Photo by Thomas NorrellReplica of the Lafayette (see p. 58) as it appeared in the fall of1955, during the making of a motion picture in northern Georgia.For the picture, which was based on the story of the famous CivilWar locomotive General (see p. 84), this "One-Armed Billy" of the1830's was disguised as the Yonah, of the Cooper Iron Works RailRoad, and is shown here as it was operating on the Tallulah FallsRailway. {Color plafe coniribuied by Thomas Norrell.) Cui-c-.United States National MuseumBulletin 210 THE FIRSTQUARTER-CENTURY OFSTEAM LOCOMOTIVESIN NORTH AMERICA Remaining Relics and Operable Replicaswith a Catalog of Locomotive Modelsin the U. S. National Museum by SMITH HEMPSTONE OLIVERCurator of Land TransportationUnited States National Museum SMITHSONIAN INSTITUTION ? WASHINGTON, D. C. ? 1956 ADVERTISEMENTThe scientific publications of the National Museum include twoseries known, respectively, as Proceedings and Bulletin.The Proceedings series, begun in 1878, is intended primarily as amedium for the publication of original papers based on the collectionsof the National Museum, that set forth newly acquired facts in biology,anthropology, and geology, with descriptions of new forms and revi-sions of limited groups. Copies of each paper, in pamphlet form, aredistributed as published to libraries and scientific organizations andto specialists and others interested in the different subjects. The datesat which these separate papers are published are recorded in the tableof contents of each of the volumes.The series oi Bulletins, the first of which was issued in 1875, containsseparate publications comprising monographs of large zoologicalgroups and other general systematic treatises (occasionally in severalvolumes), faunal works, reports of expeditions, catalogs of type speci-mens, special collections, and other material of similar nature. Themajority of the volumes are octavo in size, but a quarto size has beenadopted in a few instances. In the Bulletin series appear volumesunder the heading Contributionsfrom the United States National Herbarium,in octavo form, published by the National Museum since 1902, whichcontain 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. AUG16195Si/BRARl CONTENTS RigeForeword: The vanishing iron horse 4Remaining relics and operable replicas representing the firstquarter-century of steam locomotives in North America . . 6America's first rail locomotive 10Two British-built locomotives 14Peter Cooper and Phineas Davis 22The West Point Foundry Association 26National Museum's John Bull 38Three Grasshoppers 47Two midwestern locomotives 53A One-Armed Billy 58A Rocket in America 60A Canadian relic 63The final decade 66Supplement: Models, in the National Museum, of locomotivesnot included in this work 75Picture credits 104Acknowledgments 105Bibliography 106Index 109 AUG^ 01956 FOREWORD The Vanishing Iron Horse As the midpoint of the 20th century was reached, thecurtain was falhng upon the final phases of steam locomo-tive operation in North America. Almost certainly, afteranother decade there would remain in service comparativelyfew representatives of the engine which had been the primarysource of motive power of the railroads for over a hundredyears.In that comparatively short time the steam locomotive hadchanged the United States from a small country with a fewseaports, and with towns and settlements little farther inlandthan river navigation permitted, to a great nation coveredwith cities and spanning a continent. It had made possiblethe confederation of the isolated provinces of Canada into agreat. Dominion. Now, by the 1950's, owing to the emer-gence of another type of motive power, it had becomeobsolete and its days could be numbered.No future generation would experience the thrill enjoyedby its predecessors. No future American could stand awedbeside the track and behold the majestic onrush of the ironhorse, be deafened by the blast of the exhaust, the crash andclatter of steel on steel, and the hiss of escaping steam, or bemomentarily shaken as the locomotive thundered past in ablurred flash of connecting rods, valve mechanism, andpounding wheels.No child at night would ever again awaken to the eerieecho of a far-off^steam whistle crying at a lonely crossing, orby day look out from a hillside at the long white plume ofsteam that marked a distant train charging down the valleybelow. The present generation of Americans can gaze backupon these things with nostalgia. The next will never knowthem.Here and there a steam engine will be saved, but thepeople of a different era will note them and quickly pass on,wondering. Only a few will pause to marvel and ponder overthe development of the steam locomotive. It is to the everlasting credit of our forebears that somefew examples and relics of the early engines have been pre-served; and the appearance of this study of them, coming inthe final hour of the steam locomotive, is most appropriate.The author has gone to painstaking lengths to find and siftand bring together the most complete record ever compiledof these examples and relics remaining of the earliest ofNorth American railway engines and of working replicas ofthem.Students of locomotive and railroad history are familiarwith the almost impossible task confronting the researcherwho undertakes to trace the history of early engines. Thecontemporary account is often a will-o'-the-wisp pursuedendlessly through the yellowed pages of century-old news-papers and books; the seemingly authentic fragment of factis found to be faulty just when it seems flawlessly correct;the colorful description ofsome ephemeral engine of the pastjust cannot be reconciled with contemporary accounts andfinally proves to have been prepared long afterward, repletewith the inaccuracies which most unfortunately result from.the inroads made by time upon the recollections of the mostcareful observer.Through all this confusing maze the author step by stephas made his way, the result being a most noteworthy andvaluable contribution to the literature of the steam locomo-tive. To students of its history, to the vast body of railwayenthusiasts all over the world, and to those generally inter-ested in the development of mechanical industry and trans-portation, this work must appeal as unique and one that willbe long remembered. THOMAS NORRELLJuly 1955Silver Spring, Maryland Remaining Relics and Operable Replicas BUILDERCol. John Stevens Robert Stephenson & Co.Foster, Rostrick and Co. NAMEnone AmericaStourbridge Lion iDATE BUILT 'l1825 i 18281829 is Peter Cooper Tom Thumb 1 830Phineos Davis York 1831The West Point Foundry Association Bes\ Fnend of Charleston 1830The West Point Foundry Association DeV^'i^i Cl'mfon 1831 Robert Stephenson & Co. Davis and GartnerDavis and GartnerDavis and GartnerMatthias W. BaldwinH. R. Dunham and Co. (?)William NorrisBraithwaite, Milner and Co.Timothy HackworthBuilder unknov/nHolmes HinkleyNew Castle Manufacturing Co., sub-contractor to Matthias W. Baldwin John Bull Representing the First Quarter- Century OfSteam Locomotives in North America BUILT FOR CONDITION SEEPAGEExperiment Relics and 2 operable 10replicasDelaware and Hudson Canal Co. Relics only 14Delaware and Hudson Canal Co. Assembled relics and 1 4on operable replicaBaltimore and Ohio Rail Road Co. Operable replica 22Baltimore and Ohio Rail Road Co. Operable replica 24South-Carolina Canal and Rail-Road Co. Operable replica 26Mohawk and Hudson Rail Road Co. Relic and an operable 32replicaCamden and Amboy Rail Road and Operable original and 38Transportation Co. replicaBaltimore and Ohio Rail Road Co. Operable original 47 i Baltimore and Ohio Rail Road Co. Operable original 47\\ Baltimore and Ohio Rail Road Co. Operable original 47 \ ! Utica and Schenectady Rail Road Operable original 53Name unknown Operable original 55Baltimore and Ohio Rail Road Co. Operable replica 58 I Philadelphia and Reading Rail Road Co. Operable original 60General Mining Association Operable original 63Name unknown Operable original 67 ii Mochiasport Railroad Operable original 69 \ Baltimore and Ohio Rail Rood Co. Operable original 71 8 ALTOGETHER, perhaps a quarter of a million steam loco-motives have been built in America. From the firstthey have been objects of interest to young and old. Theyhave been depicted and photographed untold times, and asa result a wonderfully accurate pictorial record of their con-struction and appearance has been built up.The locomotives themselves, however, as they wore outor fell into disuse were usually destroyed for the value of theirscrap metal. This process has been greatly hastened in recentyears by the trend toward the use of diesel-electric and othertypes of motive power. Few remain of the busy multitudes ofsteam locomotives that served so well in building the Nationson this continent. The picturesque and once popular steamerhas today become the vanishing iron horse.It is proposed to deal here only with the relics and replicasof the historic steam locomotives used during the pioneerdays of railroading on this continent, in the period 1825-1849. Of these, only 11 have survived in even reasonablycomplete form. With the remaining parts of several others,they are accounted museum treasures. Full sized operablereplicas of 7 other famous early locomotives have been con-structed. All these together afford a good idea of the actualconstruction of the locomotives of long ago.Not to be included, are the many nonoperable, woodenfacsimiles of early locomotives that merely serve to show thegeneral external appearance of the originals they represent.Many such are to be seen in the railroad collection in theBaltimore and Ohio Transportation Museum located at theold Mount Clare station and roundhouse at Baltimore, Md.Also not to be included are the modern, full sized, oper-able replicas of Robert Stephenson's famous locomotiveRocket 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 atChicago, 111.). These replicas, built 100 years later by RobertStephenson & Co., Ltd., of Darlington, England, do not rep-resent a locomotive actually used in North America duringthe pioneering days of railroading here, and therefore do notfall into the category covered by this work.Various old models of suggested designs for locomotiveswould not seem to come within the scope of this publicationeither, as the full sized versions never came into being. Onesuch example is the model said to have been built by JohnFitch, and now exhibited in the Ohio State Archaeologicaland Historical Society at Columbus, Ohio. As Fitch died inJuly 1798, the model might, if authenticated as to builderand purpose, be a very early example of an idea along thelines of a steam locomotive.On the other hand, there is no assurance that the modelreferred to was intended by its builder to represent a loco-motive. It is thought by most historians that the model is thatof a proposed power plant for a boat, for Fitch is known tohave constructed several successful steamboats a few yearsbefore his death.America's First Roil LocomotiveCol. John Stevens of Hoboken, N. J., had by 1825 longbeen intrigued with the idea of constructing a steam locomo-tive, having had considerable success with steam as a methodof propulsion on water. In that year he constructed a smallexperimental 4-wheeled engine, the first rail locomotive tobe built in this country. The unflanged wheels were kept onthe flat rails by vertical bars that projected down from eachcorner of the locomotive. These were fitted on their lowerends with horizontal rollers bearing on the inside of the rails.Equipped with a vertical water-tube boiler, and with itshorizontal 1 -cylinder power plant geared to a rack locatedbetween the two rails, it was built only for demonstrationand experimentation. It was often run, however, on a smallcircular track laid out on the lower lawn of Stevens' estateat Hoboken. This was the first steam railroad in America.10 Figure 1.? Original boiler, now inNotionol Museum, of experimentallocomotive built in 1 825 by Col. JohnStevens. Of this original locomotive only the boilerand safety valve remain. They are on exhibi-tion at the National Museum (USNM180029), where they were deposited in 1888by the Stevens Institute of Technology. Theboiler (figure 1) contains 20 wrought-irontubes, each a little over 1 inch in outside di-ameter, set closely together in a circle andoriginally surrounding a circular grate, nowmissing. It is 4 feet high, including the headers,and 1 foot across, and was formerly enclosedby a jacket of thin sheet iron topped by a con-ical hood on which rested the smokestack.Wood used as fuel was dropped onto the grate through adoor in the hood, and water was put into the boiler througha pipe in the bottom header. Steam was taken from a 1-inchpipe in the top header. The boiler when new is reported tohave sustained with safety a steam pressure of 550 poundsper square inch. The design of the boiler was patented byStevens on April 1 1, 1803.The safety valve (figure 2) is of simple design. It con-sists of a lever 10 inches long from which a 4-pound lead ballabout 2^2 inches in diameter is suspended. Beneath the lever,and about 1 inch in from the fulcrum, is a disk valve con-trolled by the weight of the ball, which hangs by a stirrupthat can be moved to any of several notches, so that it can beset for different pressures at which the valve will open.11 Figure 2.? Original safety valve of Stevens' locomotive,now in National Museum.A small, nonoperable model of the locomotive, about2 feet long (figure 3), was made in the National Museumin 1898 (USNM 180241) and is exhibited there. A full sizedoperable replica, constructed in 1928 at the Altoona shops ofthe Pennsylvania Railroad Co., was demonstrated (figure4) at the Stevens Institute of Technology on November23, 1928, upon the occasion of the inauguration of HarveyN. Davis as president of the Institute. It was given by thePennsylvania Railroad to the Museum of Science and In-dustry at Chicago in 1932, where it is now exhibited.Another replica of the Stevens locomotive, made by thePennsylvania in 1939, appeared in the railroad pageant atthe New York World's Fair in 1939 and 1940, and for a timein 1941 was exhibited at the Pennsylvania Station in NewYork City. In June 1941 it was placed on exhibition in themuseum of Stevens Institute, where it remained until March1943. At that time it was returned to the Pennsylvania Rail-road Co., and has since been stored in their enginehouse atTrenton, N.J. Figure 3.? Model ofStevens' locomotive, inNotional Museum. Theboiler is shov^n outsidethe sheet-metal shellv^hich normally sur-rounds it. Figure 4.? Full sized operable replica of Stevens' locomotive, built in 1 928 byPennsylvania Railroad Co., being demonstrated at Hoboken, N. J., on November23, 1928.The design of these repUcas is based in part on the recol-lections in the 1880's of the grandson ofJohn Stevens, Dr.Francis B. Stevens, who was a frequent passenger on theoriginal locomotive in 1825 at the age of 1 1. These recollec-tions are contained in letters from Dr. Stevens to J. ElfrethWatkins, onetime curator of transportation and engineeringof the National Museum. Stevens' letters, dated March 30,1883, January 17, 1888, and November 19, 1892, are nowin the archives of the Museum. 