotive Models in the U. S. National Museum. United States National Museum Bulletin 210 - - -Author: Smith Hempstone Oliver - - - -Release Date: May 4, 2016 [eBook #51976] - -Language: English - -Character set encoding: UTF-8 - - -***START OF THE PROJECT GUTENBERG EBOOK THE FIRST QUARTER-CENTURY OF STEAM -LOCOMOTIVES IN NORTH AMERICA*** - - -E-text prepared by Stephen Hutcheson, Dave Morgan, and the Online -Distributed Proofreading Team (http://www.pgdp.net) - - - -Note: Project Gutenberg also has an HTML version of this file - which includes the more than 80 original illustrations. - See 51976-h.htm or 51976-h.zip: - (http://www.gutenberg.org/files/51976/51976-h/51976-h.htm) - or - (http://www.gutenberg.org/files/51976/51976-h.zip) - - -Transcriber’s note: - - Text enclosed by underscores is in italics (_italics_). - - - - - -THE FIRST QUARTER-CENTURY OF STEAM LOCOMOTIVES IN NORTH AMERICA - - - [Illustration: Replica of the Lafayette (see p. 58) as it appeared - in the fall of 1955, during the making of a motion picture in - northern Georgia. For the picture, which was based on the story of - the famous Civil War locomotive General (see p. 84), this “One-Armed - Billy” of the 1830’s was disguised as the Yonah, of the Cooper Iron - Works Rail Road, and is shown here as it was operating on the - Tallulah Falls Railway. (_Color plate contributed by Thomas - Norrell._)] - - -United States National Museum Bulletin 210 - -THE FIRST QUARTER-CENTURY OF STEAM LOCOMOTIVES IN NORTH AMERICA - -Remaining Relics and Operable Replicas with a Catalog of -Locomotive Models in the U. S. National Museum - -by - -SMITH HEMPSTONE OLIVER - -Curator of Land Transportation -United States National Museum - - - [Illustration: FOR THE INCREASE AND DIFFUSION OF KNOWLEDGE AMONG MEN - · SMITHSONIAN INSTITUTE · WASHINGTON · 1846] - - - - - - - -Smithsonian Institution · Washington, D.C. · 1956 - - - - - ADVERTISEMENT - - -The scientific publications of the National Museum include two series -known, respectively, as _Proceedings_ and _Bulletin_. - -The _Proceedings_ series, begun in 1878, is intended primarily as a -medium for the publication of original papers based on the collections -of the National Museum, that set forth newly acquired facts in biology, -anthropology, and geology, with descriptions of new forms and revisions -of limited groups. Copies of each paper, in pamphlet form, are -distributed as published to libraries and scientific organizations and -to specialists and others interested in the different subjects. The -dates at which these separate papers are published are recorded in the -table of contents of each of the volumes. - -The series of _Bulletins_, the first of which was issued in 1875, -contains separate publications comprising monographs of large zoological -groups and other general systematic treatises (occasionally in several -volumes), faunal works, reports of expeditions, catalogs of type -specimens, special collections, and other material of similar nature. -The majority of the volumes are octavo in size, but a quarto size has -been adopted in a few instances. In the _Bulletin_ series appear volumes -under the heading _Contributions from the United States National -Herbarium_, in octavo form, published by the National Museum since 1902, -which contain papers relating to the botanical collections of the -Museum. - -The present work forms No. 210 of the _Bulletin_ series. - - Remington Kellogg, - _Director_, _United States National Museum_. - - - - - CONTENTS - - - _Page_ - Foreword: The vanishing iron horse 4 - Remaining relics and operable replicas representing the first - quarter-century of steam locomotives in North America 6 - America’s first rail locomotive 10 - Two British-built locomotives 14 - Peter Cooper and Phineas Davis 22 - The West Point Foundry Association 26 - National Museum’s John Bull 38 - Three Grasshoppers 47 - Two midwestern locomotives 53 - A One-Armed Billy 58 - A Rocket in America 60 - A Canadian relic 63 - The final decade 66 - Supplement: Models, in the National Museum, of locomotives not - included in this work 75 - Picture credits 104 - Acknowledgments 105 - Bibliography 106 - Index 109 - - - - - FOREWORD - The Vanishing Iron Horse - - -As the midpoint of the 20th century was reached, the curtain was falling -upon the final phases of steam locomotive operation in North America. -Almost certainly, after another decade there would remain in service -comparatively few representatives of the engine which had been the -primary source of motive power of the railroads for over a hundred -years. - -In that comparatively short time the steam locomotive had changed the -United States from a small country with a few seaports, and with towns -and settlements little farther inland than river navigation permitted, -to a great nation covered with cities and spanning a continent. It had -made possible the confederation of the isolated provinces of Canada into -a great Dominion. Now, by the 1950’s, owing to the emergence of another -type of motive power, it had become obsolete and its days could be -numbered. - -No future generation would experience the thrill enjoyed by its -predecessors. No future American could stand awed beside the track and -behold the majestic onrush of the iron horse, be deafened by the blast -of the exhaust, the crash and clatter of steel on steel, and the hiss of -escaping steam, or be momentarily shaken as the locomotive thundered -past in a blurred flash of connecting rods, valve mechanism, and -pounding wheels. - -No child at night would ever again awaken to the eerie echo of a far-off -steam whistle crying at a lonely crossing, or by day look out from a -hillside at the long white plume of steam that marked a distant train -charging down the valley below. The present generation of Americans can -gaze back upon these things with nostalgia. The next will never know -them. - -Here and there a steam engine will be saved, but the people of a -different era will note them and quickly pass on, wondering. Only a few -will pause to marvel and ponder over the development of the steam -locomotive. - -It is to the everlasting credit of our forebears that some few examples -and relics of the early engines have been preserved; and the appearance -of this study of them, coming in the final hour of the steam locomotive, -is most appropriate. The author has gone to painstaking lengths to find -and sift and bring together the most complete record ever compiled of -these examples and relics remaining of the earliest of North American -railway engines and of working replicas of them. - -Students of locomotive and railroad history are familiar with the almost -impossible task confronting the researcher who undertakes to trace the -history of early engines. The contemporary account is often a -will-o’-the-wisp pursued endlessly through the yellowed pages of -century-old newspapers and books; the seemingly authentic fragment of -fact is found to be faulty just when it seems flawlessly correct; the -colorful description of some ephemeral engine of the past just cannot be -reconciled with contemporary accounts and finally proves to have been -prepared long afterward, replete with the inaccuracies which most -unfortunately result from the inroads made by time upon the -recollections of the most careful observer. - -Through all this confusing maze the author step by step has made his -way, the result being a most noteworthy and valuable contribution to the -literature of the steam locomotive. To students of its history, to the -vast body of railway enthusiasts all over the world, and to those -generally interested in the development of mechanical industry and -transportation, this work must appeal as unique and one that will be -long remembered. - - THOMAS NORRELL - - _July 1955_ - Silver Spring, Maryland - - - - - Remaining Relics and Operable Replicas Representing the First - Quarter-Century Of Steam Locomotives in North America - - - BUILDER NAME DATE BUILT FOR CONDITION SEE - BUILT PAGE - Col. John none 1825 Experiment Relics and 2 10 - Stevens operable - replicas - Robert _America_ 1828 Delaware and Relics only 14 - Stephenson & Hudson Canal Co. - Co. - Foster, _Stourbridge 1829 Delaware and Assembled 14 - Rastrick and Lion_ Hudson Canal Co. relics and - Co. an operable - replica - Peter Cooper _Tom Thumb_ 1830 Baltimore and Operable 22 - Ohio Rail Road replica - Co. - Phineas Davis _York_ 1831 Baltimore and Operable 24 - Ohio Rail Road replica - Co. - The West Point _Best Friend 1830 South-Carolina Operable 26 - Foundry of Canal and replica - Association Charleston_ Rail-Road Co. - The West Point _DeWitt 1831 Mohawk and Hudson Relic and an 32 - Foundry Clinton_ Rail Road Co. operable - Association replica - Robert _John Bull_ 1831 Camden and Amboy Operable 38 - Stephenson & Rail Road and original - Co. Transportation and replica - Co. - Davis and _John Quincy 1835 Baltimore and Operable 47 - Gartner Adams_ Ohio Rail Road original - Co. - Davis and _Andrew 1836 Baltimore and Operable 47 - Gartner Jackson_ Ohio Rail Road original - Co. - Davis and _John Hancock_ 1836 Baltimore and Operable 47 - Gartner Ohio Rail Road original - Co. - Matthias W. _Pioneer_ 1836 Utica and Operable 53 - Baldwin Schenectady Rail original - Road - H. R. Dunham _Mississippi_ about Name unknown Operable 55 - and Co. (?) 1836 original - William Norris _Lafayette_ 1837 Baltimore and Operable 58 - Ohio Rail Road replica - Co. - Braithwaite, _Rocket_ 1838 Philadelphia and Operable 60 - Milner and Co. Reading Rail original - Road Co. - Timothy _Samson_ 1838 General Mining Operable 63 - Hackworth Association original - Builder unknown _Peoples’ about Name unknown Operable 67 - Railway No. 1842 original - 3_ - Holmes Hinkley _Lion_ 1846 Machiasport Operable 69 - Railroad original - New Castle _Memnon_ 1848 Baltimore and Operable 71 - Manufacturing Ohio Rail Road original - Co., Co. - sub-contractor - to Matthias W. - Baldwin - - [Illustration: Uncaptioned locomotive.] - - -Altogether, perhaps a quarter of a million steam locomotives have been -built in America. From the first they have been objects of interest to -young and old. They have been depicted and photographed untold times, -and as a result a wonderfully accurate pictorial record of their -construction and appearance has been built up. - -The locomotives themselves, however, as they wore out or fell into -disuse were usually destroyed for the value of their scrap metal. This -process has been greatly hastened in recent years by the trend toward -the use of diesel-electric and other types of motive power. Few remain -of the busy multitudes of steam locomotives that served so well in -building the Nations on this continent. The picturesque and once popular -steamer has today become the vanishing iron horse. - -It is proposed to deal here only with the relics and replicas of the -historic steam locomotives used during the pioneer days of railroading -on this continent, in the period 1825-1849. Of these, only 11 have -survived in even reasonably complete form. With the remaining parts of -several others, they are accounted museum treasures. Full sized operable -replicas of 7 other famous early locomotives have been constructed. All -these together afford a good idea of the actual construction of the -locomotives of long ago. - -Not to be included, are the many nonoperable, wooden facsimiles of early -locomotives that merely serve to show the general external appearance of -the originals they represent. Many such are to be seen in the railroad -collection in the Baltimore and Ohio Transportation Museum located at -the old Mount Clare station and roundhouse at Baltimore, Md. - -Also not to be included are the modern, full sized, operable replicas of -Robert Stephenson’s famous locomotive _Rocket_ of 1829, of which several -exist in the United States (one is in the Henry Ford Museum at Dearborn, -Mich., another is in the Museum of Science and Industry at Chicago, -Ill.). These replicas, built 100 years later by Robert Stephenson & Co., -Ltd., of Darlington, England, do not represent a locomotive actually -used in North America during the pioneering days of railroading here, -and therefore do not fall into the category covered by this work. - -Various old models of suggested designs for locomotives would not seem -to come within the scope of this publication either, as the full sized -versions never came into being. One such example is the model said to -have been built by John Fitch, and now exhibited in the Ohio State -Archaeological and Historical Society at Columbus, Ohio. As Fitch died -in July 1798, the model might, if authenticated as to builder and -purpose, be a very early example of an idea along the lines of a steam -locomotive. - -On the other hand, there is no assurance that the model referred to was -intended by its builder to represent a locomotive. It is thought by most -historians that the model is that of a proposed power plant for a boat, -for Fitch is known to have constructed several successful steamboats a -few years before his death. - - - America’s First Rail Locomotive - -Col. John Stevens of Hoboken, N. J., had by 1825 long been intrigued -with the idea of constructing a steam locomotive, having had -considerable success with steam as a method of propulsion on water. In -that year he constructed a small experimental 4-wheeled engine, the -first rail locomotive to be built in this country. The unflanged wheels -were kept on the flat rails by vertical bars that projected down from -each corner of the locomotive. These were fitted on their lower ends -with horizontal rollers bearing on the inside of the rails. - -Equipped with a vertical water-tube boiler, and with its horizontal -1-cylinder power plant geared to a rack located between the two rails, -it was built only for demonstration and experimentation. It was often -run, however, on a small circular track laid out on the lower lawn of -Stevens’ estate at Hoboken. This was the first steam railroad in -America. - - [Illustration: Figure 1.—Original boiler, now in National Museum, of - experimental locomotive built in 1825 by Col. John Stevens.] - -Of this original locomotive only the boiler and safety valve remain. -They are on exhibition at the National Museum (USNM 180029), where they -were deposited in 1888 by the Stevens Institute of Technology. The -boiler (figure 1) contains 20 wrought-iron tubes, each a little over 1 -inch in outside diameter, set closely together in a circle and -originally surrounding a circular grate, now missing. It is 4 feet high, -including the headers, and 1 foot across, and was formerly enclosed by a -jacket of thin sheet iron topped by a conical hood on which rested the -smokestack. - -Wood used as fuel was dropped onto the grate through a door in the hood, -and water was put into the boiler through a pipe in the bottom header. -Steam was taken from a 1-inch pipe in the top header. The boiler when -new is reported to have sustained with safety a steam pressure of 550 -pounds per square inch. The design of the boiler was patented by Stevens -on April 11, 1803. - -The safety valve (figure 2) is of simple design. It consists of a lever -10 inches long from which a 4-pound lead ball about 2½ inches in -diameter is suspended. Beneath the lever, and about 1 inch in from the -fulcrum, is a disk valve controlled by the weight of the ball, which -hangs by a stirrup that can be moved to any of several notches, so that -it can be set for different pressures at which the valve will open. - - [Illustration: Figure 2.—Original safety valve of Stevens’ - locomotive, now in National Museum.] - -A small, nonoperable model of the locomotive, about 2 feet long (figure -3), was made in the National Museum in 1898 (USNM 180241) and is -exhibited there. A full sized operable replica, constructed in 1928 at -the Altoona shops of the Pennsylvania Railroad Co., was demonstrated -(figure 4) at the Stevens Institute of Technology on November 23, 1928, -upon the occasion of the inauguration of Harvey N. Davis as president of -the Institute. It was given by the Pennsylvania Railroad to the Museum -of Science and Industry at Chicago in 1932, where it is now exhibited. - -Another replica of the Stevens locomotive, made by the Pennsylvania in -1939, appeared in the railroad pageant at the New York World’s Fair in -1939 and 1940, and for a time in 1941 was exhibited at the Pennsylvania -Station in New York City. In June 1941 it was placed on exhibition in -the museum of Stevens Institute, where it remained until March 1943. At -that time it was returned to the Pennsylvania Railroad Co., and has -since been stored in their enginehouse at Trenton, N. J. - - [Illustration: Figure 3.—Model of Stevens’ locomotive, in National - Museum. The boiler is shown outside the sheet-metal shell which - normally surrounds it.] - - [Illustration: Figure 4.—Full sized operable replica of Stevens’ - locomotive, built in 1928 by Pennsylvania Railroad Co., being - demonstrated at Hoboken, N. J., on November 23, 1928.] - -The design of these replicas is based in part on the recollections in -the 1880’s of the grandson of John Stevens, Dr. Francis B. Stevens, who -was a frequent passenger on the original locomotive in 1825 at the age -of 11. These recollections are contained in letters from Dr. Stevens to -J. Elfreth Watkins, onetime curator of transportation and engineering of -the National Museum. Stevens’ letters, dated March 30, 1883, January 17, -1888, and November 19, 1892, are now in the archives of the Museum. - - - Two British-Built Locomotives - -The next locomotives known to have been used in this country were the -British machines today popularly referred to as the _America_ (figure 5) -and the _Stourbridge Lion_ (figure 6). They were contracted for in -England in 1828 by Horatio Allen, who had been sent there for that -purpose by the Delaware and Hudson Canal Co., and were delivered at New -York City in 1829. - -The _America_, built by the already famous British firm of Robert -Stephenson & Co., of Newcastle-upon-Tyne, arrived from London on the -ship _Columbia_ on January 15. The _Stourbridge Lion_, built by Foster, -Rastrick and Co., of Stourbridge, arrived from Liverpool on the _John -Jay_ on May 13. The delivered price of the former was $3,663.30 and of -the latter $2,914.90. On July 2 they were shipped up the Hudson River by -the steamboat _Congress_ to Rondout, N. Y., where they arrived on July -3. - - [Illustration: Uncaptioned locomotive.] - - [Illustration: Figure 5.—Early drawing of _America_, built by - Stephenson in England in 1828.] - - [Illustration: Figure 6.