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BALDWIN LOCOMOTIVE WORKS,
ILLUSTRATED CATALOGUE
L O C O M OT | V E S.
BURNHAM, PARRY WILLIAMS & CO.,
PHILADELPHIA,
GE OR GE BU R N H AM, WILLIAM P. H E NSZ EY,
CH A R L E S T. PA R RY, EDWARD LONG ST RETH,
E D W A R D H. WILLIAMS, J O H. N. H. C. O N V E R S E.
SEC O N D EDITION.
PHILADELPHIA .
J. B. LIPPIN COTT & CO.
1881,
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I N D E X
e
PAGE
SKETCH OF THE BALDw1N LOCOMOTIVE WoRks . - - - - - - 5
CIRCULAR - - - - - - - - - - - 57
CLASS DESIGNATIONS - - . - - - - - e - 59
CATALOGUE.
LIGHT PASSENGER LOCOMOTIVES, “AMERICAN” Type . - - - - 63
PASSENGER AND FREIGHT LOCOMOTIVEs, “AMERICAN” Type - - - - 69
FAST PASSENGER LOCOMOTIVES : - - - - 79
FREIGHT AND MIXED TRAFFIC LocoMotives, “TEN-WHEELED" Type . - - 85
LIGHT FREIGHT LOCOMOTIVES, “ Mogul.” Type - - - - 9I
FREIGHT LOCOMOTIVES, “MoCUL” Type - - - - - - - 97
FREIGHT LOCOMOTIVES, “CONSOLIDATION” Type - - - - - IO5
SWITCHING LOCOMOTIVES, FOUR-WHEELS-CONNECTED - - . I 2 I
SWITCHING OR LOCAL SERVICE LOCOMOTIVES, Four-WHEELs-Con NECTED AND LEADING
PONY-TRUCK. . - - - - . - - I22
SWITCHING OR LOCAL SERVICE LocoMotives, “For NEy” TYPE, FOUR-WHEELS-CoN-
NECTED AND TRAILING PONY-TRUCK . - - - - - . I29
SWITCHING OR LOCAL SERVICE LocoMotives, “For NEy” TYPE, FOUR-WHEELS-CoN-
NECTED AND TRAILING FOUR-WHEELED TRUCK - - - - I3O
SWITCHING OR LOCAL SERVICE LOCOMOTIVEs, “Double-ENDER” Type . - . I37
LOCAL PASSENGER LOCOMOTIVES, “DOUBLE-ENDER” TypI, - - - - 138
SWITCHING OR FREIGHT LOCOMOTIVES, Six-WHEELS-CONNECTED - . I47
SWITCHING OR FREIGHT LOCOMOTIVES, SIx-WHEELS-CONNECTED AND TRAILING PONY-
TRUCK . - - - - - - - - - - I48
SWITCHING OR FREIGHT LOCOMOTIVES, Six-WHEELS-CONNECTED AND TRAILING FOUR-
WHEELED TRUCK - - - - - - - - . I48
Switch ING OR FREIGHT LocoMotives, “For NEy Type,” SIX-WHEELS-CONNECTED AND
TRAILING FOUR-WHEELED TRUCK . - - - - - - I48
INCLOSED NOISELESS Switch.ING LOCOMOTIVES - - - - - . I 5 I
3
—”
.* - -


S K E T C H
OF THE
BALDWIN LOCOMOTIVE WORKS
THE BALDWIN LOCOMOTIVE WORKS dates its origin from the inception of
steam railroads in America. Called into existence by the early requirements
of the railroad interests of the country, it has grown with their growth and kept
pace with their progress. It has reflected in its career the successive stages of
American railroad practice, and has itself contributed largely to the develop-
ment of the locomotive as it exists to-day. A history of the Baldwin Loco-
motive Works, therefore, is, in a great measure, a record of the progress of
locomotive engineering in this country, and as such cannot fail to be of interest
to all who are concerned in this important element of our material progress.
MATTHIAS W. BALDWIN, the founder of the establishment, learned the trade
of a jeweler, and entered the service of Fletcher & Gardiner, Jewelers and Sil-
versmiths, Philadelphia, in 1817. Two years later he opened a small shop, in
the same line of business, on his own account. The demand for articles of this
character falling off, however, he formed a partnership, in 1825, with David
Mason, a machinist, in the manufacture of bookbinders' tools and cylinders for
calico-printing. Their shop was in a small alley which runs north from Walnut
Street, above Fourth. They afterwards removed to Minor Street, below Sixth.
The business was so successful that steam-power became necessary in carrying
on their manufactures, and an engine was bought for the purpose. This proving
unsatisfactory, Mr. Baldwin decided to design and construct one which should
be specially adapted to the requirements of his shop. One of these requirements
was that it should occupy the least possible space, and this was met by the con-
struction of an upright engine on a novel and ingenious plan. On a bed-plate
about five feet square an upright cylinder was placed; the piston-rod connected
to a cross-bar having two legs, turned downward, and sliding in grooves on the
sides of the cylinder, which thus formed the guides. To the sides of these legs,
at their lower ends, was connected by pivots an inverted U-shaped frame, pro-
longed at the arch into a single rod, which took hold of the crank of a fly-wheel
carried by upright standards on the bed-plate. It will be seen that the length
of the ordinary separate guide-bars was thus saved, and the whole engine was
brought within the smallest possible compass. The design of the machine was
(5)
D

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6 M/, / US 7/8A 7TE/O CA 7TA/ OG (VE.
--
not only unique, but its workmanship was so excellent, and its efficiency so great,
as readily to procure for Mr. Baldwin orders for additional stationary engines.
His attention was thus turned to steam engineering, and the way was prepared
for his grappling with the problem of the locomotive when the time should
arrive.
This original stationary engine, constructed prior to 1830, is still in good
order and carefully preserved at the works. It has successively supplied the
power in six different departments as they have been opened, from time to time,
in the growth of the business.
The manufacture of stationary steam-engines thus took a prominent place
in the establishment, and Mr. Mason shortly afterward withdrew from the
partnership. -
In 1829–30 the use of steam as a motive power on railroads had begun to
engage the attention of American engineers. A few locomotives had been
imported from England, and one (which, however, was not successful) had been
constructed at the West Point Foundry, in New York City. To gratify the
public interest in the new motor, Mr. Franklin Peale, then proprietor of the
Philadelphia Museum, applied to Mr. Baldwin to construct a miniature locomo-
tive for exhibition in his establishment. With the aid only of the imperfect
published descriptions and sketches of the locomotives which had taken part in
the Rainhill competition in England, Mr. Baldwin undertook the work, and on
the 25th of April, 1831, the miniature locomotive was put in motion on a circular
track made of pine boards covered with hoop iron, in the rooms of the Museum.
Two small cars, containing seats for four passengers, were attached to it, and the
novel spectacle attracted crowds of admiring spectators. Both anthracite and
pine-knot coal were used as fuel, and the exhaust steam was discharged into the
chimney, thus utilizing it to increase the draught.
The success of the model was such that, in the same year, Mr. Baldwin
received an order for a locomotive from the Philadelphia, Germantown and
Norristown Railroad Company, whose short line of six miles to Germantown
was operated by horse-power. The Camden and Amboy Railroad Company
had shortly before imported a locomotive from England, which was stored in
a shed at Bordentown. It had not yet been put together; but Mr. Baldwin, in
company with his friend, Mr. Peale, visited the spot, inspected the detached parts,
and made a few memoranda of some of its principal dimensions. Guided by
these figures and his experience with the Peale model, Mr. Baldwin commenced
the task. The difficulties to be overcome in filling the order can hardly be
appreciated at this day. There were few mechanics competent to do any part
of the work on a locomotive. Suitable tools were with difficulty obtainable.
Cylinders were bored by a chisel fixed in a block of wood and turned by hand.
Blacksmiths able to weld a bar of iron exceeding one and one-quarter inches
in thickness were few, or not to be had. It was necessary for Mr. Baldwin to do
much of the work with his own hands, to educate the workmen who assisted
him, and to improvise tools for the various processes.


AA LD WAV ZOCOMO 7TWVE WORKS. 7
The work was prosecuted, nevertheless, under all these difficulties, and the
locomotive was finally completed, christened the “Old Ironsides,” and tried on
the road, November 23, 1832. The circumstances of the trial are fully pre-
served, and are given, further on, in the extracts from the journals of the day.
Despite some imperfections, naturally occurring in a first effort, and which were
afterward, to a great extent, remedied, the engine was, for that early day, a
marked and gratifying success. It was put at once into service, as appears from
the Company's advertisement three days after the trial, and did duty on the
Germantown road and others for over a score of years.
The “Ironsides” was a four-wheeled engine, modeled essentially on the English
practice of that day, as shown in the “Planet” class, and weighed, in running
order, something over five
tons. The rear or driving-
wheels were fifty-four inches
in diameter on a crank-axle
placed in front of the fire-box.
The cranks were thirty-nine
inches from centre to centre.
The front wheels, which were
simply carrying wheels, were
forty-five inches in diameter,
on an axle placed just back
of the cylinders. The cylin-
ders were nine and one-half
inches in diameterby eighteen FIG. I.--THE “OLD IRoNSIDEs,” 1832.
inches stroke, and were at- -
tached horizontally to the outside of the smoke-box, which was D-shaped, with
the sides receding inwardly, so as to bring the centre line of each cylinder in
line with the centre of the crank. The wheels were made with heavy cast-iron
hubs, wooden spokes and rims, and wrought-iron tires. The frame was of wood,
placed outside the wheels. The boiler was thirty inches in diameter, and con-
tained seventy-two copper flues, one and one-half inches in diameter and seven
feet long. The tender was a four-wheeled platform, with wooden sides and back,
carrying an iron box for a water-tank, inclosed in a wooden casing, and with a
space for fuel in front. The engine had no cab. The valve-motion was at first
given by a single loose eccentric for each cylinder, placed on the axle between
the Crank and the hub of the wheel. On the inside of the eccentric was a half-
circular slot, running half-way around. A stop was fastened to the axle at the
arm of the crank, terminating in a pin which projected into the slot. The
engine was reversed by changing the position of the eccentric on the axle by a
lever operated from the footboard. This form of valve-motion was, however,
shortly afterward changed, and a single fixed eccentric for each cylinder sub-
stituted. The rock-shafts, which were under the footboard, had arms above and
below, and the eccentric-straps had each a forked rod, with a hook, or an upper
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8 A/L/ US 7/8A 7TED CA 7TA LOGUE.
and lower latch or pin, at their extremities, to engage with the upper or lower
arm of the rock-shaft. . The eccentric-rods were raised or lowered by a double
treadle, so as to connect with the upper or lower arm of the rock-shaft, according
as forward or backward gear was desired. A peculiarity in the exhaust of the
“Ironsides” was that there was only a single straight pipe running across from
one cylinder to the other, with an opening in the upper side of the pipe, midway
between the cylinders, to which was attached at right angles the perpendicular
pipe into the chimney. The cylinders, therefore, exhausted against each other;
and it was found, after the engine had been put in use, that this was a serious
objection. This defect was afterward remedied by turning each exhaust-pipe
upward into the chimney, substantially as is now done. The steam-joints were
made with canvas and red-lead, as was the practice in English locomotives, and
in consequence much trouble was caused, from time to time, by leaking.
The price of the engine was to have been $4000, but some difficulty was
found in procuring a settlement. The Company claimed that the engine did
not perform according to contract; and objection was also made to some of the
defects alluded to. After these had been corrected as far as possible, however,
Mr. Baldwin finally succeeded in effecting a compromise settlement, and received
from the Company $3500 for the machine.
The results of the trial and the impression produced by it on the public mind
may be gathered from the following extracts from the newspapers of the day:
y
The United States Gazette of November 24, 1832, remarks:
“A most gratifying experiment was made yesterday afternoon on the Philadelphia, Ger-
mantown and Norristown Railroad. The beautiful locomotive engine and tender, built by
Mr. Baldwin, of this city, whose reputation as an ingenious machinist is well known, were
for the first time placed on the road. The engine traveled about six miles, working with
perfect accuracy and ease in all its parts, and with great velocity.”
The Chronicle of the same date noticed the trial more at length, as follows:
“It gives us pleasure to state that the locomotive engine built by our townsman, M. W.
Baldwin, has proved highly successful. In the presence of several gentlemen of science
and information on such subjects, the engine was yesterday placed upon the road for the
first time. All her parts had been previously highly finished and fitted together in Mr. Bald-
win's factory. She was taken apart on Tuesday and removed to the Company's depot, and
yesterday morning she was completely together, ready for travel. After the regular passenger
cars had arrived from Germantown in the afternoon, the tracks being clear, preparation was
made for her starting. The placing fire in the furnace and raising steam occupied twenty
minutes. The engine (with her tender) moved from the depot in beautiful style, working with
great ease and uniformity. She proceeded about half a mile beyond the Union Tavern, at the
township line, and returned immediately, a distance of six miles, at a speed of about twenty-
eight miles to the hour, her speed having been slackened at all the road crossings, and it being
after dark, but a portion of her power was used. It is needless to say that the spectators were
delighted. From this experiment there is every reason to believe this engine will draw thirty
tons gross, at an average speed of forty miles an hour, on a level road. The principal supe-
riority of the engine over any of the English ones known, consists in the light weight, which
is but between four and five tons,—her small bulk, and the simplicity of her working machinery.
We rejoice at the result of this experiment, as it conclusively shows that Philadelphia, always
AA LD WIAW L OCOMOTIVE WOA’A.S. 9
famous for the skill of her mechanics, is enabled to produce steam-engines for railroads com-
bining so many superior qualities as to warrant the belief that her mechanics will hereafter
supply nearly all the public works of this description in the country.”
On subsequent trials, the “Ironsides” attained a speed of thirty miles per
hour, with its usual train attached. So great were the wonder and curiosity
which attached to such a prodigy, that people flocked to see the marvel, and
eagerly bought the privilege of riding after the strange monster. The officers
of the road were not slow to avail themselves of the public interest to increase
their passenger receipts, and the following advertisement from Poulson's American
Daily Advertiser of November 26, 1832, will show that as yet they regarded the
new machine rather as a curiosity and a bait to allure travel than as a practical,
every-day servant:
“NOTICE.-The locomotive engine (built by M. W. Baldwin, of this city) will depart daily,
when the weather is fair, with a train of passenger cars. On rainy days horses will be
attached.”
This announcement did not mean that in wet weather horses would be attached
to the locomotive to aid it in drawing the train, but that the usual horse cars
would be employed in making the trips upon the road without the engine.
Upon making the first trip to Germantown with a passenger train with the
“Ironsides,” one driving-wheel slipped upon the axle, causing the wheels to
track less than the gauge of the road and drop in between the rails. It was
also discovered that the valve arrangement of the pumps was defective, and they
failed to supply the boiler with water. The shifting of the driving-wheel upon
the axle fastened the eccentric, so that it would not operate in backward mo-
tion. These mishaps caused delay, and prevented the engine from reaching its
destination, to the great disappointment of all concerned. They were corrected
in a few days, and the machine was used in experimenting upon its efficiency,
making occasional trips with trains to Germantown. The road had an ascend-
ing grade, nearly uniform, of thirty-two feet per mile, and for the last half-mile
of forty-five feet per mile, and it was found that the engine was too light for the
business of the road upon these grades.
Such was Mr. Baldwin's first locomotive; and it is related of him that his
discouragement at the difficulties which he had undergone in building it and in
finally procuring a settlement for it was such that he remarked to one of his
friends, with much decision, “That is our last locomotive.”
It was some time before he received an order for another, but meanwhile the
subject had become singularly fascinating to him, and occupied his mind so fully
that he was eager to work out his new ideas in a tangible form.
Shortly after the “Ironsides” had been placed on the Germantown road, Mr.
E. L. Miller, of Charleston, S. C., came to Philadelphia and made a careful
examination of the machine. Mr. Miller had, in 1830, contracted to furnish a
locomotive to the Charleston and Hamburg Railroad Company, and accordingly
the engine “Best Friend” had been built under his direction at the West Point
-- - ---
AZZ US7RA 7TED CA 7A/C OG (VE.
IO
Foundry, New York. After inspecting the “Ironsides,” he suggested to Mr.
Baldwin to visit the Mohawk and Hudson Railroad and examine an English
locomotive which had been placed on that road in July, 1831, by Messrs.
Robert Stephenson & Co., of Newcastle, England. It was originally a four-
wheeled engine of the “Planet” type, with horizontal cylinders and crank-axle.
The front wheels of this engine were removed about a year after the machine
was put at work, and a four-wheeled swiveling or “bogie” truck substituted.
The result of Mr. Baldwin’s investigations was the adoption of
this design, but with some important improvements. Among
these was the “half-crank,” which he devised on his return
from this trip, and which he patented September IO, 1834. In
this form of crank, shown in Figure 2, the outer arm is omitted,
and the wrist is fixed in a spoke of the wheel. In other words,
the wheel itself formed one arm of the crank. The result
sought and gained was that the cranks were strengthened, and,
being at the extremities of the axle, the boiler could be made
larger in diameter and placed lower. The driving-axle could
also be placed back of the fire-box, the connecting rods passing
- by the sides of the fire-box and taking hold inside of the
Fig. 2.-HALF-CRANK. wheels. This arrangement of the crank also involved the
placing of the cylinders outside the smoke-box, as was done
on the “Ironsides.”
By the time the order for the second locomotive was received, Mr. Baldwin
had matured this device and was prepared to embody it in practical form. The
order came from Mr. E. L. Miller in behalf of the Charleston and Hamburg Rail-
road Company, and the engine bore his name, and was completed February 18,
1834. It was on six wheels; one pair being driving-wheels, four and a half feet
in diameter, with half-crank axle placed back of the fire-box as above described,
and the four front wheels combined in a swiveling truck. The driving-wheels,
it should be observed, were cast in solid bell-metal | The combined wood and
iron wheels used on the “Ironsides” had proved objectionable, and Mr. Baldwin,
in his endeavors to find a satisfactory substitute, had recourse to brass. June 29,
I833, he took out a patent for a cast-brass wheel, his idea being that by varying
the hardness of the metal the adhesion of the wheels on the rails could be in-
creased or diminished at will. The brass wheels on the “Miller,” however, soon
wore out, and the experiment with this metal was not repeated. The “E. L.
Miller” had cylinders ten inches in diameter; stroke of piston, sixteen inches;
and weighed, with water in the boiler, seven tons eight hundredweight. The
boiler had a high dome over the fire-box, as shown in Figure 3; and this form of
construction, it may be noted, was followed, with a few exceptions, for many years.
The valve-motion was given by a single fixed eccentric for each cylinder.
Each eccentric-strap had two arms attached to it, one above and the other
| below, and, as the driving-axle was back of the fire-box, these arms were pro-
longed backward under the footboard, with a hook on the inner side of the
º
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AAA D WZV ZOCOMOTIVE WORATS. II
end of each. The rock-shaft had arms above and below its axis, and the hooks
of the two rods of each eccentric were moved by hand-levers so as to engage
with either arm, thus producing backward or forward gear. This form of single
eccentric, peculiar to Mr. Baldwin, was in the interest of simplicity in the work-
ing parts, and was adhered to for some years. It gave rise to an animated
controversy among mechanics as to whether, with its use, it was possible to
get a lead on the valve in both directions. Many maintained that this was im-
practicable; but Mr. Baldwin demonstrated by actual experience that the reverse
was the case. -
Meanwhile the Commonwealth of Pennsylvania had given Mr. Baldwin an
order for a locomotive for the State Road, as it was then called, from Philadel-
phia to Columbia, which, up to that time, had been worked by horses. This
engine, called the “Lancaster,” was completed in June, 1834. It was similar to
the “Miller,” and weighed seventeen thousand pounds. After it was placed in
service, the records show that it hauled at one time nineteen loaded burden cars
over the highest grades between Philadelphia and Columbia. This was character-
ized at the time by the officers of the road as an “unprecedented performance.”
The success of the machine on its trial trips was such that the Legislature decided
to adopt steam-power for working the road, and Mr. Baldwin received orders for
several additional locomotives. Two others were accordingly delivered to the
State in September and November respectively of that year, and one was also
built and delivered to the Philadelphia and Trenton Railroad Company during
the same season. This latter engine, which was put in service October 21, 1834,
averaged twenty-one thousand miles per year to September, 15, 1840.
Five locomotives were thus completed
in 1834, and the new business was fairly
under way. The building in Lodge Alley, -----
to which Mr. Baldwin had removed from -
Minor Street, and where these engines I.]
were constructed, began to be found too
contracted, and another removal was de- || ||2
cided upon. A location on Broad and Hº:
Hamilton Streets (the site, in part, of the | : º º
present works) was selected, and a three- Yſº
story L-shaped brick building, fronting on Fig. 3.-BALDw1N ENGINE, 1834.
both streets, erected. This was completed
and the business removed to it during the following year (1835). The original
building still stands, forming part of the boiler-shop and machine-shops of the
present works.
These early locomotives, built in 1834, were the types of Mr. Baldwin's practice
for some years. Their general design is shown in Figure 3. All, or nearly all of
them, embraced several important devices, which were the results of his study
and experiments up to that time. The devices referred to were patented Sep-
tember Io, I834, and the same patent covered the four following inventions, viz.:

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I. The half-crank, and method of attaching it to the driving-wheel. (This has
already been described.)
2. A new mode of constructing the wheels of locomotive engines and cars.
In this the hub and spokes were of cast-iron, cast together. The spokes were
cast without a rim, and terminated in segment flanges, each spoke having a
separate flange disconnected from its neighbors. By this means, it was claimed,
the injurious effect of the unequal expansion of the materials composing the
wheels was lessened or altogether prevented. The flanges bore against wooden
felloes, made in two thicknesses, and put together so as to break joints. Tenons
Fig. 4.—BALDw1N COMPOUND WooD AND IRON WHEELs, 1834.
or pins projected from the flanges into openings made in the wooden felloes, to
keep them in place. Around the whole the tire was passed and secured by bolts.
The above sketch shows the device.
3. A new mode of forming the joints of steam and other tubes. This was
Mr. Baldwin's invention of ground joints for steam-pipes, which was a very valu-
able improvement over previous methods of making joints with red-lead packing,
and which rendered it possible to carry a much higher pressure of steam.
4. A new mode of forming the joints and other parts of the supply-pump,
and of locating the pump itself. This invention consisted in making the single
guide-bar hollow and using it for the pump-barrel. The pump-plunger was

BAZA) W/AW L OCOMO 7TWVE WOA’AºS. I3
attached to the piston-rod at a socket or sleeve formed for the purpose, and the
hollow guide-bar terminated in the vertical pump-chamber. This chamber was
made in two pieces, joined about midway between the induction and eduction
pipes. This joint was ground steam-tight, as were also the joints of the induc-
tion-pipe with the bottom of the lower chamber, and the flange of the eduction-
pipe with the top of the upper chamber. All these parts were held together by
a stirrup with a set-screw in its arched top, and the arrangement was such that
by simply unscrewing this set-screw the different sections of the chamber, with
all the valves, could be taken apart for cleaning or adjusting. The cut below
illustrates the device.
It is probable that the five engines built during 1834 embodied all, or nearly
all, these devices. They all had the half-crank, the ground joints for steam-
Fig. 5.-PUMP AND STIRRUP.
pipes (which were first made by him in 1833), and the pump formed in the guide-
bar, and all had the four-wheeled truck in front, and a single pair of drivers back
of the fire-box. On this position of the driving-wheels Mr. Baldwin laid great
stress, as it made a more even distribution of the weight, throwing about one-half
on the driving-wheels and one-half on the four-wheeled truck. It also extended
the wheel-base, making the engine much steadier and less damaging to the
track. Mr. William Norris, who had established a locomotive works in Phila-
delphia in 1832, was at this time building a six-wheeled engine with a truck
in front and the driving-wheels placed in front of the fire-box. Considerable
rivalry naturally existed between the two manufacturers as to the Comparative
merits of their respective plans. In Mr. Norris's engine, the position of the
driving-axle in front of the fire-box threw on it more of the weight of the
engine, and thus increased the adhesion and the tractive power. Mr. Baldwin,
however, maintained the superiority of his plan, as giving a better distribu-
tion of the weight and a longer wheel-base, and consequently rendering the

2- N
I4 AZ / US 7TRA 7TED CA 7TA ZOG UE.
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machine less destructive to the track. As the iron rails then in use were gen-
erally light, and much of the track was of wood, this feature was of some
importance.
- To the use of the ground joint for steam-pipes, however, much of the success
of his early engines was due. The English builders were making locomotives
with canvas and red-lead joints, permitting a steam pressure of only sixty pounds
per inch to be carried, while Mr. Baldwin's machines were worked at one hun-
dred and twenty pounds with ease. Several locomotives imported from England
at about this period by the Commonwealth of Pennsylvania for the State Road
(three of which were made by Stephenson) had canvas and red-lead joints, and
their efficiency was so much less than that of the Baldwin engines, on account
of this and other features of construction, that they were soon laid aside or
sold.
In June, 1834, a patent was issued to Mr. E. L. Miller, by whom Mr. Baldwin's
second engine was ordered, for a method of increasing the adhesion of a locomo-
tive by throwing a part of the weight of the tender on the rear of the engine,
thus increasing the weight on the driving-wheels. Mr. Baldwin adopted this
device on an engine built for the Philadelphia and Trenton Railroad Company,
May, 1835, and thereafter used it largely, paying one hundred dollars royalty for
each engine. Eventually (May 6, 1839) he bought the patent for nine thousand
dollars, evidently considering that the device was especially valuable, if not in-
dispensable, in order to render his engine as powerful, when required, as other
patterns having the driving-wheels in front of the fire-box, and therefore utilizing
more of the weight of the engine for adhesion.
In making the truck and tender-wheels of these early locomotives, the hubs
were cast in three pieces and afterwards banded with wrought-iron, the inter-
stices being filled with spelter. This method of construction was adopted on
account of the difficulty then found in casting a chilled wheel in one solid piece.
Early in 1835, the new shop on Broad Street was completed and occupied.
Mr. Baldwin's attention was thenceforward given to locomotive building exclu-
sively, except that a stationary engine was occasionally constructed.
In May, 1835, his eleventh locomotive, the “Black Hawk,” was delivered to
the Philadelphia and Trenton Railroad Company. This was the first outside-
connected engine of his build. It was also the first engine on which the Miller
device of attaching part of the weight of the tender to the engine was employed.
On the eighteenth engine, the “Brandywine,” built for the Philadelphia and
Columbia Railroad Company, brass tires were used on the driving-wheels, for
the purpose of obtaining more adhesion; but they wore out rapidly and were
replaced with iron.

April 3, 1835, Mr. Baldwin took out a patent for certain improvements in the
wheels and tubes of locomotive engines. That relating to the wheels provided
for casting the hub and spokes together, and having the spokes terminate in
segments of a rim, as described in his patent of September 10, 1834. Between
the ends of the spokes and the tires wood was interposed, and the tire might be

AAA. D. WZAV LOCOMO TWIVE WOA’A.S. I5
either of wrought-iron or of chilled cast-iron. The intention was expressed of
making the tire usually of cast-iron chilled. The main object, however, was
declared to be the interposition between the spokes and the rim of a layer of
wood or other substance possessing some degree of elasticity. This method of
making driving-wheels was followed for several years, and is shown by Figure 6.
The tires were made with a shoulder, as shown on a larger scale in Figure 7.
FIG. 6. FIG. 7.
The improvement in locomotive tubes consisted in driving a copper ferrule or
thimble on the outside of the end of the tube, and soldering it in place, instead
of driving a ferrule into the tube, as had previously been the practice. The
object of the latter method had been to make a tight joint with the tube-sheet;
but by putting the ferrule on the outside of the tube, not only was the joint
made as tight as before, but the tube was strengthened, and left unobstructed
throughout to the full extent of its diameter. This method of setting flues has
been generally followed in the works from that date to the present, the only
difference being that, at this time, with iron tubes, the end is swedged down, the
copper ferrule brazed on, and the iron end turned or riveted over against the
copper thimble and the flue-sheet, to make the joint perfect.
Fourteen engines were constructed in 1835; forty in 1836; forty in 1837;
twenty-three in 1838; twenty-six in 1839; and nine in 1840. During all these
years the general design continued the same; but, in compliance with the
demand for more power, three sizes were furnished, as follows:
First-class. Cylinders, I2} X 16; weight, loaded, 26,000 pounds.
Second-class. ( & I2 × 16; 4 & “ 23,OOO “
Third-class. 4 & Iok X 16; & c. “ 20,000 & 4
- -

I6 AZ Z US 7TRA TED CA 7TA/ OGUE.
º
The first-class engine he fully believed, in 1838, was as heavy as would be
called for, and he declared that it was as large as he intended to make. Most of
the engines were built with the half-crank, but occasionally an outside-connected
machine was turned out. These latter, however, failed to give as complete Sat-
isfaction as the half-crank machine. The drivers were generally four and a half
feet in diameter.
A patent was issued to Mr. Baldwin, August 17, 1835, for his device of cylin-
drical pedestals. In this method of construction, the pedestal was of cast-iron,
and was bored in a lathe so as to form two concave jaws. The boxes were also
turned in a lathe so that their vertical ends were cylindrical, and they were thus
fitted in the pedestals. This method of fitting up pedestals and boxes was cheap
and effective, and was used for some years for the driving and tender wheels.
As showing the estimation in which these early engines were held, it may not
be out of place to refer to the opinions of some of the railroad managers of that
period. - -
Mr. L. A. Sykes, engineer of the New Jersey Transportation Company, under
date of June 12, 1838, wrote that he could draw with his engines twenty four-
wheeled cars with twenty-six passengers each, at a speed of twenty to twenty-five
miles per hour, over grades of twenty-six feet per mile. “As to simplicity of
construction,” he adds, “small liability to get out of order, economy of repairs,
and ease to the road, I fully believe Mr. Baldwin's engines stand unrivaled. I
consider the simplicity of the engine, the arrangement of the working parts, and
the distribution of the weight, far superior to any engine I have ever seen, either
of American or English manufacture, and I have not the least hesitation in
saying that Mr. Baldwin's engine will do the same amount of work with much
less repairs, either to the engine or the track, than any other engine in use.”
L. G. Cannon, President of the Rensselaer and Saratoga Railroad Company,
writes: “Your engines will, in performance and cost of repairs, bear comparison
with any other engine made in this or any other country.”
Some of Mr. Baldwin's engines on the State Road, in 1837, cost, for repairs,
only from one and two-tenths to one and six-tenths cents per mile. It is noted
that the engine “West Chester,” on the same road, weighing twenty thousand
seven hundred and thirty-five pounds (ten thousand four hundred and seventy-
five on drivers), drew fifty-one cars (four-wheeled), weighing two hundred and
eighty-nine net tons, over the road, some of the track being of wood covered
with strap-rail.
The financial diſficulties of 1836 and 1837, which brought ruin upon so many,
did not leave Mr. Baldwin unscathed. His embarrassments became so great
"that he was unable to proceed, and was forced to call his creditors together for
a settlement. After offering to surrender all his property, his shop, tools, house,
and everything, if they so desired,—all of which would realize only about twenty-
five per cent. of their claims, he proposed to them that they should permit him
to go on with the business, and in three years he would pay the full amount of
all claims, principal and interest. This was finally acceded to, and the promise
-
2–
AA/C/D MV/AV / OCOMO 7TIVE WOA’A.S. 17
was in effect fulfilled, although not without an extension of two years beyond
the time originally proposed.
In May, 1837, the number of hands employed was three hundred, but this
number was reducing weekly, owing to the falling off in the demand for engines.
These financial troubles had their effect on the demand for locomotives, as will
be seen in the decrease in the number built in 1838, 1839, and 1840; and this
result was furthered by the establishment of several other locomotive works and
the introduction of other patterns of engines.
The changes and improvements in details made during these years may be
summed up as follows:
The subject of burning anthracite coal had engaged much attention. In
October, 1836, Mr. Baldwin secured a patent for a grate or fireplace which could
be detached from the engine at pleasure, and a new one with a fresh coal fire
substituted. The intention was to have the grate with freshly ignited coal all
ready for the engine on its arrival at a station, and placed between the rails over
suitable levers, by which it could be attached quickly to the fire-box. It is
needless to say that this was never practiced. In January, 1838, however, Mr.
Baldwin was experimenting with the consumption of coal on the Germantown
road, and in July of the same year the records show that he was making a
locomotive to burn coal, part of the arrangement being to blow the fire with
a fan.
Up to 1838, Mr. Baldwin had made both driving and truck wheels with
wrought tires, but during that year chilled wheels for engine and tender trucks
were adopted. His tires were furnished by Messrs. S. Vail & Son, Morristown,
N. J., who made the only tires then obtainable in America. They were very
thin, being only one inch to one and a half inches thick; and Mr. Baldwin, in
importing some tires from England at that time, insisted on their being made
double the ordinary thickness. The manufacturers at first objected and ridiculed
the idea, the practice being to use two tires when extra thickness was wanted,
but finally they consented to meet his requirements.
All his engines thus far had the single eccentric for each valve, but at about
this period double eccentrics were adopted, each terminating in a straight hook,
and reversed by hand-levers.
all like parts of locomotives of the same class in such manner as to be absolutely
interchangeable. Steps were taken in this direction, but it was not until many
years afterward that the system of standard gauges was perfected, which has
since grown to be a distinguishing feature in the establishment.
In March, 1839, Mr. Baldwin's records show that he was building a number of
outside-connected engines, and had succeeded in making them strong and dura-
ble. He was also making a new chilled wheel, and one which he thought would
not break.
On the one hundred and thirty-sixth locomotive, completed October 18, 1839,
for the Philadelphia, Germantown and Norristown Railroad, the old pattern of
\– 3
At this early period, Mr. Baldwin had begun to feel the necessity of making.