13 Two Bntish-Built LocomotivesThe next locomotives known to have been used in thiscountry were the British machines today popularly referredto as the America (figure 5) and the Stourbridge Lion (figure 6).They were contracted for in England in 1828 by HoratioAllen, who had been sent there for that purpose by theDelaware and Hudson Canal Co., and were delivered atNew York City in 1829.The America, built by the already famous British firm ofRobert Stephenson & Co., of Newcastle-upon-Tyne, arrivedfrom London on the ship Columbia on January 15. TheStourbridge Lion, built by Foster, Rastrick and Co., of Stour-bridge, arrived from Liverpool on the John Jay on May 13.The delivered price of the former was $3,663.30 and of thelatter $2,914.90. On July 2 they were shipped up the Hud-son River by the steamboat Congress to Rondout, N. Y,where they arrived on July 3. '^=y 1 Figure 5.? Early drawing of America, built by Stephenson in England in 1 828. Figure 6.? Drawing of Stour-bridge Lion of 1 829 appearing inRenwick's "Treatise on the SteamEngine," published in 1830(notice that crank rings are notshown). The track shown is not thetype upon which the locomotiveran at Honesdale, Pa. Later in July the two locomotives were sent up the Dela-ware and Hudson Canal from Eddyville, N. Y., to Hones-dale, Pa., where the Stourbridge Lion was subsequently triedout on the newly laid railroad tracks of the Canal company.The tests on August 8, and again on September 9, withHoratio Allen at the controls, showed that although the per-formance of the locomotive was satisfactory, the track wasnot sufficiently stable to withstand the weight of the rela-tively large machine. As a result of this failure, horses andsteam- or water-powered stationary engines (see figure 7)constituted the motive power of this railroad until 1860.The Stourbridge Lion, nevertheless, had earned the distinc-tion of being the first locomotive to operate in America on arailroad 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. Twoother locomotives were built by Foster, Rastrick and Co. forthe Delaware and Hudson Canal Co. As these were not de-livered to Rondout until after the Lion had demonstrated theinadequacy of the track at Honesdale, they were not sentthere, but were instead stored at Rondout, where all trace ofthem has been lost. It is thought they were destroyed by firewhile in storage. ^Of"G J^t-jfATE N.Y L E Ct C N DLOADED TRACK (FOR LOADED CARS)nnnmn LicHT tpack (for empty cars) 1 I I I I LOCOAAOTIVE: R-AiLROAO THE DF.LAWAieE AND HUDSON CAI, "?" COMPANY 'SGRAVITY /RAILROADIN IQ6 616 In 1890, Lindsay and Early ofCarbondale, Pa., deposited one ofthe two cylinders (figure 8) of theAmerica in the National Museum(USNM 180922). It has a 9-inchbore and a 24-inch stroke, andthe piston (figure 9) is fitted withtwo compression rings. (The loca-tion of the other cylinder is todayunknown.)Earlier, in 1888, the Delawareand Hudson Canal Co. had givento the Museum several locomotiveparts, all thought to have beenfrom the Stourbridge Lion. It hasbeen established, however,through correspondence with E.A. Forward, formerly of theScience Museum, South Kensing-ton, London, and with the firm ofRobert Stephenson & Hawthorns,Ltd., that the three crank rings(USNM 180030-c) received atthat tim^e are actually relics of theAmerica. -igure 7.?Combining difFerent methods of trans-portation was common practice in the early daysof railroading. The Delaware and Hudson as lateas 1 866, for example, carried coal by rail fromthe mines of Scranton and Carbondale, Pa., to itscanal at Honesdale, Pa., and thence on bargesby 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 inhilly country where grades were very steep, grav-ity roads with switchbacks and inclined planeswere often used. The inclined plane consisted ofa set of rails over which units of the train couldbe raised or lowered by mechanical means.Horses, water power, or a stationary steam en-gine, often located at the top of the slope, wereamong the sources of power. Figure 8.? Cylinder of America, inNotional Museum. Figure 9.?Piston from cylinder, atabout twice the scale of figure 8. 17 Figure 10. ? Walking beams of Sfourbridge Lion, in National Museum. Figure 1 1.? Sfourbridge Lion partially reas-sembled from original parts in NotionalMuseum. Frame and wheels ore not original,and the crank rings are undoubtedly from theAmerica. Other definite relics of the Lion received from the Dela-ware and Hudson Canal Co. in 1888, from Lindsay andEarly in 1890, from G. T Slade in 1901, and from Mrs.Townsend Poore of Scranton, Pa., in 1913, include theboiler, one of the two cylinders, the two 6-foot-long walkingbeams (figure 10), and the 48-inch-diameter flanged metaltires of the four driving wheels.' These parts, with the ex-ception of the walking beams, were many years ago reas-sembled at the National Museum into a reconstructedversion showing somewhat the original appearance of thelocomotive (figure 11). ' The Museum catalog numbers of these are, respectively, USNM 180149,209826, 180030-A and 277700, and 180030-b. Figure 1 2.? Model of Stourbridge L/on, in National Museum. Figure 1 3.? 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 theAmerica, together with a fourth, dupUcate ring made at thetime of the reassembly, were unwittingly incorporated in thereconstruction. It is this version of the Stourbridge Lion that isnow on exhibition. The gauge of the reassembly, further-more, is 56V2 inches, while that of the original is recorded as51 inches.Also exhibited in the National Museum is a small non-operable model (USNM 215649) of the Stourbridge Lion withits tender, together about 2 feet long (figure 12), made byC. R. Luscombe in 1901 and rebuilt by Paul E. Garber in1920. 20 Figure 14.? Replica of Stourbridge Lion at New York World's Fair, May 20,1939.A full sized operable replica (figure 13) was constructed in1932 by the Delaware and Hudson Railroad Corp. and lentby them to the Wayne County Historical Society at Hones-dale, Pa. The cylinder bore of the replica is S'/ie inches, thestroke 36 inches. Since the outside dimensions of the originalcylinder are approximately those of the replica, its workingdimensions are probably also the same.From time to time the replica has appeared in variousrailroad pageants, including those at the Chicago World'sFair in 1933 and 1934, the New York World's Fair in 1939(figure 14) and 1940, and the Chicago Railroad Fair in1948. Otherwise, it can be seen on exhibition at Honesdale,the scene of the trials of the original Stourbridge Lion. 21 Peter Cooper and Phineos DavisNo original parts remain of one of the best known earlylocomotives, the Tom Thumb. A full sized operable leplica(figure 15), however, was made in 1926 by the Baltimore andOhio Railroad Go. for use in their exhibit that year at thePhiladelphia Sesqui-Centennial International Exposition. Ithas since appeared at the Fair of the Iron Horse, held atHalethorpe, near Baltimore, in the fall of 1927, the ChicagoWorld's Fair in 1933 and 1934, the New York World's Fairin 1939 and 1940, and the Chicago Railroad Fair in 1948and 1949. Its permanent home is in Baltimore, at the Balti-more and Ohio Transportation Museum.A small nonoperable model of the Tom Thumb, about 2 feetlong (figure 16), made in the National Museum in 1890(USNM 204581), is exhibited in the collection of the Mu-seum. Other small models of it appear in the B & OMuseum. One of these, a y4-inch-scale model recently madeunder the direction of Lawrence W. Sagle of the B & OMuseum, differs somewhat from the usually accepted idea ofthe Tom Thumb.Notably, the smokestack is not straight, but has an elbowat its upper end, and the belt-driven blower is located thererather than on the floor of the machine as in the replica andthe other models. Peter Cooper, the New York engineer andinventor who constructed the original Tom Thumb as an ex-periment in the winter of 1829-1830, mentioned this upperlocation of the blower in a speech delivered many years later,in 1875, and quoted in Bulletin 73 of the Railway andLocomotive Historical Society (1948, pp. 50-52).The little locomotive, with its vertical boiler made of riflebarrels, looked rather like the larger locomotive of JohnStevens of only several years earlier but had considerablysmaller wheels, these being only 30 inches in diameter.Although a 3V4-inch bore for its vertical 1 -cylinder engineis given by most writers, Jonathan Knight, chief engineer ofthe Baltimore and Ohio, in the fourth annual report of thecompany (for 1830, p. 35) gives the figure as 3^2. Unfortu-nately, he does not mention the stroke, which is usuallygiven elsewhere as either 14y4 or 14^2 inches. The bore and22 Figure 1 5.? Full sized operable replica of Cooper's Tom Thumb, built in 1 926by Baltimore and Ohio Railroad Co. Figure 16.?Model of Tom Thumb, in National Museum. stroke of the replica were made 5 and 27 inches so as to giveit sufficient power to operate satisfactorily. For that matter,in the interest of sturdiness and suitable operation the replicais somewhat larger in all respects and considerably heavierthan the original. It operates on a steam pressure of 90pounds per square inch, and it is reported that the originaldid likewise.The Tom Thumb was engaged in its famous race with thehorse-drawn railroad car in the summer of 1830 on a parallelsection of the new 13-mile stretch of track between Baltimoreand Ellicott's Mills. It covered the 13 miles between theMount Clare station and Ellicott's Mills in a little over anhour, and the return trip in 57 minutes. The race withthe horse-drawn car took place during the return trip. TheTom Thumb appeared to be a certain winner until temporaryslipping of the belt driving the blower caused the steam pres-sure to drop and allowed the horse to become the victor.Nevertheless, the Tom Thumb by this and later trips in thesame 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 thefamous Rainhill Trials held in October 1829 in England) inwhich the best locomotive demonstrated would be purchasedby the Baltimore and Ohio Rail Road Co. for the sum of$4,000.The winner of this contest, the York, a vertical-boilerlocomotive built in early 1831 by Phineas Davis, a formerwatchmaker of York, Pa., is in the same category as the TomThumb, not only in that no original parts survive, but also inthat a full sized operable replica of it (figure 17) has beenconstructed. This was built by the Baltimore and Ohio in1927 for use in the Fair of the Iron Horse. It also appeared atthe Chicago World's Fair in 1933 and 1934, after which itwas presented to the Museum of Science and Industry atChicago, where it has since remained.The original York was used successfully on the run betweenBaltimore and Ellicott's Mills, and subsequently on themuch longer run of some 40 miles between Baltimore andthe inclined planes at Parr's Ridge, on the way to FrederickTown and Point of Rocks, Md. (Horse power was used toraise the cars at Parr's Ridge in 1832.)24 Figure 1 7.? Full sized operable replica of Davis' York, built in 1 927 by Balti-more and Ohio Railroad Co. As the first practical and generally serviceable locomotiveof the early Baltimore and Ohio Railroad, the Tork influ-enced considerably the design of the company's subsequentlocomotives. Within a year Davis had constructed severallocomotives of a generally similar design, all with verticalboilers (see p. 47).The Tork had wheels 30 inches in diameter, weighed about3^2 tons, and had a top speed of 30 miles an hour. Not longafter its construction, it was drastically altered in design andappearance. The vertical cylinders were removed from theopposite sides of the boiler, where they had operated the fourwheels by means of direct-acting rods and trussed side bars,and inclined adjacent cylinders were located behind theboiler, where they operated by means of gearing on the rearaxle only.The modern replica, however, represents the Tork as it wasoriginally designed and constructed. It operates on a steampressure of 1 15 pounds per square inch. The original is saidto have operated on 100 pounds per square inch, and itburned anthracite coal, a very early use of that fuel in loco-motives. 