—Drawing of _Stourbridge Lion_ of 1829 - appearing in Renwick’s “Treatise on the Steam Engine,” published in - 1830 (notice that crank rings are not shown). The track shown is not - the type upon which the locomotive ran at Honesdale, Pa.] - -Later in July the two locomotives were sent up the Delaware and Hudson -Canal from Eddyville, N. Y., to Honesdale, Pa., where the _Stourbridge -Lion_ was subsequently tried out on the newly laid railroad tracks of -the Canal company. The tests on August 8, and again on September 9, with -Horatio Allen at the controls, showed that although the performance of -the locomotive was satisfactory, the track was not sufficiently stable -to withstand the weight of the relatively large machine. As a result of -this failure, horses and steam- or water-powered stationary engines (see -figure 7) constituted the motive power of this railroad until 1860. - -The _Stourbridge Lion_, nevertheless, had earned the distinction of -being the first locomotive to operate in America on a railroad built -expressly for commercial traffic. - -No record exists to show that the _America_ was ever used, and its -subsequent history as a locomotive is unknown. Two other locomotives -were built by Foster, Rastrick and Co. for the Delaware and Hudson Canal -Co. As these were not delivered to Rondout until after the _Lion_ had -demonstrated the inadequacy of the track at Honesdale, they were not -sent there, but were instead stored at Rondout, where all trace of them -has been lost. It is thought they were destroyed by fire while in -storage. - - [Illustration: Figure 7.—Combining different methods of - transportation was common practice in the early days of railroading. - The Delaware and Hudson as late as 1866, for example, carried coal - by rail from the mines of Scranton and Carbondale, Pa., to its canal - at Honesdale, Pa., and thence on barges by way of Port Jervis, - Ellenville, and Rondout, N. Y., to New York City. On some early - railroads, horses drew the cars on level stretches, but in hilly - country where grades were very steep, gravity roads with switchbacks - and inclined planes were often used. The inclined plane consisted of - a set of rails over which units of the train could be raised or - lowered by mechanical means. Horses, water power, or a stationary - steam engine, often located at the top of the slope, were among the - sources of power.] - -In 1890, Lindsay and Early of Carbondale, Pa., deposited one of the two -cylinders (figure 8) of the _America_ in the National Museum (USNM -180922). It has a 9-inch bore and a 24-inch stroke, and the piston -(figure 9) is fitted with two compression rings. (The location of the -other cylinder is today unknown.) - -Earlier, in 1888, the Delaware and Hudson Canal Co. had given to the -Museum several locomotive parts, all thought to have been from the -_Stourbridge Lion_. It has been established, however, through -correspondence with E. A. Forward, formerly of the Science Museum, South -Kensington, London, and with the firm of Robert Stephenson & Hawthorns, -Ltd., that the three crank rings (USNM 180030-C) received at that time -are actually relics of the _America_. - - [Illustration: Figure 8.—Cylinder of _America_, in National Museum.] - - [Illustration: Figure 9.—Piston from cylinder, at about twice the - scale of figure 8.] - - [Illustration: Figure 10.—Walking beams of _Stourbridge Lion_, in - National Museum.] - - [Illustration: Figure 11.—_Stourbridge Lion_ partially reassembled - from original parts in National Museum. Frame and wheels are not - original, and the crank rings are undoubtedly from the _America_.] - -Other definite relics of the _Lion_ received from the Delaware and -Hudson Canal Co. in 1888, from Lindsay and Early in 1890, from G. T. -Slade in 1901, and from Mrs. Townsend Poore of Scranton, Pa., in 1913, -include the boiler, one of the two cylinders, the two 6-foot-long -walking beams (figure 10), and the 48-inch-diameter flanged metal tires -of the four driving wheels.[1] These parts, with the exception of the -walking beams, were many years ago reassembled at the National Museum -into a reconstructed version showing somewhat the original appearance of -the locomotive (figure 11). - - [Illustration: Figure 12.—Model of _Stourbridge Lion_, in National - Museum.] - - [Illustration: Figure 13.—Full sized operable replica of - _Stourbridge Lion_, built in 1932 by Delaware and Hudson Railroad - Corp.] - -At that time, the three crank rings from the wheels of the _America_, -together with a fourth, duplicate ring made at the time of the -reassembly, were unwittingly incorporated in the reconstruction. It is -this version of the _Stourbridge Lion_ that is now on exhibition. The -gauge of the reassembly, furthermore, is 56½ inches, while that of the -original is recorded as 51 inches. - -Also exhibited in the National Museum is a small nonoperable model (USNM -215649) of the _Stourbridge Lion_ with its tender, together about 2 feet -long (figure 12), made by C. R. Luscombe in 1901 and rebuilt by Paul E. -Garber in 1920. - - [Illustration: Figure 14.—Replica of _Stourbridge Lion_ at New York - World’s Fair, May 20, 1939.] - -A full sized operable replica (figure 13) was constructed in 1932 by the -Delaware and Hudson Railroad Corp. and lent by them to the Wayne County -Historical Society at Honesdale, Pa. The cylinder bore of the replica is -⁷/₁₆ inches, the stroke 36 inches. Since the outside dimensions of the -original cylinder are approximately those of the replica, its working -dimensions are probably also the same. - -From time to time the replica has appeared in various railroad pageants, -including those at the Chicago World’s Fair in 1933 and 1934, the New -York World’s Fair in 1939 (figure 14) and 1940, and the Chicago Railroad -Fair in 1948. Otherwise, it can be seen on exhibition at Honesdale, the -scene of the trials of the original _Stourbridge Lion_. - - - Peter Cooper and Phineas Davis - -No original parts remain of one of the best known early locomotives, the -_Tom Thumb_. A full sized operable replica (figure 15), however, was -made in 1926 by the Baltimore and Ohio Railroad Co. for use in their -exhibit that year at the Philadelphia Sesqui-Centennial International -Exposition. It has since appeared at the Fair of the Iron Horse, held at -Halethorpe, near Baltimore, in the fall of 1927, the Chicago World’s -Fair in 1933 and 1934, the New York World’s Fair in 1939 and 1940, and -the Chicago Railroad Fair in 1948 and 1949. Its permanent home is in -Baltimore, at the Baltimore and Ohio Transportation Museum. - -A small nonoperable model of the _Tom Thumb_, about 2 feet long (figure -16), made in the National Museum in 1890 (USNM 204581), is exhibited in -the collection of the Museum. Other small models of it appear in the B & -O Museum. One of these, a ¼-inch-scale model recently made under the -direction of Lawrence W. Sagle of the B & O Museum, differs somewhat -from the usually accepted idea of the _Tom Thumb_. - -Notably, the smokestack is not straight, but has an elbow at its upper -end, and the belt-driven blower is located there rather than on the -floor of the machine as in the replica and the other models. Peter -Cooper, the New York engineer and inventor who constructed the original -_Tom Thumb_ as an experiment in the winter of 1829-1830, mentioned this -upper location of the blower in a speech delivered many years later, in -1875, and quoted in Bulletin 73 of the Railway and Locomotive Historical -Society (1948, pp. 50-52). - -The little locomotive, with its vertical boiler made of rifle barrels, -looked rather like the larger locomotive of John Stevens of only several -years earlier but had considerably smaller wheels, these being only 30 -inches in diameter. - -Although a 3¼-inch bore for its vertical 1-cylinder engine is given by -most writers, Jonathan Knight, chief engineer of the Baltimore and Ohio, -in the fourth annual report of the company (for 1830, p. 35) gives the -figure as 3½. Unfortunately, he does not mention the stroke, which is -usually given elsewhere as either 14¼ or 14½ inches. The bore and stroke -of the replica were made 5 and 27 inches so as to give it sufficient -power to operate satisfactorily. For that matter, in the interest of -sturdiness and suitable operation the replica is somewhat larger in all -respects and considerably heavier than the original. It operates on a -steam pressure of 90 pounds per square inch, and it is reported that the -original did likewise. - - [Illustration: Figure 15.—Full sized operable replica of Cooper’s - _Tom Thumb_, built in 1926 by Baltimore and Ohio Railroad Co. (PETER - COOPER’S “TOM THUMB” 1829-30 BALTIMORE & OHIO R.R.)] - - [Illustration: Figure 16.—Model of _Tom Thumb_, in National Museum.] - -The _Tom Thumb_ was engaged in its famous race with the horse-drawn -railroad car in the summer of 1830 on a parallel section of the new -13-mile stretch of track between Baltimore and Ellicott’s Mills. It -covered the 13 miles between the Mount Clare station and Ellicott’s -Mills in a little over an hour, and the return trip in 57 minutes. The -race with the horse-drawn car took place during the return trip. The -_Tom Thumb_ appeared to be a certain winner until temporary slipping of -the belt driving the blower caused the steam pressure to drop and -allowed the horse to become the victor. - -Nevertheless, the _Tom Thumb_ by this and later trips in the same year -proved that steam locomotives were practicable, and caused the railroad -officials to announce on January 4, 1831, a proposed contest (to be -somewhat similar to the famous Rainhill Trials held in October 1829 in -England) in which the best locomotive demonstrated would be purchased by -the Baltimore and Ohio Rail Road Co. for the sum of $4,000. - -The winner of this contest, the _York_, a vertical-boiler locomotive -built in early 1831 by Phineas Davis, a former watchmaker of York, Pa., -is in the same category as the _Tom Thumb_, not only in that no original -parts survive, but also in that a full sized operable replica of it -(figure 17) has been constructed. This was built by the Baltimore and -Ohio in 1927 for use in the Fair of the Iron Horse. It also appeared at -the Chicago World’s Fair in 1933 and 1934, after which it was presented -to the Museum of Science and Industry at Chicago, where it has since -remained. - -The original _York_ was used successfully on the run between Baltimore -and Ellicott’s Mills, and subsequently on the much longer run of some 40 -miles between Baltimore and the inclined planes at Parr’s Ridge, on the -way to Frederick Town and Point of Rocks, Md. (Horse power was used to -raise the cars at Parr’s Ridge in 1832.) - - [Illustration: Figure 17.—Full sized operable replica of Davis’ - _York_, built in 1927 by Baltimore and Ohio Railroad Co. (YORK 1831 - BALTIMORE & OHIO)] - -As the first practical and generally serviceable locomotive of the early -Baltimore and Ohio Railroad, the _York_ influenced considerably the -design of the company’s subsequent locomotives. Within a year Davis had -constructed several locomotives of a generally similar design, all with -vertical boilers (see p. 47). - -The _York_ had wheels 30 inches in diameter, weighed about 3½ tons, and -had a top speed of 30 miles an hour. Not long after its construction, it -was drastically altered in design and appearance. The vertical cylinders -were removed from the opposite sides of the boiler, where they had -operated the four wheels by means of direct-acting rods and trussed side -bars, and inclined adjacent cylinders were located behind the boiler, -where they operated by means of gearing on the rear axle only. - -The modern replica, however, represents the _York_ as it was originally -designed and constructed. It operates on a steam pressure of 115 pounds -per square inch. The original is said to have operated on 100 pounds per -square inch, and it burned anthracite coal, a very early use of that -fuel in locomotives. - - - The West Point Foundry Association - - [Illustration: Figure 18.—Early drawing of _Best Friend of - Charleston_, built in 1830.] - -The scene is now shifted to South Carolina and New York. The West Point -Foundry Association, situated in New York City, had been the location of -a stationary demonstration under steam of the blocked-up _Stourbridge -Lion_ on May 28, 1829, shortly after it was unloaded from the ship that -brought it from Liverpool. The Association soon thereafter built a -locomotive (figure 18) for the South-Carolina Canal and Rail-Road Co., -which was building a line from Charleston to Hamburg, S. C., just across -the Savannah River from Augusta, Ga. Prior to its adoption of the steam -locomotive, the railroad had used horses to draw its cars, and had even -experimented with a wind-propelled sail car. - -The locomotive, the _Best Friend of Charleston_, which was to become the -first to operate on a regularly scheduled run in this country, was -constructed at a cost of $4,000 in the summer of 1830, and arrived at -Charleston on October 23 of that year, on the ship _Niagara_. The same -Horatio Allen who had tested the _Stourbridge Lion_ for the Delaware and -Hudson had become chief engineer of the South-Carolina Canal and -Rail-Road Co. and was one of those responsible for the plans of the -_Best Friend_. - -Local machinists at Charleston were hired to reassemble the locomotive -and prepare it for its first trial, but when the run was made on -November 2, 1830, the wheels were discovered to be unsatisfactory. They -were replaced by sturdier ones, and following a subsequent test on -December 9, the locomotive was accepted. After several more experimental -runs, some with passengers, the official first run, carrying 141 -persons, finally took place on Christmas Day 1830. - -Notice of the coming event had been published the previous day, so it -became the first steam railroad train run scheduled by “timetable” to be -made in the Western Hemisphere. All previous locomotive operations on -this side of the Atlantic had been purely experimental—for test or -demonstration purposes. At the time of this run the tracks of the -railroad extended only about 6 miles out of Charleston, but by October -3, 1833, the full 136 miles to Hamburg had been completed. The -South-Carolina Canal and Rail-Road was then the longest continuous -railroad in the world (see figure 19). - -A description of the _Best Friend_ by David Matthew, who in 1830 had -been foreman of the West Point Foundry Association, is contained in a -letter he wrote in 1859 to the historian William H. Brown. Later quoted -by Brown in his “History of the First Locomotives in America,” the -letter says in part: - - The _Best Friend_ was a four-wheel engine, all four wheels drivers. - Two inclined cylinders at an angle, working down on a double crank, - inside of the frame, with the wheels outside of the frame, each wheel - connecting together outside, with outside rods. The wheels were iron - hub, wooden spokes and felloes, with iron tire, and iron web and pins - in the wheels to connect the outside rods to. - - The boiler was a vertical one, in form of an old-fashioned - porter-bottle, the furnace at the bottom surrounded with water, and - all filled inside full of what we called teats, running out from the - sides and top, with alternate stays to support the crown of the - furnace; the smoke and gas passing out through the sides at several - points, into an outside jacket; which had the chimney on it. The - boiler sat on a frame upon four wheels, with the connecting-rods - running by it to come into the crankshaft. The cylinders were about - six inches in the bore, and sixteen inches’ stroke. Wheels about four - and a half feet in diameter. The whole machine weighed about four and - a half tons. - - [Illustration: Figure 19.—In 1833 the South-Carolina Canal and - Rail-Road was the longest continuous railroad in the world.] - - [Illustration: Figure 20.—Old locomotive wheel at Redwood Library, - Newport, R. I., claimed to be “wheel of first locomotive used on - first railroad of any length in America,—Charleston, S. C., to - Augusta, Ga., 1835.”] - -The _Best Friend_, as such, was short-lived. It gave service that was -entirely satisfactory up to the moment its boiler exploded on June 17, -1831, when one of the helpers on the locomotive deliberately held the -safety valve closed. - -According to the statement in 1869 of Nicholas W. Darrell, first -engineer of the _Best Friend_ and later superintendent of machinery of -the South-Carolina Canal and Rail-Road, the salvageable parts were used -in constructing another locomotive which was appropriately named the -_Phoenix_. Darrell’s recollection is confirmed by the early reports of -the company, which also reveal that the machinery and new boiler were -arranged differently on the _Phoenix_, the cylinders being placed -outside the frame, and the weight being much more evenly distributed. -The _Phoenix_ was put in service on October 18, 1832. - -Although no documented relics of either of these two locomotives remain, -the Redwood Library at Newport, R. I., now exhibits an all-metal wheel -(figure 20) claimed to be from the “first locomotive used on first -railroad of any length in America. Charleston, S. C., to Augusta, Ga., -1835.” Quite probably it is a replacement wheel from the _Phoenix_, for -Darrell also stated in 1869 that cast wheels with wrought tires were -used to replace the original wooden wheels with iron tires that were on -the _Best Friend_ when it was salvaged to construct the _Phoenix_. - - [Illustration: Figure 21.—Full sized operable replica of _Best - Friend of Charleston_, built in 1928 by Southern Railway System.] - -The wheel at Newport is built up of parts, and consists of a large round -hub, 12 round 1¼-inch-diameter spokes, a rim approximately 46 inches in -diameter and 4½ inches wide, and a flanged tire 4¾ inches wide and about -1 inch thick, the flange of which is 2 inches wide on its outside face. -The wheel, therefore, has a diameter of about 48 inches. The spokes are -staggered in the hub and appear to be fastened to it by threaded nuts. -Four keyways are cut into the hole in the hub. The complete history and -exact origin of this wheel, given to the Redwood Library in January 1863 -by Isaac P. Hazard of Newport, will probably remain a mystery. - -As with other early locomotives, a full sized operable replica of the -_Best Friend_ has been built. The Southern Railway System, which now -includes the old South-Carolina Canal and Rail-Road, in 1928 constructed -a faithful replica of the locomotive at its Birmingham, Ala., shops, and -in the same year reproduced the original tender and several cars at its -shops at Hayne, S. C. (figure 21). A new boiler was installed on the -replica in 1948. - -Among the various fairs at which it has been exhibited are those held at -New York in 1939 and 1940 and in Chicago in 1948 and 1949. At present it -is to be seen in the depot of the Chattanooga Station Co. at -Chattanooga, Tenn. - -A small, nonoperable model of the _Best Friend_, about 2 feet long -(figure 22), with tender and two cars, was made in the late 1880’s by D. -Ballauf, well known model maker of Washington, D. C. It was first -exhibited at the Cincinnati Centennial Exposition in 1888, after which -it was placed on exhibition in the National Museum (USNM 180244). - -Of the _West Point_, the second locomotive built by the West Point -Foundry Association, and the second bought by the South-Carolina Canal -and Rail-Road Co., no relics or replicas are known to exist. A -satisfactory locomotive, it arrived at Charleston on the ship -_Lafayette_ on February 28, 1831. Its final disposition is no longer -known. - - [Illustration: Figure 22.—Model of _Best Friend of Charleston_, in - National Museum.] - - [Illustration: Figure 23.