I8 - AZ / US 7 RA 7TED CA 7A/ O GUE.
wooden frame was abandoned, and no outside frame whatever was employed,
the machinery, as well as the truck and the pedestals of the driving-axles, being
attached directly to the naked boiler. The wooden frame thenceforward disap-
peared gradually, and an iron frame took its place. Another innovation was the
adoption of eight-wheeled tenders, the first of which was built at about this period.
April 8, 1839, Mr. Baldwin associated with himself Messrs. Vail and Hufty,
and the business was conducted under the firm name of Baldwin, Vail & Hufty
until 1841, when Mr. Hufty withdrew, and Baldwin & Vail continued the copart-
nership until 1842.
The time had now arrived when the increase of business on railroads demanded
more powerful locomotives. It had for some years been felt that for freight
traffic the engine with one pair of driving-wheels was insufficient. Mr. Baldwin's
engine had the single pair of driving-wheels placed back of the fire-box; that
made by Mr. Norris, one pair in front of the fire-box. An engine with two pairs
of driving-wheels, one pair in front and one pair behind the fire-box, was the
next logical step, and Mr. Henry R. Campbell, of Philadelphia, was the first to
carry this design into execution. Mr. Campbell, as has been noted, was the
Chief Engineer of the Germantown Railroad when the “Ironsides” was placed
on that line, and had since given 'much attention to the subject of locomotive
construction. February 5, 1836, Mr. Campbell secured a patent for an eight-
wheeled engine with four driving-wheels connected, and a four-wheeled truck in
front; and subsequently contracted with James Brooks, of Philadelphia, to build
for him such a machine. The work was begun March 16, 1836, and the engine
was completed May 8, 1837. This was the first eight-wheeled engine of this
type, and from it the standard American locomotive of to-day takes its origin.
The engine lacked, however, one essential feature; there were no equalizing
beams between the 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 frame, connected to the main
frame above it by a single central bearing on each side. This engine had
cylinders twelve by eighteen, four coupled driving-wheels, forty-four inches in
diameter, carrying eight of the twelve tons constituting the total weight. Subse-
quently, Mr. Joseph Harrison, Jr., of the same firm, substituted “equalizing
beams” on engines of this plan afterward constructed by them, substantially in
the same manner as since generally employed.
In the American Railroad Journal of July 30, 1836, a woodcut showing Mr.
Campbell's engine, together with an elaborate calculation of the effective power
of an engine on this plan, by William J. Lewis, Esq., Civil Engineer, was pub-
lished, with a table showing its performance upon grades ranging from a dead
level to a rise of one hundred feet per mile. Mr. Campbell stated that his ex-
perience at that time (1835–6) convinced him that grades of one hundred feet
rise per mile would, if roads were judiciously located, carry railroads over any

AA/L/D WZAV ZOCOMO 7TWIZE WORA. S. I9
of the mountain passes in America, without the use of planes with stationary
steam power, or, as a general rule, of costly tunnels, an opinion very exten-
sively verified by the experience of the country since that date. -
A step had thus been taken toward a plan of locomotive having more adhe-
sive power. Mr. Baldwin, however, was slow to adopt the new design. He
naturally regarded innovations with distrust. He had done much to perfect the
old pattern of engine, and had built over a hundred of them, which were in
successful operation on various railroads. Many of the details were the subjects
of his several patents, and had been greatly simplified in his practice. In fact,
simplicity in all the working parts had been so largely his aim, that it was
natural that he should distrust any plan involving additional machinery, and he
regarded the new design as only an experiment at best. In November, 1838, he
wrote to a correspondent that he did not think there was any advantage in the
eight-wheeled engine. There being three points in contact, it could not turn a
curve, he argued, without slipping one or the other pair of wheels sideways.
Another objection was in the multiplicity of machinery and the difficulty in
maintaining four driving-wheels all of exactly the same size. Some means, how-
ever, of getting more adhesion must be had, and the result of his reflections upon
this subject was the project of a “geared engine.” In August, 1839, he took steps
to Secure a patent for such a machine, and December 31, 1840, letters patent
were granted him for the device. In this engine, an independent shaft or axle
was placed between the two axles of the truck, and connected by cranks and
coupling-rods with cranks on the outside of the driving-wheels. This shaft had
a central cog-wheel engaging on each side with intermediate cog-wheels, which
in turn geared into cog-wheels on each truck-axle. The intermediate cog-wheels
had wide teeth, so that the truck could pivot while the main shaft remained
parallel with the driving-axle. The diameters of the cog-wheels were, of course,
in such proportion to the driving and truck-wheels, that the latter should revolve
as much oftener than the driving-wheels as their smaller size might require. Of
the success of this machine for freight service, Mr. Baldwin was very sanguine.
One was put in hand at once, completed in August, 1841, and eventually sold to
the Sugarloaf Coal Company. It was an outside-connected engine, weighing
thirty thousand pounds, of which eleven thousand seven hundred and seventy-
five pounds were on the driving-wheels, and eighteen thousand three hundred and
thirty-five on the truck. The driving-wheels were forty-four and the truck-wheels
thirty-three inches in diameter. The cylinders were thirteen inches in diameter
by sixteen inches stroke. On a trial of the engine upon the Philadelphia and
Reading Railroad, it hauled five hundred and ninety tons from Reading to
Philadelphia—a distance of fifty-four miles—in five hours and twenty-two min-
utes. The Superintendent of the road, in writing of the trial, remarked that
this train was unprecedented in length and weight both in America and Europe.
The performance was noticed in favorable terms by the Philadelphia newspapers,
and was made the subject of a report by the Committee on Science and Arts of
the Franklin Institute, who strongly recommended this plan of engine for freight
-
2O JZ / US 7TRA 7TED CA 7TA/ OG UE.
service. The success of the trial led Mr. Baldwin at first to believe that the geared
engine would be generally adopted for freight traffic; but in this he was disap-
pointed. No further demand was made for such machines, and no more of them
were built.
In 1840, Mr. Baldwin received an order, through August Belmont, Esq., of
New York, for a locomotive for Austria, and had nearly completed one which
was calculated to do the work required, when he learned that only sixty pounds
pressure of steam was admissible, whereas his engine was designed to use steam
at one hundred pounds and over. He accordingly constructed another, meeting
this requirement, and shipped it in the following year. This engine, it may be
noted, had a kind of link-motion, agreeably to the specification received, and
was the first of his make upon which the link was introduced.
Mr. Baldwin's patent of December 31, 1840, already referred to as covering
his geared engine, embraced several other devices, as follows:
I. A method of operating a fan, or blowing-wheel, for the purpose of blowing
the fire. The fan was to be placed under the footboard, and driven by the fric-
tion of a grooved pulley in contact with the flange of the driving-wheel.
2. The substitution of a metallic stuffing, consisting of wire, for the hemp,
wool, or other material which had been employed in stuffing-boxes. :
3. The placing of the springs of the engine truck so as to obviate the evil of
the locking of the wheels when the truck-frame vibrates from the centre-pin verti-
cally. Spiral as well as semi-elliptic springs, placed at each end of the truck-
frame, were specified. The spiral spring is described as received in two cups,
one above and one below. The cups were connected together at their centres
by a pin upon one and a socket in the other, so that the cups could approach
toward or recede from each other and still preserve their parallelism.
4. An improvement in the manner of constructing the iron frames of loco-
motives, by making the pedestals in one piece with, and constituting part of, the
frames.
5. The employment of spiral springs in connection with cylindrical pedestals
and boxes. A single spiral was at first used, but not proving sufficiently strong,
a combination or nest of spirals curving alternately in opposite directions was
afterward employed. Each spiral had its bearing in a spiral recess in the pedestal.
In the specification of this patent a change in the method of making cylin-
drical pedestals and boxes is noted. Instead of boring and turning them in a
lathe, they were cast to the required shape in chills. This method of construc-
tion was used for a time, but eventually a return was made to the original plan,
as giving a more accurate job. -
In 1842, Mr. Baldwin constructed, under an arrangement with Mr. Ross
Winans, three locomotives for the Western Railroad of Massachusetts, on a
plan which had been designed by that gentleman for freight traffic. These ma-
chines had upright boilers, and horizontal cylinders which worked cranks on a
shaft bearing cog-wheels engaging with other cog-wheels on an intermediate shaft.
This latter shaft had cranks coupled to four driving-wheels on each side. These


:
AA/C/D WZAV ZOCOMO 7TWVE WORATS. 2I
engines were constructed to burn anthracite coal. Their peculiarly uncouth
appearance earned for them the name of “crabs,” and they were but short-lived
in service.
But, to return to the progress of Mr. Baldwin's locomotive practice. The
geared engine had not proved a success. It was unsatisfactory, as well to its
designer as to the railroad community. The problem of utilizing more or all of
the weight of the engine for
adhesion remained, in Mr.
Baldwin's view, yet to be
solved. The plan of coup-
ling four or six wheels had
long before been adopted in
England, but on the short
curves prevalent on Ameri-
can railroads, he felt that
something more was neces-
sary. The wheels must not
only be coupled, but at the
same time must be free to adapt themselves to a curve. These two conditions
Fig. 8.—BALDw1N SIX-WHEELS-CONNECTED ENGINE, 1842.
were apparently incompatible,
and to reconcile these incon- |
sistencies was the task which = 1°, Ž
Mr. Baldwin set himself to O (2. -
accomplish. He undertook it, *rºb
too, at a time when his busi- *|†
ness had fallen off greatly and |\º
he was involved in the most se-
rious financial embarrassments. Fig. 9.-BALDWIN FLEXIBLE-BEAM TRUCK, 1842,-ELEVATION.
The problem was constantly
before him, and at length, dur-
ing a sleepless night, its solu- *:::::::::::::::=ſººl, ,
tion flashed across his mind. H== H *— ---
The plan so long sought for, Ll T [...]
and which, subsequently, more Hº pºss.
than any other of his improve-
ments or inventions, contributed to the foundation of his fortune, was his well-
known six-wheels-connected locomotive with the four front driving-wheels com-
bined in a flexible truck. For this machine Mr. Baldwin secured a patent,
August 25, 1842. Its principal characteristic features are now matters of history,
but they deserve here a brief mention. The engine was on six wheels, all con-
nected. The rear wheels were placed rigidly in the frames, usually behind the
fire-box, with inside bearings. The cylinders were inclined, and with outside
connections. The four remaining wheels had inside journals running in boxes
held by two wide and deep wrought-iron beams, one on each side. These beams
\-