25 The West Point Foundry Association Figure 1 8.? Early drawing of Best Friend of Charleston, built in 1 830.26 The scene is now shifted to South CaroHna and New York.The West Point Foundry Association, situated in New YorkCity, had been the location of a stationary demonstrationunder steam of the blocked-up Stourbridge Lion on May 28,1829, shortly after it was unloaded from the ship that broughtit from Liverpool. The Association soon thereafter built alocomotive (figure 18) for the South-Carolina Canal andRail-Road Co., which was building a line from Charlestonto Hamburg, S. C, just across the Savannah River fromAugusta, Ga. Prior to its adoption of the steam locomotive,the railroad had used horses to draw its cars, and had evenexperimented with a wind-propelled sail car.The locomotive, the Best Friend of Charleston, which was tobecome the first to operate on a regularly scheduled run inthis country, was constructed at a cost of $4,000 in the sum-mer of 1830, and arrived at Charleston on October 23 ofthat year, on the ship Niagara. The same Horatio Allen whohad tested the Stourbridge Lion for the Delaware and Hudsonhad become chief engineer of the South-Carolina Canal andRail-Road Co. and was one of those responsible for the plansof the Best Friend.Local machinists at Charleston were hired to reassemblethe locomotive and prepare it for its first trial, but when therun was made on November 2, 1830, the wheels were discov-ered to be unsatisfactory. They were replaced by sturdierones, and following a subsequent test on December 9, thelocomotive was accepted. After several more experimentalruns, some with passengers, the official first run, carrying141 persons, finally took place on Christmas Day 1830.Notice of the coming event had been published the pre-vious day, so it became the first steam railroad train runscheduled by "timetable" to be made in the WesternHemisphere. All previous locomotive operations on this sideof the Atlantic had been purely experimental?for test ordemonstration purposes. At the time of this run the tracks ofthe railroad extended only about 6 miles out of Charleston,but by October 3, 1833, the full 136 miles to Hamburg hadbeen completed. The South-Carolina Canal and Rail-Roadwas then the longest continuous railroad in the world (seefigure 19). 27 A description of the Best Friend by David Matthew, who in1830 had been foreman of the West Point Foundry Associa-tion, is contained in a letter he wrote in 1859 to the historianWilliam H. Brown. Later quoted by Brown in his "Historyof 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 doublecrank, inside of the frame, with the wheels outside of the frame,each wheel connecting together outside, with outside rods. Thewheels 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-fashionedporter-bottle, the furnace at the bottom surrounded with water,and all filled inside full of what we called teats, running out fromthe sides and top, with alternate stays to support the crown of thefurnace; the smoke and gas passing out through the sides atseveral points, into an outside jacket; which had the chimney onit. The boiler sat on a frame upon four wheels, with the connect-ing-rods running by it to come into the crankshaft. The cylinderswere about six inches in the bore, and sixteen inches' stroke.Wheels about four and a half feet in diameter. The whole machineweighed about four and a half tons. Figure 1 9.? In 1 833 the South-Carolina Canal and Rail-Road was the longestcontinuous railroad in the world.28 Figure 20.? Old locomotive wheelat Redwood Library, Newport, R. I.,claimed to be "wheel of first loco-motive used on first railroad of anylength in America,?Charleston,S. C, to Augusta, Go., 1 835."The Best Friend, as such, was short-lived. It gave servicethat was entirely satisfactory up to the moment its boilerexploded on June 17, 1831, when one of the helpers on thelocomotive deliberately held the safety valve closed.According to the statement in 1869 of Nicholas W.Darrell, first engineer of the Best Friend and later superin-tendent of machinery of the South-Carolina Canal andRail-Road, the salvageable parts were used in constructinganother locomotive which was appropriately named thePhoenix. Darrell's recollection is confirmed by the earlyreports of the company, which also reveal that the machin-ery and new boiler were arranged differently on the Phoenix,the cylinders being placed outside the frame, and the weightbeing much more evenly distributed. The Phoenix was put inservice on October 18, 1832.Although no documented relics of either of these two loco-motives remain, the Redwood Library at Newport, R. I.,now exhibits an all-metal wheel (figure 20) claimed to befrom the "first locomotive used on first railroad of any lengthin America. Charleston, S. C, to Augusta, Ga., 1835." Quiteprobably it is a replacement wheel from the Phoenix, for Dar-rell also stated in 1869 that cast wheels with wrought tireswere used to replace the original wooden wheels with irontires that were on the Best Friend when it was salvaged toconstruct the Phoenix. 29 Figure 2 1 .? Full sized operable replica of Best Friend of Charleston, built in 1 928by Southern Railway System.The wheel at Newport is built up of parts, and consists ofa large round hub, 12 round 1 V4-inch-diameter spokes, a rimapproximately 46 inches in diameter and 4V2 inches wide,and a flanged tire 4% inches wide and about 1 inch thick,the flange of which is 2 inches wide on its outside face. Thewheel, therefore, has a diameter of about 48 inches. Thespokes are staggered in the hub and appear to be fastened toit by threaded nuts. Four keyways are cut into the hole inthe 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 operablereplica of the Best Friend has been built. The Southern Rail-way System, which now includes the old South-CarolinaCanal and Rail-Road, in 1928 constructed a faithful replicaof the locomotive at its Birmingham, Ala., shops, and in thesame year reproduced the original tender and several carsat its shops at Hayne, S. C. (figure 21). A new boiler wasinstalled on the replica in 1948.30 Among the various fairs at which it hasbeen exhibited are those held at New York in1939 and 1940 and in Chicago in 1948 and1949. At present it is to be seen in the depot ofthe Chattanooga Station Co. at Chattanooga,Tenn.A small, nonoperable model of the BestFriend, about 2 feet long (figure 22), withtender and two cars, was made in the late1 880's by D. Ballauf, well known model makerof Washington, D. C. It was first exhibited atthe Cincinnati Centennial Exposition in 1888,after which it was placed on exhibition in theNational Museum (USNM 180244).Of the West Point, the second locomotivebuilt by the West Point Foundry Association,and the second bought by the South-CarolinaCanal and Rail-Road Co., no relics or repU-cas are known to exist. A satisfactory locomo-tive, it arrived at Charleston on the shipLafayette on February 28, 1831. Its final dispo-sition is no longer known. Figure 22.? Model of Best Friend of Charleston,in Notional Museum. 353689 O -56 -3 31 Figure 23.? Early drawing of De Witt Clinton, built in 1831 The third locomotive (figure 23) built by the West PointFoundry Association, the De Witt Clinton of the Mohawk andHudson Rail Road Co., was the first to run in New YorkState. Its first public demonstration was an excursion trip onAugust 9, 1831, on a 12-mile stretch of railway betweenAlbany and Schenectady. The distance was covered in lessthan one hour. Another notable demonstration, attended bymany public officials, took place on September 24 of thesame year.The locomotive, which had been shipped up the HudsonRiver to Albany during the last week ofJune with DavidMatthew in charge, weighed a little over 6,750 pounds, was1 1 V2 feet long, and was mounted on four 54-inch wheels, allof which were drivers. The two cylinders, at the rear of the32 Figure 24.? Wheel, said to befrom original De Wi'ff Clinton, inNational Museum. locomotive and connected to the axle of the front wheels,had a bore of 5V2 inches and a stroke of 16 inches. The boilerwas tubular, with copper tubes about 2V2 inches in diameterand 6 feet long. The top speed when pulling a load of about8 tons was said to have been about 30 miles an hour.The De Witt Clinton was never completely satisfactory, andafter infrequent use in 1831 and 1832 it was disassembledand disposed of piece by piece. Some of the parts were listedas sold on April 20, 1835, others on September 13 and Octo-ber 29, 1836. A total of $485 was realized from the varioussales.In 1891, a wheel said to have been one of the wheels of theoriginal De Witt Clinton, was deposited in the NationalMuseum (USNM 180947) by William Buchanan, at thattime superintendent of motive power of the New York Cen-tral and Hudson River Railroad Co. The all-metal wheel(figure 24) contains 14 round, 1 -inch-diameter spokes stag-gered around the hub, and is 52y2 inches in diameter. Theflanged metal tire is missing from the rim, which is 4V8 incheswide, but its presence would undoubtedly bring the overalldiameter of the wheel up to 54 inches.33 Figure 25.? Full sized operable replica of De Witt Clinton, built in 1 893 by NewYork Central and Hudson River Railroad Co., at World's Columbian Exposition, inChicago, in 1 893. Figure 26.? Replica of De Witt Clinton photographed during an appearancein 1921. ?^:45r u 4" -4'?^ This wheel, or an identical one, was used in the very early1890's by the New York Central and Hudson River Rail-road Co. as a guide in their construction of the full sizedoperable replica of the De Witt Clinton locomotive, tender,and cars, first shown at the World's Columbian Expositionat Chicago in 1893 (figure 25). The replica, constructedfrom the original plans of 1831, was made at the railroad'sshops at West Albany, N. Y. During the past 60 years thereplica has undergone a number of repair operations, but itremains authentic. It has been exhibited on many occasions(figure 26).Since the 1893 unveiUng of the replica of the train atChicago, it has been displayed at the Louisiana PurchaseExposition at St. Louis in 1904, the Fair of the Iron Horse(figure 27), the Chicago World's Fair in 1933 and 1934, theNew York World's Fair in 1939 and 1940, the Chicago Rail-road Fair in 1948 and 1949, and on many other occasions.For years the train was exhibited on a balcony within NewYork City's Grand Central Terminal, but since 1935 it hasbeen on loan from the New York Central System to theHenry Ford Museum at Dearborn. An exquisitely made nonoperable model of the De WittClinton, its tender, and three cars, together about 3 feet long(figure 28), was made in 1932 by Peyton L. Morgan ofLynchburg, Va., and has been since 1935 in the collectionof the National Museum (USNM 310961). 36 I, Figure 27.? Replica of De WiH C//nfon at the Fair of the Iron Horse in 1927. Figure 28.?Model of De W\ff Clinton, in National Museum. 37 National ^Auseum's John Bull Figure 29.? Pre-1 900 photo of John Bull, oldest complete and operable loco-motive in North America, now in National Museum. Probably the most famous and historic old locomotive inthe United States today is the John Bull, the oldest completeand operable locomotive in the country (figure 29). Built inEngland in 1831 by Robert Stephenson & Go. of Newcastle-upon-Tyne, it was officially placed in service on November12, 1831, at Bordentown, N. J., on the lines of the Camdenand Amboy Rail Road and Transportation Co., now a partof the Pennsylvania Railroad Co. In regular service until1865, the locomotive was given by the Pennsylvania Rail-road Co. to the National Museum in 1885 (USNM 180001).It should not be confused with another Stephenson-builtlocomotive of the same name, built for the Mohawk andHudson Rail Road Co. at the same time but no longer inexistence.The Camden and Amboy's John Bull, its first locomotive,was ordered from Stephenson by Robert L. Stevens of NewJersey, son of the railroad pioneer Col. John Stevens, andpresident of the company, who had gone to England inOctober 1830 for this purpose, as well as to purchase ironrails of his design for the track of the new railroad.38 The locomotive was completed early in the summer of1831 and was shipped from Liverpool on the ship Allegheny,which sailed for Philadelphia on July 14. It had been disas-sembled for shipping, as were most of the early locomotives,and it is interesting to note that the freight charge was only?l9, or a little under $100. The total cost of the locomotive,incidentally, was ?784 7s. Od., or a little under $4,000.The engine arrived at Philadelphia about the middle ofAugust, and was then transshipped by sloop to Bordentown,near Trenton, whence a few miles of rail were soon to headnortheastward toward South Amboy. The mechanics whoassembled the locomotive found it a mysterious and com-pletely unfamiliar device. After considerable experimenta-tion the task was successfully accomplished under the leader-ship of Isaac Dripps, a local youth who later rose to a positionof importance in the Pennsylvania Railroad.In its first test the locomotive was fired up to 30 poundssteam pressure, and Dripps, with Stevens by his side, openedthe throttle of the first locomotive of what was to becomepart of the Pennsylvania Railroad Co. The engine was dis-assembled for a few minor modifications shortly after thistrial, and a few weeks later, on November 12, the official firsttrip was made.The John Bull as it appeared when first placed in service in1831 was described in detail by J. Elfreth Watkins in his"Camden and Amboy Railroad," published in 1891. Hewrote:The engine originally weighed about ten tons. The boiler wasthirteen feet long and three feet six inches in diameter. The cylin-ders were nine inches by twenty inches. There were four drivingwheels four feet six inches in diameter, arranged with outsidecranks for connecting parallel rods, but owing to the sharp curveson the road these rods were never used. The driving wheels weremade 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-halfinches. The gauge was originally five feet from center to center ofrails. The boiler was composed of sixty-two flues seven feet sixinches long, two inches in diameter; the furnace was three feetseven inches long and three feet two inches high, for burningwood. The steam ports were one and one-eighth inches by six anda-half inches; the exhaust ports one and one-eighth by six and39 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 andtwenty-five pounds.After the valves were in gear and the engine in motion, twolevers on the engineman's side moved back and forth continu-ously. When it was necessary to put the locomotive on the turn-table, enginemen who were skilled in the handling of the enginesfirst put the valves out of gear by turning the handle down, andthen worked the levers by hand, thus moving the valves to theproper position