—Early drawing of _De Witt Clinton_, built - in 1831.] - -The third locomotive (figure 23) built by the West Point Foundry -Association, the _De Wilt Clinton_ of the Mohawk and Hudson Rail Road -Co., was the first to run in New York State. Its first public -demonstration was an excursion trip on August 9, 1831, on a 12-mile -stretch of railway between Albany and Schenectady. The distance was -covered in less than one hour. Another notable demonstration, attended -by many public officials, took place on September 24 of the same year. - -The locomotive, which had been shipped up the Hudson River to Albany -during the last week of June with David Matthew in charge, weighed a -little over 6,750 pounds, was 11½ feet long, and was mounted on four -54-inch wheels, all of which were drivers. The two cylinders, at the -rear of the locomotive and connected to the axle of the front wheels, -had a bore of 5½ inches and a stroke of 16 inches. The boiler was -tubular, with copper tubes about 2½ inches in diameter and 6 feet long. -The top speed when pulling a load of about 8 tons was said to have been -about 30 miles an hour. - - [Illustration: Figure 24.—Wheel, said to be from original _De Witt - Clinton_, in National Museum.] - -The _De Witt Clinton_ was never completely satisfactory, and after -infrequent use in 1831 and 1832 it was disassembled and disposed of -piece by piece. Some of the parts were listed as sold on April 20, 1835, -others on September 13 and October 29, 1836. A total of $485 was -realized from the various sales. - -In 1891, a wheel said to have been one of the wheels of the original _De -Witt Clinton_, was deposited in the National Museum (USNM 180947) by -William Buchanan, at that time superintendent of motive power of the New -York Central and Hudson River Railroad Co. The all-metal wheel (figure -24) contains 14 round, 1-inch-diameter spokes staggered around the hub, -and is 52½ inches in diameter. The flanged metal tire is missing from -the rim, which is 4⅛ inches wide, but its presence would undoubtedly -bring the overall diameter of the wheel up to 54 inches. - - [Illustration: Figure 25.—Full sized operable replica of _De Witt - Clinton_, built in 1893 by New York Central and Hudson River - Railroad Co., at World’s Columbian Exposition, in Chicago, in 1893.] - - [Illustration: Figure 26.—Replica of _De Witt Clinton_ photographed - during an appearance in 1921.] - -This wheel, or an identical one, was used in the very early 1890’s by -the New York Central and Hudson River Railroad Co. as a guide in their -construction of the full sized operable replica of the _De Witt Clinton_ -locomotive, tender, and cars, first shown at the World’s Columbian -Exposition at Chicago in 1893 (figure 25). The replica, constructed from -the original plans of 1831, was made at the railroad’s shops at West -Albany, N. Y. During the past 60 years the replica has undergone a -number of repair operations, but it remains authentic. It has been -exhibited on many occasions (figure 26). - -Since the 1893 unveiling of the replica of the train at Chicago, it has -been displayed at the Louisiana Purchase Exposition at St. Louis in -1904, the Fair of the Iron Horse (figure 27), the Chicago World’s Fair -in 1933 and 1934, the New York World’s Fair in 1939 and 1940, the -Chicago Railroad Fair in 1948 and 1949, and on many other occasions. For -years the train was exhibited on a balcony within New York City’s Grand -Central Terminal, but since 1935 it has been on loan from the New York -Central System to the Henry Ford Museum at Dearborn. - -An exquisitely made nonoperable model of the _De Witt Clinton_, its -tender, and three cars, together about 3 feet long (figure 28), was made -in 1932 by Peyton L. Morgan of Lynchburg, Va., and has been since 1935 -in the collection of the National Museum (USNM 310961). - - [Illustration: Figure 27.—Replica of _De Witt Clinton_ at the Fair - of the Iron Horse in 1927.] - - [Illustration: Figure 28.—Model of _De Witt Clinton_, in National - Museum.] - - - National Museum’s John Bull - - [Illustration: Figure 29.—Pre-1900 photo of _John Bull_, oldest - complete and operable locomotive in North America, now in National - Museum.] - -Probably the most famous and historic old locomotive in the United -States today is the _John Bull_, the oldest complete and operable -locomotive in the country (figure 29). Built in England in 1831 by -Robert Stephenson & Co. of Newcastle-upon-Tyne, it was officially placed -in service on November 12, 1831, at Bordentown, N. J., on the lines of -the Camden and Amboy Rail Road and Transportation Co., now a part of the -Pennsylvania Railroad Co. In regular service until 1865, the locomotive -was given by the Pennsylvania Railroad Co. to the National Museum in -1885 (USNM 180001). It should not be confused with another -Stephenson-built locomotive of the same name, built for the Mohawk and -Hudson Rail Road Co. at the same time but no longer in existence. - -The Camden and Amboy’s _John Bull_, its first locomotive, was ordered -from Stephenson by Robert L. Stevens of New Jersey, son of the railroad -pioneer Col. John Stevens, and president of the company, who had gone to -England in October 1830 for this purpose, as well as to purchase iron -rails of his design for the track of the new railroad. - -The locomotive was completed early in the summer of 1831 and was shipped -from Liverpool on the ship _Allegheny_, which sailed for Philadelphia on -July 14. It had been disassembled for shipping, as were most of the -early locomotives, and it is interesting to note that the freight charge -was only £19, or a little under $100. The total cost of the locomotive, -incidentally, was £784 7s. 0d., or a little under $4,000. - -The engine arrived at Philadelphia about the middle of August, and was -then transshipped by sloop to Bordentown, near Trenton, whence a few -miles of rail were soon to head northeastward toward South Amboy. The -mechanics who assembled the locomotive found it a mysterious and -completely unfamiliar device. After considerable experimentation the -task was successfully accomplished under the leadership of Isaac Dripps, -a local youth who later rose to a position of importance in the -Pennsylvania Railroad. - -In its first test the locomotive was fired up to 30 pounds steam -pressure, and Dripps, with Stevens by his side, opened the throttle of -the first locomotive of what was to become part of the Pennsylvania -Railroad Co. The engine was disassembled for a few minor modifications -shortly after this trial, and a few weeks later, on November 12, the -official first trip was made. - -The _John Bull_ as it appeared when first placed in service in 1831 was -described in detail by J. Elfreth Watkins in his “Camden and Amboy -Railroad,” published in 1891. He wrote: - - The engine originally weighed about ten tons. The boiler was thirteen - feet long and three feet six inches in diameter. The cylinders were - nine inches by twenty inches. There were four driving wheels four feet - six inches in diameter, arranged with outside cranks for connecting - parallel rods, but owing to the sharp curves on the road these rods - were never used. The driving wheels were made with cast-iron hubs and - wooden (locust) spokes and felloes. The tires were of wrought iron, - three-quarters of an inch thick, the tread being five inches and the - depth of flange one and a-half inches. The gauge was originally five - feet from center to center of rails. The boiler was composed of - sixty-two flues seven feet six inches long, two inches in diameter; - the furnace was three feet seven inches long and three feet two inches - high, for burning wood. The steam ports were one and one-eighth inches - by six and a-half inches; the exhaust ports one and one-eighth by six - and a-half inches; grate surface, ten feet eight inches; fire-box - surface, thirty-six feet; flue surface, two hundred and thirteen feet; - weight, without fuel or water, twenty-two thousand four hundred and - twenty-five pounds. - - After the valves were in gear and the engine in motion, two levers on - the engineman’s side moved back and forth continuously. When it was - necessary to put the locomotive on the turn-table, enginemen who were - skilled in the handling of the engines first put the valves out of - gear by turning the handle down, and then worked the levers by hand, - thus moving the valves to the proper position and stopping the engine - at the exact point desired. - - The reversing gear was a very complicated affair. The two eccentrics - were secured to a sleeve or barrel, which fitted loosely on the - crank-shaft, between the two cranks, so as to turn freely. A treadle - was used to change the position of this loose eccentric sleeve on the - shaft of the driving wheel (moving it to the right or left) when it - was necessary to reverse. Two carriers were secured firmly to the body - of this shaft (one on each side of the eccentrics); one carrier worked - the engine ahead, the other back. The small handle on the right side - of the boiler was used to lift the eccentric-rod (which passed forward - to the rock shaft on the forward part of the engine) off the pin, and - thus put the valves out of gear before it was possible to shift the - sleeve and reverse the engine. - - As no tender came with the locomotive, one was improvised from a - four-wheel flat car that had been used on construction work, which was - soon equipped to carry water and wood. The water tank consisted of a - large whiskey cask which was procured from a Bordentown storekeeper, - and this was securely fastened on the center of this four-wheeled car. - A hole was bored up through the car into the barrel and into it a - piece of two-inch tin pipe was fastened, projecting below the platform - of the car. It now became necessary to devise some plan to get the - water from the tank to the pump and into the boiler around the turns - under the cars, and as a series of rigid sections of pipe was not - practicable, young Dripps procured four sections of hose two feet - long, which he had made out of shoe leather by a Bordentown shoemaker. - These were attached to the pipes and securely fastened by bands of - waxed thread. The hogshead was filled with water, a supply of wood for - fuel was obtained, and the engine and tender were ready for work. - -The distance between the two main axles on the locomotive is just 5 -feet, and the gauge is 56½ inches. The overall length of the locomotive, -including the pilot, is 25 feet; of the tender, 12 feet. - -Watkins has given the cylinder bore as 9 inches, a figure also used by -C. F. Dendy Marshall in his “Two Essays in Early Locomotive History,” -and by J. G. H. Warren in his “A Century of Locomotive Building,” both -excellent publications. In fact, however, the cylinder bore of the _John -Bull_ was recently measured and found to be 11 inches. The stroke of 20 -inches as cited by all is correct. - - [Illustration: Figure 30.—Another pre-1900 view of _John Bull_, - which was built in England by Stephenson in 1831.] - -Many changes, some minor and some major, were incorporated in the _John -Bull_ during the next few years. The most noticeable was the addition of -a 2-wheeled pilot, suggested in 1832 by Robert L. Stevens to guide the -locomotive around the sharp curves common in the tracks of that era. In -order to attach the pilot to the front axle, the outside rods and cranks -connecting the front and back axles had to be permanently removed, thus -reducing the number of drivers from four to two. The _John Bull_ has -ever since been driven by only the two rear wheels (figure 30). The -wheels of the pilot are 29 inches in diameter. - -Another early permanent change was the replacement of the wooden-spoked -wheels with those of cast iron. The old wooden carriage-type wheels -could not stand up under service in America, where sharp curves in the -tracks prevailed. A wheel, said to be one of the originals (figure 31) -but lacking the flanged metal tire, was presented to the National Museum -(USNM 181194) by the Pennsylvania Railroad Co. in 1894. An inch or so -less in diameter than 54 inches, the wheel would certainly be of the -original size if the tire were in place. The 14 spokes and the felloe -are of wood. Metal bands, similar to the crank rings of the _America_ -(now affixed to the reconstructed wheels of the restored _Stourbridge -Lion_, see p. 20), are included in the construction of this old wheel of -the _John Bull_. - - [Illustration: Figure 31.—Original wooden-spoked wheel of _John - Bull_, in National Museum.] - -Whether or not it is one of the original wheels applied to the -locomotive by Stephenson can not at this time be definitely proved. -Possibly it is an early wooden-spoked wheel built and tried by the -Camden and Amboy prior to the adoption of the all-metal wheels now on -the locomotive. Another similar wheel, until recently located in the -Pennsylvania’s library in its Suburban Station Building in Philadelphia, -is now in storage. These two wheels were included in that railroad’s -exhibit at the World’s Columbian Exposition in 1893. - -Among the many other changes to the _John Bull_ were the addition of a -bell, a whistle, and a headlight, as well as a dial-type steam pressure -gauge (figure 32), and the relocation of the axle springs, the water -cocks, the safety valve, and the steam dome. At one time a cab was -installed at the rear of the locomotive, and an 8-wheeled tender was in -use (figure 33). - -The tender as seen today is basically original, but much of the woodwork -was in such poor repair that it was completely disassembled in 1910 and -stored, the rotted pieces of wood being discarded. In 1930 the tender -was completely restored at the Altoona shops of the Pennsylvania -Railroad Co., and since that time has been exhibited constantly with the -locomotive. - - [Illustration: Figure 32.—_John Bull_ on display in National Museum. - Note controls and modern steam pressure gauge.] - -Prior to its presentation to the National Museum, the _John Bull_ had -appeared at the Centennial Exhibition at Philadelphia in 1876, and at -the Exposition of Railway Appliances at Chicago in 1883. In early 1893, -the locomotive and tender were taken from Washington to New York City, -and on April 17 proceeded under steam, pulling two old cars of the -period of 1836 (figure 34), to the World’s Columbian Exposition at -Chicago. It arrived without mishap on April 22 after having covered 912 -miles. The locomotive and tender were returned to the Museum in December -1893 after having made daily demonstration runs at the exposition. They -returned to Washington under steam via Pittsburgh, Altoona, Harrisburg, -and Baltimore. The next time the locomotive left the Museum’s confines -was for a brief sojourn at the Fair of the Iron Horse in 1927 (figure -35). More recently it appeared at the Chicago World’s Fair in 1933 and -the New York World’s Fair in 1939 and 1940. - -In early 1940, a full sized operable replica of the _John Bull_ -locomotive (figure 36) was made at the Altoona shops of the Pennsylvania -Railroad Co. The cylinder dimensions of 11 by 20 inches were apparently -known by the shops at that time, as the drawings made then for use in -building the replica show the bore and stroke to be 10⅞ by 20 inches. -Perhaps the bore of the original locomotive was also 10⅞ inches in 1831, -and was increased to 11 inches through many years of wear. However, the -figure of 9 inches for the bore, so often used in the past, is -definitely incorrect. - - [Illustration: Figure 33.—As this early photo shows, the _John Bull_ - toward the end of its active career had a cab and large smokestack, - and an 8-wheeled tender was used.] - - [Illustration: Figure 34.—_John Bull_, with train of 1836-period - cars, en route to World’s Columbian Exposition at Chicago in 1893.] - - [Illustration: Figure 35.—Original _John Bull_, with replica of - tender built in 1927, at the Fair of the Iron Horse, October 5, - 1927.] - - [Illustration: Figure 36.—Full sized operable replica of _John - Bull_, built in 1940 by Pennsylvania Railroad Co.] - - [Illustration: Figure 37.—Model of _John Bull_ and tender, in - National Museum, showing appearance of original 1831 design. Note - side rod connecting the two axles.] - -Earlier, in 1927, a full sized replica of the tender had been -constructed at Altoona. This replica of the tender appeared with the -original locomotive at the Fair of the Iron Horse in 1927, but since -1930 the restored original tender has always appeared with the original -locomotive. In 1940, the replica of the locomotive, accompanied by the -replica of the tender, appeared at the New York World’s Fair as a moving -exhibit, while the original locomotive and tender appeared there as a -stationary exhibit. The replica again appeared at the Chicago Railroad -Fair in both 1948 and 1949. When not on exhibition, the replica is -usually stored at the Pennsylvania’s enginehouse at Northumberland, Pa. - -A small, nonoperable model of the _John Bull_ and its tender (figure -37), with two of the cars of the 1831 period, together about 6½ feet -long, was made in the National Museum by C. R. Luscombe about 1900, and -is included in the Museum’s collection (USNM 233510). The units are -represented as the originals appeared in 1831, without the pilot on the -locomotive, and without the sides and top on the tender. - - - Three Grasshoppers - -As a result of the success of Phineas Davis’ _York_ on the Baltimore and -Ohio (see p. 24), about 18 more small locomotives with vertical boilers -were built for the B & O between 1832 and 1837, the first few by -Davis[2] and his partner Israel Gartner,[3] several by Charles Reeder, -and the remainder by George Gillingham and Ross Winans. These machines, -with their vertical cylinders and their walking beams, earned the name -“grasshopper” because of their peculiar appearance when under way. - -Of the many “grasshoppers” constructed, three have survived. The -earliest, the _John Quincy Adams_, was built in July 1835 and is now -exhibited in Carillon Park at Dayton, Ohio, where it has been for -several years, the gift of the Baltimore and Ohio. The remaining two, -the _Andrew Jackson_ and the _John Hancock_, were built in 1836 and are -now housed in the B & O Museum at Baltimore. - -The history of these three locomotives is somewhat complicated. All were -in use at the Mount Clare station in Baltimore as recently as 1892, then -serving as switching engines. At that time, with a fourth, the _Martin -Van Buren_ of 1836, they were retired from active service so they could -be modified for the exhibit the B & O was planning for the following -year at the World’s Columbian Exposition. - -As it was the desire of the B & O to show in this exhibit some earlier -“grasshoppers,” the _Andrew Jackson_ (figure 38) was altered to resemble -the first “grasshopper” built, Davis’ _Atlantic_ of 1832 (figure 39); -while the _John Quincy Adams_ was rebuilt to resemble the _Traveller_ -(originally named the _Indian Chief_) of 1833. - -The _John Hancock_, unaltered, was merely renamed the _Thomas Jefferson_ -(figure 40), a “grasshopper” of 1835. Why the _John Quincy Adams_, -itself built in 1835, was not used for this purpose under its original -name, is not now understood. (The _Martin Van Buren_, now no longer in -existence, was altered considerably at that time to resemble the -_Mazeppa_, a so-called “crab” engine of 1838.) - - [Illustration: Figure 38.