!
--
~-
22 JZ / US 7"RA 7TE/D CA 74/ OG UE.
were unconnected, and entirely independent of each other. The pedestals
formed in them were bored out cylindrically, and into them cylindrical boxes,
as patented by him in 1835, were fitted. The engine frame on each side was
directly over the beam, and a spherical pin, running down from the frame, bore
in a socket in the beam midway between the two axles. It will thus be seen
that each side-beam independently could turn horizontally or vertically under
the spherical pin, and the cylindrical boxes could also turn in the pedestals.
Hence, in passing a curve, the middle pair of drivers could move laterally in
one direction—say to the right—while the front pair could move in the opposite
direction, or to the left; the two axles all the while remaining parallel to each
other and to the rear driving-axle. The operation of these beams was, therefore,
like that of the parallel-ruler. On a straight line the two beams and the two
axles formed a rectangle; on curves, a parallelogram, the angles varying with
the degree of curvature. The coupling-rods were made with cylindrical brasses,
thus forming ball-and-socket joints, to enable them to accommodate themselves
to the lateral movements of the wheels. Colburn, in his “Locomotive Engineer-
ing,” remarks of this arrangement of rods as follows:
“Geometrically, no doubt, this combination of wheels could only work properly around
curves by a lengthening and shortening of the rods which served to couple the principal pair
of driving-wheels with the hind truck-wheels. But if the coupling-rods from the principal
pair of driving-wheels be five feet long, and if the beams of the truck-frame be four feet long
(the radius of curve described by the axle-boxes around the spherical side bearings being two
feet), then the total corresponding lengthening of the coupling-rods, in order to allow the
hind truck-wheels to move one inch to one side, and the front wheels of the truck one inch
to the other side, of their normal position on a straight line, would be y 60° -- 14 – 60 +
24—v24 – 13 = ooz75 inch, or less than one thirty-second of an inch. And if only one
pair of driving-wheels were thus coupled with a four-wheeled truck, the total wheel base being
nine feet, the motion permitted by this slight elongation of the coupling-rods (an elongation
provided for by a trifling slackness in the brasses) would enable three pairs of wheels to stand
without binding in a curve of only one hundred feet radius.”
The first engine of the new plan was finished early in December, 1842, being
one of fourteen engines constructed in that year, and was sent to the Georgia
Railroad, on the order of Mr. J. Edgar Thomson, then Chief Engineer and
Superintendent of that line. It weighed twelve tons, and drew, besides its own
weight, two hundred and fifty tons up a grade of thirty-six feet to the mile.
Other orders soon followed. The new machine was received generally with
great favor. The loads hauled by it exceeded anything so far known in Ameri-
can railroad practice, and Sagacious managers hailed it as a means of largely
reducing operating expenses. On the Central Railroad of Georgia, one of these
twelve-ton engines drew nineteen eight-wheeled cars, with seven hundred and
fifty bales of cotton, each bale weighing four hundred and fifty pounds, over
maximum grades of thirty feet per mile, and the manager of the road declared
that it could readily take one thousand bales. On the Philadelphia and Reading
Railroad a similar engine of eighteen tons weight drew one hundred and fifty
f /
AA Z.Z.) V/AV ZOCOMO 7TWVE WOA’ATS. 23
loaded cars (total weight of cars and lading, one thousand one hundred and
thirty tons) from Schuylkill Haven to Philadelphia, at a speed of seven miles
per hour. The regular load was one hundred loaded cars, which were hauled
at a speed of from twelve to fifteen miles per hour on a level.
The following extract from a letter, dated August IO, 1844, of Mr. G. A.
Nicolls, then superintendent of that line, gives the particulars of the performance
of these machines, and shows the estimation in which they were held :
“We have had two of these engines in operation for about four weeks. Each engine weighs
about forty thousand pounds with water and fuel, equally distributed on six wheels, all of
which are coupled, thus gaining the whole adhesion of the engine's weight. Their cylinders
are fifteen by eighteen inches.
“The daily allotted load of each of these engines is one hundred coal cars, each loaded
with three and six-tenths tons of coal, and weighing two and fifteen one-hundredths tons each,
empty; making a net weight of three hundred and sixty tons of coal carried, and a gross
weight of train of five hundred and seventy-five tons, all of two thousand two hundred and
forty pounds. -
“This train is hauled over the ninety-four miles of the road, half of which is level, at the
rate of twelve miles per hour; and with it the engine is able to make fourteen to fifteen miles
per hour on a level.
“Were all the cars on the road of sufficient strength, and making the trip by daylight,
nearly one-half being now performed at night, I have no doubt of these engines being quite
equal to a load of eight hundred tons gross, as their average daily performance on any of the
levels of our road, some of which are eight miles long.
“In strength of make, quality of workmanship, finish, and proportion of parts, I consider
them equal to any, and superior to most, freight engines I have seen. They are remarkably
easy on the rail, either in their vertical or horizontal action, from the equalization of their
weight, and the improved truck under the forward part of the engine. This latter adapts
itself to all the curves of the road, including some of seven hundred and sixteen feet radius
in the main track, and moves with great ease around our turning Y curves at Richmond, of
about three hundred feet radius. -
“I consider these engines as near perfection, in the arrangement of their parts, and their
general efficiency, as the present improvements in machinery and the locomotive engine will
admit of. They are saving us thirty per cent. in every trip on the former cost of motive or
engine power.”
But the flexible-beam truck also enabled Mr. Baldwin to supply an engine
with four driving-wheels connected. Other builders were making engines with
four driving-wheels and a four-wheeled truck, of the present American standard
type. To compete with this design, Mr. Baldwin modified his six-wheels-con-
nected engine by connecting only two out of the three pairs of wheels, making
the forward wheels of smaller diameter as leading wheels, but combining them
with the front driving-wheels in a flexible beam-truck. The first engine on this
plan was sent to the Erie and Kalamazoo Railroad, in October, 1843, and gave
great satisfaction. The Superintendent of the road was enthusiastic in its praise,
and wrote to Mr. Baldwin that he doubted “if anything could be got up which
would answer the business of the road so well.” One was also sent to the
Utica and Schenectady Railroad a few weeks later, of which the Superintendent


-
:
24 JZ / US 7TRA 7TED CA 7TAZOG UE.
remarked that “it worked beautifully, and there were not wagons enough to
give it a full load.” In this plan the leading wheels were usually made thirty-six
and the driving-wheels fifty-four inches in diameter.
This machine of course came in competition with the eight-wheeled engine
having four driving-wheels, and Mr. Baldwin claimed for his plan a decided
superiority. In each case about two-thirds of the total weight was carried on
the four driving-wheels, and Mr. Baldwin maintained that his engine, having
only six instead of eight wheels, was simpler and more effective.
At about this period Mr. Baldwin's attention was called by Mr. Levi Bissell
to an “Air Spring” which the latter had devised, and which it was imagined was
destined to be a cheap, effective, and perpetual spring. The device consisted of
a small cylinder placed above the frame over the axle-box, and having a piston
fitted air-tight into it. The piston-rod was to bear on the axle-box, and the
proper quantity of air was to be pumped into the cylinder above the piston, and
the cylinder then hermetically closed. The piston had a leather packing which
was to be kept moist by some fluid (molasses was proposed) previously intro-
duced into the cylinder. Mr. Baldwin at first proposed to equalize the weight
between two pairs of drivers by connecting two air-springs on each side by
a pipe, the use of an equalizing beam being covered by Messrs. Eastwick &
Harrison's patent. The air-springs were found, however, not to work practically,
and were never applied. It may be added that a model of an equalizing air-
spring was exhibited by Mr. Joseph Harrison, Jr., at the Franklin Institute, in
1838 or 1839.
With the introduction of the new machine, business began at once to revive
and the tide of prosperity turned once more in Mr. Baldwin's favor. Twelve
engines were constructed in 1843, all but four of them of the new pattern; twenty-
two engines in 1844, all of the new pattern; and twenty-seven in 1845. Three of
this number were of the old type, with one pair of driving-wheels, but from that
time forward the old pattern with the single pair of driving-wheels disappeared
from the practice of the establishment, save occasionally for exceptional purposes.
In 1842, the partnership with Mr. Vail was dissolved, and Mr. Asa Whitney,
who had been Superintendent of the Mohawk and Hudson Railroad, became a
partner with Mr. Baldwin, and the firm continued as Baldwin & Whitney until
1846, when the latter withdrew to engage in the manufacture of car-wheels,
establishing the firm of A. Whitney & Sons, Philadelphia.
Mr. Whitney brought to the firm a railroad experience and thorough business
talent. He introduced a system in many details of the management of the
business, which Mr. Baldwin, whose mind was devoted more exclusively to
mechanical subjects, had failed to establish or wholly ignored. The method at
present in use in the establishment, of giving to each class of locomotives a dis-
tinctive designation, composed of a number and a letter, originated very shortly
after Mr. Whitney's connection with the business. For the purpose of represent-
ing the different designs, sheets with engravings of locomotives were employed.
The sheet showing the engine with one pair of driving-wheels was marked B;

2-
BALD WIN LOCOMOTIVE WORKS. 25
that with two pairs, C; that with three, D; and that with four, E. Taking its
rise from this circumstance, it became customary to designate as B engines those
with one pair of driving-wheels; as C engines, those with two pairs; as D
engines, those with three pairs; and as E engines, those with four pairs.
Shortly afterwards a number, indicating the weight in gross tons, was added.
Thus, the 12 D engine was one with three pairs of driving-wheels, and weighing
twelve tons; the I2 C, an engine of same weight, but with only four wheels
connected. A modification of this method of designating the several plans and
sizes is still in use, and is explained elsewhere.
It will be observed that the classification as thus established began with the
B engines. The letter A was reserved for an engine intended to run at very high
speeds, and so designed that the driving-wheels should make two revolutions
for each reciprocation of the pistons. This was to be accomplished by means of
gearing. The general plan of the engine was determined in Mr. Baldwin's mind,
but was never carried into execution.
The adoption of the plan of six-wheels-connected engines opened the way at
once to increasing their size. The weight being almost evenly distributed on six
points, heavier machines were admissible, the weight on any one pair of driving-
wheels being little, if any, greater than had been the practice with the old plan of
engine having a single pair of driving-wheels. Hence engines of eighteen and
twenty tons weight were shortly introduced, and in 1844 three of twenty tons
weight, with cylinders sixteen and one-half inches diameter by eighteen inches
stroke, were constructed for the Western Railroad of Massachusetts, and six of
eighteen tons weight, with cylinders fifteen by eighteen, and driving-wheels forty-
six inches in diameter, were built for the Philadelphia and Reading Railroad. It
should be noted that three of these latter engines had iron flues. This was the
first instance in which Mr. Baldwin had employed tubes of this material, although
they had been previously used by others. Lap-welded iron flues were made by
Morris, Tasker & Co., of Philadelphia, about 1838, and but-welded iron tubes had
previously been made by the same firm. Ross Winans, of Baltimore, had also
made iron tubes by hand for locomotives of his manufacture before 1838. The
advantage found to result from the use of iron tubes, apart from their less cost,
was that the tubes and boiler-shell, being of the same material, expanded and
contracted alike, while in the case of copper tubes the expansion of the metal by
heat varied from that of the boiler-shell, and as a consequence there was greater
liability to leakage at the joints with the tube-sheets. The opinion prevailed
largely at that time that some advantage resulted in the evaporation of water,
owing to the superiority of copper as a conductor of heat. To determine this
question, an experiment was tried with two of the six engines referred to above,
one of which, the “Ontario,” had copper flues, and another, the “New England,”
iron flues. In other respects they were precisely alike. The two engines were
run from Richmond to Mount Carbon, August 27, 1844, each drawing a train of
one hundred and one empty cars, and, returning, from Mount Carbon to Rich-
mond, on the following day, each with one hundred loaded cars. The quantity
4.
\-

-
r-
26 - AZ Z US 7"RA 7TED CA 7A/C OG UE.
of water evaporated and wood consumed was noted, with the result shown in the
following table:
UP TRIP, AUG. 27, 1844. | Down TRIP, AUG. 28, 1844.
(Copper Flues.) (Iron Flues.) (Copper Flues.) (Iron Flues.)
|
** Ontario.” “New England.” “Ontario.” “New England.”
|
Time, running . . . . . . . 9h. 7m. 7h. 41m. Ioh. 44m. 8h. 19m
“ standing at stations . . . 4h. 2m. 3h. 7m. 2h. I2m. 3h. 8m
Cords of wood burned . . . . 6.68 5.50 6.94 6.
Cubic feet of water evaporated . 925.75 757.26 837.46 656.39
Ratio, cubic feet of water to a cord
of wood . . . . . . . . I38.57 137.68 120.67 IO9.39
The conditions of the experiments not being absolutely the same in each case,
the results could not of course be accepted as entirely accurate. They seemed
to show, however, no considerable difference in the evaporative efficacy of copper
and iron tubes.
The period under consideration was marked also by the introduction of the
French & Baird stack, which proved at once to be one of the most successful
spark-arresters thus far employed, and which was for years used almost exclu-
sively wherever, as on the cotton-carrying railroads of the South, a thoroughly
effective spark-arrester was required. This stack was introduced by Mr. Baird,
then a foreman in the works, who purchased the patent-right of what had been
known as the Grimes stack, and combined with it some of the features of the
stack made by Mr. Richard French, then Master Mechanic of the Germantown
Railroad, together with certain improvements of his own. The cone over the
straight inside pipe was made with volute flanges on its under side, which gave
a rotary motion to the sparks. Around the cone was a casing about six inches
smaller in diameter than the outside stack. Apertures were cut in the sides of
this casing, through which the sparks in their rotary motion were discharged,
and thus fell to the bottom of the space between the straight inside pipe and the
outside stack. The opening in the top of the stack was fitted with a series of
V-shaped iron circles perforated with numerous holes, thus presenting an en-
larged area, through which the smoke escaped. The patent-right for this stack
was subsequently sold to Messrs. Radley & Hunter, and its essential principle is
still used in the Radley & Hunter stack as at present made.
In 1845, Mr. Baldwin built three locomotives for the Royal Railroad Com-
mittee of Würtemberg. They were of fifteen tons weight, on six wheels, four of
them being sixty inches in diameter and coupled. The front driving-wheels
were combined by the flexible beams into a truck with the smaller leading wheels.
The cylinders were inclined and outside, and the connecting-rods took hold of a
half-crank axle back of the fire-box. It was specified that these engines should
have the link-motion which had shortly before been introduced in England by
the Stephensons. Mr. Baldwin accordingly applied a link of a peculiar character
º

AA/C/D WZAV ZOCOMO 7TWVE WOA’AºS. - 27
to suit his own ideas of the device. The link was made solid, and of a trun-
cated V-section, and the block was grooved so as to fit and slide on the outside
of the link.
During the year 1845 another important feature in locomotive construction—
the cut-off valve—was added to Mr. Baldwin's practice. Up to that time the
valve-motion had been the two eccentrics, with the single flat hook for each
cylinder. Since 1841, Mr. Baldwin had contemplated the addition of some device
allowing the steam to be used expansively, and he now added the “half-stroke
cut-off.” In this device the steam-chest was separated by a horizontal plate into
an upper and a lower compartment. In the upper compartment, a valve, worked
by a separate eccentric, and having a single opening, admitted steam through a
port in this plate to the lower steam-chamber. The valve-rod of the upper valve
terminated in a notch or hook, which engaged with the upper arm of its rock-
shaft. When thus working, it acted as a cut-off at a fixed part of the stroke,
determined by the setting of the eccentric. This was usually at half the stroke.
When it was desired to dispense with the cut-off and work steam for the full
stroke, the hook of the valve-rod was lifted from the pin on the upper arm of the
rock-shaft by a lever worked from the footboard, and the valve-rod was held in a
notched rest fastened to the side of the boiler. This left the opening through
the upper valve and the port in the partition plate open for the free passage of
steam throughout the whole stroke. The first application of the half-stroke
cut-off was made on the engine “Champlain” (20 D), built for the Philadelphia
and Reading Railroad Company, in 1845. It at once became the practice to
apply the cut-off on all passenger engines, while the six- and eight-wheels-con-
nected freight engines were, with a few exceptions, built for a time longer with
the single valve admitting steam for the full stroke.
After building, during the years 1843, 1844, and 1845, ten four-wheels-con-
nected engines on the plan above described, viz., six wheels in all, the leading

wheels and the front driving-wheels being combined into a truck by the flexible
beams, Mr. Baldwin finally adopted the present design of four driving-wheels and
a four-wheeled truck. Some of his customers who were favorable to the latter
plan had ordered such machines of other builders, and Colonel Gadsden, Presi-
dent of the South Carolina Railroad Company, called on him in 1845 to build
for that line some passenger engines of this pattern. He accordingly bought the
patent-right for this plan of engine of Mr. H. R. Campbell, and for the equalizing
beams used between the driving-wheels, of Messrs. Eastwick & Harrison, and
delivered to the South Carolina Railroad Company, in December, 1845, his first
eight-wheeled engine with four driving-wheels and a four-wheeled truck. This
machine had cylinders thirteen and three-quarters by eighteen, and driving-
wheels sixty inches in diameter, with the springs between them arranged as
equalizers. Its weight was fifteen tons. It had the half-crank axle, the cylinders
being inside the frame but outside the smoke-box. The inside-connected engine,
counterweighting being as yet unknown, was admitted to be steadier in running,
and hence more suituable for passenger service. With the completion of the

28 IZ ZUSTRA TED CA 74/ OG UE.
first eight-wheeled “C” engine, Mr. Baldwin's feelings underwent a revulsion in
favor of this plan, and his partiality for it became as great as had been his
antipathy before. Commenting on the machine, he recorded himself as “more
pleased with its appearance and action than any engine he had turned out.” In
addition to the three engines of this description for the South Carolina Railroad
Company, a duplicate was sent to the Camden and Amboy Railroad Company,
and a similar but lighter one to the Wilmington and Baltimore Railroad Company,
shortly afterwards. The engine for the Camden and Amboy Railroad Company,
and perhaps the others, had the half-stroke cut-off.
From that time forward all of his four-wheels-connected machines were built
on this plan, and the six-
wheeled “C” engine was
abandoned, except in the
case of one built for the
Philadelphia, Germantown
and Norristown Railroad
Company in 1846, and this
was afterwards rebuilt into
a six-wheels-connected ma-
chine. Three methods of
carrying out the general
design were, however, sub-
sequently followed. At first the half-crank was used; then horizontal cylinders
inclosed in the chimney-seat and working a full-crank axle, which form of con-
struction had been practiced at the Lowell Works; and eventually, outside cyl-
inders with outside connections. -
Meanwhile the flexible truck machine maintained its popularity for heavy
freight service. All the engines thus far built on this plan had been six-wheeled,
some with the rear driving-axle back of the fire-box, and others with it in
front. The next step, following logically after the adoption of the eight-
wheeled “C” engine, was to increase the size of the freight machine, and dis-
tribute the weight on eight wheels all connected, the two rear pairs being rigid
in the frame, and the two front pairs combined into the flexible-beam truck.
This was first done in 1846, when seventeen engines on this plan were constructed
on one order for the Philadelphia and Reading Railroad Company. Fifteen of
these were of twenty tons weight, with cylinders fifteen and a half by twenty, and
wheels forty-six inches in diameter; and two of twenty-five tons weight, with
cylinders seventeen and a quarter by eighteen, and wheels forty-two inches in
diameter. These engines were the first ones on which Mr. Baldwin placed sand-
boxes, and they were also the first built by him with roofs. On all previous
engines the footboard had only been inclosed by a railing. On these engines
for the Reading Railroad four iron posts were carried up, and a wooden roof
supported by them. The engine-men added curtains at the sides and front, and
Mr. Baldwin on subsequent engines added sides, with Sash and glass. The cab
Fig. Io.—BALDw1N EIGHT-WHEELS-CONNECTED ENGINE, 1846.

