NOTABLE IMPROVEMENTS OF THE LOCOMOTIVE.
CABS, SPARK ARRESTERS, EQUALIZING BEAMS, ETC.
AN important improvement of American locomotives in addition
to the bogie or locomotive truck and the pilot, devised by Mr.
Dripps, was the construction of a comfortable cab or sheltering
place for the locomotive engineer. A number of improvements in
wheels and tires were devised. Springs were applied to break the
force of jars and shocks. Great attention was also given to devices
for arresting sparks, when wood was used as fuel (which was the
general custom), so as to prevent the burning of haystacks, barns,
and other buildings adjacent to the tracks. Much trouble arose
from the lack of satisfactory spark arresters, and many attempts
to remedy this defect were made. Corresponding difficulties had
not arisen on the English roads, because there coke was usually
the fuel used, while here wood, and frequently pine, fed the flames
of the locomotive. The outpouring of sparks was frightful. Even
after wire screens and effective methods of arranging them were
devised, it was sometimes difficult to obtain the requisite amount
of appropriate material, and in this as in many other matters,
a series of new wants were developed for which no adequate provision
had previously been made.
The original American locomotives were nearly all wood-burners,
and during a protracted period while spark-arresting inventions
were undergoing a gradual process of evolution, with occasional
failures, a great amount of destruction and annoyance was caused
on some lines. Interwoven with this difficulty was a necessity
for using smoke-stacks considerably higher than those now generally
used,too high, indeed, to pass under the roof of some wooden
bridges or some overhead bridges,and to overcome this defect
the smoke-stacks of some locomotives were jointed or hinged so
that they could be lowered when trains were proceeding over or
under bridges. This requirement probably increased the danger
that the locomotive would literally become a devouring engine.
At all events it was customary on some of the covered wooden bridges
for a watchman to follow every train, carrying a bucket of water
for the purpose of extinguishing fires, and notwithstanding this
precaution some wooden bridges were burned.
Increase of power was another desideratum, and it was reported
in 1835 that the power of Baldwin engines then at work on the
Philadelphia and Columbia, was thirty-five per cent. greater than
that of two English engines which were also then in use. To Thomas
Rogers, of the Rogers Locomotive Works, is given the credit of
several important devices, one of which was making the driving-wheels
of hollow cast iron, as a substitute for the wooden wheels with
iron tires, and another the use of weights on the wheels to counterbalance
the momentum of reciprocating parts. Joseph Harrison, of Philadelphia,
in 1837, invented a useful method of distributing the weight of
the engine evenly to the axle boxes by means of equalizing levers.
In connection with this improvement and the circumstances that
gave rise to it, a sketch of locomotive advancement says:
"Mr. Henry R. Campbell, of Philadelphia, on February 5th,
1836, secured a patent for an eight-wheel engine with four driving-wheels
connected, and a four-wheeled truck in front, and James Brooks,
of Philadelphia, built for him such a machine, completing it May
8th, 1837. This was the first eight-wheeled engine of this type,
and from it the standard American locomotive of to-day takes its
origin. The engine lacked, however, one essential feature; there
were no equalizing beams between the driving-wheels, and nothing
but the ordinary steel springs over each journal of the driving-axles
to equalize the weight upon them. It remained for Messrs. Eastwick
& Harrison to supply this deficiency; and in 1837 that firm
constructed at their Shop in Philadelphia a locomotive on this
plan, but with the driving-axles running in a separate square,
connected to the main frame above it by a single central bearing
on each side. This engine had cylinders twelve by eighteen, four
coupled driving-wheels, forty-four inches in diameter, carrying
eight of the twelve tons constituting the total weight. Subsequently,
Mr. Joseph Harrison, jr., of the same firm, substituted "
equalizing beams" on engines of this plan afterward constructed
by them, substantially in the same manner as since generally employed."
INCREASE OF LOCOMOTIVE CAPACITY.