and stopping the engine at the exact point desired.The reversing gear was a very complicated affair. The two ec-centrics were secured to a sleeve or barrel, which fitted loosely onthe crank-shaft, between the two cranks, so as to turn freely. Atreadle was used to change the position of this loose eccentricsleeve on the shaft of the driving wheel (moving it to the right orleft) when it was necessary to reverse. Two carriers were securedfirmly to the body of this shaft (one on each side of the eccentrics);one carrier worked the engine ahead, the other back. The smallhandle 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 ofthe engine) off'the pin, and thus put the valves out of gear beforeit was possible to shift the sleeve and reverse the engine.As no tender came with the locomotive, one was improvisedfrom a four-wheel flat car that had been used on constructionwork, which was soon equipped to carry water and wood. Thewater tank consisted of a large whiskey cask which was procuredfrom a Bordentown storekeeper, and this was securely fastenedon the center of this four-wheeled car. A hole was bored upthrough the car into the barrel and into it a piece of two-inch tinpipe was fastened, projecting below the platform of the car. It nowbecame necessary to devise some plan to get the water from thetank to the pump and into the boiler around the turns under thecars, and as a series of rigid sections of pipe was not practicable,young Dripps procured four sections of hose two feet long, whichhe had made out of shoe leather by a Bordentown shoemaker.These were attached to the pipes and securely fastened by bandsof waxed thread. The hogshead was filled with water, a supply ofwood for fuel was obtained, and the engine and tender were readyfor work.The distance between the two main axles on the locomo-tive is just 5 feet, and the gauge is 56V2 inches. The overalllength of the locomotive, including the pilot, is 25 feet; of thetender, 12 feet.Watkins has given the cylinder bore as 9 inches, a figurealso used by C. F. Dendy Marshall in his "Two Essays in40 Figure 30.? Another pre-1 900 view of John Bull, which was built in England byStephenson in 1831.Early Locomotive History," and by J. G. H. Warren in his"A Century of Locomotive Building," both excellent pub-lications. In fact, however, the cylinder bore of the John Bullwas recently measured and found to be 11 inches. The strokeof 20 inches as cited by all is correct.Many changes, some minor and some major, were incor-porated in the John Bull during the next few years. The mostnoticeable was the addition of a 2-wheeled pilot, suggested in1832 by Robert L. Stevens to guide the locomotive aroundthe sharp curves common in the tracks of that era. In orderto attach the pilot to the front axle, the outside rods andcranks connecting the front and back axles had to be perma-nently removed, thus reducing the number of drivers fromfour to two. The John Bull has ever since been driven by onlythe two rear wheels (figure 30). The wheels of the pilot are29 inches in diameter.Another early permanent change was the replacement ofthe wooden-spoked wheels with those of cast iron. The oldwooden carriage-type wheels could not stand up under serv-ice in America, where sharp curves in the tracks prevailed.41 Figure 31.? Original wooden-spokedwheel of John Bull, in Notional Museum. A wheel, said to be one of the originals (figure 31) but lack-ing the flanged metal tire, was presented to the NationalMuseum (USNM 181194) by the Pennsylvania RailroadCo. in 1894. An inch or so less in diameter than 54 inches,the wheel would certainly be of the original size if the tirewere in place. The 14 spokes and the felloe are of wood.Metal bands, similar to the crank rings of the America (nowaffixed to the reconstructed wheels of the restored StourbridgeLion, see p. 20), are included in the construction of this oldwheel o^xhc John Bull.Whether or not it is one of the original wheels applied tothe locomotive by Stephenson can not at this time be def-initely proved. Possibly it is an early wooden-spoked wheelbuilt and tried by the Camden and Amboy prior to theadoption of the all-metal wheels now on the locomotive. An-other similar wheel, until recently located in the Pennsyl-vania's library in its Suburban Station Building in Philadel-phia, is now in storage. These two wheels were included inthat railroad's exhibit at the World's Columbian Expositionin 1893. 42 Among the many other changes to the John Bull were theaddition of a bell, a whistle, and a headlight, as well as adial-type steam pressure gauge (figure 32), and the reloca-tion of the axle springs, the water cocks, the safety valve, andthe steam dome. At one time a cab was installed at the rearof the locomotive, and an 8-wheeled tender was in use(figure 33).The tender as seen today is basically original, but much ofthe woodwork was in such poor repair that it was completelydisassembled in 1910 and stored, the rotted pieces of woodbeing discarded. In 1930 the tender was completely restoredat the Altoona shops of the Pennsylvania Railroad Co., andsince that time has been exhibited constantly with thelocomotive.Prior to its presentation to the National Museum, the JohnBull had appeared at the Centennial Exhibition at Philadel-phia in 1876, and at the Exposition of Railway Appliances Figure 32.?Jofin Bull on display in National Museum. Note controls and modernsteam pressure gauge. at Chicago in 1883. In early 1893, the locomotive and tenderwere taken from Washington to New York City, and onApril 1 7. proceeded under steam, pulling two old cars of theperiod of 1836 (figure 34), to the World's Columbian Exposi-tion at Chicago. It arrived without mishap on April 22 afterhaving covered 912 miles. The locomotive and tender werereturned to the Museum in December 1893 after havingmade daily demonstration runs at the exposition. They re-turned to Washington under steam via Pittsburgh, Altoona,Harrisburg, and Baltimore. The next time the locomotiveleft the Museum's confines was for a brief sojourn at the Fairof the Iron Horse in 1927 (figure 35). More recently it ap-peared at the Chicago World's Fair in 1933 and the NewYork World's Fair in 1939 and 1940.In early 1940, a full sized operable replica of the John Bulllocomotive (figure 36) was made at the Altoona shops of thePennsylvania Railroad Co. The cylinder dimensions of 11by 20 inches were apparently known by the shops at thattime, as the drawings made then for use in building thereplica show the bore and stroke to be 10% by 20 inches. Per-haps the bore of the original locomotive was also 1078 inchesin 1831, and was increased to 1 1 inches through many yearsof wear. However, the figure of 9 inches for the bore, so oftenused in the past, is definitely incorrect. -aipppwi ilMipi Figure 33.? As this early photo shows, the John Bull toward the end of its activecareer had a cab and large smokestack, and an 8-wheeled tender was used.44 Figure 34.?John Bull, with train of 1 836-period cars, en route to World'sColumbian Exposition at Chicago in 1 893. Figure 35.? Original John Bull, with replica of tender built in 1 927, at the Fairof the Iron Horse, October 5, 1 927. Figure 36.? Full sized operable replica of John Bull, built in 1 940 by Pennsyl-vania Railroad Co. V Figure 37.? Model of John Bull and tender, in Notional Museum, showing ap-pearance of original 1831 design. Note side rod connecting the two axles. Earlier, in 1927, a full sized replica of the tender had beenconstructed at Altoona. This replica of the tender appearedwith the original locomotive at the Fair of the Iron Horse in1927, but since 1930 the restored original tender has alwaysappeared with the original locomotive. In 1940, the replicaof 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 asa stationary exhibit. The repUca again appeared at the Chi-cago Railroad Fair in both 1948 and 1949. When not onexhibition, the replica is usually stored at the Pennsylvania'senginehouse 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, togetherabout 6V2 feet long, was made in the National Museum byC. R. Luscombe about 1900, and is included in theMuseum's collection (USNM 233510). The units are repre-sented as the originals appeared in 1831, without the piloton the locomotive, and without the sides and top on thetender. 46 Three GrasshoppersAs a result of the success of Phineas Davis' Tork on theBahimore and Ohio (see p. 24), about 18 more small loco-motives with vertical boilers were built for the B & O be-tween 1832 and 1837, the first few by Davis- and his partnerIsrael Gartner," several by Charles Reeder, and the remain-der by George Gillingham and Ross Winans. These ma-chines, with their vertical cylinders and their walking beams,earned the name "grasshopper" because of their peculiarappearance when under way.Of the many "grasshoppers" constructed, three have sur-vived. The earliest, the John Quincy Adams, was built in July1835 and is now exhibited in Carillon Park at Dayton, Ohio,where it has been for several years, the gift of the Baltimoreand Ohio. The remaining two, the Andrew Jackson and theJohn Hancock, were built in 1836 and are now housed in theB & O Museum at Baltimore.The history of these three locomotives is somewhat com-plicated. All were in use at the Mount Clare station in Balti-more 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 bemodified for the exhibit the B & O was planning for the fol-lowing year at the World's Columbian Exposition.As it was the desire of the B & O to show in this exhibitsome 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 wasrebuilt to resemble the Traveller (originally named the IndianC%/^) of 1833.The John Hancock, unaltered, was merely renamed theThomas Jefferson (figure 40), a "grasshopper" of 1835. Whythe John Quincy Adams, itself built in 1835, was not used for - Davis and Gartner ha\ e an earlier claim to engineering fame, for in conjunctionwith John Elgar they had constructed in York, in 1825. the first American-builtvessel with a metal hull, the sheet-iron steamboat Codorus. ' Although he spelled hi.s 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 his-tories 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.353689 O -56 -4 47 this purpose under its original name, is not now understood.(The Martin Van Buren, now no longer in existence, wasaltered considerably at that time to resemble the Mazeppa, aso-called "crab" engine of 1838.)The original Andrew Jackson, ever since called the Atlantic(figure 41), has appeared at many railroad pageantsthroughout the East (figure 42); in 1935 and 1936 it was on %f'^^ Figure 38.? Andrew iackson , bearing number "7," in a photo taken between1 850 and January 1 , 1 884, at which time it was renumbered "2." Note tender. Figure 39. ? Andrey/ iackson, as remodeled to resemble Af\an\\c, 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. Figure 40. ? John Hancock, bearing name Thomas Jefferson, at the Fair of the IronHorse, September 30, 1927. When first placed in service, "grasshoppers" didnot use metal water tanks. Figure 41.? Recent photo of so-called Atlantic. Note absence of side rod thatoriginally connected the two axles.P*' f"'.fy Figure 4 2.? So-called Atlantic in 1 935, with modern reproductions of the famousImiay passenger coaches used on B & O in the 1 830's. Figure 43.? So-called Atlantic on exhibition in National Museum hall of trans-portation, in 1935.r \ WUlMOaEs^OHlORKXrUXTIC .1'-: N{ WJi 1,1 ATLANTIC rlt^t" \V .Jiifei%j*..-?5^v Figure 44.?John Hancock photographed during o recent appeoronce. Figure 45. ? John Quincy Adams as restored for exhibition at Dayton, Ohio. Thisis the oldest complete American-built locomotive in existence. Metal water tankis not original. B a O R.R. ^g^-^- ..r~-^? ^ exhibit in the National Museum (figure 43). Th.^ John Han-cock, on the other hand, was recently given back its originalname (figure 44) after having carried the incorrect appella-tion Thomas Jefferson for about 60 years. Many railroad his-torians of recent times have apparently not been aware ofthe name-switching involving these two locomotives, whichare now part of the permanent collection in the B & OMuseum.Th.^ John Quincy Adams (figure 45), recently restored andrepainted and no longer referred to as the Traveller, is theoldest 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 12y2-inch bore (according to the 10th an-nual report of the B & O, for 1836, p. 22) and originallyoperated on a steam pressure of 50 pounds per square inch.With their thoroughly overhauled boilers, they now operateon 75. The bore of the JoAn Quincy Adams is slightly smaller,12^4 inches (according to the 9th annual report of the B &O, for 1835, p. 24), unless it has been increased by wear orreplacement.The wheelbase of each "grasshopper" is 49 inches, and theweight was originally about 8^2 tons. The wheels, modernreplacements, are about 34 inches in diameter but the orig-inal ones were several inches larger. All four wheels of eachare (or were) connected by gearing and rods to the twocylinders. In converting the Andrew Jackson to represent theAtlantic, however, the side rods were removed so that only itsrear wheels now serve as drivers, as did those of the originalAtlantic.It is of interest that at least one other "grasshopper" loco-motive was built by Gillingham and Winans, but not for theB & O. Named the Columbus, this generally little known ex-ample was made in 1836 for the Leipzig to Dresden Rail-road in Germany, and quite probably was the first Americanlocomotive ever built for export. A description and illustra-tion of it are found in the German publication "HundertJahre deutsche Eisenbahnen," published in 1935. 