AA L/D WAV ZOCOMO 7T/PTE WOAA S. - 29
proper, however, was of New England origin, where the severity of the climate
demanded it, and where it had been used previous to this period.
Forty-two engines were completed in 1846, and thirty-nine in 1847. The only
novelty to be noted among them was the engine “M. G. Bright,” built for ope-
rating the inclined plane on the
Madison and Indianapolis Railroad.
The rise of this incline was one in
seventeen, from the bank of the Ohio
River at Madison. The engine had
eight wheels, forty-two inches in
diameter, connected, and worked in
the usual manner by outside inclined
cylinders, fifteen and one-half inches
diameter by twenty inches stroke.
A second pair of cylinders, seventeen
inches in diameter with eighteen inches stroke of piston, was placed vertically
over the boiler, midway between the furnace and smoke-arch. The connecting-
rods worked by these cylinders connected with cranks on a shaft under the
boiler. This shaft carried a single cog-wheel at its centre, and this cog-wheel
engaged with another of about twice its diameter on a second shaft adjacent to
it and in the same plane. The cog-wheel on this latter shaft worked in a rack-
rail placed in the centre of the track. The shaft itself had its bearings in the
lower ends of two vertical rods, one on each side of the boiler, and these rods
were united over the boiler by a horizontal bar which was connected by means
of a bent lever and connecting-rod to the piston worked by a small horizontal
cylinder placed on top of the boiler. By means of this cylinder, the yoke
carrying the shaft and cog-wheel could be depressed and held down so as to
engage the cogs with the rack-rail, or raised out of the way when only the
ordinary driving-wheels were required. This device was designed by Mr. An-
drew Cathcart, Master Mechanic of the Madison and Indianapolis Railroad. A
similar machine, the “John Brough,” for the same plane, was built by Mr. Baldwin
in 1850. The incline was worked with a rack-rail and these engines until it was
finally abandoned and a line with easier gradients substituted.
The use of iron tubes in freight engines grew in favor, and in October, 1847,
Mr. Baldwin noted that he was fitting his flues with copper ends, “for riveting to
the boiler.” -
The subject of burning coal continued to engage much attention, but the use
of anthracite had not as yet been generally successful. In October, 1847, the
Baltimore and Ohio Railroad Company advertised for proposals for four engines
to burn Cumberland coal, and the order was taken and filled by Mr. Baldwin
with four of his eight-wheels-connected machines. These engines had a heater
on top of the boiler for heating the feed-water, and a grate with a rocking-bar in
the centre, having fingers on each side which interlocked with projections on
fixed bars, one in front and one behind. The rocking-bar was operated from the
–/

3o Z/, / US 7"RA 7TED CA 7"A LOG UE.
footboard. This appears to have been the first instance of the use of a rocking-
grate in the practice of these works.
The year 1848 showed a falling off in business, and only twenty engines were
turned out. In the following year, however, there was a rapid recovery, and the
production of the works increased to thirty, followed by thirty-seven in 1850,
and fifty in 1851. These engines, with a few exceptions, were confined to three
patterns, the eight-wheeled four-coupled engine, from twelve to nineteen tons
in weight, for passengers and freight, and the six- and eight-wheels-connected
engine, for freight exclusively, the six-wheeled machine weighing from twelve
to seventeen tons, and the eight-wheeled from eighteen to twenty-seven tons.
The wheels of these six- and eight-wheels-connected machines were made gen-
erally forty-two, with occasional variations up to forty-eight, inches in diameter.
The exceptions referred to in the practice of these years were the fast passen-
ger engines built by Mr. Baldwin during this period. Early in 1848 the Vermont
Central Railroad was approaching completion, and Governor Paine, the President
of the Company, conceived the idea that the passenger service on the road re-
quired locomotives capable of running at very high velocities. Mr. Baldwin at
once undertook to construct for that Company a locomotive which could run
with a passenger train at a speed of sixty miles per hour. The work was
begun early in 1848, and in March of that year Mr. Baldwin filed a caveat for his
design. The engine was completed in 1849, and was named the “Governor Paine.”
It had one pair of driving-wheels, six and a half feet in diameter, placed back of
the fire-box. Another pair of wheels, but smaller and unconnected, was placed
directly in front of the fire-box, and a four-wheeled truck carried the front of
the engine. The cylinders were seventeen and a quarter inches diameter and
twenty inches stroke, and were placed horizontally between the frames and the
boiler, at about the middle
of the waist. The con-
necting-rods took hold of
“half-cranks” inside of the
| f s H driving-wheels. The object
- l 3–3 of placing the cylinders at
£º T-| iºſ/> the middle of the boiler
Ž Fil - |rºſs | was to lessen or obivate
ſº Sé \º N the lateral motion of the
Z º Šsº § engine, produced when the
-> - -
cylinders were attached to
the smoke-arch. The bear-
ings on the two rear axles were so contrived that, by means of a lever, a
part of the weight of the engine usually carried on the wheels in front of the
fire-box could be transferred to the driving-axle. The “Governor Paine” was
used for several years on the Vermont Central Railroad, and then rebuilt into a
four-coupled machine. During its career, it was stated by the officers of the
road that it could be started from a state of rest and run a mile in forty-three
FIG. 12.-BALDWIN FAST PASSENGER ENGINE, 1848.


--
~
AA/LA) WZAV ZOCOMO 7TWVE WOA’A.S. 3I
seconds. Three engines on the same plan, but with cylinders fourteen by twenty,
and six-feet driving-wheels, the “Mifflin,” “Blair,” and “Indiana,” were also built
for the Pennsylvania Railroad Company in 1849. They weighed each about
forty-seven thousand pounds, distributed as follows: eighteen thousand on
driving-wheels, fourteen thousand on the pair of wheels in front of the fire-box,
and fifteen thousand on the truck. By applying the lever, the weight on the
driving-wheels could be increased to about twenty-four thousand pounds, the
weight on the wheels in front of the fire-box being correspondingly reduced. A
speed of four miles in three minutes is recorded for them, and upon one occasion
President Taylor was taken in a special train over the road by one of these
machines at a speed of sixty miles an hour. One other engine of this pattern,
the “Susquehanna,” was built for the Hudson River Railroad Company in 1850.
Its cylinders were fifteen inches diameter by twenty inches stroke, and driving-
wheels six feet in diameter. All these engines, however, were short-lived, and
died young, of insufficient adhesion.
Eight engines with four driving-wheels connected and half-crank axles were
built for the New York and Erie Railroad Company in 1849, with seventeen by
twenty-inch cylinders; one-half of the number with six-feet and the rest with
five-feet driving-wheels. These machines were among the last on which the half-
crank axle was used. Thereafter, outside-connected engines were constructed
almost exclusively.
In May, 1848, Mr. Baldwin filed a caveat for a four-cylinder locomotive, but
never carried the design into execution. The first instance of the use of steel
axles in the practice of the establishment occurred during the same year, a set
being placed as an experiment under an engine constructed for the Pennsylvania
Railroad Company. In 1850 the old form of dome boiler, which had charac-
terized the Baldwin engine since 1834, was abandoned, and the wagon-top form
substituted. -
The business in 1851 had reached the full capacity of the shop, and the next
year marked the completion of about an equal number of engines (forty-nine).
Contracts for work extended a year ahead, and, to meet the demand, the facilities
in the various departments were increased, and resulted in the construction of
sixty engines in 1853, and sixty-two in 1854.
At the beginning of the latter year, Mr. Matthew Baird, who had been con-
nected with the works since 1836 as one of its foremen, entered into partnership
with Mr. Baldwin, and the style of the firm was made M. W. Baldwin & Co.
The only novelty in the general plan of engines during this period was the
addition of the ten-wheeled engine to the patterns of the establishment. The
success of Mr. Baldwin's engines with all six or eight wheels connected, and the
two front pairs combined by the parallel beams into a flexible truck, had been
so marked that it was natural that he should oppose any other plan for freight
service. The ten-wheeled engine, with six driving-wheels connected, had, how-
ever, now become a competitor. This plan of engine was first patented by
Septimus Norris, of Philadelphia, in 1846, and the original design was apparently

-
32 AZ Z (VS 7TRA 7TED CA 7TA LOG UE.
to produce an engine which should have equal tractive power with the Baldwin
six-wheels-connected machine. This the Norris patent sought to accomplish by
proposing an engine with six driving-wheels connected, and so disposed as to
carry substantially the whole weight, the forward driving-wheels being in advance
of the centre of gravity of the engine, and the truck only serving as a guide, the
front of the engine being connected with it by a pivot-pin, but without a bearing
on the centre-plate. Mr. Norris's first engine on this plan was tried in April,
I847, and was found not to pass curves so readily as was expected. As the
truck carried little or no weight, it would not keep the track. The New York
and Erie Railroad Company, of which John Brandt was then Master Mechanic,
shortly afterwards adopted the ten-wheeled engine, modified in plan so as to
carry a part of the weight on the truck. Mr. Baldwin filled an order for this
company, in 1850, of four eight-wheels-connected engines, and in making the
contract he agreed to substitute a truck for the front pair of wheels if desired
after trial. This, however, he was not called upon to do.
In February, 1852, Mr. J. Edgar Thomson, President of the Pennsylvania
Railroad Company, invited proposals for a number of freight locomotives of
fifty-six thousand pounds weight each. They were to be adapted to burn bitu-
minous coal, and to have six wheels connected and a truck in front, which might
be either of two or four wheels. Mr. Baldwin secured the contract, and built
twelve engines of the prescribed dimensions, viz., cylinders eighteen by twenty-
two ; driving-wheels forty-four inches in diameter, with chilled tires. Several of
these engines were constructed with a single pair of truck-wheels in front of the
driving-wheels, but back of the cylinders. It was found, however, after the
engines were put in service, that the two truck-wheels carried eighteen thousand
or nineteen thousand pounds, and this was objected to by the company as too
great a weight to be carried on a single pair of wheels. On the rest of the
engines of the order, therefore, a four-wheeled truck in front was employed.
The ten-wheeled engine thereafter assumed a place in the Baldwin classifica-
tion. In 1855–56, two of twenty-seven tons weight, nineteen by twenty-two
cylinders, forty-eight inches driving-wheels, were built for the Portage Railroad,
and three for the Pennsylvania Railroad. In 1855, '56, and '57, fourteen of the
same dimensions were built for the Cleveland and Pittsburg Railroad; four for
the Pittsburg, Fort Wayne and Chicago Railroad; and one for the Marietta and
Cincinnati Railroad. In 1858 and '59, one was constructed for the South
Carolina Railroad, of the same size, and six lighter ten-wheelers, with cylinders
fifteen and a half by twenty-two, and four-feet driving-wheels, and two with
cylinders sixteen by twenty-two, and four-feet driving-wheels, were sent out to
railroads in Cuba.
It was some years—not until after 1860, however—before this pattern of engine
wholly superseded in Mr. Baldwin's practice the old plan of freight engine on
six or eight wheels, all connected.
On three locomotives—the “Clinton,” “Athens,” and “Sparta”—completed for
the Central Railroad of Georgia in July, 1852, the driving-boxes were made with
º
---
|
AAA D WZAV ZOCOMOTY WE WOA’A.S. 33
a slot or cavity in the line of the vertical bearing on the journal. The object
was to produce a more uniform distribution of the wear over the entire surface
of the bearing. This was the first instance in which this device, which has since
come into general use, was employed in the Works, and the boxes were so made
by direction of Mr. Charles Whiting, then Master Mechanic of the Central Rail-
road of Georgia. He subsequently informed Mr. Baldwin that this method of
fitting up driving-boxes had been in use on the road for several years previous
to his connection with the company. As this device was subsequently made
the subject of a patent by Mr. David Matthew, these facts may not be without
interest.
In 1853, Mr. Charles Ellet, Chief Engineer of the Virginia Central Railroad,
laid a temporary track across the Blue Ridge, at Rock Fish Gap, for use
during the construction of a tunnel through the mountain. This track was
twelve thousand five hundred feet in length on the eastern slope, ascending in
that distance six hundred and ten feet, or at the average rate of one in twenty
and a half feet. The maximum grade was calculated for two hundred and
ninety-six feet per mile, and prevailed for half a mile. It was found, however,
in fact, that the grade in places exceeded three hundred feet per mile. The
shortest radius of curvature was two hundred and thirty-eight feet. On the
western slope, which was ten thousand six hundred and fifty feet in length, the
maximum grade was two hundred and eighty feet per mile, and the ruling radius
of curvature three hundred feet. This track was worked by two of the Baldwin
six-wheels-connected flexible-beam truck locomotives constructed in 1853–54.
From a description of this track, and the mode of working it, published by Mr.
Ellet in 1856, the following is extracted:
“The locomotives mainly relied on for this severe duty were designed and constructed by
the firm of M. W. Baldwin & Company, of Philadelphia. The slight modifications introduced
at the instance of the writer to adapt them better to the particular service to be performed in
crossing the Blue Ridge, did not touch the working proportions or principle of the engines,
the merits of which are due to the patentee, M. W. Baldwin, Esq.
“These engines are mounted on six wheels, all of which are drivers, and coupled, and
forty-two inches diameter. The wheels are set very close, so that the distance between the
extreme points of contact of the wheels and the rail, of the front and rear drivers, is nine feet
four inches. This closeness of the wheels, of course, greatly reduces the difficulty of turning
the short curves of the road. The diameter of the cylinders is sixteen and a half inches, and
the length of the stroke twenty inches. To increase the adhesion, and at the same time avoid
the resistance of a tender, the engine carries its tank upon the boiler, and the footboard is
lengthened out and provided with suspended side-boxes, where a supply of fuel may be stored.
By this means the weight of wood and water, instead of abstracting from the effective power
of the engine, contributes to its adhesion and consequent ability to climb the mountain. The
total weight of these engines is fifty-five thousand pounds, or twenty-seven and a half tons,
when the boiler and tank are supplied with water, and fuel enough for a trip of eight miles is
on board. The capacity of the tank is sufficient to hold one hundred cubic feet of water, and
it has storage-room on top for one hundred cubic feet of wood, in addition to what may be
carried in the side-boxes and on the footboard.
“To enable the engines better to adapt themselves to the flexures of the road, the front and
º –
--

~
34 AL/L US 7"RA TED CA 7TAZOG UE.

