The illustration and story are from
HARPERS
WEEKLYNovember
27, 1877
THE FAST MAIL TRAINENGINE No. 110
Here is a picture of one of the most
perfect specimens of mechanical skill that ever came from the
hands of the artisan, Engine 110. The performances of this engine
are so remarkable that sheengines, like ships, are always
of the feminine genderdeserves to have her portrait in Harpers
Weekly, and to have the story of her exploits told.
The experiment of running a Sunday newspaper train between
New York and Niagara Falls, a distance of more than four hundred
and seventy miles, in eleven hours, for nine consecutive Sundays,
was carried out successfully last summer. The average rate of
speed was about fifty miles an hour, more than an hour being lost
in stoppages and other detentions on the route. On several occasions
Engine 110, which drew the train from Syracuse to Buffalo, attained
the astonishing speed of sixty-five, seventy, and seventy-five
miles an hour. It must be confessed that the railroad officials
at first viewed this experiment with some feelings of uneasiness
and trepidation; but discovering that with stanch engines, plucky
engineers, and steel rails there was not the slightest increase
over the ordinary dangers of railroad traveling, the fast train
became very popular. The first trip was probably the most interesting
as on it mainly depended the success of the experiment.
It was on the morning of Sunday, the Fourth of July, the hour
half past two. At the Grand Central Depot was gathered a party
of ladies and gentlemen numbering about one hundred, awaiting
the opening of the doors to take their seats on a train that had
just backed down on the Hudson River Railroad track. This train
consisted of an engine, No. 70, with tender, a baggage car, in
which a dozen men, stripped to the waist, were folding papers
and arranging them for the various points on the route, and also
for the far West, and there were also two passenger-cars. It was
the inauguration of fast railroad traveling, as it is now known
on the grand trunk lines. The experiment was particularly hazardous
considering the peculiar conformation of the Hudson River Railroad,
so full of curves, tunnels, and rock cuts. It was not likely to
inspire confidence even in the most experienced traveler. An old
grizzled engineer, Captain NAT SAWYER, was in charge of the engine. As soon as the
Herald wagon had arrived at the de;p;t and had deposited
its load of papers, for which the train was waiting, in the baggage
car, the conductor, ED LOWERY swung his lantern, SAWYER pulled the throttle-valve
and the train started. The long bloused form of the engineer stretched
along the seat on the right of the cab, his dark eyes peering
out into the circle of light thrown forward by the headlight of
the locomotive, his hand on the air-brake lever; the rush of the
train through the Fourth Avenue tunnels; the gradual increase
of speed until the rails in front seemed to take on an incandescent
form; the dash across Harlem Bridge; then skirting the boundaries
of Westchester County; the quiver of the iron monster when the
speed of a mile a minute was attainedall made up an experience
which can not easily be forgotten by the one that rode on that
eventful morning on the locomotive.
The speed increased constantly, until the lights on the road
and on the river seemed to be blended into one coruscating gleam.
On the platform of the rear car sat a news agent clinging out
bundle after bundle of papers with unerring accuracy. He had to
calculate for the wind of the train; otherwise half the bundles
would have been deposited in the river.
At Albany some time was lost, and when the train reached Syracuse
it was over half an hour behind time. Here were met JEM WOODS and his engine. No.
110. A description of this engine which has proved itself the
model locomotive of the United States, will be of interest.
Engine 110 was built by Mr. WATKEYS at Syracuse over a year ago. Her dimensions
are as follows: cylinders, 17 inches diameter; stroke, 24 inches;
driving-wheels, 6 feet 1 inch diameter; link motion for valve
gear, 5´ inch throw to eccentrics; steam ports, 18 inches
long by ï of an inch wide; lap of valve, 11/8 inches; exhaust nozzle,
3 inches. A prettier and a faster engine was never placed upon
any track. The engineer; JEM WOODS, is over forty years of age, and has been twenty-three
years in the service of the New York Central Railroad Company.
He is rather shy and reticent, and thinks only of doing his duty
faithfully. He is entirely devoted to his engine, and on one occasion
expressed his desire that the Herald train would be at
least three-quarters of an hour behind time, so that he could
"give his pet a chance to show herself."
On this Fourth of July he certainly demonstrated to an alarming
extent the speed of this wonderful locomotive. He not only made
up lost time but he brought the train into Buffalo five minutes
ahead of his schedule. There were "spurts" of seventy-five
miles an hour, during which all conversation was suspended. The
cars swayed, and the current of air produced by the train seemed
like a tornado. People who were walking on the track far ahead
did not content themselves by merely moving aside, but climbed
the fences on either side of the road, and many a terrified face
glanced at the flying train from a ditch or a hill beyond the
limits of the railroad. The country people who congregated at
the various stations to see the train flash by were obliged to
crouch against doorways and behind boxes, lest the wind of the
train should catch them in its deadly embrace. One remarkable
feature about Engine 110 is that never during the nine Sundays
on which it took the Herald train from Syracuse to Buffalo
was it subject to heated journals, while every other engine suffered
from that complaint. This can only be accounted for by the perfection
of its mechanism.
The first fast mail-train on the New York Central and Lake
Shore railroads, which to many appeared as a natural result of
the example set by a New York journal, had a very remarkable trip
on September 16. There were four mail cars, named after four Governors
of States, and a palace-car for invited guests. The rate of speed
averaged about fifty miles an hour. The engine which took the
train from the Grand Central Depot (No. 57) was the one on which
poor "DOC"
SIMMONS
met his fate some years ago at the fatal New Hamburg bridge near
Poughkeepsie. It was raised out of the ice-bound creek into which
it had plunged on that bleak night in February, 1872, the body
of the gallant engineer being found in the cab, his hands grasping
the lever. The fast mail reached Buffalo in eleven hours and fifteen
minutes, the mails being received and delivered with remarkable
promptitude and accuracy. The process of catching the mail-bags
from the cranes set up on the side of the track was watched with
much interest. When the mail-sack was unusually heavy, a perceptible
shock was felt throughout the car as it was hooked on the arm
of the iron catcher. The rate of speed on the Lake Shore Railroad
was rather slow for such a train, not exceeding thirty-five miles
an hour, until Cleveland was reached. Here quite a flattering
ovation was tendered to the first fast mail that entered the huge
depot. Thousands of people were present, and their cheers were
deafening as the train steamed into the depot. At Sandusky, Ohio,
a choral society stood around the engine and sang "Old Hundred."
The engineer who took the train from this point to Chicago brought
back reminiscences of JEM WOODS by the amazing bursts of speed which he made
during the night, at times running more than a mile a minute.
He fainted on entering the Michigan Southern Depot at Chicago,
the result, probably, of nervous prostration after the exciting
ride from Sandusky. The fast mail-trains on the Pennsylvania Railroad
have met with success equal to those on the Northern route. The
question of the practicability of fast railroad traveling in this
country has therefore been satisfactorily solved, and the time
is not far distant when San Francisco will be only five days
travel from the metropolis.
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