52 Two Midwestern LocomotivesAmong the early locomotives that have survived is thePioneer (figure 46), the first to have steamed out of Chicago,this having occurred on October 25, 1848, at the opening ofthe Galena and Chicago Union Rail Road. Built early in1836, the Pioneer was the 37th constructed by Matthias W.Baldwin and is the oldest Baldwin locomotive now inexistence.It was originally sold to the Utica and Schenectady RailRoad, in New York's Mohawk Valley, and was their loco-motive No. 7. Later it was sold to the Michigan Central Rail-road, by whom it was reportedly renamed the Alert, a namethat is open to question. From the latter road the Galenaand Chicago Union obtained it in 1848.In order to get the locomotive to Chicago, it had to beshipped by boat across Lake Michigan from Michigan City,Ind., and hauled by teams to the tracks. The little Baldwinlocomotive at this time was given the name Pioneer. Its newowner, the Galena and Chicago Union, later, in 1864, wasmerged into the then 5-year-old Chicago and North West-ern Railway Co. Figure 46.? Chicago and North Western's ?\oneer , built in 1836 and oldestBaldwin locomotive in existence, as repainted for Chicago Railroad Fair of 1 948.53 Figure 47.? Earliest known photo of Pioneer, showing it at work in bridge con-struction at Rockford, III., in 1 869. The Pioneer had a full and active life, for it was in oper-ation 12 years prior to its acquisition by the Galena roadand 26 years after (figure 47). It was at one time temporarilylent to the new Chicago, Burlington and Quincy line, untilthat company was able to buy an engine of its own, and wasfinally retired by the Chicago and North Western in 1874.The Pioneer is a typical Baldwin design of the period. Awood burner, it weighs 10 tons, has slightly inclined cylin-ders 11 by 18 inches in size, one pair of 54-inch drivingwheels at the rear, and a 4-wheeled swiveling truck at thefront. The cylinder bore was originally 10 inches, but in1872 the Chicago and North Western changed it to the pres-ent slightly larger dimension.54 While owned by the Michigan Central, ithad been altered in several ways, the princi-pal change being in the valve motion. Thelocomotive originally had a single fixed eccen-tric for each cylinder, with two arms extendingbackward. These arms were fitted with drophooks to engage with a pin on a rocker armthat actuated the valve rod. The new motion,installed by the Michigan Central, uses doubleeccentrics with V-hooks for each cylinder. Thecab and the cowcatcher, not applied to thelocomotive when it was constructed in 1836,are of a slightly later period according to anarticle in "Baldwin Locomotives" (vol. 10, No.2,October 1931,pp. 3,4).In common with many of the other surviv-ing old locomotives, the Pioneer has been onexhibition at many places, including the Ex-position of Railway Appliances at Chicago in1883, the World's Columbian Exposition heldthere 10 years later, the Louisiana PurchaseExposition at St. Louis in 1904, the ChicagoWorld's Fair 30 years later, and the ChicagoRailroad Fair in 1948 and 1949. At the latterfair it operated under its own power every dayeach summer, requiring only the replacementof the old boiler flues with new ones of sturdierconstruction to make it again serviceable. In recent years ithas been exhibited at the Museum of Science and Industryat Chicago, but is now stored in that city in one of the shopsof the Chicago and North Western.Not a great deal is known of the early history of theMississippi (figure 48), which is now exhibited at the Mu-seum of Science and Industry at Chicago. Originally it wasused on a pioneering railroad operating east out of Natchezin the late 1830's. Some writers have contended that it wasimported from England. Others, including Angus Sinclair,the railroad historian, have stated that it was probably builtby the New York firm of H. R. Dunham and Co. 55 Figure 48. ? Mississippi, probably built in the 1830's, with tender of a laterperiod. Photo may have been taken after locomotive v/as rebuilt for exhibition atWorld's Columbian Exposition at Chicago, in 1 893.The Mississippi, however, has none of the characteristicsof Enghsh locomotives of its period, and it is well known thata representative of Dunham took several locomotives fromNew York to Natchez in late 1836. It is m^ost probable thatthe Mississippi is a Dunham-built locomotive of the middle1830's.Its first recorded service began in April 1837, betweenNatchez and Hamburg, Miss., a distance of about 19 miles.A violent storm lashed Natchez on May 7, 1840, anddestroyed considerable railroad property. From this and sub-sequent financial blows the little railroad shortly succumbed,and the Mississippi passed to other owners. Among thesewere the Grand Gulf and Port Gibson Railroad, the Missis-sippi Valley and Ship Island Railroad, and the Meridian,Brookhaven and Natchez Railroad. The latter road wasacquired in 1891 by the Illinois Central Railroad Co.56 In the spring of 1893 the locomotive was rebuilt at theMcComb, Miss., shops of the Illinois Central and then wastaken under its own power from McComb to Chicago, a dis-tance of 815 miles. There it was exhibited at the World'sColumbian Exposition. It has since been seen in manyplaces, including the old Field Museum at Chicago, theLouisiana Purchase Exposition in 1904, the Semicentennialof Wheeling, W. Va., held in June 1913, and the ChicagoWorld's Fair in 1933 and 1934. The tender usually seen withthe 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 wheels43 inches in diameter, and, according to Sinclair, has cylin-ders with a bore and stroke of 9V2 and 16 inches. Its tractiveforce is said to be 4,821 pounds. 57 A One-Armed Billy Figure 49.? Full sized operable replica of Lafayette, built in 1927 by Baltimoreand Ohio Railroad Co.An operable replica (figure 49) of another locomotive ofthe same period also exists. The Lafayette, built in 1837 byWilliam Norris of Philadelphia, was the first Baltimore andOhio locomotive to have either a horizontal boiler or sixwheels. As B & O No. 13, with a 4-2-0 wheel arrangement,it represented the first stage of the transition from the old4-wheeled vertical-boiler types. It was the first of a group ofeight ordered from Norris and was placed on the road inApril 1837.According to the railroad historian J. Snowden Bell, theselocomotives were known as "one-armed Billys," a term de-rived from the name of the builder and the single connectingrod on each side. Some of them were in service with lightlocal passenger trains as late as 1857, but by 1839 it hadbeen realized that they could not meet the rapidly increas-ing requirements of the expanding B & O railroad system.As a result, only the eight "one-armed Billys" were boughtby the company, and as early as September 1839 the road58 introduced on its lines the more advanced 4-4-0, or Amer-ican-type locomotive?the second stage of transition fromthe old "grasshoppers" and "crabs."The replica of the Lafayette has one pair of 42-inch drivingwheels, and a leading truck with four 29-inch wheels, al-though the diameters of the wheels of the original were 48inches and 30 inches, respectively. It looks somewhat like theChicago and North Western's Baldwin-built Pioneer, butwhereas it was Baldwin's practice to locate the driving axlebehind the firebox, the Norris engine had it located ahead.This feature gave the Norris 4-2-0's greater adhesion andtractive force. The Lafayette replica, with a wheelbase of112% inches and a weight of 29,200 pounds, has a tractiveforce of 2,323 pounds. Its cylinders have a 9-inch bore andan 18-inch stroke, and it operates on a steam pressure of 90pounds per square inch.The replica was built in 1927 for the Fair of the IronHorse and later appeared at the Chicago World's Fair in1933 and 1934, the New York World's Fair in 1939 and1940, and the Chicago Railroad Fair in 1948 and 1949. Ithas also been taken several times to the west coast, where ithas been used in the filming of motion pictures. In the fall of1955 it was used in northern Georgia in a film based on thestory of the famous Civil War locomotive General (see p. 84).For many years the replica carried the nameplate WilliamGalloway, this name having been given it shortly after it wasbuilt, to honor a famous early locomotive engineer of theBaltimore and Ohio. Today, bearing the correct nameplate,the Lafayette is usually to be seen at the B & O Museum inBaltimore. 59 A Rocket in America Figure 50.? Rocket, built in 1838 by Braithwaite of London, England, and usedby the Philadelphia and Reading Railroad until 1 879. Photo was made about1900.The second oldest of the three complete British locomo-tives of the 1825-1849 period extant in North America is theRocket (figure 50), built in early 1838 for the Philadelphiaand Reading Rail Road Co. by Braithwaite' of London. Itwas the first of eight Braithwaite locomotives purchased bythat railroad between 1838 and 1841. ' The correct name of the builder of the Rocket, according to Dendy Marshall, wasBraithwaite, Milner and Co. The two brass maker's plates on the opposite sides ofthe front of the locomotive's boiler read "Braithwaite & Co./ London./ March1838." However, as they are of the same size and shape as the shop plates of thePhiladelphia and Reading in the early 1890's, and as there was no plate on the loco-motive in the late 1880's (see figure 5 1), it is quite likely that these plates are notoriginal with the locomotive. They were probably made and installed at the timeit was refurbished for exhibition at Chicago in 1893.60 The Rocket was the third of the Reading's locomotives,having been preceded by the Baldwin-buih Neversink in Au-gust 1836 and the Winans-built Delaware in January 1838.It was delivered at Philadelphia by boat in March 1838, andwas then carried up the Schuylkill Canal to the foot of PennStreet in Reading. From there it was hauled by team to theterminus of the Reading-to-Pottstown line at Seventh andPenn Streets, where it participated in the opening of thisportion of the road in May 1838. It was first used in passen-ger service in July 1838, but in 1845, as the need grew forheavier motive power, it was relegated to the Constructionand Roadway Department, where it remained in serviceuntil 1865. Next used for a short time to move and assortcars at Reading, it was finally transferred to the wharves atPort Richmond, Philadelphia, where it worked until retire-ment in March 1879, covering during its career some310,164 miles.The Rocket was constructed as a wood burner, but in 1862was modified to burn anthracite coal. At that time it wasalso converted into a tank locomotive, a cab was added, and,it is now thought, the original wheels were replaced by thestandard Philadelphia and Reading wheels shown in figure51. Its present wheels, undoubtedly installed when the loco- Figure 51.? Photo, taken about 1887, of Roclcet as it appeared during finalstages of its life as P & R locomotive No. 1 . Note absence of builder's plate. motive was refurbished in 1893, are 49 V2 inches in diameterand contain 20 round metal spokes staggered around thehub. Published descriptions of the Rocket refer to 41%-inchwheels, but this figure probably applies to an earlier set, pos-sibly that installed in 1862. The Rocket was formerly drivenby all four wheels, but today only the rear two wheels aredrivers.The cylinders of the locomotive, which are inside, have a10V2-inch bore and a 16-inch stroke. The wheelbase is 58inches and the weight was originally 8.4 tons. This wasraised during the 1862 rebuilding to 1 1.8 tons. The gauge isstandard?56V'2 inches. The present smokestack is not orig-inal, and a headlight was not installed until recent years.The tank and cab added in 1862, as well as the bell, wereremoved at the time of the refurbishment.After its retirement in 1879, the Rocket stood neglected atReading until it was placed in condition for exhibition andpermanent preservation at the time of the World's Colum-bian Exposition in 1893. It was exhibited in 1904 at St.Louis, and then was housed for many years in the Reading'sColumbia Avenue station in Philadelphia. It appeared atthe Fair of the Iron Horse in 1927 (figure 52), after which itwas taken to the Reading Terminal in Philadelphia. In Oc-tober 1933 the Rocket was lent to The Franklin Institute inPhiladelphia, where it has since remained on exhibition. Figure 52.? Rocket at the Fair of the Iron Horse, October 7, 1927. Noteshortened smokestack.62 A Conodion Relic Figure 53.? Photo of Samson, built in England in 1 838 by Hackworth, taken inNova Scotia by a New Glasgow photographer some time before 1 890. Observechairs provided for engineer.The third and last of the three complete British locomo-tives of the 1825-1849 period remaining in North Americais also the only extant locomotive of the period on this con-tinent located outside the United States."