middle pairs of drivers are held in position by wrought-iron beams, having cylindrical boxes
in each end for the journal-bearings, which beams vibrate on spherical pins fixed in the frame
of the engine on each side, and resting on the centres of the beams. The object of this
arrangement is to form a truck, somewhat flexible, which enables the drivers more readily
to traverse the curves of the road. -
“The writer has never permitted the power of the engines on this mountain road to be fully
tested. The object has been to work the line regularly, economically, and, above all, safely;
and these conditions are incompatible with experimental loads subjecting the machinery to
severe strains. The regular daily service of each of the engines is to make four trips, of eight
miles, over the mountain, drawing one eight-wheel baggage car, together with two eight-wheel
passenger cars, in each direction.
“In conveying freight, the regular train on the mountain is three of the eight-wheel house-
cars, fully loaded, or four of them when empty or partly loaded.
“These three cars, when full, weigh, with their loads, from forty to forty-three tons. Some-
times, though rarely, when the business has been unusually heavy, the loads have exceeded
fifty tons.
“With such trains the engines are stopped on the track, ascending or descending, and are
started again, on the steepest grades, at the discretion of the engineer.
“Water, for the supply of the engines, has been found difficult to obtain on the mountain;
and, since the road was constructed, a tank has been established on the eastern slope, where
the ascending engines stop daily on a grade of two hundred and eighty feet per mile, and are
there held by the brakes while the tank is being filled, and started again at the signal and
without any difficulty. -
“The ordinary speed of the engines, when loaded, is seven and a half miles an hour on the
ascending grades, and from five and a half to six miles an hour on the descent.
“When the road was first opened, it speedily appeared that the difference of forty-three feet
on the western side, and fifty-eight feet on the eastern side, between the grades on curves of
three hundred feet radii and those on straight lines, was not sufficient to compensate for the
increased friction due to such curvature. The velocity, with a constant supply of steam, was
promptly retarded on passing from a straight line to a curve, and promptly accelerated again
on passing from the curve to the straight line. But, after a little experience in the working of
the road, it was found advisable to supply a small amount of grease to the flange of the engine
by means of a sponge, Saturated with oil, which, when needed, is kept in contact with the
wheel by a spring. Since the use of the oil was introduced, the difficulty of turning the curves
has been so far diminished, that it is no longer possible to determine whether grades of two
hundred and thirty-seven and six-tenths feet per mile on curves of three hundred feet radius,
or grades of two hundred and ninety-six feet per mile on straight lines, are traversed most
rapidly by the engine.
“When the track is in good condition, the brakes of only two of the cars possess sufficient
power to control and regulate the movement of the train,_that is to say, they will hold back
the two cars and the engine. When there are three or more cars in the train, the brakes on
the cars, of course, command the train so much the more easily.
“But the safety of the train is not dependent on the brakes of the car. There is also a
valve or air-cock in the steam-chest, under the control of the engineer. This air-cock forms
an independent brake, exclusively at the command of the engineer, and which can always
be applied when the engine itself is in working order. The action of this power may be made
ever so gradual, either slightly relieving the duty of the brakes on the cars, or bringing into
play the entire power of the engine. The train is thus held in complete command.”
The Mountain Top Track, it may be added, was worked successfully for several
years, by the engines described in the above extract, until it was abandoned on
the completion of the tunnel. The exceptionally steep grades and short curves

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AAA, D WAV ZOCOMO 7TW VE WORKS. - 35
which characterized the line, afforded a complete and satisfactory test of the
adaptation of these machines to such peculiar service.
But the period now under consideration was marked by another, and a most
important, step in the progress of American locomotive practice. We refer to
the introduction of the link-motion. Although this device was first employed
by William T. James, of New York, in 1832, and eleven years later by the
Stephensons, in England, and was by them applied thenceforward on their en-
gines, it was not until 1849 that it was adopted in this country. In that year
Mr. Thomas Rogers, of the Rogers Locomotive and Machine Company, intro-
duced it in his practice. Other builders, however, strenuously resisted the inno-
vation, and none more so than Mr. Baldwin. The theoretical objections which
confessedly apply to the device, but which practically have been proved to be
unimportant, were urged from the first by Mr. Baldwin as arguments against
its use. The strong claim of the advocates of the link-motion, that it gave a
means of cutting off steam at any point of the stroke, could not be gainsaid,
and this was admitted to be a consideration of the first importance. This very
circumstance undoubtedly turned Mr. Baldwin's attention to the subject of
methods for cutting off steam, and one of the first results was his “Variable
Cut-off,” patented April 27, 1852. This device consisted of two valves, the
upper sliding upon the lower, and worked by an eccentric and rock-shaft in the
usual manner. The lower valve fitted steam-tight to the sides of the steam-
chest and the under surface of the upper valve. When the piston reached each
end of its stroke, the full pressure of steam from the boiler was admitted around
the upper valve, and transferred the lower valve instantaneously from one end
of the steam-chest to the other. The openings through the two valves were
so arranged that steam was admitted to the cylinder only for a part of the
stroke. The effect was, therefore, to cut off steam at a given point, and to open
the induction and exhaust ports substantially at the same instant and to their full
extent. The exhaust port, in addition, remained fully open while the induction
port was gradually closing, and after it had entirely closed. Although this
device was never put in use, it may be noted in passing that it contained sub-
stantially the principle of the steam-pump, as since patented and constructed.
Early in 1853, Mr. Baldwin abandoned the half-stroke cut-off, previously
described, and which he had been using since 1845, and adopted the variable
cut-off, which was already employed by other builders. One of his letters,
written in January, 1853, states his position, as follows:
“I shall put on an improvement in the shape of a variable cut-off, which can be operated
by the engineer while the machine is running, and which will cut off anywhere from six to
twelve inches, according to the load and amount of steam wanted, and this without the link-
motion, which I could never be entirely satisfied with. I still have the independent cut-off,
and the additional machinery to make it variable will be simple and not liable to be deranged.”
This form of cut-off was a separate valve, sliding on a partition plate between
it and the main steam-valve, and worked by an independent eccentric and rock-
n

36 IZ/ US 7TRA TED CA 7A LOGUE.
shaft. The upper arm of the rock-shaft was curved so as to form a radius-arm,
on which a sliding-block, forming the termination of the upper valve-rod, could
be adjusted and held at varying distances from the axis, thus producing a vari-
able travel of the upper valve. This device did not give an absolutely perfect
cut-off, as it was not operative in backward gear, but when running forward it
would cut off with great accuracy at any point of the stroke, was quick in its
movement, and economical in the consumption of fuel.
After a short experience with this arrangement of the cut-off, the partition
plate was omitted, and the upper valve was made to slide directly on the lower.
This was eventually found objectionable, however, as the lower valve would soon
cut a hollow in the valve-face. Several unsuccessful attempts were made to
remedy this defect by making the lower valve of brass, with long bearings, and
making the valve-face of the cylinder of hardened steel; finally, however, the
plan of one valve on the other was abandoned and a recourse was again had to
an interposed partition plate, as in the original half-stroke cut-off.
Mr. Baldwin did not adopt this form of cut-off without some modification of
his own, and the mod-
ification in this in-
stance consisted of a
peculiar device, pat-
ented September 13,
I853, for raising and
lowering the block on
the radius-arm. A
quadrant was placed
So that its circumference bore nearly against a curved arm projecting down from
the sliding-block, and which curved in the reverse direction from the quadrant.
Two steel straps side by side were interposed between the quadrant and this
curved arm. One of the straps was connected to the lower end of the quadrant
FIG. 13.−VARIABLE CUT-off ADJUSTMENT.
and the upper end of the curved arm; the other, to the upper end of the quadrant
and the lower end of the curved arm. The effect was the same as if the quad-
rant and arm geared into each other in any position by teeth, and theoretically
the block was kept steady in whatever position placed on the radius-arm of the
rock-shaft. This was the object sought to be accomplished, and was stated in
the specification of the patent as follows:
“The principle of varying the cut-off by means of a vibrating arm and sliding pivot-block
has long been known, but the contrivances for changing the position of the block upon the
arm have been very defective. The radius of motion of the link by which the sliding-block
is changed on the arm, and the radius of motion of that part of the vibrating arm on which
the block is placed, have, in this kind of valve gear, as heretofore constructed, been different,
which produced a continual rubbing of the sliding-block upon the arm while the arm is vibra-
ting ; and as the block for the greater part of the time occupies one position on the arm, and
only has to be moved toward either extremity occasionally, that part of the arm on which the
block is most used soon becomes so worn that the block is loose, and jars.”

—-tº-
This method of varying the cut-off was first applied on the engine “Belle,”
delivered to the Pennsylvania Railroad Company, December 6, 1854, and there-
after was for some time employed by Mr. Baldwin. It was found, however, in
practice that the steel straps would stretch sufficiently to allow them to buckle
and break, and hence they were soon abandoned, and chains substituted between
the quadrant and curved arm of the sliding-block These chains in turn proved
little better, as they lengthened, allowing lost motion, or broke altogether, so that
eventually the quadrant was wholly abandoned, and recourse was finally had to
the lever and link for raising and lowering the sliding-block. As thus arranged,
the cut-off was substantially what was known as the “Cuyahoga Cut-off,” as
introduced by Mr. Ethan Rogers, of the Cuyahoga Works, Cleveland, Ohio,
except that Mr. Baldwin used a partition plate between the upper and the lower
valve.
But while Mr. Baldwin, in common with many other builders, was thus reso-
lutely opposing the link-motion, it was nevertheless rapidly gaining favor with
railroad managers. Engineers and master mechanics were everywhere learning
to admire its simplicity, and were manifesting an enthusiastic preference for en-
gines so constructed. At length, therefore, he was forced to succumb ; and the
link was applied to the “Pennsylvania,” one of two engines completed for the
Central Railroad of Georgia, in February, 1854. The other engine of the order,
the “New Hampshire,” had the variable cut-off, and Mr. Baldwin, while yielding
to the demand in the former engine, was undoubtedly sanguine that the working
of the latter would demonstrate the inferiority of the new device. In this, how-
ever, he was disappointed, for in the following year the same company ordered
three more engines, on which they specified the link-motion. In 1856 seventeen
engines for nine different companies had this form of valve gear, and its use was
thus incorporated in his practice. It was not, however, until 1857 that he was
induced to adopt it exclusively.
February 14, 1854, Mr. Baldwin and Mr. David Clark, Master Mechanic of the
Mine Hill Railroad, took out conjointly a patent for a feed-water heater, placed
at the base of a locomotive chimney, and consisting of one large vertical flue,
surrounded by a number of smaller ones. The exhaust steam was discharged
from the nozzles through the large central flue, creating a draft of the products
of combustion through the smaller surrounding flues. The pumps forced the
feed-water into the chamber around these flues, whence it passed to the boiler
by a pipe from the back of the stack. This heater was applied on several engines
for the Mine Hill Railroad, and on a few for other roads; but its use was excep-
tional, and lasted only for a year or two.
In December of the same year, Mr. Baldwin filed a caveat for a variable
exhaust, operated automatically, by the pressure of steam, so as to close when
the pressure was lowest in the boiler, and open with the increase of pressure.
The device was never put in service.
The use of coal, both bituminous and anthracite, as a fuel for locomotives,
had by this time become a practical success. The economical combustion of
AA Z/DIV/AV / OCOMO 7TWIZE VOA’AºS. 37
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38 AZA, US 7TRA 7TED CA 7TAZOG UE.
bituminous coal, however, engaged considerable attention. It was felt that much
remained to be accomplished in consuming the smoke and deriving the maxi-
mum of useful effect from the fuel. Mr. Baird, who was now associated with
Mr. Baldwin in the management of the business, made this matter a subject
of careful study and investigation. An experiment was conducted under his
direction, by placing a sheet-iron deflector in the fire-box of an engine on the
Germantown and Norristown Railroad. The success of the trial was such as to
show conclusively that a more complete combustion resulted. As, however, a
deflector formed by a single plate of iron would soon be destroyed by the action
of the fire, Mr. Baird proposed to use a water-leg projecting upward and back-
ward from the front of the fire-box under the flues. Drawings and a model
of the device were prepared, with a view of patenting it, but subsequently the in-
tention was abandoned, Mr. Baird concluding that a fire-brick arch as a deflector
to accomplish the same object was preferable. This was accordingly tried on
two locomotives built for the Pennsylvania Railroad Company in 1854, and was
found so valuable an appliance that its use was at once established, and it was
put on a number of engines built for railroads in Cuba and elsewhere. For
several years the fire-bricks were supported on side plugs; but in 1858, in the
“Media,” built for the West Chester and Philadelphia Railroad Company, water-
pipes extending from the crown obliquely downward and curving to the sides of
the fire-box at the bottom were successfully used for the purpose.
The adoption of the link-motion may be regarded as the dividing line between
the present and the early and transitional stage of locomotive practice. Changes
since that event have been principally in matters of detail, but it is the gradual
perfection of these details which has made the locomotive the symmetrical,
efficient, and wonderfully complete piece of mechanism it is to-day. In per-
fecting these minutiae, the Baldwin Locomotive Works has borne its part, and it
only remains to state briefly its contributions in this direction.
The production of the establishment during the six years from 1855 to 1860,
inclusive, was as follows: forty-seven engines in 1855; fifty-nine in 1856; sixty-
six in 1857; thirty-three in 1858; seventy in 1859; and eighty-three in 1860.
The greater number of these were of the ordinary type, four wheels coupled,
and a four-wheeled truck, and varying in weight from fifteen ton engines, with
cylinders twelve by twenty-two, to twenty-seven ton engines, with cylinders six-
teen by twenty-four. A few ten-wheeled engines were built, as has been pre-
viously noted, and the remainder were the Baldwin flexible-truck six- and eight-
wheels-connected engines. The demand for these, however, was now rapidly
falling off the ten-wheeled and heavy “C” engines taking their place, and by
1859 they ceased to be built, save in exceptional cases, as for some foreign roads,
from which orders for this pattern were still occasionally received.
A few novelties characterizing the engines of this period may be mentioned.
Several engines built in 1855 had cross-flues placed in the fire-box, under the
crown, in order to increase the heating surface. This feature, however, was
found impracticable, and was soon abandoned. The intense heat to which the
AA LOVV/AV / OCOMO 7TWWE WORKS. 39
flues were exposed converted the water contained in them into highly super-
heated steam, which would force its way out through the water around the
fire-box with violent ebullitions. Four engines were built for the Pennsylvania
Railroad Company, in 1856–57, with straight boilers and two domes. The
“Delano” grate, by means of which the coal was forced into the fire-box from
below, was applied on four ten-wheeled engines for the Cleveland and Pittsburg
Railroad in 1857. In 1859 several engines were built with the form of boiler
introduced on the Cumberland Valley Railroad in 1851 by Mr. A. F. Smith, and
which consisted of a combustion-chamber in the waist of the boiler, next the
fire-box. This form of boiler was for some years thereafter largely used in
engines for soft coal. It was at first constructed with the “water-leg,” which
was a vertical water-space, connecting the top and bottom sheets of the com-
bustion-chamber, but eventually this feature was omitted, and an unobstructed
combustion-chamber employed. Several engines were built for the Philadel-
phia, Wilmington and Baltimore Railroad Company in 1859, and thereafter,
with the “Dimpfel” boiler, in which the tubes contain water, and, starting
downward from the crown-sheet, are curved to the horizontal, and terminate
in a narrow water-space next the smoke-box. The whole waist of the boiler,
therefore, forms a combustion-chamber, and the heat and gases, after passing
for their whole length along and around the tubes, emerge into the lower part
of the smoke-box.
In 1860 an engine was built for the Mine Hill Railroad, with a boiler of
a peculiar form. The top sheets sloped upward from both ends toward the
centre, thus making a raised part or hump in the centre. The engine was
designed to work on heavy grades, and the object sought by Mr. Wilder, the
Superintendent of the Mine Hill Railroad, was to have the water always at the
same height in the space from which steam was drawn, whether going up or
down grade.
All these experiments are indicative of the interest then prevailing upon the
subject of coal-burning. The result of experience and study had meantime
satisfied Mr. Baldwin that to burn soft coal successfully required no peculiar
devices; that the ordinary form of boiler, with plain fire-box, was right, with
perhaps the addition of a fire-brick deflector; and that the secret of the eco-
nomical and successful use of coal was in the mode of firing, rather than in a
different form of furnace.
The year 1861 witnessed a marked falling off in the production. The breaking
out of the civil war at first unsettled business, and by many it was thought that
railroad traffic would be so largely reduced that the demand for locomotives
must cease altogether. A large number of hands were discharged from the
works, and only forty locomotives were turned out during the year. It was
even seriously contemplated to turn the resources of the establishment to the
manufacture of shot and shell, and other munitions of war, the belief being
entertained that the building of locomotives would have to be altogether sus-
re- So far, however, was this from being the case, that, after the -
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!
4O A/, / US 7/8A 7TED CA 7TA ZOG UE.
excitement had subsided, it was found that the demand for transportation by the
general government, and by the branches of trade and production stimulated by
the war, was likely to tax the carrying capacity of the principal Northern rail-
roads to the fullest extent. The government itself became a large purchaser of
locomotives, and it is noticeable, as indicating the increase of travel and freight
transportation, that heavier machines than had ever before been built became the
rule. Seventy-five engines were sent from the works in 1862; ninety-six in
1863; one hundred and thirty in 1864; and one hundred and fifteen in 1865.
During two years of this period, from May, 1862, to June, 1864, thirty-three
engines were built for the United States Military Railroads. The demand from
the various coal-carrying roads in Pennsylvania and vicinity was particularly
active, and large numbers of ten-wheeled engines, and of the heaviest eight-
wheeled four-coupled engines, were built. Of the latter class, the majority were
with fifteen- and sixteen-inch cylinders, and of the former, seventeen- and eighteen-
inch cylinders.
The introduction of several important features in construction marks this
period. Early in 1861, four eighteen-inch cylinder freight locomotives, with
six coupled wheels, fifty-two inches in diameter, and a Bissell pony-truck with
radius-bar in front, were sent to the Louisville and Nashville Railroad Company.
This was the first instance of the use of the Bissell truck in the Baldwin
Works. These engines, however, were not of the regular “ Mogul” type,
as they were only modifications of the ten-wheeler, the drivers retaining the
same position, well back, and a pair of pony-wheels on the Bissell plan taking
the place of the ordinary four-wheeled truck. Other engines of the same
pattern, but with eighteen and one-half inch cylinders, were built in 1862–63,
for the same company, and for the Dom Pedro II. Railway of Brazil.
The introduction of steel in locomotive-construction was a distinguishing
feature of the period. Steel tires were first used in the works in 1862, on some
engines for the Dom Pedro II. Railway of South America. Their general
adoption on American Railroads followed slowly. No tires of this material
were then made in this country, and it was objected to their use that, as it took
from sixty to ninety days to import them, an engine, in case of a breakage of
one of its tires, might be laid up useless for several months. To obviate this
objection M. W. Baldwin & Co. imported five hundred steel tires, most of which
were kept in stock, from which to fill orders. The steel tires as first used in
1862 on the locomotives for the Dom Pedro Segundo Railway were made with
a “shoulder” at one edge of the internal periphery, and were shrunk on the
wheel-centres. The sketch on opposite page (Figure I4) shows a section of the
tire as then used.
Steel fire-boxes were first built for some engines for the Pennsylvania Rail-
road Company in 1861. English steel of a high temper was used, and at the
first attempt the fire-boxes cracked in fitting them in the boilers, and it became
necessary to take them out and substitute copper. American homogeneous
cast-steel was then tried on engines 23 I and 232, completed for the Pennsylvania
-- ––
iſ º
AAA, D W/AW MC OCOMO TV VE WORATS. 4I
Railroad in January, 1862, and it was found to work successfully. The fire-
boxes of nearly all engines thereafter built for that road were of this material,
and in 1866 its use for the purpose became general. It may be added that while
all steel sheets for fire-boxes or boilers are required to be thoroughly annealed
before delivery, those which are flanged or worked in the process of boiler con-
struction are a second time annealed before riveting.
Another feature of construction gradually adopted was the placing of the
cylinders horizontally. This was first done in the case of an outside-connected
engine, the “Ocmulgee,” which was sent to the South-
western Railroad Company of Georgia, in January, -
1858. This engine had a square smoke-box, and the %
cylinders were bolted horizontally to its sides. The %
plan of casting the cylinder and half-saddle in one
piece and fitting it to the round smoke-box was in- N %
troduced by Mr. Baldwin, and grew naturally out of N s
his original method of construction. Mr. Baldwin º
was the first American builder to use an outside
cylinder, and he made it for his early engines with a
circular flange cast to it, by which it could be bolted
to the boiler. The cylinders were gradually brought
lower, and at a less angle, and the flanges prolonged
and enlarged. In 1852, three six-wheels-connected
engines, for the Mine Hill Railroad Company, were
built with the cylinder flanges brought around under
the smoke-box until they nearly met, the space between them being filled with
a spark-box. This was practically equivalent to making the cylinder and half-
saddle in one casting. Subsequently, on other engines on which the Spark-box
was not used, the half-saddles were cast so as almost to meet under the Smoke-
box, and, after the cylinders were adjusted in position, wedges were fitted in the
interstices and the saddles bolted together. It was finally discovered that the
faces of the two half-saddles might be planed and finished so that they could be
bolted together and bring the cylinders accurately in position, thus avoiding the
troublesome and tedious job of adjusting them by chipping and fitting to the
boiler and frames. With this method of construction, the cylinders were placed
at a less and less angle, until at length the truck-wheels were spread sufficiently,
on all new or modified classes of locomotives in the Baldwin list, to admit of
the cylinders being hung horizontally, as is the present almost universal Ameri-
can practice. By the year 1865 horizontal cylinders were made in all cases
where the patterns would allow it. The advantages of this arrangement are
manifestly in the interest of simplicity and economy, as the cylinders are thus
rights or lefts, indiscriminately, and a single pattern answers for either side.
A distinguishing feature in the method of construction which characterizes
these works is the extensive use of a system of standard gauges and templets,
to which all work admitting of this process is required to be made. The im-
– - —”