—_Andrew Jackson_, bearing number “7,” in a - photo taken between 1850 and January 1, 1884, at which time it was - renumbered “2.” Note tender.] - - [Illustration: Figure 39.—_Andrew Jackson_, as remodeled to resemble - _Atlantic_, with Charles B. Chaney at throttle—a photo taken at B & - O Mount Clare shops, July 7, 1912. Note wooden barrel used as water - tank.] - -The original _Andrew Jackson_, ever since called the _Atlantic_ (figure -41), has appeared at many railroad pageants throughout the East (figure -42); in 1935 and 1936 it was on exhibit in the National Museum (figure -43). The _John Hancock_, on the other hand, was recently given back its -original name (figure 44) after having carried the incorrect appellation -_Thomas Jefferson_ for about 60 years. Many railroad historians of -recent times have apparently not been aware of the name-switching -involving these two locomotives, which are now part of the permanent -collection in the B & O Museum. - - [Illustration: Figure 40.—_John Hancock_, bearing name _Thomas - Jefferson_, at the Fair of the Iron Horse, September 30, 1927. When - first placed in service, “grasshoppers” did not use metal water - tanks.] - - [Illustration: Figure 41.—Recent photo of so-called _Atlantic_. Note - absence of side rod that originally connected the two axles.] - - [Illustration: Figure 42.—So-called _Atlantic_ in 1935, with modern - reproductions of the famous Imlay passenger coaches used on B & O in - the 1830’s.] - - [Illustration: Figure 43.—So-called _Atlantic_ on exhibition in - National Museum hall of transportation, in 1935.] - - [Illustration: Figure 44.—_John Hancock_ photographed during a - recent appearance.] - - [Illustration: Figure 45.—_John Quincy Adams_ as restored for - exhibition at Dayton, Ohio. This is the oldest complete - American-built locomotive in existence. Metal water tank is not - original.] - -The _John Quincy Adams_ (figure 45), recently restored and repainted and -no longer referred to as the _Traveller_, is the oldest complete -American-built locomotive in existence. - -These “grasshoppers” burned anthracite, as did the _York_. The cylinders -of the newer two of the survivors have a 22-inch stroke and a 12½-inch -bore (according to the 10th annual report of the B & O, for 1836, p. 22) -and originally operated on a steam pressure of 50 pounds per square -inch. With their thoroughly overhauled boilers, they now operate on 75. -The bore of the _John Quincy Adams_ is slightly smaller, 12¼ inches -(according to the 9th annual report of the B & O, for 1835, p. 24), -unless it has been increased by wear or replacement. - -The wheelbase of each “grasshopper” is 49 inches, and the weight was -originally about 8½ tons. The wheels, modern replacements, are about 34 -inches in diameter but the original ones were several inches larger. All -four wheels of each are (or were) connected by gearing and rods to the -two cylinders. In converting the _Andrew Jackson_ to represent the -_Atlantic_, however, the side rods were removed so that only its rear -wheels now serve as drivers, as did those of the original _Atlantic_. - -It is of interest that at least one other “grasshopper” locomotive was -built by Gillingham and Winans, but not for the B & O. Named the -_Columbus_, this generally little known example was made in 1836 for the -Leipzig to Dresden Railroad in Germany, and quite probably was the first -American locomotive ever built for export. A description and -illustration of it are found in the German publication “Hundert Jahre -deutsche Eisenbahnen,” published in 1935. - - - Two Midwestern Locomotives - -Among the early locomotives that have survived is the _Pioneer_ (figure -46), the first to have steamed out of Chicago, this having occurred on -October 25, 1848, at the opening of the Galena and Chicago Union Rail -Road. Built early in 1836, the _Pioneer_ was the 37th constructed by -Matthias W. Baldwin and is the oldest Baldwin locomotive now in -existence. - -It was originally sold to the Utica and Schenectady Rail Road, in New -York’s Mohawk Valley, and was their locomotive _No. 7_. Later it was -sold to the Michigan Central Railroad, by whom it was reportedly renamed -the _Alert_, a name that is open to question. From the latter road the -Galena and Chicago Union obtained it in 1848. - -In order to get the locomotive to Chicago, it had to be shipped by boat -across Lake Michigan from Michigan City, Ind., and hauled by teams to -the tracks. The little Baldwin locomotive at this time was given the -name _Pioneer_. Its new owner, the Galena and Chicago Union, later, in -1864, was merged into the then 5-year-old Chicago and North Western -Railway Co. - - [Illustration: Figure 46.—Chicago and North Western’s _Pioneer_, - built in 1836 and oldest Baldwin locomotive in existence, as - repainted for Chicago Railroad Fair of 1948.] - - [Illustration: Figure 47.—Earliest known photo of _Pioneer_, showing - it at work in bridge construction at Rockford, Ill., in 1869.] - -The _Pioneer_ had a full and active life, for it was in operation 12 -years prior to its acquisition by the Galena road and 26 years after -(figure 47). It was at one time temporarily lent to the new Chicago, -Burlington and Quincy line, until that company was able to buy an engine -of its own, and was finally retired by the Chicago and North Western in -1874. - -The _Pioneer_ is a typical Baldwin design of the period. A wood burner, -it weighs 10 tons, has slightly inclined cylinders 11 by 18 inches in -size, one pair of 54-inch driving wheels at the rear, and a 4-wheeled -swiveling truck at the front. The cylinder bore was originally 10 -inches, but in 1872 the Chicago and North Western changed it to the -present slightly larger dimension. - -While owned by the Michigan Central, it had been altered in several -ways, the principal change being in the valve motion. The locomotive -originally had a single fixed eccentric for each cylinder, with two arms -extending backward. These arms were fitted with drop hooks to engage -with a pin on a rocker arm that actuated the valve rod. The new motion, -installed by the Michigan Central, uses double eccentrics with V-hooks -for each cylinder. The cab and the cowcatcher, not applied to the -locomotive when it was constructed in 1836, are of a slightly later -period according to an article in “Baldwin Locomotives” (vol. 10, No. 2, -October 1931, pp. 3, 4). - -In common with many of the other surviving old locomotives, the -_Pioneer_ has been on exhibition at many places, including the -Exposition of Railway Appliances at Chicago in 1883, the World’s -Columbian Exposition held there 10 years later, the Louisiana Purchase -Exposition at St. Louis in 1904, the Chicago World’s Fair 30 years -later, and the Chicago Railroad Fair in 1948 and 1949. At the latter -fair it operated under its own power every day each summer, requiring -only the replacement of the old boiler flues with new ones of sturdier -construction to make it again serviceable. In recent years it has been -exhibited at the Museum of Science and Industry at Chicago, but is now -stored in that city in one of the shops of the Chicago and North -Western. - -Not a great deal is known of the early history of the _Mississippi_ -(figure 48), which is now exhibited at the Museum of Science and -Industry at Chicago. Originally it was used on a pioneering railroad -operating east out of Natchez in the late 1830’s. Some writers have -contended that it was imported from England. Others, including Angus -Sinclair, the railroad historian, have stated that it was probably built -by the New York firm of H. R. Dunham and Co. - - [Illustration: Figure 48.—_Mississippi_, probably built in the - 1830’s, with tender of a later period. Photo may have been taken - after locomotive was rebuilt for exhibition at World’s Columbian - Exposition at Chicago, in 1893.] - -The _Mississippi_, however, has none of the characteristics of English -locomotives of its period, and it is well known that a representative of -Dunham took several locomotives from New York to Natchez in late 1836. -It is most probable that the _Mississippi_ is a Dunham-built locomotive -of the middle 1830’s. - -Its first recorded service began in April 1837, between Natchez and -Hamburg, Miss., a distance of about 19 miles. A violent storm lashed -Natchez on May 7, 1840, and destroyed considerable railroad property. -From this and subsequent financial blows the little railroad shortly -succumbed, and the _Mississippi_ passed to other owners. Among these -were the Grand Gulf and Port Gibson Railroad, the Mississippi Valley and -Ship Island Railroad, and the Meridian, Brookhaven and Natchez Railroad. -The latter road was acquired in 1891 by the Illinois Central Railroad -Co. - -In the spring of 1893 the locomotive was rebuilt at the McComb, Miss., -shops of the Illinois Central and then was taken under its own power -from McComb to Chicago, a distance of 815 miles. There it was exhibited -at the World’s Columbian Exposition. It has since been seen in many -places, including the old Field Museum at Chicago, the Louisiana -Purchase Exposition in 1904, the Semicentennial of Wheeling, W. Va., -held in June 1913, and the Chicago World’s Fair in 1933 and 1934. The -tender usually seen with the locomotive and marked “Natchez & Hamburg R. -R.” is not the original one, but is of a considerably later period. - -The _Mississippi_ is a wood burner, weighs 7 tons, has wheels 43 inches -in diameter, and, according to Sinclair, has cylinders with a bore and -stroke of 9½ and 16 inches. Its tractive force is said to be 4,821 -pounds. - - - A One-Armed Billy - - [Illustration: Figure 49.—Full sized operable replica of - _Lafayette_, built in 1927 by Baltimore and Ohio Railroad Co.] - -An operable replica (figure 49) of another locomotive of the same period -also exists. The _Lafayette_, built in 1837 by William Norris of -Philadelphia, was the first Baltimore and Ohio locomotive to have either -a horizontal boiler or six wheels. As B & O _No. 13_, with a 4-2-0 wheel -arrangement, it represented the first stage of the transition from the -old 4-wheeled vertical-boiler types. It was the first of a group of -eight ordered from Norris and was placed on the road in April 1837. - -According to the railroad historian J. Snowden Bell, these locomotives -were known as “one-armed Billys,” a term derived from the name of the -builder and the single connecting rod on each side. Some of them were in -service with light local passenger trains as late as 1857, but by 1839 -it had been realized that they could not meet the rapidly increasing -requirements of the expanding B & O railroad system. As a result, only -the eight “one-armed Billys” were bought by the company, and as early as -September 1839 the road introduced on its lines the more advanced 4-4-0, -or American-type locomotive—the second stage of transition from the old -“grasshoppers” and “crabs.” - -The replica of the _Lafayette_ has one pair of 42-inch driving wheels, -and a leading truck with four 29-inch wheels, although the diameters of -the wheels of the original were 48 inches and 30 inches, respectively. -It looks somewhat like the Chicago and North Western’s Baldwin-built -_Pioneer_, but whereas it was Baldwin’s practice to locate the driving -axle behind the firebox, the Norris engine had it located ahead. This -feature gave the Norris 4-2-0’s greater adhesion and tractive force. The -_Lafayette_ replica, with a wheelbase of 112¾ inches and a weight of -29,200 pounds, has a tractive force of 2,323 pounds. Its cylinders have -a 9-inch bore and an 18-inch stroke, and it operates on a steam pressure -of 90 pounds per square inch. - -The replica was built in 1927 for the Fair of the Iron Horse and later -appeared at the Chicago World’s Fair in 1933 and 1934, the New York -World’s Fair in 1939 and 1940, and the Chicago Railroad Fair in 1948 and -1949. It has also been taken several times to the west coast, where it -has been used in the filming of motion pictures. In the fall of 1955 it -was used in northern Georgia in a film based on the story of the famous -Civil War locomotive _General_ (see p. 84). - -For many years the replica carried the nameplate _William Galloway_, -this name having been given it shortly after it was built, to honor a -famous early locomotive engineer of the Baltimore and Ohio. Today, -bearing the correct nameplate, the _Lafayette_ is usually to be seen at -the B & O Museum in Baltimore. - - - A Rocket in America - - [Illustration: Figure 50.—_Rocket_, built in 1838 by Braithwaite of - London, England, and used by the Philadelphia and Reading Railroad - until 1879. Photo was made about 1900.] - -The second oldest of the three complete British locomotives of the -1825-1849 period extant in North America is the _Rocket_ (figure 50), -built in early 1838 for the Philadelphia and Reading Rail Road Co. by -Braithwaite[4] of London. It was the first of eight Braithwaite -locomotives purchased by that railroad between 1838 and 1841. - -The _Rocket_ was the third of the Reading’s locomotives, having been -preceded by the Baldwin-built _Neversink_ in August 1836 and the -Winans-built _Delaware_ in January 1838. It was delivered at -Philadelphia by boat in March 1838, and was then carried up the -Schuylkill Canal to the foot of Penn Street in Reading. From there it -was hauled by team to the terminus of the Reading-to-Pottstown line at -Seventh and Penn Streets, where it participated in the opening of this -portion of the road in May 1838. It was first used in passenger service -in July 1838, but in 1845, as the need grew for heavier motive power, it -was relegated to the Construction and Roadway Department, where it -remained in service until 1865. Next used for a short time to move and -assort cars at Reading, it was finally transferred to the wharves at -Port Richmond, Philadelphia, where it worked until retirement in March -1879, covering during its career some 310,164 miles. - - [Illustration: Figure 51.—Photo, taken about 1887, of _Rocket_ as it - appeared during final stages of its life as _P & R locomotive No. - 1_. Note absence of builder’s plate.] - -The _Rocket_ was constructed as a wood burner, but in 1862 was modified -to burn anthracite coal. At that time it was also converted into a tank -locomotive, a cab was added, and, it is now thought, the original wheels -were replaced by the standard Philadelphia and Reading wheels shown in -figure 51. Its present wheels, undoubtedly installed when the locomotive -was refurbished in 1893, are 49½ inches in diameter and contain 20 round -metal spokes staggered around the hub. Published descriptions of the -_Rocket_ refer to 41¾-inch wheels, but this figure probably applies to -an earlier set, possibly that installed in 1862. The _Rocket_ was -formerly driven by all four wheels, but today only the rear two wheels -are drivers. - -The cylinders of the locomotive, which are inside, have a 10½-inch bore -and a 16-inch stroke. The wheelbase is 58 inches and the weight was -originally 8.4 tons. This was raised during the 1862 rebuilding to 11.8 -tons. The gauge is standard—56½ inches. The present smokestack is not -original, and a headlight was not installed until recent years. The tank -and cab added in 1862, as well as the bell, were removed at the time of -the refurbishment. - -After its retirement in 1879, the _Rocket_ stood neglected at Reading -until it was placed in condition for exhibition and permanent -preservation at the time of the World’s Columbian Exposition in 1893. It -was exhibited in 1904 at St. Louis, and then was housed for many years -in the Reading’s Columbia Avenue station in Philadelphia. It appeared at -the Fair of the Iron Horse in 1927 (figure 52), after which it was taken -to the Reading Terminal in Philadelphia. In October 1933 the _Rocket_ -was lent to The Franklin Institute in Philadelphia, where it has since -remained on exhibition. - - [Illustration: Figure 52.—_Rocket_ at the Fair of the Iron Horse, - October 7, 1927. Note shortened smokestack.] - - - A Canadian Relic - - [Illustration: Figure 53.—Photo of _Samson_, built in England in - 1838 by Hackworth, taken in Nova Scotia by a New Glasgow - photographer some time before 1890. Observe chairs provided for - engineer.] - -The third and last of the three complete British locomotives of the -1825-1849 period remaining in North America is also the only extant -locomotive of the period on this continent located outside the United -States.[5] - -The _Samson_ (figure 53) was built by Timothy Hackworth at New Shildon, -Durham, England, in the summer of 1838, at a cost of about $10,000, for -the General Mining Association of Nova Scotia. (Despite statements that -the _Albion_, also preserved in Nova Scotia, was built by Hackworth -before 1840, it was actually built by Rayne and Burn in Newcastle in -1854.) - -The _Samson_ was not, as has so often been claimed, the first locomotive -in Canada. It had been preceded in 1836 by the Stephenson-built -_Dorchester_ employed on the Champlain and St. Lawrence Railroad, -running between St. Johns and Laprairie, south of Montreal. The -_Dorchester_ exploded and was demolished near Joliette in 1864. Also -antedating the _Samson_ was the _Jason C. Pierce_, built in 1837 by -William Norris for the same railroad, and destroyed in a fire in about -1890. - -The _Samson_ was one of three identical Hackworth locomotives built for -the General Mining Association, whose railroad was known unofficially as -the Albion Mines Railway, and the South Pictou Railroad. Each had an -0-6-0 wheel arrangement, 56½-inch gauge, 48-inch cast iron plate wheels, -and vertical cylinders with a bore and stroke of 15¼ and 18 inches. Each -weighed 17 tons. The other two, the _John Buddle_ and the _Hercules_, -were scrapped in 1885 and 1892, respectively. - - [Illustration: Figure 54.—_Samson_ at Chicago in 1883, during - Exposition of Railway Appliances. George Davidson, long its - engineer, stands at controls on right.] - -The _Samson_ made a trial run in December 1838, and was put into regular -service on September 19, 1839, hauling cars of coal from the Albion -mines at Stellarton to the harbor at Pictou, a distance of about 6 -miles. According to one early report, a train of 30 coal cars, weighing -3 tons each, was the usual load pulled to the harbor. The _Samson_ made -about 3 round trips a day at a speed of a little less than 10 miles an -hour. This same report states that up to 1856 the locomotive operated on -a steam pressure of 70 pounds per square inch, and thereafter, until it -was taken out of service in the early 1880’s, on 45 pounds. - -The locomotive was operated in an unusual manner. The engineer was -stationed at one end, adjacent to the cylinders and driving gear, while -the fireman was located at the other end, from which the boiler was -fired. - -The boiler is about 13 feet long and 4 feet in diameter, and has a large -U-shaped return flue. The cylinders are mounted vertically at the rear, -and the piston rods are guided by Watt’s parallel motion instead of the -usual cross heads and slide bars. The engine has no frame, the axle -bearings being bolted to brackets riveted to the under side of the -boiler. Only the front and middle axle bearings are fitted with springs. - -In the course of its working career, the _Samson_ traveled considerably. -In addition to having been brought across the Atlantic, the old -locomotive was brought to Chicago in 1883 for display at the Exposition -of Railway Appliances (figure 54). There it was accompanied by George -Davidson, long its engineer and said to have come with it to Nova Scotia -from England. - - [Illustration: Figure 55.