^The Samson (figure 53) was built by Timothy Hackworthat New Shildon, Durham, England, in the summer of 1838, ' Railroads are known not to have existed in Mexico prior to 1850, and althoughlocomotives of the 1825-1849 period could possibly have found their way into thatcountry at some later date, none are to be found there today, according to advicefrom the Mexican National Railways (Ferrocarriles Nacionales de Mexico). CentralAmerica 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 acrossthe Isthmus of Panama in 1849 and completed in 1855 (its first locomotive was re-ceived soon after the midcentury mark had been passed), so there is the remotepossibility that somewhere in this area the remains of a pre- 1850 locomotive couldexist.353689 O -56 -5 63 at a cost of about $10,000, for the General Mining Associa-tion of Nova Scotia. (Despite statements that the Albion, alsopreserved in Nova Scotia, was built by Hackworth before1840, it was actually built by Rayne and Burn in Newcastlein 1854.)The Samson was not, as has so often been claimed, the firstlocomotive in Canada. It had been preceded in 1836 by theStephenson-built Dorchester employed on the Champlain andSt. Lawrence Railroad, running between St. Johns andLaprairie, south of Montreal. The Dorchester exploded andwas demolished near Joliette in 1864. Also antedating theSamson was the Jason C. Pierce, built in 1837 by WilliamNorris for the same railroad, and destroyed in a fire in about1890.The Samson was one of three identical Hackworth loco-motives built for the General Mining Association, whoserailroad was known unofficially as the Albion Mines Rail-way, and the South Pictou Railroad. Each had an 0-6-0wheel arrangement, 56V2-inch gauge, 48-inch cast iron platewheels, and vertical cylinders with a bore and stroke of 15^/4and 18 inches. Each weighed 17 tons. The other two, theJohn Buddie and the Hercules, were scrapped in 1885 and1892, respectively.The Samson made a trial run in December 1838, and wasput into regular service on September 19, 1839, hauling carsof coal from the Albion mines at Stellarton to the harbor atPictou, a distance of about 6 miles. According to one earlyreport, a train of 30 coal cars, weighing 3 tons each, was theusual load pulled to the harbor. The Samson made about 3round trips a day at a speed of a little less than 10 miles anFigure 54.?Samson at Chicago in 1883, during Exposition of Railway Ap-pliances. George Davidson, long its engineer, stands at controls on right. '^TS- Figure 67.?Model of Rogers, Ketchum & Grosvenor General, 1 855. American-Type Locomofive of about 1 890An operable model (figure 68) in the Museum's collec-tion (USNM 309515), appears to represent a New YorkCentral and Hudson River Railroad 4-4-0 locomotive of the85 Figure 68.?Operable model of an American-type locomotive of about 1 890. period of about 1890. This class of locomotive was built bythe Schenectady Locomotive Works to the New York Cen-tral's design, and had 78-inch driving wheels, cylinders witha bore of 19 inches and a stroke of 24 inches, and weighed120,000 pounds.Work on this model was commenced by the donor, the lateRobert E. M. Bain, in 1916, and it was completed aboutthree years later, only spare time having been employed inits construction. The model was given to the Museum in1928. The length of the locomotive and tender is 80 inches,the gauge is 6V2 inches, the diameter of the driving wheels is8^16 inches, and the bore and stroke of the cylinders are IV2and 3 inches, respectively.The brakes on the model are inoperative, as the actuatingcylinders for the brake system are dummies. On the otherhand, such parts as the boiler, firebox, steam gauge, watergauge, throttle, and valve motion are all operable, and thedonor has asserted that there is even ring packing in the cyl-inders. Although capable of being fired and steamed up,using coal as the fuel, the locomotive has never beenoperated. 86 The number on the locomotive and tender apparentlyrepresent the year the donor commenced his work on themodel, as there was never a New York Central locomotiveof this type bearing that number. New York Central Locomotive 999, 7 893The Museum's nonoperable model (figure 69) of thefamous 999, long the holder of the world's speed record, wasbuilt especially for the Museum's collection (USNM313161), and was the gift in 1947 of the New York CentralSystem. Constructed by Edwin P. Alexander of Yardley, Pa.,it is about 15 inches long with tender and is accompanied bya train of four model cars of the period. Locomotive and carsare built to a scale of ^A inch to the foot. Figure 69.?Model of New York Central American-type loconnotive 999, 1893.One of the best known of all locomotives, the New YorkCentral and Hudson River Railroad's 999, with engineerCharles H. Hogan at the throttle, reached a speed of 1 12V2miles an hour over a measured mile on May 10, 1893, whilepulling the Empire State Express westward between Bataviaand Buffalo, N. Y This was a new world's record, and the999 was shortly withdrawn from active service and placedon exhibition at the World's Columbian Exposition atChicago. 87 At the conclusion of the exposition it was again placed inservice with the Empire State Express, but was later with-drawn because, although having great speed with a lighttrain, it lacked the pulling power required for the larger andheavier trains then coming into use. Today, the 999, alteredsomewhat, and with smaller driving wheels than when built,is preserved by the New York Central System as one of itshistoric relics. It is usually to be seen at the CoUinwood shopsnear Cleveland, Ohio, but it still occasionally appears atfairs and expositions.Designed by the superintendent of motive power, WilliamBuchanan, and constructed at the West Albany shops of theNew York Central, the 999 is of the 4-4-0, or American, typeand was fitted originally with 86-inch driving wheels. Thebore and stroke of the cylinders are 19 and 24 inches, respec-tively, and a steam pressure of 180 pounds per square inchwas used. The fuel was bituminous coal. The extreme wheel-base is 287 inches, and the distance between the two drivingaxles is 102 inches. The weight of the locomotive is 124,000pounds, that of the loaded tender is 80,000. American-Type Locomotive of about 1 900Through the bequest in 1955 of John Semple Clarke, amodel (figure 70) formerly lent by him to the Museum hasbeen added to the collection (USNM 314615). A 4-4-0 ofexquisite workmanship in brass and steel, the model is 21inches long and has a gauge of 2^2 inches.It was constructed during the 7-year period from 1907 to1914 by George Boshart, a toolmaker of Brookline, nearPhiladelphia, Pa. All rotating and reciprocating parts areoperable, though the boiler is apparently not capable ofgenerating steam. There is no tender with the locomotive,none having been built.It is not definitely known what, if any, original locomo-tive the model represents, but some of its details are simi-lar to those of locomotives built at the turn of the centuryby the Schenectady Locomotive Works. While it has beenstated that Boshart patterned the model after a Pennsyl-88 vania Railroad locomotive with which he was familiar, incertain of its details the model does not appear to justify thisclaim. The number on the model represents the year inwhich its construction was started. Figure 70.?Model of an American-type locomotive of about 1 900. British Locomotive of about 7 905In the national collection is an operable model (figure 71)of a British locomotive of the period of about 1905. Made bythe well known English model makers Carson and Co., andgiven in 1933 to the Museum by Frank A. Wardlaw andFrank A. Wardlaw, Jr., the model (USNM 310584) repre-sents the Caledonian Railway Co. Mo. 903, a 4-G-O withinside cylinders. The length of the locomotive and the6-wheeled tender is 45 inches and the gauge is 3^A inches.A locomotive of similar appearance, though not necessarilyidentical, is described and illustrated in the British technicaljournal "Engineering" for August 31, 1906 (p. 299).The elder Wardlaw stated that the model was built byCarson for Sir Henry Lopes, and that he acquired it fromCarson when Sir Henry turned it in on a new one. Wardlaw89 believed this gasoline-fueled model to have been the firstmodel locomotive ever built with a flash boiler.A letter fromJames C. Crebbin in thejuly 27, 1933, issueof the British journal "The Model Engineer and PracticalElectrician," 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 flashsteam model locomotives.With the exception of the very small model L. & N. W. "Experi-ment" loco which had only one coil, and a methylated vaporisingburner, the boilers had longitudinal coils running the full lengthof the boiler, and were fired by means of a Carson Primus typeburner. The pressure container was a drum inside the tender, andwas surrounded by water in the usual square or oblong tank. Thiswater fed the geared pump, which was driven from the secondtender axle.The most successful of this type was a %-inch-scale 4-4-0 Cale-donian, built for Sir Henry Lopes. Mr. Carson always declaredthat this engine was the fastest he had ever seen, and during testshe carried out, on Sir Henry's track, never dared to give themodel more than half-throttle, no matter what load the enginewas hauling.Mr. Wardlaw, of New York, and a "M. E." Exhibition Cham-pionship Cup Holder, has a similar locomotive which, I believe,is destined for exhibition in some museum in U. S. A. Figure 71 .?Operable model of a British locomotive of about 1 905.90 British Locomotive, 1 905An operable model (figure 72) of locomotive No. 146 of theFerrocarril Oeste of Argentina was presented to the Museum(USNM 310585) in 1933 by Frank A. Wardlaw and FrankA. Wardlaw, Jr. The 22-inch-long model has a gauge of 2^2inches. Gasoline carried in the tender is used as fuel. Thebuilder is not known. Figure 72.?Operable model of a British locomotive, 1905.The original locomotive No. 146, a 4-4-4-T type with acowcatcher and outside cylinders, was built in 1905 by Beyer,Peacock & Co., Ltd., of Manchester, England. The locomo-tive and tender have a common frame. According to a smallplate affixed to the model, the original was the first locomo-tive to be fitted with "Wardlaw's composite clackvalve."This invention of the elder Wardlaw was installed at BuenosAires in January 1908, according to the legend on the plate. 91 British Locomotive Greyhound, 1 905The original Greyhound was locomotive No. 302 of theLondon and North-Western Railway Co., built in 1905 atthe Crewe works of the company. Of the 4-4-0 type, thelocomotive had inside cylinders and was the first in Europeto be fitted with "Wardlaw's composite clackvalve." Thiswas done in August 1910.The model of the locomotive and its 6-wheeled tender (fig-ure 73) is 29 inches long and has a gauge of 2^2 inches. It isoperable, using gasoline carried in the tender as fuel. Thebuilder is not known.The donors, Frank A. Wardlaw and Frank A. Wardlaw,Jr., presented the model (USNM 310586) to the Museumin 1933. Figure 73.?Operable model of British locomotive Greyhound, 1905. Penr\sy\var\ia Atlantic-Type Locomotive, 1907The Atlantic-type steam locomotive is represented in theMuseum collection by a nonoperable model (figure 74) lentto 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 2^4 inches.It represents the Pennsylvania Railroad class E3sd No.5127, a 4-4-2 steam locomotive with Walschaert valve gear.92 Figure 74.?Model of Pennsylvania Atlantic-type locomotive, 1907. The original locomotive was built at the railroad's Juniatashops, Altoona, Pa., in August 1907, construction No. 1734.Originally a class E3d locomotive, it was converted to anE3sd in June 1913 by the addition of a superheater in theWilmington, Del., shops of the road.In a letter to Askew (Dec. 14, 1922) the chief of motivepower of the Pennsylvania System, J. T. Wallis, stated thatthe cylinders of the original had a bore and stroke of 22 and26 inches. The drivers were 80 inches in diameter and theboiler carried a steam pressure of 205 pounds. The boilerhad a minimum (internal) diameter of 65V2 inches, and itcontained 170 2-inch flues and 24 5y2-inch flues, while thesuperheater consisted of 96 iy2-inch flues. The distance be-tween flue sheets was 180 inches and the total heating surfacewas 2,571 square feet. The grate was 111 inches long and 72wide.The total weight on the drivers was 127,200 pounds, onthe engine truck 35,500 pounds, and on the trailer truck33,900 pounds?or a total of 196,600 pounds in workingorder. The weight of the tender in working order was 134,000pounds. The tractive force of the locomotive was 27,409pounds.In his letter Wallis also made the following statement toexplain the significance of the modification of this class oflocomotive: 93 The Atlantic, or 4-4-2, type locomotive was developed in aneffort to retain the desirable features of the American, or 4-4-0,type of locomotive and at the same time to produce a locomo-tive in answer to the demand for greater power. To do this, thefirebox was increased in area by making it considerably wider,so that a greater amount of soft coal could be burned. The diam-eter of the barrel of the boiler was increased to allow for greaterheating surface, which, of course, increased the weight on thedrivers.To make room for the driving wheels without unduly increas-ing the length of the tubes in the boiler, the driving wheels weremoved forward, the main driver being in the rear instead of infront as in the American type locomotive. In order to carry theweight of the firebox, which, with the new driving wheel loca-tion, overhangs the rear driver too much to be properly sup-ported, a two-wheel trailer truck was used. This trailer truck,which is fulcrumed a short distance back of the main driver, is sodesigned that it has lateral motion, and provision is made for ashpan as well as firebox clearance.By the use of higher steam pressure, larger heating surface andgrate area, the use of passenger locomotives of the three-coupledtype, with the troubles incident to the use of long parallel rods,was put off^for a decade. General Electric Locomotive, 1926A detailed and exquisitely made operable model of theNew^ York Central class T-3A electric locomotive No. 1 173,now^ No. 273, was constructed by W. Howard R. Parsons,and was donated by him in 1952 to the Museum (USNM314237).The model (figure 75) is powered by eight electric motors,as is the full sized original, one for each axle, but because ofspace limitations and power requirements the model's driveis through gears rather than direct. The model operates on12-volt direct current. Its length is 43 inches and its gauge is3^2 inches.The New York Central System purchased 10 class T-3Alocomotives in late 1926 at a cost of $100,000 each. Thesesupplemented an earlier group of 10 T-l's and 16 T-2'sbuilt for the New York Central from 1913 to 1917 at theErie, Pa., plant of the General Electric Co. Of this total of94 Figure 75.?Operable model of General Electric locomotive, 1926.36 locomotives only one, No. 270 (formerly Mo. 1 170), hadbeen stricken from the records as of December 1954. Theremaining 35 still perform routine passenger service betweenNew York and Harmon, and New York and North WhitePlains. The numbers in the group now run from 247 to 282(formerly 1 147 to 1182), with the exception of the scrappedNo. 270.With an operating weight of 292,600 pounds, the locomo-tives of the T-3A class develop 1,908 horsepower continu-ously, with a tractive force of 12,750 pounds, and they candevelop 2,488 horsepower for 1 hour, with a tractive forceof 18,440 pounds. The maximum speed of a T-3A is 75 milesan hour. These locomotives operate on 660-volt direct cur-rent, usually obtained from a third rail. The pantographsare used only when crossing certain complicated crossoverswitches. Each of the eight axles is driven by its individualgearless motor. The overall wheelbase is 46 feet, 5 inches,the overall length 56 feet, 10 inches. 