42 J/, / US 7"RA 7TED CA 7TA LOG UE. -
portance of this arrangement, in securing absolute uniformity of essential parts
in all engines of the same class, is manifest, and with the increased production
since 1861 it became a necessity as well as a decided advantage. It has already
been noted that as early as 1839 Mr. Baldwin felt the importance of making all
like parts of similar engines absolutely uniform and interchangeable. It was
not attempted to accomplish this object, however, by means of a complete
system of standard gauges, until many years later. In 1861 a beginning was
made of organizing all the departments of manufacture upon this basis, and
from it has since grown an elaborate and perfected system, embracing all the
essential details of construction. An independent department of the works,
having a separate foreman and an adequate force of skilled workmen, with special
tools adapted to the purpose, is organized as the Department of Standard Gauges.
A system of standard gauges and templets for every description of work to be
done is made and kept by this department. The original templets are kept
as “standards,” and are never used on the work itself, but from them exact
duplicates are made, which are issued to the foremen of the various departments,
and to which all work is required to conform. The working gauges are com-
pared with the standards at regular intervals, and absolute uniformity is thus
maintained. The system is carried into every possible important detail. Frames
are planed and slotted to gauges, and drilled to steel bushed templets. Cylinders
are bored and planed, and steam-ports, with valves and steam-chests, finished and
fitted, to gauges. Tires are bored, centres turned, axles finished, and cross-heads,
guides, guide-bearers, pistons, connecting- and parallel-rods planed, slotted, or
finished by the same method. Every bolt about the engine is made to a gauge,
and every hole drilled and reamed to a templet. The result of the system is
an absolute uniformity and interchangeableness of parts in engines of the same
class, insuring to the purchaser the minimum cost of repairs, and rendering
possible, by the application of this method, the large production which these
works have accomplished.
Thus had been developed and perfected the various essential details of existing
locomotive practice when Mr. Baldwin died, September 7, 1866. He had been
permitted, in a life of unusual activity and energy, to witness the rise and wonder-
ful increase of a material interest which had become the distinguishing feature
of the century. He had done much, by his own mechanical skill and inventive
genius, to contribute to the development of that interest. His name was as
“familiar as household words” wherever on the American continent the locomo-
tive had penetrated. An ordinary ambition might well have been satisfied with
this achievement. But Mr. Baldwin's claim to the remembrance of his fellow-
men rests not alone on the results of his mechanical labors. A merely technical
history, such as this, is not the place to do justice to his memory as a man, as a
Christian, and as a philanthropist; yet the record would be manifestly imperfect,
and would fail properly to reflect the sentiments of his business associates who
so long knew him in all relations of life, were no reference made to his many
virtues and noble traits of character. Mr. Baldwin was a man of sterling

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AA LID WZAV / OCOMO 7/VE WOA’A.S. 43
integrity and singular conscientiousness. To do right, absolutely and unre-
servedly, in all his relations with men, was an instinctive rule of his nature. His
heroic struggle to meet every dollar of his liabilities, principal and interest, after
his failure, consequent upon the general financial crash in 1837, constitutes a
chapter of personal self-denial and determined effort which is seldom paralleled
in the annals of commercial experience. When most men would have felt that
an equitable compromise with creditors was all that could be demanded in view
of the general financial embarrassment, Mr. Baldwin insisted upon paying all
claims in full, and succeeded in doing so only after nearly five years of unremit-
ting industry, close economy, and absolute personal sacrifices. As a philanthro-
pist and a sincere and earnest Christian, zealous in every good work, his memory
is cherished by many to whom his contributions to locomotive improvement are
comparatively unknown. From the earliest years of his business life the prac-
tice of Systematic benevolence was made a duty and a pleasure. His liberality
constantly increased with his means. Indeed, he would unhesitatingly give his
notes, in large sums, for charitable purposes when money was absolutely wanted
to carry on his business. Apart from the thousands which he expended in pri-
vate charities, and of which, of course, little can be known, Philadelphia contains
many monuments of his munificence. Early taking a deep interest in all Chris-
tian effort, his contributions to missionary enterprise and church extension were
on the grandest scale, and grew with increasing wealth. Numerous church
edifices in this city, of the denomination to which he belonged, owe their exist-
ence largely to his liberality, and two at least were projected and built by him
entirely at his own cost. In his mental character, Mr. Baldwin was a man of
remarkable firmness of purpose. This trait was strongly shown during his
mechanical career in the persistency with which he would work at a new im-
provement or resist an innovation. If he was led sometimes to assume an
attitude of antagonism to features of locomotive-construction which after-expe-
rience showed to be valuable,_and a desire for historical accuracy has required
the mention, in previous pages, of several instances of this kind,-it is at least
certain that his opposition was based upon a conscientious belief in the mechani-
cal impolicy of the proposed changes.
After the death of Mr. Baldwin the business was reorganized, in 1867, under
the title of “The Baldwin Locomotive Works,” M. Baird & Co., Proprietors.
Messrs. George Burnham and Charles T. Parry, who had been connected with
the establishment from an early period, the former in charge of the finances, and
the latter as General Superintendent, were associated with Mr. Baird in the
copartnership. Three years later, Messrs. Edward H. Williams, William P.
Henszey, and Edward Longstreth became members of the firm. Mr. Williams
had been connected with railway management on various lines since 1850.
Mr. Henszey had been Mechanical Engineer, and Mr. Longstreth the General
Superintendent of the works for several years previously.
The production of the Baldwin Locomotive Works from 1866 to 1871, both
years inclusive, was as follows:

44 AZ / US 7"RA 7TED CA 7TA I, OG UE.
1866, one hundred and eighteen locomotives.
1867, one hundred and twenty-seven “
1868, one hundred and twenty-four
1869, two hundred and thirty-five ( Q
1870, two hundred and eighty ( .
1871, three hundred and thirty-one -
In July, 1866, the engine “Consolidation” was built for the Lehigh Valley
Railroad, on the plan and specification furnished by Mr. Alexander Mitchell,
Master Mechanic of the Mahanoy Division of that railroad. This engine was
intended for working the Mahanoy plane, which rises at the rate of one hundred
and thirty-three feet per mile. The “Consolidation” had cylinders twenty by
twenty-four, four pairs of wheels connected, forty-eight inches in diameter, and a
Bissell pony-truck in front, equalized with the front driving-wheels. The weight
of the engine, in working order, was ninety thousand pounds, of which all but
about ten thousand pounds was on the driving-wheels. This engine has consti-
tuted the first of a class to which it has given its name, and “Consolidation”
engines have since been constructed for a large number of railways, not only in the
United States, but in Mexico, Brazil, and Australia. Later engines of the class
for the four feet eight and a half inch gauge have, however, been made heavier,
as will be seen by reference to the description of this type in the Catalogue.
A class of engines known as “Moguls,” with three pairs of wheels connected and
a Swinging pony-truck in front equalized with the forward driving-wheels, took its
rise in the practice of this establishment from the “E. A. Douglas,” built for the
Thomas Iron Company, in 1867. These engines are fully illustrated in the Cata-
logue. Several sizes of “Moguls” have been built, but principally with cylinders
sixteen to nineteen inches in diameter, and twenty-two or twenty-four inches stroke,
and with driving-wheels from forty-four to fifty-seven inches in diameter. This
plan of engine has rapidly grown in favor for freight service on heavy grades or
where maximum loads are to be moved, and has been adopted by several leading
lines. Utilizing, as it does, nearly the entire weight of the engine for adhesion,
the main and back pairs of driving-wheels being equalized together, as also the
front driving-wheels and the pony-wheels, and the construction of the engine with
swing-truck and one pair of driving-wheels without flanges allowing it to pass
short curves without difficulty, the “Mogul” is generally accepted as a type of
engine especially adapted to the economical working of heavy freight traffic.
In 1867, on a number of eight-wheeled four-coupled engines for the Pennsyl-
vania Railroad, the four-wheeled swing-bolster-truck was first applied, and there-
after a large number of engines have been so constructed. The two-wheeled or
“pony-truck” has been built both on the Bissell plan, with double inclined slides,
and with the ordinary swing-bolster, and in both cases with the radius-bar pivoting
from a point about four feet back from the centre of the truck. The four-wheeled
truck has been made with Swinging or sliding bolster, and both with and without the
radius-bar. Of the engines above referred to as the first on which the swing-bolster-
truck was applied, four were for express passenger service, with driving-wheels
4 (
( &
4– -
APA Z.Z.) VV/AV / OCOMO 7TWIZE VOA’A.S. 45
º
sixty-seven inches in diameter, and cylinders seventeen by twenty-four. One of
them, placed on the road September 9, 1867, was in constant service until May
14, 1871, without ever being off its wheels for repairs, making a total mileage
of one hundred and fifty-three thousand two hundred and eighty miles. All of
these engines have their driving-wheels spread eight and one-half feet between
Centres.
Steel flues were first used in three ten-wheeled freight engines, Numbers 21 1,
338, and 368, completed for the Pennsylvania Railroad in August, 1868. Flues
of the same material have also been used in a number of engines for South
American railroads. Experience with tubes of this metal, however, has not yet
been sufficiently extended to show whether they give any advantages commen-
Surate with their increased cost over iron.
Steel boilers were first made in 1868 for locomotives for the Pennsylvania
Railroad Company, and the use of this material for the barrels of boilers as
well as for the fire-boxes has continued to some extent. Steel plates somewhat
thinner than if of iron have been generally used, but at the same time giving an
equal or greater tensile strength. The thoroughly homogeneous character of the
steel boiler-plate made in this country recommends it strongly for the purpose.
In 1854 four engines for the Pennsylvania Railroad Company, the “Tiger,”
“Leopard,” “Hornet,” and “Wasp,” were built with straight boilers and two
domes each, and in 1866 this method of construction was revived. Since that
date the practice of the establishment has included both the wagon-top boiler
with single dome, and the straight boiler with one or two domes. When the
straight boiler is used the waist is made about two inches larger in diameter
than that of the wagon-top form. About equal space for water and steam is
thus given in either case, and, as the number of flues is the same in both
forms, more room for the circulation of water between the flues is afforded in
the straight boiler, on account of its larger diameter, than in the wagon-top
shape. Where the straight boiler is used with two domes the throttle-valve is
placed in the forward dome.
In 1868, a locomotive of three and a half feet gauge was constructed for the
Averill Coal and Oil Company, of West Virginia. This was the first narrow-
gauge locomotive in the practice of the works.
In 1869 three locomotives of the same gauge were constructed for the União
Valenciana Railway of Brazil, and were the first narrow-gauge locomotives con-
structed at these works for general passenger and freight traffic. In the follow-
ing year the Denver and Rio Grande Railway, of Colorado, was projected on the
three-feet gauge, and the first locomotives for the line were designed and built in
1871. Two classes, for passenger and freight respectively, were constructed.
The former were six-wheeled, four wheels coupled forty inches in diameter, nine
by sixteen cylinders, and weighed each, loaded, about twenty-five thousand pounds.
The latter were eight-wheeled, six wheels coupled thirty-six inches in diameter,
eleven by sixteen cylinders, and weighed each, loaded, about thirty-five thousand
pounds. Each had a swinging-truck of a single pair of wheels in front of the
—