—_Samson_, with an original passenger car - of 1840, at the Fair of the Iron Horse, September 30, 1927.] - -Ten years later, in 1893, it was again brought to Chicago, this time to -be exhibited at the World’s Columbian Exposition. At the conclusion of -the exposition the _Samson_, and the _Albion_ that had accompanied it, -were taken by the Baltimore and Ohio Railroad Co. to Baltimore for -preservation there. The B & O later included the _Samson_ (and also the -_Albion_) in the exhibition of historic locomotives at the Fair of the -Iron Horse in 1927 (figure 55). - -In June 1928, when the two old locomotives were given by the B & O to -the Province of Nova Scotia, the _Samson_ returned to the land of its -youth, only to be placed in storage in Halifax. Later, however, it was -given to the town of New Glasgow, through which it had run almost daily -in its early days, and it is now housed in a small building especially -constructed for it at the town’s railroad station. - - - The Final Decade - -In 1839 the Philadelphia locomotive building firm of Eastwick and -Harrison constructed to the order of Moncure Robinson for the -Philadelphia and Reading Rail Road Co. a noteworthy anthracite-burning -locomotive, named the _Gowan and Marx_ after an English banking firm. -This engine during trials on February 20, 1840, turned in what was for -the time an outstanding performance. It hauled from Reading to the -inclined plane on the Columbia and Philadelphia Rail Road, located -several miles from Vine and Broad Streets in Philadelphia, 101 cars of -freight, a load of 423 long tons (2,240 pounds). The total weight of -this load was 947,520 pounds not including the weight of the engine -itself and its tender. The engine, in running order, weighed 24,660 -pounds. The story of this remarkable feat is told by Joseph Harrison, -Jr., in his book, “The Locomotive Engine, and Philadelphia’s Share in -Its Early Improvements.” - -So pleased was the Philadelphia and Reading with this locomotive that -the road decided to order more of the same general style. However, as -Eastwick and Harrison shortly became involved with plans to construct -locomotives in Russia, and contemplated closing their Philadelphia -works, most of these additional locomotives were made by other builders. -A dozen or so, somewhat similar to the _Gowan and Marx_, were built in -the machine shop of a Lowell, Mass., firm named “Proprietors of Locks -and Canals on Merrimack River.” Others were built by the New Castle -Manufacturing Co. at New Castle, Del. - -At least two, however, the _Boston_ and the _J. E. Thayer_, were built -by Eastwick and Harrison, and placed in service on the Philadelphia and -Reading in September and October, respectively, of 1842. - -What is thought to be one of these now famous locomotives has survived -(figure 56). It is the earliest extant 4-4-0, or American type. Known -today as the _Peoples’ Railway No. 3_, it was obtained at fourth or -fifth hand in about 1872 by the Peoples’ Railway, which was then -establishing a line from the York Street station at Pottsville to -Minersville, Pa., a distance of about 4½ miles. Seldom used by the -Peoples’ Railway after 1883, it was obtained by the Reading Co. in the -early 1920’s when that road took over some of the rolling stock of the -Peoples’ Railway. Since October 1933 it has been on loan to The Franklin -Institute in Philadelphia, where it is exhibited with the -Braithwaite-built _Rocket_ of 1838, also owned by the Reading Co. - -The _No. 3_ has been the subject of much speculation and investigation -since it was obtained by the Reading. Its origin and the name of its -builder are not definitely known, nor is it absolutely certain for whom -it was constructed. Without question, however, it is of the period of -the early 1840’s, and is similar in appearance to the famous _Gowan and -Marx_, although of considerably longer wheelbase. - -Paul T. Warner, for many years writer and historian for the Baldwin -Locomotive Works, conducted an intensive examination of the _No. 3_, and -in January 1934 prepared a thorough paper on his findings, based on a -careful comparison of the _No. 3_ with contemporary drawings of the -various other locomotives, and on a comparison of its dimensions with -those still known of the others. - -He concluded that from the information at hand it was not possible to -state positively which, if any, of these locomotives it was, or even if -it had been built for the Philadelphia and Reading. Similar engines, he -pointed out, had also been built by Eastwick and Harrison for other -railroads in eastern Pennsylvania, among them the Beaver Meadow Rail -Road and Coal Co. and the Hazelton (sic) and Lehigh Rail Road. The _No. -3_ could easily have been built for one of these roads before falling -into the possession of the Peoples’ Railway, particularly since it is -known to have had a number of prior owners. - -It was Warner’s opinion, however, that if it had originally been a -Philadelphia and Reading engine, it was more likely to have been either -the _Boston_ or the _J. E. Thayer_ of Eastwick and Harrison rather than -a locomotive built by another firm, of which the Lowell-built -_Conestoga_ of 1842 had been considered by some to be the chief -possibility. - -At first glance the _No. 3_ appears much more modern than its actual -age, but this is mainly because it has the 4-4-0 wheel arrangement with -which people today are more familiar. The cab, not original, is of a -design similar to that used on the _Pawnee_ class of engines first built -at the Reading shops in 1852. Also not original are the headlight, the -sandboxes, and the truck wheels. Sandboxes worked from the cab were not -used in this country prior to 1846; the truck wheels, 30 inches in -diameter, are of cast iron, manufactured by A. Whitney & Sons of -Philadelphia, whose wheel foundry was established in 1846. The -smokestack has obviously been altered, if not replaced entirely. - -The _No. 3_, now an anthracite-burning locomotive, is thought to have -been originally a wood burner. The firebox is of the Bury type, which -was in common use up to 1850. - -The four driving wheels of the _No. 3_ are 42½ inches in diameter, the -extreme wheelbase is 178 inches, and the distance between the two -driving axles is 55½ inches. The inclined cylinders are connected by -long rods to the rear drivers. The exact cylinder bore, which had not -been known for many years, was measured in October 1954 by -representatives of the Reading Co. and found to be 12¾ inches. The -stroke is 18 inches. - -The type of reversing mechanism designed by Andrew M. Eastwick in 1835 -is thought to have been originally applied, and it is also thought that -the original steam chests are still on the locomotive. The old valve -gear has been replaced by a double-eccentric motion, the two eccentric -rods being respectively attached to the top and bottom of a straight -link. When the new motion was applied, the old reversing blocks were -removed from the steam chests and discarded, the new valves being placed -directly on the valve seats. This made it necessary to use only the -lower stuffing boxes for the valve rods, and so the upper openings were -permanently closed by suitable fittings. There are but two positions for -the reverse lever, as was the case with the original valve gear, and the -valves are always worked full stroke. - -The absence of definitive facts concerning the early history of the _No. -3_ is challenging, and it would add much to railroad history if in the -near future the complete story could be developed as a result of further -study of the locomotive itself, and of the written records. - -Of the many hundreds of locomotives built by Holmes Hinkley, the only -one extant is the interesting old _Lion_ (figure 57), built in 1846 in -Boston at the Hinkley and Drury plant. It is not Hinkley’s first -locomotive, as has often been said, nor is it his first _Lion_, as his -22d locomotive, built in 1844 for the Nashua and Lowell Railroad, also -bore that name. - - [Illustration: Figure 56.—Controversial _Peoples’ Railway No. 3_, - built in the 1840’s, as it appeared in 1923.] - -The second _Lion_, now preserved in the Crosby Mechanical Laboratory at -the University of Maine at Orono, Maine, was built for the Machiasport -Railroad (later called the Whitneyville and Machiasport Railroad) -running between the towns of Whitneyville and Machiasport in Maine. -Strictly a lumber road about 7½ miles long, it was abandoned in the -early 1890’s when lumber became scarce in that region. The _Lion_ and a -similar but slightly older Hinkley locomotive, the _Tiger_, fell into -disuse, and were subsequently sold as junk to Thomas Towle of Portland. -What happened to the _Tiger_ is today not known, but quite probably it -was broken up for scrap. - -Alderman E. E. Rounds of Portland succeeded in raising funds to acquire -the _Lion_ for exhibition in the Fourth of July parade held in Portland -in 1898. It then remained in Portland on city property until 1905 when, -through the efforts of Alderman Rounds, the President and alumni of the -University of Maine, and friends of the University, it was shipped to -the University to be preserved as a museum piece. Once on the campus it -was stored in various places and received little attention, until it was -moved in 1929 to the then newly completed Crosby Mechanical Laboratory. - - [Illustration: Figure 57.—_Lion_, built in 1846 by Holmes Hinkley of - Boston, as it appeared in what is probably the Portland, Maine, - junkyard from which it was rescued in 1898.] - -As the result of a study made in the fall of 1929, some missing parts of -the _Lion_ were replaced, and it was restored to the point where it can -now be operated on compressed air. Today the locomotive, jacked up so -that its four wheels can be made to operate, is a valued relic at the -University of Maine (figure 58). - - [Illustration: Figure 58.—_Lion_ as now exhibited at University of - Maine.] - -It has been stated that the _Lion_ cost $2,700, exclusive of the tender. -The bore and stroke of its cylinders are 9¼ inches and 17 inches, -respectively, and the diameter of the four wheels is approximately 42½ -inches. The gauge is standard, 56½ inches. The locomotive alone weighs 9 -tons. - -The final survivor of this group of early locomotives is the _Memnon_ -(figure 59), built for the Baltimore and Ohio in 1848 by the New Castle -Manufacturing Co., New Castle, Del., under subcontract to Matthias W. -Baldwin. It is one of a small group of similar freight engines built by -Baldwin, who won the contract as a result of his bid in reply to a B & O -advertisement in the “American Railroad Journal” of October 1847. - -The design of the _Memnon_ class of locomotives followed closely that of -the _Dragon_, a slightly smaller locomotive built by Baldwin in late -1847 and placed on the road in January 1848. All had an 0-8-0 wheel -arrangement, and were intended for heavy-duty work with freight trains. -The general design of these locomotives had been originated by Baldwin -in 1846 in an order of freight engines built by him for the Philadelphia -and Reading. - -The _Memnon_ type of engine had four coupled driving wheels on each -side, and early reports give their diameter as 43 inches. Today’s -measurement of the _Memnon_ reveals the diameter of its wheels, -undoubtedly replacements, to be only 41 inches. The wheels on the two -center axles are unflanged, the better to negotiate curves of limited -radius with its wheelbase of 135 inches (in 1847 the shortest curve on -the B & O had a 400-foot radius). - -The inclined cylinders have a 17-inch bore and a 22-inch stroke, and the -valve gear is of the Gooch stationary link type. The _Memnon_ is now -operated on a steam pressure of 65 pounds per square inch, although it -originally operated on 100. - - [Illustration: Figure 59.—Recent photo of _Memnon_, built in 1848 by - New Castle Manufacturing Co.] - - [Illustration: Figure 60.—_Memnon_ as it appeared shortly after - January 1, 1884, when it had been renumbered “13.” A few years later - it was given back its original number, “57.”] - -The original specifications, as set forth in the B & O advertisement, -called for a locomotive weight not to exceed 20 tons (of 2,240 pounds). -According to J. Snowden Bell, the weight amounted to about 52,000 pounds -at first, but changes reduced it to about 47,000 pounds. It would be -interesting to know what parts, unnecessary enough to justify their -removal or so sturdy that they could be drastically lightened, were -involved in changes that reduced the total weight by 5,000 pounds. -Today, the unloaded weight of the engine and tender together is 74,700 -pounds. The tractive force is 8,580 pounds. As was true of the -Baldwin-built _Pioneer_, the cowcatcher of the _Memnon_ was not -installed originally. - -This class of locomotive, which burned bituminous coal, introduced to -the B & O the grate having a rocking bar in the center, with fingers on -each side that interlocked with projections on fixed bars in front and -behind. The rocking bar operated from the footboard. - -The _Memnon_ has appeared with other engines in the historic collection -of the Baltimore and Ohio Railroad at many expositions, fairs, and -railroad pageants. Its permanent home is now that railroad’s -transportation museum at Baltimore. Originally numbered _57_, the -_Memnon_ was renumbered _13_ on January 1, 1884 (figure 60), and when on -exhibition at St. Louis in 1904 it was incorrectly labeled _Dragon_. - -Today, however, bearing its correct name and number, it stands on the -roster as the oldest of all extant B & O freight locomotives, as well as -the last of the locomotives to have survived the first quarter-century -of railroading in North America. - - [Illustration: Uncaptioned locomotive.] - - - - - SUPPLEMENT -Models, in the National Museum, of Locomotives Not Included in This Work - - -Certain of the locomotives, locomotive parts, and models described in -the foregoing pages have been noted as being in the collection of the -United States National Museum. In addition to these, the collection of -the Museum includes 21 models of locomotives that do not fall into the -scope of this work, as the originals they represent are either no longer -in existence, are of too recent vintage, or were not used in North -America. Among them are five operable models—four steam and one -electric. - -The originals represented by many of these models were involved in -notable events in the history of railroading or mark major steps in its -progress. For these reasons, and in order to provide the reader with a -complete catalog of the locomotive collection of the United States -National Museum, a brief description of each will be given on the pages -that follow. - - - Trevithick Locomotive, 1804 - -The National Museum’s nonoperable model shown in figure 61 represents -the probable form of the first rail locomotive of Richard Trevithick, -the Cornish engineer who was one of the early advocates of the -high-pressure steam engine. The Museum’s model (USNM 180058) is about 20 -inches in length, and its flywheel is about 10 inches in diameter. It -was obtained in 1888 from its builder D. Ballauf, a model maker often -employed by the Museum. - - [Illustration: Figure 61.—Model of Trevithick locomotive, 1804.] - -Trevithick, who a few years earlier had constructed several successful -steam vehicles for use on the highways, in February 1804 completed the -construction of a machine at Pen-y-darran, near Merthyr Tydfil, -Glamorganshire, Wales, for use at the Pen-y-darran Iron Works of Samuel -Homfray. It is thought to have been the first steam locomotive ever -propelled along a railway. - -The first trip was made on Monday, February 13, 1804. Among the several -trips made by the locomotive was one of 9 miles, between Merthyr Tydfil -and Abercynon, drawing 5 cars with a load of 10 tons of iron and 70 men. -Although a satisfactory machine, and one that proved that a useful load -could be hauled through the adhesion of wheels on smooth track, it was -not long in use because of frequent breakage of the primitive railway. - -The single horizontal steam cylinder, projecting partly into the end of -the boiler, operated a crankshaft fitted with a large-diameter flywheel. -The driving wheels were coupled to the crankshaft by gearing. The bore -and stroke of the cylinder are said to have been about 8¼ and 54 inches, -respectively, and the unflanged wheels were about 45 inches in diameter. -Discharge of the exhaust steam into the chimney was utilized with this -particular locomotive, as Trevithick appreciated fully the effect it had -upon the fire. The date of this early use of exhaust steam to aid the -fire greatly antedates those claimed for later locomotive builders. - - - Trevithick Locomotive Catch-me-who-can, 1808 - -Trevithick’s next best known locomotive, his _Catch-me-who-can_, is -represented in the national collection by a 9-inch-long nonoperable -model (USNM 244889). The model (figure 62) was transferred to the Museum -from the U. S. Department of the Interior in 1906. Nothing further is -known of its origin. - -The original _Catch-me-who-can_, built for Trevithick by Hazeldine and -Rastrick of Bridgnorth, was exhibited in the summer of 1808 in London on -a small circular railway laid down on part of the ground now occupied by -Euston Square. The public was charged admission to enter a small -enclosure to view the demonstration or ride in a small car pulled by the -locomotive. - -As on his 1804 locomotive, a single cylinder projecting partly within -the end of the boiler was used, but it was vertical instead of -horizontal. The rear wheels only were driven, actuated by long, return -connecting rods attached to the ends of a wide crosshead. Because of the -necessary arrangement of the cranks on the ends of the rear axle, it was -entirely possible for the engine to stop on dead center. This was -likewise a fault of the 1804 locomotive, which had a single crank. - -The engine is said to have weighed 8 tons and to have traveled at a -speed of 12 miles an hour, but troubles with the track ultimately -brought the demonstrations to a halt. No dimensions are known today of -the original _Catch-me-who-can_, which has long since disappeared. - - [Illustration: Figure 62.