6 & O Hudson-Type Locomotive Lord Baltimore, 1 935During the winter of 1936-1937, The Baltimore and OhioRailroad Co. conducted in conjunction with the magazine"The Model Craftsman" a contest among model builders forthe construction of a model of the railroad's Washington-to- 53689 O - 56 -7 95 Figure 76.?Model of B & O Hudson-type locomotive Lord Baltimore, 1935.Jersey City lightweight, streamHned train, the "Royal Blue,"first placed in operation on June 24, 1935.The contest, with a first prize of $500, was won by FletcherG. Speed of New Rochelle, N. Y., and his prize-winning train(figure 76) was presented by the Baltimore and Ohio in 1937to the National Museum (USNM 311191). The train con-sists of the Hudson-type, or 4-6-4, steam locomotive LordBaltimore and tender, together 2 feet long, plus five cars.Beautiful in workmanship, and powered with a small electricmotor, the model is built to a scale of V4 inch to the foot.The original locomotive Lord Baltimore was designed bythe Baltimore and Ohio, and was constructed at the com-pany's Mount Clare shops in Baltimore. The weight of thelocomotive and tender in working order was 527,000 pounds,and the tractive force was 38,000 pounds. The drivingwheels were 84 inches in diameter, and the driving wheel-base was 178 inches. The bore and stroke of the cylinderswere 20 and 28 inches, respectively, Walschaert valve gearwas used, and a steam pressure of 350 pounds per squareinch was employed. The fuel was bituminous coal.On September 11, 1935, an average speed of 59.28 milesan hour was obtained between Washington and Jersey Citywhile pulling a dynamometer car and five other cars.Although designated as No. 2 when built in 1935, the loco-motive was changed to No. 5340 in 1942. As it was notdesigned to handle standard weight trains, the locomotivewas later removed from service, and after being in storagefor several years was scrapped on July 19, 1949.96 Lima Northern-Type Locomotive, 1937A 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 ofNo. 4410 and its tender, about 27 inches long, is built to thescale of V^ inch to the foot. The gift of the Southern PacificCo. in 1937, it was made early in that year especially for theMuseum's collection (USNM 31 1340).The first group of this type of streamliner, which was theconception of George McCormick and Frank E. Russell ofthe Southern Pacific, was completed by the Lima Locomo-tive Works in January 1937. The first run with one of thesestreamliners was made on March 21 with the "Coast Day-light" passenger train between San Francisco and LosAngeles.Of the total of 50 essentially similar locomotives of thisstreamlined class, the Southern Pacific still had 49 in No-vember 1954, only No. 4414 having been authorized forscrapping. At that time, these locomotives had averagedapproximately 13,000 miles a month since being placed inservice, although many had completed over 15,000 miles inparticularly productive months. The earlier ones, repre-sented by this model, developed 4,500 horsepower at 55miles an hour and had a top speed of 90 miles an hour,although 75 was the highest allowable operating speed. Theywere able to maintain a 9%-hour schedule between SanFrancisco and Los Angeles. Figure 77.?Model of Lima Northern-type locomotive, 1937. 353689 O -56 -8 97 The locomotive and tender are 108 feet long, and weigh835,000 pounds in operating condition. The fuel is bunkertype C oil. A boiler pressure of 250 pounds per square inchis employed. The cylinder bore is 27 inches, the stroke 30.The eight drivers are 73 inches in diameter, and the driv-ing wheelbase is 20 feet. The later streamlined 4-8-4's of theSouthern Pacific develop 5,500 horsepower at 55 miles anhour, and operate on a boiler pressure of 300 pounds persquare inch. General Electric Locomotive, 1938A nonoperable model (figure 78) of the first of six2-C + C-2 streamlined electric locomotives built by theGeneral Electric Co. for The New York, New Haven andHartford Railroad Co. was made especially for the Museumcollection (USNM 31 1880) by the builder of these locomo-tives. The model, constructed in the Bridgeport, Conn., plantof the General Electric Co. and presented to the Museum in1940, is of plaster painted green and black, with gold trim. Itis 31 inches long and has a gauge of 1% inches.The electric locomotives represented by this model werebuilt in 1938 at the Erie, Pa., plant of the General ElectricCo. for passenger service between New Haven and NewYork. Originally numbered from 0361 to 0366, they are nownumbered from 360 to 365. Figure 78.?Model of General Electric locomotive, 1 938.98 On the New Haven tracks these 77-foot-long locomotivesoperate on 11,000-volt, single-phase, 25-cycle, alternatingcurrent obtained from an overhead trolley system. On theNew York Central tracks they operate on 660-volt directcurrent obtained usually from a third rail, but occasionallyfrom an overhead supply at some crossover switches. For thislatter purpose a small auxiliary pantograph is used. Controlequipment is, of course, provided for both types of powersupply.The fully loaded weight is 433,200 pounds, of which272,400 pounds is on the twelve 56-inch drivers. While oper-ating on alternating current, the continuous tractive force is24,100 pounds, and the continuously available horespower3,600. The maximum available horsepower from the sixtwin-armature, 12-pole motors is 7,600. Slightly differentresults are obtained while operating on direct current. Themaximum safe speed is 93 miles an hour. American Locomotive Co. Hudson-Type Locomotive, 1938Development of the original Hudson-type locomotivesbegan in 1926 when the New York Central System decidedit needed a new type of passenger locomotive to meet thedemands of high-speed, long-distance runs. The type wasnamed after the river along which it would run. In late 1937and in 1938, 50 Hudsons of an improved design, built by theAmerican Locomotive Co., were placed on the New YorkCentral. These locomotives, Nos. 5405 to 5454, had largerboilers than their predecessors, had greater tractive force,and were fitted with roller bearings. In addition, Nos. 5445to 5454 were streamlined.A nonoperable model (figure 79) in the Museum collec-tion (USNM 313162), gift of the New York Central Systemin 1947, represents No. 5429. The model locomotive andtender are 2 feet long and are accompanied by a train of sixstreamlined cars. The entire train is painted silver, withblack trimming on the locomotive and tender. Built to ascale of Va inch to the foot, it was especially made for the99 Figure 79.? Model of American Locomotive Co. Hudson-type locomotive, 1938.Museum, the builder being Edwin P. Alexander of Yardley,Pa.The original No. 5429, constructed in 1938, was stream-lined in 1941 in the West Albany shops of the New YorkCentral, and in December of that year was placed back inservice on the Empire State Express with an entirely newstreamlined train of specially designed stainless-steel cars.When the Empire State Express was ultimately dieselized in1945, No. 5429 was put to other uses, and the streamliningwas removed in 1950. As of October 1955 it was still inservice.In streamlined condition, as represented by the model, thelocomotive and tender together weighed 681,900 poundsand their length was a few inches over 97 feet. The diameterof the driving wheels was 79 inches, the bore and stroke ofthe cylinders were 22V2 and 29 inches, respectively, and thetotal tractive force was 53,960 pounds. A steam pressure of265 pounds per square inch was used. 6a/c/w/n-Wesf/nghouse Geared S\eam-lurb\r\e Locomof/Ve, ] 944A radical departure from the usual design for a coal-burn-ing steam locomotive, and the first of its type built in thiscountry, was the noncondensing geared steam-turbine loco-motive built jointly by The Baldwin Locomotive Works andthe Westinghouse Electric and Manufacturing Co. Con-structed in 1944 at Baldwin's Eddystone plant (Westing-100 house manufactured the turbines and gears), it was des-ignated Pennsylvania Railroad Co. class S-2 locomotiveNo. 6200.This locomotive, combining the work of two pioneers inthe railroad equipment field, is represented in the Museumcollection by a nonoperable model (figure 80) made espe-cially for the Museum (USNM 312935) and presented to itby The Baldwin Locomotive Works early in 1946. The loco-motive and tender, together 30 inches long, were built to ascale of ^A inch to the foot by Minton Cronkhite of Pasadena,Calif.Two steam turbines, similar to the type that drive thelarger fighting ships of the U.S. Navy, powered the originallocomotive. The more complex and powerful of the two, theforward-drive turbine, developed a maximum of 7,250horsepower and was at all times engaged with the wheels.(Although 6,500 horsepower has usually been the quotedfigure for the forward-drive turbine, 7,250 was actually de-veloped on October 22, 1946, at the Altoona LocomotiveTesting Plant.) The simpler one, for reverse only, developed1,500 horsepower and was normally disengaged from thedriving wheels except while actually being used.The boiler, frame, trucks, and driving wheels were of theconventional type, the most notable visible difference be-tween the locomotive and those of other types being theabsence of cylinders, valve motion, and their accompanyingparts. Because of the elimination of piston rods and otherreciprocating parts it was possible to balance almost per-fectly the driving wheels, thus permitting a higher operatingspeed than normally practical with a conventional locomo-tive.The weight of the locomotive alone was 580,000 pounds,and its forward tractive force was 70,500 pounds. A 6-8-6wheel arrangement was employed, the driving wheel diam-eter was 68 inches, and a speed of 100 miles an hour waspossible. The working steam pressure was 310 pounds persquare inch. Bituminous coal served as the fuel. A detailedand well illustrated description of this locomotive appearsin the magazine "Baldwin" (for the fourth quarter of 1944).The locomotive covered 103,050 miles in passenger service,101 Figure 80.? Model of Boldwin-Westinghouse geared steam-turbine locomotive,1944.and was then set aside on June 11, 1949, because it was inneed of repairs to the firebox and flues, and also to theturbines, oil pumps, and gears. At that time all passengerservice on the Pennsylvania was being changed to diesel-electric operation, so the locomotive was ultimately scrappedon May 29, 1952. Genera/ Motors Diesel-Elecfric Locomotive, 1945A nonoperable model of a diesel-electric locomotive (fig-ure 81) was given to the Museum (USNM 313163) by theNew York Central System in 1947. This gray and blackmodel, which is 33 inches long and is built to a scale of ^/4inch to the foot, represents the General Motors 2-unit diesel-electric No. 4000-4001 of the New York Central, a typeplaced in service with the Empire State Express in 1945 toreplace the Hudson-type steam locomotives described onpage 99. The model was especially built for the Museum'scollection, the builder being Edwin P. Alexander of Yardley,Pa.The overall length of the two full sized units is just over140 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-cyl-inder V-type 2-cycle diesel engines having a bore of 8^2 inchesand a stroke of 10 inches, and developing 1,000 horsepower102 at 800 revolutions per minute, a total of 4,000 horsepower forthe two units combined. Each engine is directly coupled to agenerator that supplies direct current to the two tractionmotors, geared, respectively, to the front and rear axles of itscorresponding truck. No power is applied to the center axle,which is for weight distribution only. The joint tractive forceof the two units is 108,950 pounds. Figure 8 1 .?Model of General Motors diesel-electric locomotive, 1 945. 103 PICTURE CREDITS Figure1.?Museum photo 253702.?Museum photo 27203.?Museum photo 235544.?Museum photo 43 1025.?Museum photo 431306.?Museum photo 165347.?Museum photo 43586-B8.?Museum photo 160489.?Museum photo 3197510.?Museum photo 43076-B 1 1 .?Museum photo 4307612.?Museum photo 3057 1-A13.?Museum photo 32367-E14.?Museum Chaney photo 2447815.?Photo courtesy Baltimore and OhioRailroad Co.16.?Museum photo 43054-A17.?Photo courtesy Baltimore and OhioRailroad Co.18.?Museum photo 13225-B19.?Museum photo 4358620.?Photo courtesy Redwood Library21.?Photo courtesy Southern RailwaySystem22.?Museum photo 4305423.?Museum photo 2501 2-B24.?Museum photo 43076-A25.?Museum photo 4306026-27.?Photos from Chaney collection28.?Museum photo 31 959-A29.?Museum photo 1429330.?Museum photo 3432831.?Museum photo 29759-A32.?Museum photo 1653833.?Museum Chaney photo 881034.?Museum photo 21 243-C35.?Museum Chaney photo 1375836.?Photo courtesy Pennsylvania Rail-road Co.37.?Museum photo 2355238.?Museum Chaney photo 142939.?Museum Chaney photo 145740.?Museum Chaney photo 13528 Figure41.?Photo courtesy Baltimore and OhioRailroad Co.42.?Museum photo 32097-A43-45.?Photos courtesy Baltimore andOhio Railroad Co.46-47.? Photos courtesy Chicago andNorth Western Railway Sys-tem48.?Museum Chaney photo 2029549.?Photo courtesy Baltimore and OhioRailroad Co.50.?Museum photo 4309451.?Museum photo 4318252.?Museum Chaney photo 1379953.?Museum photo 4308354.?Museum photo 3045755.?Museum Chaney photo 1353856.?Photo courtesy Reading Co.57-58.?Photos courtesy University ofMaine59.?Photo courtesy Baltimore and OhioRailroad Co.60.?Museum Chaney photo 1031461.?Museum photo 2697 7-B62.?Museum photo 3039763.?Museum photo 4329964.?Museum photo 2698 1-B65.?Museum photo 26974-A66.?Museum photo 26899-A67.?Museum photo 4359868.?Museum photo 43299-E69.?Museum photo 4329770.?Museum photo 26847-H71.?Museum photo 4329872.?Museum photo 43298-A73.?Museum photo 43298-B74.?Museum photo 43299-A75.?Museum photo 4227276.?Museum photo 43299-B77.?Museum photo 43299-G78.?Museum photo 43299-D79.?Museum photo 43297-A80.?Museum photo 432938 1 .?Museum photo 43297-B 104 ACKNOWLEDGMENTS The author wishes to express his appreciation for the helpgiven him by the many individuals, including railroadofficials, librarians, and museum curators, who providedanswers to many questions and confirmed many conjectures.Special thanks are tendered A. B. Lawson and LawrenceW. 