The limited powers of the very early locomotives, and the nature
of the first advances, are indicated by the fact that Jonathan
Knight, civil engineer of the Baltimore and Ohio in 1832, said:
"In the year 1828 the power of the locomotive engine was
no more than sufficient to propel itself up an ascent of 1 in
96 at the rate of 10 miles an hour, without dragging any load
after it. In the course of two years after, however, such were
the improvements made in this engine that it could draw up that
ascent a train of cars weighing, with their freight, 17 tons,
at 10 miles per hour. At the same time, it could draw on a level,
at the same speed, 53-four-tenths tons; at 15 miles per hour,
30 tons, and at 20 miles per hour, 15 tons."
It was considered quite a triumph for Mr. Cooper's Tom Thumb
to draw a single passenger car of about the size and weight of
a small street railway car. Of Mr. Baldwin's first practical locomotive,
a contemporaneous account of its trial trip states that "there
is every reason to believe that this engine will draw thirty tons
gross."
One of the principal reasons why locomotives did not increase
in size and capacity more rapidly arose from the defective nature
of the railroads. It was feared that heavy locomotives would injure
the roads then existing, and a striking proof of the necessity
for caution was furnished by the fact that the Stourbridge Lion,
after making a successful trial trip, was discarded, not on account
of any inherent defect, but largely because it was considered
too heavy for the line it was bought to serve, although the weight
of this locomotive was only about six or seven tons. Similar difficulties
were encountered in attempts to run six- or seven-ton locomotives
over other roads.
The necessity of constructing locomotives of such limited size
and capacity that they would not injure the fragile wooden-rail
and strap-iron roads was so imperative that desirable improvements
were postponed on this account. Nothing perhaps better illustrates
the tendencies of this description which for a time prevailed
than the fact that in 1833 Robert Stephenson, of England, wrote
to Robert L. Stevens, of the Camden and Amboy, a letter deprecating
the general inclination in this country to build light locomotives,
and stating that he had completed the design of an engine, of
which he gave a sketch, which weighed nine tons, and was capable
of hauling "one hundred tons dead load sixteen or eighteen
miles an hour on a level." He solicited the aid of Mr. Stevens
in effecting sales of such a locomotive.
Primitive ideas of what a locomotive should be are indicated
by the fact that when the Baltimore and Ohio advertised for American
engines in January, 1831, it stipulated that "the engine,
when in operation, must not exceed three and one-half tons' weight
and must, on a level road, be capable of drawing, day by day,
fifteen tons, inclusive of the weight of the wagons, fifteen miles
per hour."
The first annual report of the New York and Erie Railroad,
dated September 29th, 1835, after discussing the grades then proposed
for that projected line, and the improvements which had been made
in locomotives, and referring to elaborate investigations by distinguished
civil engineers, says: "The board of directors now have the
gratification of announcing to the stockholders the following
result, to wit: That loads of sixty tons gross (or, deducting
the weight of the cars, forty tons net,) may be drawn in a single
train from the Hudson river to lake Erie, and at an average speed
of from twelve to fourteen miles to the hour; that with the rate
of speed augmented one-half, a locomotive engine will nevertheless
suffice to transport two hundred passengers and their baggage;
that no stationary engine will be requisite to any part of the
work; and that one, or, at most, two auxiliary engines (or pushers)
will be requisite on the whole length of the line."
In an economic sense, the great advance made in the locomotive
which outstrips all others, is in the increase of the weight of
the trains which each machine can draw, and in this respect, although
a very creditable and remarkable improvement had been effected
prior to 1840, by which time some locomotives weighed twelve tons,
and drew several hundred tons, the main part of the desirable
work, in the direction indicated, still remained to be done.
LOCOMOTIVE POSSIBILITIES IN 1840.