—Model of Trevithick _Catch-me-who-can_, - 1808.] - - - Stephenson Locomotive Rocket, 1829 - -Probably the most famous of Robert Stephenson’s many locomotives, the -_Rocket_, winner of the Rainhill Trials in October 1829, is represented -in the Museum collection by a nonoperable model (figure 63) that, with -its tender, is a little less than 1½ feet long. The model was -transferred to the Museum (USNM 244890) from the U. S. Department of the -Interior in 1906. - -The original _Rocket_, the considerably altered remains of which now -appear on exhibition in the Science Museum at South Kensington, was -constructed by Stephenson at Newcastle-upon-Tyne to compete for the £500 -prize offered by the Liverpool and Manchester Railway. The _Rocket_ -turned out to be the only one of the five competing machines to finish -the trials. Its success was especially important because it showed -beyond doubt that steam locomotives were suitable for general railway -work, and also because they could attain speeds not previously known. -Running with a light load, it reached a speed of 29 miles an hour. - - [Illustration: Figure 63.—Model of Stephenson _Rocket_, 1829.] - -The locomotive weighed 3¼ tons empty and 4¼ tons in working order. It -had two inclined cylinders of 8-inch bore and 17-inch stroke and two -56½-inch-diameter driving wheels at the front. A tubular boiler -suggested by Henry Booth, the secretary and treasurer of the Liverpool -and Manchester Railway, is said to have contributed greatly to the -success of the _Rocket_ during the trials. It must not be forgotten, -however, that in America John Stevens had used successfully a tubular -boiler in his experimental locomotive in 1825. - -The _Rocket_ was used on the Liverpool and Manchester Railway until -1836, and from then until 1844 on the Midgeholme Railway near Carlisle. -It was presented to the Science Museum in 1862, where it is now an -outstanding exhibit in the railroad collection. - -J. G. H. Warren’s history of Robert Stephenson & Co., which contains -detailed and well illustrated accounts of the _Rocket_ and of the -Rainhill Trials, will interest those seeking further details on either -subject. - - - Baldwin Locomotive Old Ironsides, 1832 - -The locomotive _Old Ironsides_ is represented in the Museum’s collection -by a nonoperable model (figure 64) that, with its tender, is 3 feet -long. The model (USNM 180114) was given to the Museum in 1889 by -Burnham, Parry, Williams & Co., who were then proprietors of the Baldwin -Locomotive Works. - - [Illustration: Figure 64.—Model of Baldwin _Old Ironsides_, 1832.] - -The original _Old Ironsides_ was the first full sized locomotive built -by Matthias W. Baldwin, a jeweler turned machinist, of Philadelphia. It -was constructed for the Philadelphia, Germantown, and Norristown -Rail-Road Co., which had been using horse cars in operating a short line -of only 6 miles between Philadelphia and Germantown. - -The line’s first locomotive, _Old Ironsides_, was initially operated on -the road on November 23, 1832, and was a success from the start, though -a few understandable imperfections were noted during the trials and -shortly corrected. The fairly new locomotive _John Bull_ of the Camden -and Amboy Rail Road and Transportation Co. had been inspected by Baldwin -before he undertook the project. Undoubtedly it furnished helpful -suggestions to the man whose locomotive building enterprise was -ultimately to eclipse anything possibly dreamed of by him. - -The locomotive, contracted for at $4,000 but for which Baldwin was, -after some difficulty, able to collect only $3,500, was somewhat similar -to the locomotives of the English _Planet_ class quite popular at the -time. The two driving wheels, located at the rear, were larger than the -carrying ones at the front, the diameters being 54 and 45 inches, -respectively. The two cylinders had a bore of 9½ inches and a stroke of -18. The exhaust steam was discharged into the chimney in order to -increase the draft. The boiler, 30 inches in diameter, contained 72 -copper tubes 1½ inches in diameter and 7 feet long. - -A complete description of _Old Ironsides_ and detailed accounts of its -first trials are to be found in “History of the Baldwin Locomotive -Works, 1831-1923.” - - - Davis and Gartner Locomotive Arabian, 1834 - -Davis and Gartner, who built the _Atlantic_ in 1832 for the Baltimore -and Ohio Rail Road (see p. 47), built as their next two “grasshoppers” -the _Traveller_ and the _Arabian_. The latter of these was placed in -service on the B & O in July 1834. Neither of these two locomotives is -extant, but a 2-foot-long nonoperable model of the _Arabian_ (figure 65) -is now in the National Museum collection (USNM 233511). It was made in -the Museum in about 1900 by C. R. Luscombe. - -The _Arabian_ was similar in design to the three “grasshoppers” that -have survived, but differed from them in many small ways. Its two -cylinders, for example, had a bore and stroke of 12 and 22 inches. This -bore was fractionally less than that of the other three. Also, its -weight with fuel and water, 7½ tons, was about a ton less than that of -any of the others. - -The extent to which the Museum’s model represents these slight -differences between the _Arabian_ and the “grasshoppers” that followed -it cannot now be determined. Most of these differences would be -impossible to reproduce on such a small scale. It is entirely possible -that the model represented no particular “grasshopper,” and the name -_Arabian_ may have been selected by chance. - -A detailed description of the construction of the _Arabian_ and a -discussion of its performance characteristics appear in the eighth -(1834) and ninth (1835) annual reports of the Baltimore and Ohio Rail -Road Co. - - [Illustration: Figure 65.—Model of Davis and Gartner _Arabian_, - 1834.] - - - Rogers, Ketchum & Grosvenor Locomotive Sandusky, 1837 - -The _Sandusky_, first locomotive built by the firm of Rogers, Ketchum & -Grosvenor of Paterson, N. J., is represented in the Museum’s collection -by a 2-foot-long nonoperable model (figure 66) of the locomotive and its -tender. The model (USNM 180245) was built for the Museum in 1888 by D. -Ballauf. - -Notice of the firm’s intention to produce locomotives was given in the -“American Railroad Journal” for December 24, 1836, and the original -_Sandusky_ was constructed during the following year. Intended for the -New Jersey Railroad and Transportation Co., it was built to the gauge of -that road—58 inches. However, after a trial trip on October 6 between -Paterson and New Brunswick, it was purchased for the Mad River and Lake -Erie Railroad by that road’s president, J. H. James of Urbana, Ohio. - - [Illustration: Figure 66.—Model of Rogers, Ketchum & Grosvenor - _Sandusky_, 1837.] - -It was delivered to Sandusky, Ohio, on November 17, at which time not a -foot of track had been laid. The engine was used in the construction of -the road, which in consequence was built to the gauge of the engine. -This fact has been given as the reason why the legislature of Ohio at -one time passed an act requiring all railroads built in Ohio to be of -58-inch gauge. On April 11, 1838, regular trips for the conveyance of -passengers commenced between Bellevue and Sandusky, a distance of 16 -miles, and the locomotive _Sandusky_ was used. - -The _Sandusky_ resembled the early Stephenson engines in some respects, -but differed principally in having a 4-wheeled leading truck, the wheels -of which were 30 inches in diameter. The two driving wheels, made of -cast iron and with hollow spokes and rims, were 54 inches in diameter. -The crankshaft throws were counterbalanced by a method of balancing -devised by Thomas Rogers, who had filed a patent application on it dated -July 12, 1837. This consisted of having the part of the wheel rim -opposite the crank throw cast solid, while the rest of the rim was -hollow. - -The driving wheels and the inclined 11- by 16-inch cylinders were inside -the frame, whereas the eccentric rods, working off the outer ends of the -driving axle, were outside. The bonnet-type smokestack had a deflecting -cone in its center and a wire mesh on the top to prevent the escape of -sparks. - - - Rogers, Ketchum & Grosvenor Locomotive General, 1855 - -The smallest locomotive model in the National Museum (figure 67) is of -the wood-burning locomotive _General_ that figured so prominently in the -famous Civil War locomotive chase of April 12, 1862. (In William -Pittenger’s “The Great Locomotive Chase” is told the complete story of -this epic adventure, which took place when a group of Northern raiders -stole the _General_ and its train at Big Shanty, Ga. The Confederates -finally recaptured the _General_ minus the cars, which had been cut -loose to delay the pursuers, but with most of the raiders, after a -thrilling pursuit that led them 90 miles away, to Ringgold, Ga., just -south of Chattanooga, Tenn.) - -The Museum’s display is constructed from a pair of model kits, to which -a great many engineering details have been added. It shows two -beautifully made reproductions, scaled ⅛ inch to the foot, passing in -opposite directions on a slight curve. Each is 7 inches long. The -builder, Adolph H. Schutz of Washington, D. C., in 1955 presented the -model to the Museum (USNM 313724), where it had been on exhibit as a -loan since 1951. - -Built by the Rogers, Ketchum & Grosvenor plant at Paterson, N. J., in -1855, the original _General_ was used on the Western and Atlantic -Railroad for many years. It is now on permanent exhibit at Chattanooga -in the Union Station of the Nashville, Chattanooga & St. Louis Railway. -A 4-4-0, or American type, it is the earliest of this particular type -represented in the Museum’s collection of models. - - [Illustration: Figure 67.—Model of Rogers, Ketchum & Grosvenor - _General_, 1855.] - - - American-Type Locomotive of about 1890 - -An operable model (figure 68) in the Museum’s collection (USNM 309515), -appears to represent a New York Central and Hudson River Railroad 4-4-0 -locomotive of the period of about 1890. This class of locomotive was -built by the Schenectady Locomotive Works to the New York Central’s -design, and had 78-inch driving wheels, cylinders with a bore of 19 -inches and a stroke of 24 inches, and weighed 120,000 pounds. - - [Illustration: Figure 68.—Operable model of an American-type - locomotive of about 1890.] - -Work on this model was commenced by the donor, the late Robert E. M. -Bain, in 1916, and it was completed about three years later, only spare -time having been employed in its construction. The model was given to -the Museum in 1928. The length of the locomotive and tender is 80 -inches, the gauge is 6½ inches, the diameter of the driving wheels is -8⁹/₁₆ inches, and the bore and stroke of the cylinders are 1½ and 3 -inches, respectively. - -The brakes on the model are inoperative, as the actuating cylinders for -the brake system are dummies. On the other hand, such parts as the -boiler, firebox, steam gauge, water gauge, throttle, and valve motion -are all operable, and the donor has asserted that there is even ring -packing in the cylinders. Although capable of being fired and steamed -up, using coal as the fuel, the locomotive has never been operated. - -The number on the locomotive and tender apparently represent the year -the donor commenced his work on the model, as there was never a New York -Central locomotive of this type bearing that number. - - - New York Central Locomotive 999, 1893 - -The Museum’s nonoperable model (figure 69) of the famous _999_, long the -holder of the world’s speed record, was built especially for the -Museum’s collection (USNM 313161), and was the gift in 1947 of the New -York Central System. Constructed by Edwin P. Alexander of Yardley, Pa., -it is about 15 inches long with tender and is accompanied by a train of -four model cars of the period. Locomotive and cars are built to a scale -of ¼ inch to the foot. - - [Illustration: Figure 69.—Model of New York Central American-type - locomotive _999_, 1893.] - -One of the best known of all locomotives, the New York Central and -Hudson River Railroad’s _999_, with engineer Charles H. Hogan at the -throttle, reached a speed of 112½ miles an hour over a measured mile on -May 10, 1893, while pulling the Empire State Express westward between -Batavia and Buffalo, N. Y. This was a new world’s record, and the _999_ -was shortly withdrawn from active service and placed on exhibition at -the World’s Columbian Exposition at Chicago. - -At the conclusion of the exposition it was again placed in service with -the Empire State Express, but was later withdrawn because, although -having great speed with a light train, it lacked the pulling power -required for the larger and heavier trains then coming into use. Today, -the _999_, altered somewhat, and with smaller driving wheels than when -built, is preserved by the New York Central System as one of its -historic relics. It is usually to be seen at the Collinwood shops near -Cleveland, Ohio, but it still occasionally appears at fairs and -expositions. - -Designed by the superintendent of motive power, William Buchanan, and -constructed at the West Albany shops of the New York Central, the _999_ -is of the 4-4-0, or American, type and was fitted originally with -86-inch driving wheels. The bore and stroke of the cylinders are 19 and -24 inches, respectively, and a steam pressure of 180 pounds per square -inch was used. The fuel was bituminous coal. The extreme wheelbase is -287 inches, and the distance between the two driving axles is 102 -inches. The weight of the locomotive is 124,000 pounds, that of the -loaded tender is 80,000. - - - American-Type Locomotive of about 1900 - -Through the bequest in 1955 of John Semple Clarke, a model (figure 70) -formerly lent by him to the Museum has been added to the collection -(USNM 314615). A 4-4-0 of exquisite workmanship in brass and steel, the -model is 21 inches long and has a gauge of 2½ inches. - -It was constructed during the 7-year period from 1907 to 1914 by George -Boshart, a toolmaker of Brookline, near Philadelphia, Pa. All rotating -and reciprocating parts are operable, though the boiler is apparently -not capable of generating steam. There is no tender with the locomotive, -none having been built. - -It is not definitely known what, if any, original locomotive the model -represents, but some of its details are similar to those of locomotives -built at the turn of the century by the Schenectady Locomotive Works. -While it has been stated that Boshart patterned the model after a -Pennsylvania Railroad locomotive with which he was familiar, in certain -of its details the model does not appear to justify this claim. The -number on the model represents the year in which its construction was -started. - - [Illustration: Figure 70.—Model of an American-type locomotive of - about 1900.] - - - British Locomotive of about 1905 - -In the national collection is an operable model (figure 71) of a British -locomotive of the period of about 1905. Made by the well known English -model makers Carson and Co., and given in 1933 to the Museum by Frank A. -Wardlaw and Frank A. Wardlaw, Jr., the model (USNM 310584) represents -the Caledonian Railway Co. _No. 903_, a 4-6-0 with inside cylinders. The -length of the locomotive and the 6-wheeled tender is 45 inches and the -gauge is 3¼ inches. A locomotive of similar appearance, though not -necessarily identical, is described and illustrated in the British -technical journal “Engineering” for August 31, 1906 (p. 299). - -The elder Wardlaw stated that the model was built by Carson for Sir -Henry Lopes, and that he acquired it from Carson when Sir Henry turned -it in on a new one. Wardlaw believed this gasoline-fueled model to have -been the first model locomotive ever built with a flash boiler. - -A letter from James C. Crebbin in the July 27, 1933, issue of the -British journal “The Model Engineer and Practical Electrician,” contains -the following statement: - - When I was chairman of Messrs. Carson and Co., the late Mr. James - Carson and I collaborated in the development of flash steam model - locomotives. - - With the exception of the very small model L. & N. W. “Experiment” - loco which had only one coil, and a methylated vaporising burner, the - boilers had longitudinal coils running the full length of the boiler, - and were fired by means of a Carson Primus type burner. The pressure - container was a drum inside the tender, and was surrounded by water in - the usual square or oblong tank. This water fed the geared pump, which - was driven from the second tender axle. - - The most successful of this type was a ¾-inch-scale 4-4-0 Caledonian, - built for Sir Henry Lopes. Mr. Carson always declared that this engine - was the fastest he had ever seen, and during tests he carried out, on - Sir Henry’s track, never dared to give the model more than - half-throttle, no matter what load the engine was hauling. - - Mr. Wardlaw, of New York, and a “M. E.” Exhibition Championship Cup - Holder, has a similar locomotive which, I believe, is destined for - exhibition in some museum in U. S. A. - - [Illustration: Figure 71.—Operable model of a British locomotive of - about 1905.] - - - British Locomotive, 1905 - -An operable model (figure 72) of locomotive _No. 146_ of the Ferrocarril -Oeste of Argentina was presented to the Museum (USNM 310585) in 1933 by -Frank A. Wardlaw and Frank A. Wardlaw, Jr. The 22-inch-long model has a -gauge of 2½ inches. Gasoline carried in the tender is used as fuel. The -builder is not known. - - [Illustration: Figure 72.—Operable model of a British locomotive, - 1905.] - -The original locomotive _No. 146_, a 4-4-4-T type with a cowcatcher and -outside cylinders, was built in 1905 by Beyer, Peacock & Co., Ltd., of -Manchester, England. The locomotive and tender have a common frame. -According to a small plate affixed to the model, the original was the -first locomotive to be fitted with “Wardlaw’s composite clackvalve.” -This invention of the elder Wardlaw was installed at Buenos Aires in -January 1908, according to the legend on the plate. - -The original _Greyhound_ was locomotive _No. 302_ of the London and -North-Western Railway Co., built in 1905 at the Crewe works of the -company. Of the 4-4-0 type, the locomotive had inside cylinders and was -the first in Europe to be fitted with “Wardlaw’s composite clackvalve.” -This was done in August 1910. - -The model of the locomotive and its 6-wheeled tender (figure 73) is 29 -inches long and has a gauge of 2½ inches. It is operable, using gasoline -carried in the tender as fuel. The builder is not known. - -The donors, Frank A. Wardlaw and Frank A. Wardlaw, Jr., presented the -model (USNM 310586) to the Museum in 1933. - - [Illustration: Figure 73.—Operable model of British locomotive - _Greyhound_, 1905.] - - - Pennsylvania Atlantic-Type Locomotive, 1907 - -The Atlantic-type steam locomotive is represented in the Museum -collection by a nonoperable model (figure 74) lent to the Museum in 1922 -by E. Howard Askew of Baltimore, Md. Constructed by the lender, the -model (USNM 307949) is 32 inches long and has a gauge of 2½ inches. - -It represents the Pennsylvania Railroad class E3sd _No. 5127_, a 4-4-2 -steam locomotive with Walschaert valve gear. The original locomotive was -built at the railroad’s Juniata shops, Altoona, Pa., in August 1907, -construction No. 1734. Originally a class E3d locomotive, it was -converted to an E3sd in June 1913 by the addition of a superheater in -the Wilmington, Del., shops of the road. - - [Illustration: Figure 74.