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 Cen-tral System, H. T Cover of the Pennsylvania Railroad Co.,Harry E. Hammer of the Reading Co., K. C. Ingram of theSouthern Pacific Co., Elizabeth O. Cullen of the Associa-tion of American Railroads, D. M. MacMaster of the Mu-seum of Science and Industry at Chicago, H. D. Watson ofthe University of Maine, George M. Hart of George Schoolin Bucks County, Pa., and Robert R. Brown of Lachine,Quebec?to name a few of those whose contributions havehelped 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 animmense number of photographs, negatives, drawings, litho-graphs, and books dealing with railroading. Upon his deathin 1948, he left this entire collection to the United StatesNational Museum, of the Smithsonian Institution, confidentthat in the Museum it would be put to the widest possible useand would, therefore, carry forward his lifelong work ofresearch in the history of locomotives and railroads.His confidence was well founded. The Chaney collectionof railroad material has been an invaluable source ofinformation for the present work.To acknowledge the contribution of Thomas Norrell ofSilver Spring, Md., is likewise a pleasure. He graciouslyconsented to read the manuscript of this work, and hisauthoritative comments have greatly enhanced its compre-hensiveness and accuracy. 105 BIBLIOGRAPHY Austin, Erastus Long, and Hauser, Odell1929. The Sesqui-Centennial International Exposition. CurrentPublications, 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. Baltiinore and Ohio Rail Road Coinpany annualreports. Baltiinore.Bell, J. Snowden . 1912. The early motive power of the Baltimore and Ohio Rail-road. Angus Sinclair Co., New York.Brown, William H.1871. The history of the first locomotives in America. D. Apple-ton and Co., New York. (A second, revised, editionappeared in 1874.)Burgess, George H., and Kennedy, Miles C.1949. Centennial history of the Pennsylvania Railroad Com-pany. The Pennsylvania Railroad Co., Philadelphia.[Delaware and Hudson Co.]1925. A century of progress?History of the Delaware andHudson Company, 1823-1923. Printed by J. B. LyonCo , Albany, N. Y.Dendy Marshall, C. F.1928. Two essays in early locomotive history. The LocomotivePublishing Co., Ltd., London.Derrick, Samuel Melanchthon1930. Centennial history of South Carolina Railroad. The StateCo., Columbia, S. C.Forney, M. N.1886. Locomotives and locomotive building, being a brief sketchof the growth of the railroad system and of the variousimprovements in locoinotive building in America to-gether with a history of the origin and growth of theRogers Locomotive and Machine Works, Paterson,New Jersey, from 1831 to 1886. Printed by Wm. S.Gottsberger, New York.[.German State Railways]1935. HundertJahre deutsche Eisenbahnen. Germany.Harrison, Joseph, Jr.1872. The locomotive engine, and Philadelphia's share in itsearly improvements. George Gebbie, Philadelphia.106 HiNCHMAN, Walter S.1913. Holmes Hinkley, an industrial pioneer, 1793-1866. River-side Press, Cambridge, Mass.HUNGERFORD, EdWARD1928. The story of the Baltimore & Ohio Railroad, 1827-1927. G. R Putnam's Sons, New York.1 938. Men and iron?The history ofNew York Central. ThomasY Crowell Co., New York.[Pennsylvania Railro.\d Co.]1893. Catalogue of the e.xhibit of the Pennsylvania RailroadCompany at the World's Columbian Exposition.Chicago.PiTTENGER, WlLLIAM1893. The Great Locomotive Chase. Jones and Stanley, NewYork.[R.'ikiLWAY ,\ND Locomotive Historical Society]1921 etseq. Railway and Locomotive Historical Society bulletins.Boston, Mass.Renwtck, James1830. Treatise on the steam engine. G. & C. & H. Carvill, NewYork.Sagle, Lawrence W.1952. A picture history of B & O motive power. Simmons-Boardman Publishing Corp., New York.Sinclair, Angus1907. Development of the locomotive engine. D. Van NostrandCo., New York.Stevens, Frank Walker1926. The beginnings of the New York Central Railroad? A history. G. P. Putnain's Sons, New York.Warner, Paul T.1934. Locomotive Number 3, Peoples' Railway. Unpublishedmanuscript 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., New-castle-upon-Tyne.Watkins, J. Elfreth1891. The Camden and Amboy Railroad?Origin and EarlyHistory, an address appearing in Ceremonies upon thecompletion of the monument erected by the Pennsyl-vania Railroad Company at Bordentown, New Jersey,to mark the first piece of track laid between New Yorkand Philadelphia in 1831. WiUiam F. Roberts, Wash-ington, D. C. 107 Young, Robert1923. Timothy Hackworth and the locomotive. The LocomotivePublishing Co., Ltd., London. 108 INDEX Albion, locomotive, 64, 65Albion Mines Railway. 64Alert, locomotive, 53Alexander, Edwin P., 87, 100, 102Allegheny, ship, 39Allen, Horatio, 14, 16, 27Altoona Locomotive Testing Plant, 101America, locomotive, 14, 16, 17, 20, 42American Locomotive Co., 99Andrew Jackson, locomotive, 47, 48, 52Arabian, locomotive, 81, 82Askew, E. Howard. 92Atlantic, locomotive. 47, 48, 52, 81Bain, Robert E. M., 86Baldwin, Matthias W., 53, 54, 59, 61.71, 72,81Baldwin Locomotive Works, 67, 80, 100,101Ballauf, D., 31, 76,83Baltimore & Ohio Railroad Co., 22, 24,25, 47, 58, 59, 65, 71, 73, 81, 82, 95.96Baltimore and Ohio TransportationMuseum, 9, 22, 47,52. 59, 74Beaver Meadow Rail Road and CoalCo., 67Bell,J. Snowden. 58. 73Best Friend of Charleston , locomotive, 27,28,29,30,31Beyer, Peacock & Co., Ltd.. 91Booth. Henry. 80Boshart, George. 88Boston, loconiotive, 67, 68Braithwaite. Milner and Co.. 60, 67Brown, William H., 28Buchanan. William. 33, 88Burnham, Parry. Williams & Co.. 80Caledonian Railway Co., 89Camden and Amboy Rail Road andTransportation Co., 38, 42, 81Carillon Park, 47Carson and Co., 89, 90Catch-me-who-can, \ocomoiive, 11, 78Centennial Exhibition at Philadelphia,43Champlain and St. Lawrence Railroad.64Chattanooga Station Co., 31Chicago, Burlington and Quincy, 54Chicago and North Western RailwayCo., 53, 54, 55, 59Chicago Railroad Fair, 21, 22, 31, 35,46, 55, 59Chicago World's Fair, 21, 22, 24, 35, 44,55,57,59Cincinnati Centennial Exposition, 3 1 Clarke. John Semple, 88Coast Daylight, train, 97Codorus, ship, 47Collinwood shops, 88Columbia, ship, 14Columbia Avenue station, 62Columbia and Philadelphia Rail Road,66Columbus, locomotive, 52Conestoga, locomotive, 68Congress, ship, 14Cooper, Peter, 22Crebbin, James C, 90Crewe works. 92Cronkhite, Minton, 101Crosby Mechanical Laboratory, 69, 70Darrell, Nicholas W., 29Davidson, George, 65Davis. Harvey N., 12Davis. Phineas, 24, 25,47. 81Delaware, locomotive. 61Delaware and Hudson Canal. 16Delaware and Hudson Canal Co., 14,16, 17, 19Delaware and Hudson Railroad Corp.,21Dendy Marshall, C. F., 40, 60De Witt Clinton, locomotive, 32, 33, 35,36Dorchester, locomotive, 64Dragon, locomotive, 71, 74Dripps, Isaac. 39Dunham. H. R., and Co., 55, 56Eastwick, Andrew M., 68Eastwick and Harrison, 66, 67, 68Eddystone plant, 100Elgar, John, 47Empire State Express, train, 87, 88, 100Exposition of Railway Appliances, 43,55.65Fair of the Iron Horse. 22, 24, 35, 44, 46,59. 62. 66Ferrocarril Oeste of Argentina, 91Field Museum at Chicago, 57Fitch. John. 10Forward. E. A.. 1 7Foster, Rastrick and Co.. 14. 16Franklin Institute, The. 62. 67Galena and Chicago LInion Rail Road,53Garber, Paul E., 20Gartner, Israel, 47, 81General, locomotive, 59, 84. 85General Electric Co., 94. 98General Mining Association. 64General Motors. 102109 Gillingham, George, 47, 52Gowan and Marx, locomotive, 66, 67Grand Central Terminal, 35Grand Gulf and Port Gibson Railroad,56Greyhound, locomotive, 92Hackworth, Timothy, 63, 64Harrison, Joseph, Jr., 66Hazard, Isaac P., 30Hazeldine and Rastrick, 77Hazelton and Lehigh Rail Road, 67Henry Ford Museum, 10, 35Hercules, locomotive, 64Hinkley, Holmes, 69, 70Hinkley and Drury, 69Hogan, Charles H.. 87Homfray, Samuel, 77Illinois Central Railroad Co., 56, 57Indian Chief, locomotive, 47James, J. H., 83Jason C. Pierce, locomotive, 64J. E. Thayer, locomotive, 67, 68John Buddie, locomotive, 64John Bull, locomotive, 38, 39, 41, 42, 43,44,46,81John Hancock, locomotive, 47, 52John Jay, ship, 14John Quincy Adams, locomotive, 47, 52Juniata shops, 93Knight, Jonathan, 22Lafayette, locomotive, 58, 59Lafayette, ship, 3 1 Leipzig to Dresden Railroad, 52Lima Locomotive Works, 97Lindsay and Early, 17, 19Lion, locomotive, 69, 70, 7 1Liverpool and Manchester Railway, 79,80LocomotivesAlbion, 64, 65Alert, 53America, 14, 16, 17, 20,42Andrew Jackson, 47, 48, 52Arabian, 8\, 82Atlantic, 47, 48, 52, 81Best Friend of Charleston, 27, 28, 29, 30,31Boston, 67, 68Calch-me-who-can, 11 , 78Columbus, 52Conestoga, 68Delaware, 6 1 De Witt Clinton, 32, 33, 35, 36Dorchester, 64Dragon, 71, 74General, 59, 84, 85Gowan and Marx, 66, 67Greyhound, 92 Hercules, 64Indian Chief, 47Jason C. Pierce, 64J. E. Thayer, 67. 68John Buddie, 64John Bull, 38, 39, 41, 42, 43, 44, 46,81John Hancock, 47, 52John Quincy Adams, 47, 52Lafayette, 58, 59Lion, 69, 70, 71Lord Baltimore, 96Martin Van Buren, 47, 48Mazeppa, 48Memnon, 71, 72, 73, 74Mississippi, 55, 56, 57Neversink, 617Vo.2,96No. 7, 53No. 13, 58^0.7^6,91No. 302, 92No. 903, 89No. 999, 87, 88No. 1173, 94No. 4000-4001, 102No. 4410, 97No. 5127, 92No. 5340, 96No. 5429,99, 100No. 6200, 101Old Ironsides, 80, 81Pawnee, 68Peoples' Railway No. 3, 67, 68, 69Phoenix, 29Pioneer, 53, 54, 55, 59, 73Planet, 81Rocket (Braithwaite's), 60, 61, 62, 67Rocket (Stephenson's), 9, 79, 80Samson, 63, 64, 65, 66Sandusky, 83, 84Stourbridge Lion, 14, 16, 17, 19, 20, 21 , 27,42Thomas Jefferson, 47, 52Tiger, 70Tom Thumb, 22, 24Traveller, Al, 52, 81West Point, 3 1William Galloway, 59York, 24, 25, 47' 52London and North-Western RailwayCo., 92Lopes, Sir Henry, 89, 90Lord Baltimore, locomotive, 96Louisiana Purchase Exposition, 35, 55,57Luscombe, C. R., 20, 46, 82McCormick, George, 97110 Machiasport Railroad, 69Mad River and Lake Erie Railroad. 83Martin Van Buren, locomotive, 47, 48Matthew. David, 28. 32Alazeppa, locomotive, 48Aiemnon, locomotive, 71. 72, 73, 74Meridian, Brookhaven and NatchezRailroad, 56Mexican National Railways, 63Michigan Central Railroad, 53, 55Midgeholme Railway, 80Mississippi , locomotive, 55, 56, 57Mississippi Valley and Ship Island Rail-road, 56Mohawk and Hudson Rail Road Co.,32,38Morgan, Peyton L., 36Mount Clare shops. 96Mount Clare station, 9, 47Museum of Science and Industry, 10, 12,24,55Nashua and Lowell Railroad. 69Nashville, Chattanooga & St. Louis Rail-way, 85Natchez & Hamburg R. R., 57Neversink, locomotive. 61New Castle Manufacturing Co., 66, 7 1New Jersey Railroad and Transporta-tion Co., 83New York Central and Hudson RiverRailroad Co., 33, 35, 85. 87New York Central System, 35, 87, 88,94,99. 100, 102New York, New Haven and HartfordRailroad Co., 98New York World's Fair, 12,21,22.31,35,44,46.59Niagara, ship, 27No. 2 , locomotive, 96No. 7, locomotive, 53No. 13, locomotive, 58No. 146, locomotive, 91No. 302 , locomotive, 92No. 903, locomotive, 89No. 999, locomotive, 87, 88No. 1173, locomotive, 94No. 4000-4001, locomotive, 102No. 4410, locomotive, 97No. 5127 , locomotive, 92No. 5340, locomotive, 96No. 5429, locomotive, 99, 100No. 6200, locomotive, 101Norris, William, 58, 59, 64Ohio State Archaeological and Histori-cal Society, 10Old Ironsides, locomotive, 80, 8 1 Parsons, W. Howard R., 94 Pawnee, locomotive class, 68Pennsylvania Railroad Co., 12, 38, 39,42,43,44,92.93, 101Pennsylvania Station, 12Pen-y-darran Iron Works, 77Peoples" Railway, 67Peoples' Railway No. 3, locomotive, 67,68, 69Philadelphia and Reading Rail RoadCo., 60, 61,66, 67, 68, 72Philadelphia, Germantown and Norris-town Rail-Road Co., 81Philadelphia Scsqui-Centennial Interna-tional Exposition. 22Phoenix, locomotive, 29Pioneer, locomotive, 53, 54, 55, 59, 73Planet, locomotive class, 8 1 Poore, Mrs. Townsend. 19Proprietors of Locks and Canals on Mer-rimack River, 66Prospect Hill Cemetery, 47Rainhill Trials, 24, 79, 80Rayne and Burn, 64ReadingCo., 67, 68Reading Terminal. 62Redwood Library, 29, 30Reeder, Charles, 47Robinson, Moncure, 66Rocket, locomotive (Braithwaite's), 60,61,62.67Rocket, locomotive (Stephenson's). 9, 79,80Rogers, Ketchum & Grosvenor, 83, 85Rogers, Thomas, 84Rounds, E. E., 70Royal Blue, train. 96Russell, Frank E., 97Sagle, Lawrence W., 22Samson, locomotive, 63, 64, 65, 66Sandusky, locomotive, 83, 84Schenectady Locomotive Works, 86, 88Schutz, Adolph H., 85Schuylkill Canal, 61Science Museum. 17. 79, 80Sinclair, Angus, 55. 57Slade, G. T., 19South-Carolina Canal and Rail-RoadCo., 27, 29, 30, 31South Pictou Railroad. 64Southern Pacific Co., 97, 98Southern Railway System, 30Speed, Fletcher G., 96Stephenson. Robert, 9, 42. 64, 79Stephenson, Robert, & Co., Ltd., 10, 14,38,80Stephenson," Robert, & Hawthorns, Ltd..17 111 Stevens, Col. John, 10, 11, 13,38,80Stevens, Dr. Francis B., 13Stevens, Robert L., 38, 39, 41Stevens Institute of Technology, 11,12Stourbridge Lion, locoinotive, 14, 16, 17,19, 20, 21, 27,42Suburban Station Building, 42Thomas Jefferson, locomotive, 47, 52Tiger, locomotive, 70Tom Thumb, locomotive, 22, 24Towle, Thomas, 70Traveller, locomotive, 47, 52, 81Trevithick, Richard, 76, 77Union Station at Chattanooga, 85University of Maine, 69, 71Utica and Schenectady Rail Road, 53Wallis,J. T., 93Wardlaw, Frank A., 89, 90, 91, 92Wardlaw, Frank A., Jr., 89, 91, 92 Warner, Paul T., 67, 68Warren, J. G. H., 41, 80Watkins, J. Elfreth, 13, 39, 40Wayne County Historical Society, 21West Albany shops, 35, 88, 100West Point, locomotive, 3 1 West Point Foundry Association, 27, 28,31,32Western and Atlantic Railroad, 85Westinghouse Electric and Manufactur-ing Co., 100Whitney, A., & Sons, 68Whitneyville and Machiasport Railroad,69William Galloway, locomotive, 59Wilmington, Del., shops, 93Winans, Ross, 47, 52, 61World's Columbian Exposition, 35, 42,44,47,55,57,62,65,87York, locomotive, 24, 25, 47, 52 For sale by the Superintendent of Documents, U. S. Qovemment Printing OfficeWashington 25, D. C. - Price $1.00 U. S. GOVERNMENT PRINTING OFFICE: 1956 O-F?353689112