That much had been accomplished, however, in comparison with
the limited capacity and performances of 1830, is shown by the
records made and the claims set forth by rival manufacturers in
1840. The Reading railroad was then a favorite field for competitive
effort, and some of the most notable achievements occurred on
its lines. A statement of its superintendent, Mr. G. A. Nichols,
dated July 31st, 1839, said of a Baldwin locomotive that it had
been in use fifteen months; that its performance was in every
way satisfactory, and that it "drew at one time 45 cars,
loaded with 150 tons of rails and iron, making in all 221 tons
gross behind the tender, from Reading to Norristown, 41 miles,
in 3 hours and 41 minutes, running time." This engine was
presumably built in the early part of 1838.
A Norris engine drew over the Boston and Worcester road in
1840 a load of 150 net tons and 1,789 pounds, exclusive of 37
cars and a tender, which added 90 tons and 820 pounds to the weight
drawn, and the movement was made partly over grades of thirty
feet to the mile, which, although they taxed the capacity of the
locomotive severely, were overcome by the free application of
sand to the rails. This was considered an extraordinary achievement.
Another notable performance was reported of a locomotive constructed
by Eastwick & Harrison, a rising firm of locomotive builders,
located in Philadelphia, which discontinued operations in the
United States on account of strong inducements to engage in similar
pursuits in Russia. This performance consisted of the movement,
on February 20th, 1840, of a train which had a gross weight, including
cars and freight, but not including engine or tender, of 423 tons
of 2,240 pounds. The net weight of freight was 268½ tons
of 2,240 pounds. The trip was made from Reading to the foot of
the inclined plane on the Columbia railroad, 54½ miles,
in 5 hours and 30 minutes, or at the rate of 9.82 miles per hour.
There were no ascending grades on this trip, however, with the
exception of about 2,100 feet near its termination, graded at
26.4 feet per mile, upon which grade the train was stopped. On
the return trip the locomotive drew a gross weight of 163 tons
of 2,240 pounds, not including engine or tender, up a grade of
18.4 feet per mile. The engine weighed 11 tons, and its performances
were considered unprecedented.
BALDWIN LOCOMOTIVES IN USE IN 1840.
One of the indications of the extent to which American railways
had been supplied with locomotives previous to 1840, and of the
names of the active roads then, is furnished by the fact that
in an advertisement of Baldwin, Vail & Hufty, published in
January, 1840, they state that there had then been delivered and
were ready to be delivered, from the Baldwin Locomotive Works,
the following number of engines to the companies named, viz.:
In Pennsylvania.Columbia and Philadelphia, 26;
Harrisburg and Lancaster, 6; Philadelphia and Trenton, 4; Philadelphia,
and Norristown, 5; Little Schuylkill, 2; Cumberland Valley, 1;
Philadelphia and Reading, 2. In New York.Utica and
Schenectady, 12; Rensselaer and Saratoga, 2; Long Island 2; Rochester
and Batavia, 2; Buffalo and Niagara Falls, 1. In Georgia.Georgia
Railroad and Banking Company, 12; Central Railroad, Savannah,
4; Monroe Railroad and Banking Company, 3. In New Jersey.New
Jersey Railroad and Transportation Company, 5; Elizabethtown and
Somerville, 2; Morris and Essex, 1. In Delaware.Philadelphia,
Wilmington and Baltimore, 4. In South Carolina.Charleston
and Hamburg, 6. In Michigan.Detroit and Ypsilanti,
3; Adrian and Toledo, 2; Detroit and Pontiac, 1. In Massachusetts.Boston
and Providence, 3; Boston and Worcester, 3. In Maryland.Elkridge
and Annapolis, 2. In Louisiana.Clinton and Port Hudson,
3; West Feliciana, 2; New Orleans and Nashville, 1. In Indiana.Madison
and Indianapolis, 3. In Illinois.North Cross Road,
2. In Mississippi.Commercial, 2; Mississippi, 1.
In North Carolina.Wilmington, 1, and Raleigh, 2.
In Florida.Lake Winnico and St. Joseph's, 2. In
Alabama.Mobile and Cedar Point, 1; Tuscumbia and Decatur,
1. In ConnecticutHousatonic, 2. In West Indies.Island
of Cuba Railroad, 3. Total, 140.
Transport Systems
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