—Model of Pennsylvania Atlantic-type - locomotive, 1907.] - -In a letter to Askew (Dec. 14, 1922) the chief of motive power of the -Pennsylvania System, J. T. Wallis, stated that the cylinders of the -original had a bore and stroke of 22 and 26 inches. The drivers were 80 -inches in diameter and the boiler carried a steam pressure of 205 -pounds. The boiler had a minimum (internal) diameter of 65½ inches, and -it contained 170 2-inch flues and 24 5½-inch flues, while the -superheater consisted of 96 1½-inch flues. The distance between flue -sheets was 180 inches and the total heating surface was 2,571 square -feet. The grate was 111 inches long and 72 wide. - -The total weight on the drivers was 127,200 pounds, on the engine truck -35,500 pounds, and on the trailer truck 33,900 pounds—or a total of -196,600 pounds in working order. The weight of the tender in working -order was 134,000 pounds. The tractive force of the locomotive was -27,409 pounds. - -In his letter Wallis also made the following statement to explain the -significance of the modification of this class of locomotive: - - The Atlantic, or 4-4-2, type locomotive was developed in an effort to - retain the desirable features of the American, or 4-4-0, type of - locomotive and at the same time to produce a locomotive in answer to - the demand for greater power. To do this, the firebox was increased in - area by making it considerably wider, so that a greater amount of soft - coal could be burned. The diameter of the barrel of the boiler was - increased to allow for greater heating surface, which, of course, - increased the weight on the drivers. - - To make room for the driving wheels without unduly increasing the - length of the tubes in the boiler, the driving wheels were moved - forward, the main driver being in the rear instead of in front as in - the American type locomotive. In order to carry the weight of the - firebox, which, with the new driving wheel location, overhangs the - rear driver too much to be properly supported, a two-wheel trailer - truck was used. This trailer truck, which is fulcrumed a short - distance back of the main driver, is so designed that it has lateral - motion, and provision is made for ash pan as well as firebox - clearance. - - By the use of higher steam pressure, larger heating surface and grate - area, the use of passenger locomotives of the three-coupled type, with - the troubles incident to the use of long parallel rods, was put off - for a decade. - - - General Electric Locomotive, 1926 - -A detailed and exquisitely made operable model of the New York Central -class T-3A electric locomotive _No. 1173_, now _No. 273_, was -constructed by W. Howard R. Parsons, and was donated by him in 1952 to -the Museum (USNM 314237). - -The model (figure 75) is powered by eight electric motors, as is the -full sized original, one for each axle, but because of space limitations -and power requirements the model’s drive is through gears rather than -direct. The model operates on 12-volt direct current. Its length is 43 -inches and its gauge is 3½ inches. - -The New York Central System purchased 10 class T-3A locomotives in late -1926 at a cost of $100,000 each. These supplemented an earlier group of -10 T-1’s and 16 T-2’s built for the New York Central from 1913 to 1917 -at the Erie, Pa., plant of the General Electric Co. Of this total of 36 -locomotives only one, _No. 270_ (formerly _No. 1170_), had been stricken -from the records as of December 1954. The remaining 35 still perform -routine passenger service between New York and Harmon, and New York and -North White Plains. The numbers in the group now run from 247 to 282 -(formerly 1147 to 1182), with the exception of the scrapped _No. 270_. - - [Illustration: Figure 75.—Operable model of General Electric - locomotive, 1926.] - -With an operating weight of 292,600 pounds, the locomotives of the T-3A -class develop 1,908 horsepower continuously, with a tractive force of -12,750 pounds, and they can develop 2,488 horsepower for 1 hour, with a -tractive force of 18,440 pounds. The maximum speed of a T-3A is 75 miles -an hour. These locomotives operate on 660-volt direct current, usually -obtained from a third rail. The pantographs are used only when crossing -certain complicated crossover switches. Each of the eight axles is -driven by its individual gearless motor. The overall wheelbase is 46 -feet, 5 inches, the overall length 56 feet, 10 inches. - - - B & O Hudson-Type Locomotive Lord Baltimore, 1935 - -During the winter of 1936-1937, The Baltimore and Ohio Railroad Co. -conducted in conjunction with the magazine “The Model Craftsman” a -contest among model builders for the construction of a model of the -railroad’s Washington-to-Jersey City lightweight, streamlined train, the -“Royal Blue,” first placed in operation on June 24, 1935. - - [Illustration: Figure 76.—Model of B & O Hudson-type locomotive - _Lord Baltimore_, 1935.] - -The contest, with a first prize of $500, was won by Fletcher G. Speed of -New Rochelle, N. Y., and his prize-winning train (figure 76) was -presented by the Baltimore and Ohio in 1937 to the National Museum (USNM -311191). The train consists of the Hudson-type, or 4-6-4, steam -locomotive _Lord Baltimore_ and tender, together 2 feet long, plus five -cars. Beautiful in workmanship, and powered with a small electric motor, -the model is built to a scale of ¼ inch to the foot. - -The original locomotive _Lord Baltimore_ was designed by the Baltimore -and Ohio, and was constructed at the company’s Mount Clare shops in -Baltimore. The weight of the locomotive and tender in working order was -527,000 pounds, and the tractive force was 38,000 pounds. The driving -wheels were 84 inches in diameter, and the driving wheelbase was 178 -inches. The bore and stroke of the cylinders were 20 and 28 inches, -respectively, Walschaert valve gear was used, and a steam pressure of -350 pounds per square inch was employed. The fuel was bituminous coal. - -On September 11, 1935, an average speed of 59.28 miles an hour was -obtained between Washington and Jersey City while pulling a dynamometer -car and five other cars. Although designated as _No. 2_ when built in -1935, the locomotive was changed to _No. 5340_ in 1942. As it was not -designed to handle standard weight trains, the locomotive was later -removed from service, and after being in storage for several years was -scrapped on July 19, 1949. - - - Lima Northern-Type Locomotive, 1937 - -A black, red, and orange nonoperable model (figure 77) in the collection -represents the Southern Pacific Co. _No. 4410_, the first of the many -such streamlined 4-8-4, or Northern-type, steam locomotives built for -that line. This model of _No. 4410_ and its tender, about 27 inches -long, is built to the scale of ¼ inch to the foot. The gift of the -Southern Pacific Co. in 1937, it was made early in that year especially -for the Museum’s collection (USNM 311340). - -The first group of this type of streamliner, which was the conception of -George McCormick and Frank E. Russell of the Southern Pacific, was -completed by the Lima Locomotive Works in January 1937. The first run -with one of these streamliners was made on March 21 with the “Coast -Daylight” passenger train between San Francisco and Los Angeles. - -Of the total of 50 essentially similar locomotives of this streamlined -class, the Southern Pacific still had 49 in November 1954, only _No. -4414_ having been authorized for scrapping. At that time, these -locomotives had averaged approximately 13,000 miles a month since being -placed in service, although many had completed over 15,000 miles in -particularly productive months. The earlier ones, represented by this -model, developed 4,500 horsepower at 55 miles an hour and had a top -speed of 90 miles an hour, although 75 was the highest allowable -operating speed. They were able to maintain a 9¾-hour schedule between -San Francisco and Los Angeles. - - [Illustration: Figure 77.—Model of Lima Northern-type locomotive, - 1937.] - -The locomotive and tender are 108 feet long, and weigh 835,000 pounds in -operating condition. The fuel is bunker type C oil. A boiler pressure of -250 pounds per square inch is employed. The cylinder bore is 27 inches, -the stroke 30. The eight drivers are 73 inches in diameter, and the -driving wheelbase is 20 feet. The later streamlined 4-8-4’s of the -Southern Pacific develop 5,500 horsepower at 55 miles an hour, and -operate on a boiler pressure of 300 pounds per square inch. - - - General Electric Locomotive, 1938 - -A nonoperable model (figure 78) of the first of six 2-C+C-2 streamlined -electric locomotives built by the General Electric Co. for The New York, -New Haven and Hartford Railroad Co. was made especially for the Museum -collection (USNM 311880) by the builder of these locomotives. The model, -constructed in the Bridgeport, Conn., plant of the General Electric Co. -and presented to the Museum in 1940, is of plaster painted green and -black, with gold trim. It is 31 inches long and has a gauge of 1¾ -inches. - -The electric locomotives represented by this model were built in 1938 at -the Erie, Pa., plant of the General Electric Co. for passenger service -between New Haven and New York. Originally numbered from 0361 to 0366, -they are now numbered from 360 to 365. - - [Illustration: Figure 78.—Model of General Electric locomotive, - 1938.] - -On the New Haven tracks these 77-foot-long locomotives operate on -11,000-volt, single-phase, 25-cycle, alternating current obtained from -an overhead trolley system. On the New York Central tracks they operate -on 660-volt direct current obtained usually from a third rail, but -occasionally from an overhead supply at some crossover switches. For -this latter purpose a small auxiliary pantograph is used. Control -equipment is, of course, provided for both types of power supply. - -The fully loaded weight is 433,200 pounds, of which 272,400 pounds is on -the twelve 56-inch drivers. While operating on alternating current, the -continuous tractive force is 24,100 pounds, and the continuously -available horsepower 3,600. The maximum available horsepower from the -six twin-armature, 12-pole motors is 7,600. Slightly different results -are obtained while operating on direct current. The maximum safe speed -is 93 miles an hour. - - - American Locomotive Co. Hudson-Type Locomotive, 1938 - -Development of the original Hudson-type locomotives began in 1926 when -the New York Central System decided it needed a new type of passenger -locomotive to meet the demands of high-speed, long-distance runs. The -type was named after the river along which it would run. In late 1937 -and in 1938, 50 Hudsons of an improved design, built by the American -Locomotive Co., were placed on the New York Central. These locomotives, -Nos. 5405 to 5454, had larger boilers than their predecessors, had -greater tractive force, and were fitted with roller bearings. In -addition, Nos. 5445 to 5454 were streamlined. - -A nonoperable model (figure 79) in the Museum collection (USNM 313162), -gift of the New York Central System in 1947, represents _No. 5429_. The -model locomotive and tender are 2 feet long and are accompanied by a -train of six streamlined cars. The entire train is painted silver, with -black trimming on the locomotive and tender. Built to a scale of ¼ inch -to the foot, it was especially made for the Museum, the builder being -Edwin P. Alexander of Yardley, Pa. - - [Illustration: Figure 79.—Model of American Locomotive Co. - Hudson-type locomotive, 1938.] - -The original _No. 5429_, constructed in 1938, was streamlined in 1941 in -the West Albany shops of the New York Central, and in December of that -year was placed back in service on the Empire State Express with an -entirely new streamlined train of specially designed stainless-steel -cars. When the Empire State Express was ultimately dieselized in 1945, -_No. 5429_ was put to other uses, and the streamlining was removed in -1950. As of October 1955 it was still in service. - -In streamlined condition, as represented by the model, the locomotive -and tender together weighed 681,900 pounds and their length was a few -inches over 97 feet. The diameter of the driving wheels was 79 inches, -the bore and stroke of the cylinders were 22½ and 29 inches, -respectively, and the total tractive force was 53,960 pounds. A steam -pressure of 265 pounds per square inch was used. - - - Baldwin-Westinghouse Geared Steam-Turbine Locomotive, 1944 - -A radical departure from the usual design for a coal-burning steam -locomotive, and the first of its type built in this country, was the -noncondensing geared steam-turbine locomotive built jointly by The -Baldwin Locomotive Works and the Westinghouse Electric and Manufacturing -Co. Constructed in 1944 at Baldwin’s Eddystone plant (Westinghouse -manufactured the turbines and gears), it was designated Pennsylvania -Railroad Co. class S-2 locomotive _No. 6200_. - -This locomotive, combining the work of two pioneers in the railroad -equipment field, is represented in the Museum collection by a -nonoperable model (figure 80) made especially for the Museum (USNM -312935) and presented to it by The Baldwin Locomotive Works early in -1946. The locomotive and tender, together 30 inches long, were built to -a scale of ¼ inch to the foot by Minton Cronkhite of Pasadena, Calif. - -Two steam turbines, similar to the type that drive the larger fighting -ships of the U.S. Navy, powered the original locomotive. The more -complex and powerful of the two, the forward-drive turbine, developed a -maximum of 7,250 horsepower and was at all times engaged with the -wheels. (Although 6,500 horsepower has usually been the quoted figure -for the forward-drive turbine, 7,250 was actually developed on October -22, 1946, at the Altoona Locomotive Testing Plant.) The simpler one, for -reverse only, developed 1,500 horsepower and was normally disengaged -from the driving wheels except while actually being used. - -The boiler, frame, trucks, and driving wheels were of the conventional -type, the most notable visible difference between the locomotive and -those of other types being the absence of cylinders, valve motion, and -their accompanying parts. Because of the elimination of piston rods and -other reciprocating parts it was possible to balance almost perfectly -the driving wheels, thus permitting a higher operating speed than -normally practical with a conventional locomotive. - -The weight of the locomotive alone was 580,000 pounds, and its forward -tractive force was 70,500 pounds. A 6-8-6 wheel arrangement was -employed, the driving wheel diameter was 68 inches, and a speed of 100 -miles an hour was possible. The working steam pressure was 310 pounds -per square inch. Bituminous coal served as the fuel. A detailed and well -illustrated description of this locomotive appears in the magazine -“Baldwin” (for the fourth quarter of 1944). - -The locomotive covered 103,050 miles in passenger service, and was then -set aside on June 11, 1949, because it was in need of repairs to the -firebox and flues, and also to the turbines, oil pumps, and gears. At -that time all passenger service on the Pennsylvania was being changed to -diesel-electric operation, so the locomotive was ultimately scrapped on -May 29, 1952. - - [Illustration: Figure 80.—Model of Baldwin-Westinghouse geared - steam-turbine locomotive, 1944.] - - - General Motors Diesel-Electric Locomotive, 1945 - -A nonoperable model of a diesel-electric locomotive (figure 81) was -given to the Museum (USNM 313163) by the New York Central System in -1947. This gray and black model, which is 33 inches long and is built to -a scale of ¼ inch to the foot, represents the General Motors 2-unit -diesel-electric _No. 4000-4001_ of the New York Central, a type placed -in service with the Empire State Express in 1945 to replace the -Hudson-type steam locomotives described on page 99. The model was -especially built for the Museum’s collection, the builder being Edwin P. -Alexander of Yardley, Pa. - -The overall length of the two full sized units is just over 140 feet and -their combined weight is 646,000 pounds. Each end of each unit is -supported by a 6-wheeled truck, and the wheel diameter is 36 inches -throughout. - -Each unit is equipped with two General Motors 12-cylinder V-type 2-cycle -diesel engines having a bore of 8½ inches and a stroke of 10 inches, and -developing 1,000 horsepower at 800 revolutions per minute, a total of -4,000 horsepower for the two units combined. Each engine is directly -coupled to a generator that supplies direct current to the two traction -motors, geared, respectively, to the front and rear axles of its -corresponding truck. No power is applied to the center axle, which is -for weight distribution only. The joint tractive force of the two units -is 108,950 pounds. - - [Illustration: Figure 81.—Model of General Motors diesel-electric - locomotive, 1945.] - - - - - PICTURE CREDITS - - - _Figure_ - 1.—Museum photo 25370 - 2.—Museum photo 2720 - 3.—Museum photo 23554 - 4.—Museum photo 43102 - 5.—Museum photo 43130 - 6.—Museum photo 16534 - 7.—Museum photo 43586-B - 8.—Museum photo 16048 - 9.—Museum photo 31975 - 10.—Museum photo 43076-B - 11.—Museum photo 43076 - 12.—Museum photo 30571-A - 13.—Museum photo 32367-E - 14.—Museum Chaney photo 24478 - 15.—Photo courtesy Baltimore and Ohio Railroad Co. - 16.—Museum photo 43054-A - 17.—Photo courtesy Baltimore and Ohio Railroad Co. - 18.—Museum photo 13225-B - 19.—Museum photo 43586 - 20.—Photo courtesy Redwood Library - 21.—Photo courtesy Southern Railway System - 22.—Museum photo 43054 - 23.—Museum photo 25012-B - 24.—Museum photo 43076-A - 25.—Museum photo 43060 - 26-27.—Photos from Chaney collection - 28.—Museum photo 31959-A - 29.—Museum photo 14293 - 30.—Museum photo 34328 - 31.—Museum photo 29759-A - 32.—Museum photo 16538 - 33.—Museum Chaney photo 8810 - 34.—Museum photo 21243-C - 35.—Museum Chaney photo 13758 - 36.—Photo courtesy Pennsylvania Railroad Co. - 37.—Museum photo 23552 - 38.—Museum Chaney photo 1429 - 39.—Museum Chaney photo 1457 - 40.—Museum Chaney photo 13528 - 41.—Photo courtesy Baltimore and Ohio Railroad Co. - 42.—Museum photo 32097-A - 43-45.—Photos courtesy Baltimore and Ohio Railroad Co. - 46-47.—Photos courtesy Chicago and North Western Railway System - 48.—Museum Chaney photo 20295 - 49.—Photo courtesy Baltimore and Ohio Railroad Co. - 50.—Museum photo 43094 - 51.—Museum photo 43182 - 52.—Museum Chaney photo 13799 - 53.—Museum photo 43083 - 54.—Museum photo 30457 - 55.—Museum Chaney photo 13538 - 56.—Photo courtesy Reading Co. - 57-58.—Photos courtesy University of Maine - 59.—Photo courtesy Baltimore and Ohio Railroad Co. - 60.—Museum Chaney photo 10314 - 61.—Museum photo 26977-B - 62.—Museum photo 30397 - 63.—Museum photo 43299 - 64.—Museum photo 26981-B - 65.—Museum photo 26974-A - 66.—Museum photo 26899-A - 67.—Museum photo 43598 - 68.—Museum photo 43299-E - 69.—Museum photo 43297 - 70.—Museum photo 26847-H - 71.—Museum photo 43298 - 72.—Museum photo 43298-A - 73.—Museum photo 43298-B - 74.—Museum photo 43299-A - 75.—Museum photo 42272 - 76.—Museum photo 43299-B - 77.—Museum photo 43299-C - 78.—Museum photo 43299-D - 79.—Museum photo 43297-A - 80.—Museum photo 43293 - 81.—Museum photo 43297-B - - - - - ACKNOWLEDGMENTS - - -The author wishes to express his appreciation for the help given him by -the many individuals, including railroad officials, librarians, and -museum curators, who provided answers to many questions and confirmed -many conjectures. - -Special thanks are tendered A. B. Lawson and Lawrence W. Sagle of The -Baltimore and Ohio Railroad Co., F. V. Koval of the Chicago and North -Western Railway System, W. F. Kascal and Harry B. Spurrier of the New -York Central System, H. T. Cover of the Pennsylvania Railroad Co., Harry -E. Hammer of the Reading Co., K. C. Ingram of the Southern Pacific Co., -Elizabeth O. Cullen of the Association of American Railroads, D. M. -MacMaster of the Museum of Science and Industry at Chicago, H. D. Watson -of the University of Maine, George M. Hart of George School in Bucks -County, Pa., and Robert R. Brown of Lachine, Quebec—to name a few of -those whose contributions have helped bring together the facts here -presented. - -It is fitting also at this time to refer to the late Charles B. Chaney, -who collected over a period of almost 60 years an immense number of -photographs, negatives, drawings, lithographs, and books dealing with -railroading. Upon his death in 1948, he left this entire collection to -the United States National Museum, of the Smithsonian Institution, -confident that in the Museum it would be put to the widest possible use -and would, therefore, carry forward his lifelong work of research in the -history of locomotives and railroads. - -His confidence was well founded. The Chaney collection of railroad -material has been an invaluable source of information for the present -work. - -To acknowledge the contribution of Thomas Norrell of Silver Spring, Md., -is likewise a pleasure. He graciously consented to read the manuscript -of this work, and his authoritative comments have greatly enhanced its -comprehensiveness and accuracy. - - - - - BIBLIOGRAPHY - - - Austin, Erastus Long, and Hauser, Odell - 1929. The Sesqui-Centennial International Exposition. Current - Publications, Inc., Philadelphia. - [Baldwin Locomotive Works] - 1922 et seq. _Baldwin Locomotives._ (_Baldwin_ with first issue of - 1944.) Philadelphia. - 1923. History of the Baldwin Locomotive Works, 1831-1923. Printed by - the Bingham Co., Philadelphia. - [Baltimore and Ohio Rail Road Co.] - 1827 et seq. Baltimore and Ohio Rail Road Company annual reports. - Baltimore. - Bell, J. Snowden - 1912. The early motive power of the Baltimore and Ohio Railroad. - Angus Sinclair Co., New York. - Brown, William H. - 1871. The history of the first locomotives in America. D. Appleton - and Co., New York. (A second, revised, edition appeared in - 1874.) - Burgess, George H., and Kennedy, Miles C. - 1949. Centennial history of the Pennsylvania Railroad Company. The - Pennsylvania Railroad Co., Philadelphia. - [Delaware and Hudson Co.] - 1925. A century of progress—History of the Delaware and Hudson - Company, 1823-1923. Printed by J. B. Lyon Co., Albany, N. Y. - Dendy Marshall, C. F. - 1928. Two essays in early locomotive history. The Locomotive - Publishing Co., Ltd., London. - Derrick, Samuel Melanchthon - 1930. Centennial history of South Carolina Railroad. The State Co., - Columbia, S. C. - Forney, M. N. - 1886. Locomotives and locomotive building, being a brief sketch of - the growth of the railroad system and of the various - improvements in locomotive building in America together with a - history of the origin and growth of the Rogers Locomotive and - Machine Works, Paterson, New Jersey, from 1831 to 1886. - Printed by Wm. S. Gottsberger, New York. - [German State Railways] - 1935. Hundert Jahre deutsche Eisenbahnen. Germany. - Harrison, Joseph, Jr. - 1872. The locomotive engine, and Philadelphia’s share in its early - improvements. George Gebbie, Philadelphia. - Hinchman, Walter S. - 1913. Holmes Hinkley, an industrial pioneer, 1793-1866. Riverside - Press, Cambridge, Mass. - Hungerford, Edward - 1928. The story of the Baltimore & Ohio Railroad, 1827-1927. G. P. - Putnam’s Sons, New York. - 1938. Men and iron—The history of New York Central. Thomas Y. - Crowell Co., New York. - [Pennsylvania Railroad Co.] - 1893. Catalogue of the exhibit of the Pennsylvania Railroad Company - at the World’s Columbian Exposition. Chicago. - Pittenger, William - 1893. The Great Locomotive Chase. Jones and Stanley, New - [Railway and Locomotive Historical Society] - 1921 et seq. Railway and Locomotive Historical Society bulletins. - Boston, Mass. - Renwick, James - 1830. Treatise on the steam engine. G. & C. & H. Carvill, New York. - Sagle, Lawrence W. - 1952. A picture history of B & O motive power. Simmons-Boardman - Publishing Corp., New York. - Sinclair, Angus - 1907. Development of the locomotive engine. D. Van Nostrand Co., New - York. - Stevens, Frank Walker - 1926. The beginnings of the New York Central Railroad—A history. G. - P. Putnam’s Sons, New York. - Warner, Paul T. - 1934. Locomotive Number 3, Peoples’ Railway. Unpublished manuscript - in the files of The Franklin Institute, Philadelphia. - Warren, J. G. H. - 1923. A century of locomotive building by Robert Stephenson & Co., - 1823-1923. Andrew Reid & Co., Ltd., Newcastle-upon-Tyne. - Watkins, J. Elfreth - 1891. The Camden and Amboy Railroad—Origin and Early History, an - address appearing in Ceremonies upon the completion of the - monument erected by the Pennsylvania Railroad Company at - Bordentown, New Jersey, to mark the first piece of track laid - between New York and Philadelphia in 1831. William F. Roberts, - Washington, D. C. - Young, Robert - 1923. Timothy Hackworth and the locomotive. The Locomotive - Publishing Co., Ltd., London. - - - - - INDEX - - - A - _Albion_, locomotive, 64, 65 - Albion Mines Railway, 64 - _Alert_, locomotive, 53 - Alexander, Edwin P., 87, 100, 102 - Allegheny, ship, 39 - Allen, Horatio, 14, 16, 27 - Altoona Locomotive Testing Plant, 101 - _America_, locomotive, 14, 16, 17, 20, 42 - American Locomotive Co., 99 - _Andrew Jackson_, locomotive, 47, 48, 52 - _Arabian_, locomotive, 81, 82 - Askew, E. Howard, 92 - _Atlantic_, locomotive, 47, 48, 52, 81 - - - B - Bain, Robert E. M., 86 - Baldwin, Matthias W., 53, 54, 59, 61, 71, 72, 81 - Baldwin Locomotive Works, 67, 80, 100, 101 - Ballauf, D., 31, 76, 83 - Baltimore & Ohio Railroad Co., 22, 24, 25, 47, 58, 59, 65, 71, 73, - 81, 82, 95, 96 - Baltimore and Ohio Transportation Museum, 9, 22, 47, 52, 59, 74 - Beaver Meadow Rail Road and Coal Co., 67 - Bell, J. Snowden, 58, 73 - _Best Friend of Charleston_, locomotive, 27, 28, 29, 30, 31 - Beyer, Peacock & Co., Ltd., 91 - Booth, Henry, 80 - Boshart, George, 88 - _Boston_, locomotive, 67, 68 - Braithwaite, Milner and Co., 60, 67 - Brown, William H., 28 - Buchanan, William, 33, 88 - Burnham, Parry, Williams & Co., 80 - - - C - Caledonian Railway Co., 89 - Camden and Amboy Rail Road and Transportation Co., 38, 42, 81 - Carillon Park, 47 - Carson and Co., 89, 90 - _Catch-me-who-can_, locomotive, 77, 78 - Centennial Exhibition at Philadelphia, 43 - Champlain and St. Lawrence Railroad, 64 - Chattanooga Station Co., 31 - Chicago, Burlington and Quincy, 54 - Chicago and North Western Railway Co., 53, 54, 55, 59 - Chicago Railroad Fair, 21, 22, 31, 35, 46, 55, 59 - Chicago World’s Fair, 21, 22, 24, 35, 44, 55, 57, 59 - Cincinnati Centennial Exposition, 31 - Clarke, John Semple, 88 - Coast Daylight, train, 97 - Codorus, ship, 47 - Collinwood shops, 88 - Columbia, ship, 14 - Columbia Avenue station, 62 - Columbia and Philadelphia Rail Road, 66 - _Columbus_, locomotive, 52 - _Conestoga_, locomotive, 68 - Congress, ship, 14 - Cooper, Peter, 22 - Crebbin, James C., 90 - Crewe works, 92 - Cronkhite, Minton, 101 - Crosby Mechanical Laboratory, 69, 70 - - - D - Darrell, Nicholas W., 29 - Davidson, George, 65 - Davis, Harvey N., 12 - Davis, Phineas, 24, 25, 47, 81 - _Delaware_, locomotive, 61 - Delaware and Hudson Canal, 16 - Delaware and Hudson Canal Co., 14, 16, 17, 19 - Delaware and Hudson Railroad Corp., 21 - Dendy Marshall, C. F., 40, 60 - _De Witt Clinton_, locomotive, 32, 33, 35, 36 - _Dorchester_, locomotive, 64 - _Dragon_, locomotive, 71, 74 - Dripps, Isaac, 39 - Dunham, H. R., and Co., 55, 56 - - - E - Eastwick, Andrew M., 68 - Eastwick and Harrison, 66, 67, 68 - Eddystone plant, 100 - Elgar, John, 47 - Empire State Express, train, 87, 88, 100 - Exposition of Railway Appliances, 43, 55, 65 - - - F - Fair of the Iron Horse, 22, 24, 35, 44, 46, 59, 62, 66 - Ferrocarril Oeste of Argentina, 91 - Field Museum at Chicago, 57 - Fitch, John, 10 - Forward, E. A., 17 - Foster, Rastrick and Co., 14, 16 - Franklin Institute, The, 62, 67 - - - G - Galena and Chicago Union Rail Road, 53 - Garber, Paul E., 20 - Gartner, Israel, 47, 81 - _General_, locomotive, 59, 84, 85 - General Electric Co., 94, 98 - General Mining Association, 64 - General Motors, 102 - Gillingham, George, 47, 52 - _Gowan and Marx_, locomotive, 66, 67 - Grand Central Terminal, 35 - Grand Gulf and Port Gibson Railroad, 56 - _Greyhound_, locomotive, 92 - - - H - Hackworth, Timothy, 63, 64 - Harrison, Joseph, Jr., 66 - Hazard, Isaac P., 30 - Hazeldine and Rastrick, 77 - Hazelton and Lehigh Rail Road, 67 - Henry Ford Museum, 10, 35 - _Hercules_, locomotive, 64 - Hinkley, Holmes, 69, 70 - Hinkley and Drury, 69 - Hogan, Charles H., 87 - Homfray, Samuel, 77 - - - I - Illinois Central Railroad Co., 56, 57 - _Indian Chief_, locomotive, 47 - - - J - James, J. H., 83 - _Jason C. Pierce_, locomotive, 64 - _J. E. Thayer_, locomotive, 67, 68 - _John Buddle_, locomotive, 64 - _John Bull_, locomotive, 38, 39, 41, 42, 43, 44, 46, 81 - _John Hancock_, locomotive, 47, 52 - John Jay, ship, 14 - _John Quincy Adams_, locomotive, 47, 52 - Juniata shops, 93 - - - K - Knight, Jonathan, 22 - - - L - _Lafayette_, locomotive, 58, 59 - Lafayette, ship, 31 - Leipzig to Dresden Railroad, 52 - Lima Locomotive Works, 97 - Lindsay and Early, 17, 19 - _Lion_, locomotive, 69, 70, 71 - Liverpool and Manchester Railway, 79, 80 - Locomotives - _Albion_, 64, 65 - _Alert_, 53 - _America_, 14, 16, 17, 20, 42 - _Andrew Jackson_, 47, 48, 52 - _Arabian_, 81, 82 - _Atlantic_, 47, 48, 52, 81 - _Best Friend of Charleston_, 27, 28, 29, 30, 31 - _Boston_, 67, 68 - _Catch-me-who-can_, 77, 78 - _Columbus_, 52 - _Conestoga_, 68 - _Delaware_, 61 - _De Witt Clinton_, 32, 33, 35, 36 - _Dorchester_, 64 - _Dragon_, 71, 74 - _General_, 59, 84, 85 - _Gowan and Marx_, 66, 67 - _Greyhound_, 92 - _Hercules_, 64 - _Indian Chief_, 47 - _Jason C. Pierce_, 64 - _J. E. Thayer_, 67, 68 - _John Buddle_, 64 - _John Bull_, 38, 39, 41, 42, 43, 44, 46, 81 - _John Hancock_, 47, 52 - _John Quincy Adams_, 47, 52 - _Lafayette_, 58, 59 - _Lion_, 69, 70, 71 - _Lord Baltimore_, 96 - _Martin Van Buren_, 47, 48 - _Mazeppa_, 48 - _Memnon_, 71, 72, 73, 74 - _Mississippi_, 55, 56, 57 - _Neversink_, 61 - _No. 2_, 96 - _No. 7_, 53 - _No. 13_, 58 - _No. 146_, 91 - _No. 302_, 92 - _No. 903_, 89 - _No. 999_, 87, 88 - _No. 1173_, 94 - _No. 4000-4001_, 102 - _No. 4410_, 97 - _No. 5127_, 92 - _No. 5340_, 96 - _No. 5429_, 99, 100 - _No. 6200_, 101 - _Old Ironsides_, 80, 81 - _Pawnee_, 68 - _Peoples’ Railway No. 3_, 67, 68, 69 - _Phoenix_, 29 - _Pioneer_, 53, 54, 55, 59, 73 - _Planet_, 81 - _Rocket_ (Braithwaite’s), 60, 61, 62, 67 - _Rocket_ (Stephenson’s), 9, 79, 80 - _Samson_, 63, 64, 65, 66 - _Sandusky_, 83, 84 - _Stourbridge Lion_, 14, 16, 17, 19, 20, 21, 27, 42 - _Thomas Jefferson_, 47, 52 - _Tiger_, 70 - _Tom Thumb_, 22, 24 - _Traveller_, 47, 52, 81 - _West Point_, 31 - _William Galloway_, 59 - _York_, 24, 25, 47, 52 - London and North-Western Railway Co., 92 - Lopes, Sir Henry, 89, 90 - _Lord Baltimore_, locomotive, 96 - Louisiana Purchase Exposition, 35, 55, 57 - Luscombe, C. R., 20, 46, 82 - - - M - McCormick, George, 97 - Machiasport Railroad, 69 - Mad River and Lake Erie Railroad, 83 - _Martin Van Buren_, locomotive, 47, 48 - Matthew, David, 28, 32 - _Mazeppa_, locomotive, 48 - _Memnon_, locomotive, 71, 72, 73, 74 - Meridian, Brookhaven and Natchez Railroad, 56 - Mexican National Railways, 63 - Michigan Central Railroad, 53, 55 - Midgeholme Railway, 80 - _Mississippi_, locomotive, 55, 56, 57 - Mississippi Valley and Ship Island Railroad, 56 - Mohawk and Hudson Rail Road Co., 32, 38 - Morgan, Peyton L., 36 - Mount Clare shops, 96 - Mount Clare station, 9, 47 - Museum of Science and Industry, 10, 12, 24, 55 - - - N - Nashua and Lowell Railroad, 69 - Nashville, Chattanooga & St. Louis Railway, 85 - Natchez & Hamburg R. R., 57 - _Neversink_, locomotive, 61 - New Castle Manufacturing Co., 66, 71 - New Jersey Railroad and Transportation Co., 83 - New York Central and Hudson River Railroad Co., 33, 35, 85, 87 - New York Central System, 35, 87, 88, 94, 99, 100, 102 - New York, New Haven and Hartford Railroad Co., 98 - New York World’s Fair, 12, 21, 22, 31, 35, 44, 46, 59 - Niagara, ship, 27 - _No. 2_, locomotive, 96 - _No. 7_, locomotive, 53 - _No. 13_, locomotive, 58 - _No. 146_, locomotive, 91 - _No. 302_, locomotive, 92 - _No. 903_, locomotive, 89 - _No. 999_, locomotive, 87, 88 - _No. 1173_, locomotive, 94 - _No. 4000-4001_, locomotive, 102 - _No. 4410_, locomotive, 97 - _No. 5127_, locomotive, 92 - _No. 5340_, locomotive, 96 - _No. 5429_, locomotive, 99, 100 - _No. 6200_, locomotive, 101 - Norris, William, 58, 59, 64 - - - O - Ohio State Archaeological and Historical Society, 10 - _Old Ironsides_, locomotive, 80, 81 - - - P - Parsons, W. Howard R., 94 - _Pawnee_, locomotive class, 68 - Pennsylvania Railroad Co., 12, 38, 39, 42, 43, 44, 92, 93, 101 - Pennsylvania Station, 12 - Pen-y-darran Iron Works, 77 - Peoples’ Railway, 67 - _Peoples’ Railway No. 3_, locomotive, 67, 68, 69 - Philadelphia and Reading Rail Road Co., 60, 61, 66, 67, 68, 72 - Philadelphia, Germantown and Norristown Rail-Road Co., 81 - Philadelphia Sesqui-Centennial International Exposition, 22 - _Phoenix_, locomotive, 29 - _Pioneer_, locomotive, 53, 54, 55, 59, 73 - _Planet_, locomotive class, 81 - Poore, Mrs. Townsend, 19 - Proprietors of Locks and Canals on Merrimack River, 66 - Prospect Hill Cemetery, 47 - - - R - Rainhill Trials, 24, 79, 80 - Rayne and Burn, 64 - Reading Co., 67, 68 - Reading Terminal, 62 - Redwood Library, 29, 30 - Reeder, Charles, 47 - Robinson, Moncure, 66 - _Rocket_, locomotive (Braithwaite’s), 60, 61, 62, 67 - _Rocket_, locomotive (Stephenson’s), 9, 79, 80 - Rogers, Ketchum & Grosvenor, 83, 85 - Rogers, Thomas, 84 - Rounds, E. E., 70 - Royal Blue, train, 96 - Russell, Frank E., 97 - - - S - Sagle, Lawrence W., 22 - _Samson_, locomotive, 63, 64, 65, 66 - _Sandusky_, locomotive, 83, 84 - Schenectady Locomotive Works, 86, 88 - Schutz, Adolph H., 85 - Schuylkill Canal, 61 - Science Museum, 17, 79, 80 - Sinclair, Angus, 55, 57 - Slade, G. T., 19 - South-Carolina Canal and Rail-Road Co., 27, 29, 30, 31 - South Pictou Railroad, 64 - Southern Pacific Co., 97, 98 - Southern Railway System, 30 - Speed, Fletcher G., 96 - Stephenson, Robert, 9, 42, 64, 79 - Stephenson, Robert, & Co., Ltd., 10, 14, 38, 80 - Stephenson, Robert, & Hawthorns, Ltd., 17 - Stevens, Col. John, 10, 11, 13, 38, 80 - Stevens, Dr. Francis B., 13 - Stevens, Robert L., 38, 39, 41 - Stevens Institute of Technology, 11, 12 - _Stourbridge Lion_, locomotive, 14, 16, 17, 19, 20, 21, 27, 42 - Suburban Station Building, 42 - - - T - _Thomas Jefferson_, locomotive, 47, 52 - _Tiger_, locomotive, 70 - _Tom Thumb_, locomotive, 22, 24 - Towle, Thomas, 70 - _Traveller_, locomotive, 47, 52, 81 - Trevithick, Richard, 76, 77 - - - U - Union Station at Chattanooga, 85 - University of Maine, 69, 71 - Utica and Schenectady Rail Road, 53 - - - W - Wallis, J. T., 93 - Wardlaw, Frank A., 89, 90, 91, 92 - Wardlaw, Frank A., Jr., 89, 91, 92 - Warner, Paul T., 67, 68 - Warren, J. G. H., 41, 80 - Watkins, J. Elfreth, 13, 39, 40 - Wayne County Historical Society, 21 - West Albany shops, 35, 88, 100 - _West Point_, locomotive, 31 - West Point Foundry Association, 27, 28, 31, 32 - Western and Atlantic Railroad, 85 - Westinghouse Electric and Manufacturing Co., 100 - Whitney, A., & Sons, 68 - Whitneyville and Machiasport Railroad, 69 - _William Galloway_, locomotive, 59 - Wilmington, Del., shops, 93 - Winans, Ross, 47, 52, 61 - World’s Columbian Exposition, 35, 42, 44, 47, 55, 57, 62, 65, 87 - - - Y - _York_, locomotive, 24, 25, 47, 52 - - - - - FOOTNOTES - - -[1]The Museum catalog numbers of these are, respectively, USNM 180149, - 209826, 180030-A and 277700, and 180030-B. - -[2]Davis and Gartner have an earlier claim to engineering fame, for in - conjunction with John Elgar they had constructed in York, in 1825, - the first American-built vessel with a metal hull, the sheet-iron - steamboat _Codorus_. - -[3]Although he spelled his name Gartner, and it appears in that form in - the early annual reports of the Baltimore and Ohio Rail Road Co., - and in all subsequent histories of that road, his tombstone (in lot - 34, section H of the Prospect Hill Cemetery in York, Pa.) bears the - name in its Anglicized form, Israel Gardner. - -[4]The correct name of the builder of the _Rocket_, according to Dendy - Marshall, was Braithwaite, Milner and Co. The two brass maker’s - plates on the opposite sides of the front of the locomotive’s boiler - read “Braithwaite & Co./ London./ March 1838.” However, as they are - of the same size and shape as the shop plates of the Philadelphia - and Reading in the early 1890’s, and as there was no plate on the - locomotive in the late 1880’s (see figure 51), it is quite likely - that these plates are not original with the locomotive. They were - probably made and installed at the time it was refurbished for - exhibition at Chicago in 1893. - -[5]Railroads are known not to have existed in Mexico prior to 1850, and - although locomotives of the 1825-1849 period could possibly have - found their way into that country at some later date, none are to be - found there today, according to advice from the Mexican National - Railways (Ferrocarriles Nacionales de Mexico). Central America falls - outside the scope of this work, as do the Islands of the Caribbean. - However, a railroad was opened in Cuba in 1837, and another was - started across the Isthmus of Panama in 1849 and completed in 1855 - (its first locomotive was received soon after the midcentury mark - had been passed), so there is the remote possibility that somewhere - in this area the remains of a pre-1850 locomotive could exist. - - - For sale by the Superintendent of Documents, U. S. Government Printing - Office - Washington 25, D. C. - Price $1.00 - - U. S. GOVERNMENT PRINTING OFFICE: 1956 O-F—353689 - - [Illustration: Uncaptioned railroad station.] - - - - - * * * * * * - - - - -Transcriber’s note: - -—Silently corrected obvious typographical errors; left non-standard - spellings and dialect unchanged. - - - -***END OF THE PROJECT GUTENBERG EBOOK THE FIRST QUARTER-CENTURY OF STEAM -LOCOMOTIVES IN NORTH AMERICA*** - - -******* This file should be named 51976-0.txt or 51976-0.zip ******* - - -This and all associated files of various formats will be found in: -http://www.gutenberg.org/dirs/5/1/9/7/51976 - - -Updated editions will replace the previous one--the old editions will -be renamed. - -Creating the works from print editions not protected by U.S. copyright -law means that no one owns a United States copyright in these works, -so the Foundation (and you!) can copy and distribute it in the United -States without permission and without paying copyright -royalties. 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