46 IZA, USTRA 7TED - CA. TAZ OG UE.
cylinders. The latter type has been maintained for freight service on most narrow-
gauge lines, but principally of larger sizes, engines as heavy as fifty thousand
pounds having been turned out. The former type for passenger service was
found to be too small and to be unsteady on the track, owing to its comparatively
short wheel-base. It was therefore abandoned, and the ordinary “American”
pattern, eight-wheeled, four-coupled, substituted. Following the engines for the
Denver and Rio Grande Railway, others for other narrow-gauge lines were called
for, and the manufacture of this description of rolling stock soon assumed im-
portance. From 1868 to 1870, inclusive, eleven narrow-gauge locomotives were
included in the product. The number of narrow-gauge locomotives built in
succeeding years has been as follows: I 87 I, thirty-two; 1872, nineteen; 1873,
twenty-nine; 1874, forty-four; 1875, thirty-six; 1876, fifty-one; 1877, sixty-five;
1878, seventy-five; 1879 (in part), seventy-eight.
The “Consolidation” type, as first introduced for the four feet eight and one-
half inches gauge in 1866, was adapted to the three-feet gauge in 1873. In 1877
a locomotive on this plan, weighing in working order about sixty thousand pounds,
with cylinders fifteen by twenty, was built for working the Garland extension of
the Denver and Rio Grande Railway, which crosses the Rocky Mountains with
maximum grades of two hundred and eleven feet per mile, and minimum curves
of thirty degrees. The performance of this locomotive, the “Alamosa,” is given
in the following extract from a letter from the then General Superintendent of
that railway:
“DENVER, COL., Aug. 31, 1877.
“On the 29th inst. I telegraphed you from Veta Pass—Sangre de Cristo Mountains—that engine
‘Alamosa' had just hauled from Garland to the Summit one baggage car and seven coaches, containing
one hundred and sixty passengers. Yesterday I received your reply asking for particulars, etc.
“My estimate of the weight was eighty-five net tons, stretched over a distance of three hundred and
sixty feet, or including the engine, of four hundred and five feet.
“The occasion of this sized train was an excursion from Denver to Garland and return. The night
before, in going over from La Veta, we had over two hundred passengers, but it was 8 P.M., and, fearing
a slippery rail, I put on engine No. 19 as a pusher, although the engineer of the ‘Alamosa' said he
could haul the train, and I believe he could have done so. The engine and train took up a few feet
more than the half circle at ‘Mule Shore,” where the radius is one hundred and ninety-three feet. The
engine worked splendidly, and moved up the two hundred and eleven feet grades and around the thirty
degree curves seemingly with as much ease as our passenger engines on 75 feet grades with three
coaches and baggage cars.
“The ‘Alamosa’ hauls regularly eight loaded cars and caboose, about one hundred net tons; length
of train about two hundred and thirty feet.
“The distance from Garland to Veta Pass is fourteen and one-quarter miles, and the time is one hour
and twenty minutes. Respectfully yours,
(Signed) “W. W. BORST, Sup'z.”
In addition to narrow-gauge locomotives for the United States, this branch of
the product has included a large number of one-metre gauge locomotives for
Brazil, three-feet gauge locomotives for Cuba, Mexico, and Peru, and three and
one-half feet gauge stock for Costa Rica, Nicaragua, Canada, and Australia.
Locomotives for single-rail railroads were built in 1878 and early in 1879,
adapted respectively to the systems of General Roy Stone and Mr. W. W. Riley.
—
–
+
r AAA D WZAV / OCOMO 7/VE JVOA’ATS. 47 n
Mine locomotives, generally of narrow gauge, for underground work, and not
over five and one-half feet in height, were first built in 1870. These machines
have generally been four-wheels-connected, with inside cylinders and a crank-
axle. The width over all of this plan is only sixteen inches greater than the
gauge of the track. A number of outside-connected mine locomotives have,
however, also been constructed. In this pattern the width is thirty-two inches
greater than the gauge of the track. A locomotive of twenty-inches gauge for
a gold mine in California was built in 1876, and was found entirely practicable
and efficient.
In 1870, in some locomotives for the Kansas Pacific Railway, the steel tires
were shrunk on without being secured by bolts or rivets in any form, and since
that time this method of putting on tires has been the rule.
In 1871 forty locomotives were constructed for the Ohio and Mississippi Rail-
way, the gauge of which was changed from five feet six inches to four feet eight
and one-half inches. The entire lot of forty locomotives was completed and
delivered in about twelve weeks. The gauge of the road was changed on July 4,
and the forty locomotives went at once into service in operating the line on
the standard gauge.
During the same year two “double-end" engines of Class IO-26% C, as
described in catalogue, were constructed for the Central Railroad of New Jersey,
and were the first of this pattern at these works.
The product of the works, which had been steadily increasing for some years
in sympathy with the requirements of the numerous new railroads which were
constructing, reached three hundred and thirty-one locomotives in 1871, and four
hundred and twenty-two in 1872. Orders for ninety locomotives for the Northern
Pacific Railroad were entered during 1870–71, and for one hundred and twenty-
four for the Pennsylvania Railroad during 1872–73, and mostly executed during
those years. A contract was also made during 1872 with the Veronej-Rostoff
Railway of Russia for ten locomotives to burn Russian anthracite coal. Six
were “Moguls,” with cylinders nineteen by twenty-four, and driving-wheels four
and one-half feet diameter; and four were passenger locomotives, “American”
pattern, with cylinders seventeen by twenty-four, and driving-wheels five and
one-half feet diameter. Nine “American” pattern locomotives, fifteen by twenty-
four cylinders, and five-feet driving-wheels, were also constructed in 1872–73
for the Hango-Hyvinge Railway of Finland.
Early in 1873, Mr. Baird sold his interest in the works to his five partners, and
a new firm was formed under the style of Burnham, Parry, Williams & Co., dating
from January I of that year. Mr. John H. Converse, who had been connected
with the works since 1870, became a member of the new firm. The product of
this year was four hundred and thirty-seven locomotives, the greatest in the
history of the business. During a part of the year ten locomotives per week
were turned out. Nearly three thousand men were employed. Forty-five loco-
motives for the Grand Trunk Railway of Canada were built in August, September,
- October, 1873, and all were delivered in five weeks after shipment of the -
– =4.

r
48 J/, / US 7TRA TED CA. TALOGUE.
- ---------——-

As in the case of the Ohio and Mississippi Railway, previously noted, these
were to meet the requirements of a change of gauge from five and one-half feet
to four feet eight and one-half inches. Two “Consolidation” locomotives were
sent in September, 1873, to the Mexican Railway. These had cylinders twenty
by twenty-four; driving-wheels, forty-nine inches in diameter; and weighed,
loaded, about ninety-five thousand pounds each, of which about eighty-two
thousand pounds were on the driving-wheels. These engines hauled in their
trial trips, without working to their full capacity, five loaded cars up the four per
cent. grades of the Mexican Railway. In November, 1873, under circumstances
of especial urgency, a small locomotive for the Meier Iron Company of St. Louis
was wholly made from the raw material in sixteen working days.
The financial difficulties which prevailed throughout the United States, begin-
ning in September, 1873, and affecting chiefly the railroad interests and all
branches of manufacture connected therewith, have operated of course to curtail
the production of locomotives since that period. Hence, only two hundred and
five locomotives were built in 1874, and one hundred and thirty in 1875. Among
these may be enumerated two sample locomotives for burning anthracite coal
(one passenger, sixteen by twenty-four cylinders, and one “Mogul” freight,
eighteen by twenty-four cylinders) for the Technical Department of the Russian
Government; also, twelve “Mogul” freight locomotives, nineteen by twenty-four
cylinders, for the Charkoff Nicolaieff Railroad of Russia. A small locomotive
to work by compressed air, for drawing street cars, was constructed during 1874
for the Compressed Air Locomotive and Street Car Company of Louisville, Ky.
It had cylinders seven by twelve, and four wheels coupled, thirty inches in diame-
ter. Another and smaller locomotive to work by compressed air was constructed
three years later for the Plymouth Cordage Company of Massachusetts, for
service on a track in and about their works. It had cylinders five by ten, four
wheels coupled twenty-four inches diameter, weight, seven thousand pounds, and
has been successfully employed for the work required.
The year 1876, noted as the year of the Centennial International Exhibition in
Philadelphia, brought some increase of business, and two hundred and thirty-two
locomotives were constructed. An exhibit consisting of eight locomotives was
prepared for this occasion. With the view of illustrating not only different types
of American locomotives, but the practice of different railroads, the exhibit con-
sisted chiefly of locomotives constructed to fill orders from various railroad com-
panies of the United States and from the Imperial Government of Brazil. A
“Consolidation” locomotive for burning anthracite coal, for the Lehigh Valley
Railroad, for which line the first locomotive of this type was designed and built
in 1866; a similar locomotive, to burn bituminous coal, and a passenger loco-
motive for the same fuel for the Pennsylvania Railroad; a “Mogul” freight loco-
motive, the “Principe do Gráo Pará,” for the D. Pedro Segundo Railway of Bra-
zil; and a passenger locomotive (anthracite burner) for the Central Railroad of
New Jersey, comprised the larger locomotives contributed by these works to the
Exhibition of 1876. To these were added a mine locomotive and two narrow


AAA D WZAV ZOCOMO 7T/WE WORKS. 49
(three feet) gauge locomotives which were among those used in working the
Centennial Narrow-Gauge Railway. As this line was in many respects unique,
we subjoin the following extracts from an account by its General Manager of the
performance of the two three-feet gauge locomotives:
“The gauge of the line was three feet, with double track three and a half miles long, or seven
miles in all. For its length it was probably the most crooked road in the world, being made
up almost wholly of curves, in order to run near all the principal buildings on the Exhibition
grounds. Many of these curves were on our heaviest grades, some having a radius of 215,
230, and 250 feet on grades of 140 and 155 feet per mile. These are unusually heavy grades
and curves, and when combined as we had them, with only a thirty-five pound iron rail, made
the task for our engines exceedingly difficult.
“Your locomotive ‘Schuylkill,’ Class 8–18 C (eight-wheeled, four wheels coupled three and a
half feet diameter, cylinders twelve by sixteen, weight forty-two thousand six hundred and fifty
pounds), began service May 13, and made one hundred and fifty-six days to the close of the
Exhibition. The locomotive ‘Delaware,” Class 8–18D (eight-wheeled, six wheels coupled three
feet diameter, cylinders twelve by sixteen, weight thirty-nine thousand pounds), came into
service June 9, and made one hundred and thirty-one days to the close of the Exhibition.
The usual load of each engine was five eight-wheeled passenger cars, frequently carrying over
one hundred passengers per car. On special occasions as many as six and seven loaded cars
have been drawn by one of these engines.
“Each engine averaged fully sixteen trips daily, equal to fifty-six miles, and, as the stations
were but a short distance apart, the Westinghouse air-brake was applied in making one hun-
dred and sixty daily stops, or a total of twenty-five thousand for each engine, Neither engine
was out of service an hour unless from accidents for which they were in no way responsible.”
[NotE.—Average weight of each loaded car about twelve gross tons.]
The year 1876 was also marked by an extension of locomotive engineering to
a new field in the practice of these works. In the latter part of the previous year
an experimental steam street car was constructed for the purpose of testing the
applicability of steam to street railways. This car was completed in November,
1875, and was tried for a few days on a street railway in Philadelphia. It was
then sent to Brooklyn, December 25, 1875, where it ran from that time until
June, 1876. One engineer ran the car and kept it in working order. Its con-
sumption of fuel was between seven and eight pounds of coal per mile run. It
drew regularly, night and morning, an additional car, with passengers going into
New York in the morning and returning at night. On several occasions, where
speed was practicable, the car was run at the rate of sixteen to eighteen miles
per hour.
In June, 1876, this car was withdrawn from the Atlantic Avenue Railway of
Brooklyn, and placed on the Market Street Railway of Philadelphia. It worked
with fair success, and very acceptably to the public on that line, from June till
nearly the close of the Centennial Exhibition.
This original steam-car was built with cylinders under the body of the car, the
connecting-rods taking hold of a crank-axle, to which the front wheels were
attached. The rear wheels of the car were independent, and not coupled with
the front wheels. The machinery of the car was attached to an iron bed-plate
bolted directly to the wooden framework of the car body. The experiment with
7
i

5o ILL US 7"RATED CA 7TA/ O GUE.
|\-
this car demonstrated to the satisfaction of its builders the mechanical practica-
bility of the use of steam on street railways, but the defects developed by this
experimental car were: first, that it was difficult, or impossible, to make a crank-
axle which would not break, the same experience being reached in this respect
which had already presented itself in locomotive construction; second, it was
found that great objection existed to attaching the machinery to the wooden
car body, which was not sufficiently rigid for the purpose, and which suffered
by being racked and strained by the working of the machinery.
For these reasons this original steam-car was reconstructed, in accordance
with the experience which nearly a year's
service had suggested. The machinery was
made “outside-connected,” the same as in an
ordinary locomotive, and a strong iron frame-
work was designed, entirely independent of
the car body, and supporting the boiler and
all the machinery.
The car as thus reconstructed was named
the “Baldwin,” and is shown by Figure 15.
The next step in this direction was the construction of a separate “motor”
(Figure 16), to which one or more cars could be attached. Such a machine,
weighing about sixteen thousand pounds, was constructed in the fall of 1876,
and sent to the Citizens' Railway of Baltimore, which has maximum grades of
seven feet per hundred, or 369.1% feet per mile. It ascended the three hundred
and sixty-nine feet grade, drawing one loaded car, when the tracks were covered
with mixed snow and dirt to a depth of eight to ten inches in places. Another and
smaller motor, weighing only thirteen thousand pounds, was constructed about the
same time for the Urbano Railway, of Havana, Cuba. Orders for other similar
machines followed, and during the ensuing years 1877–78–79–80 one hundred and
seven separate motors and twelve steam-cars were included in the product. Vari-
ous city and suburban railways have been constructed with the especial view of
employing steam-power, and have been equipped with these machines. One
line, the Hill & West Dubuque Street Railway, of Dubuque, Iowa, was con-
structed early in 1877, of three and a half feet gauge, with a maximum gradient
of nine in one hundred, and has been worked exclusively by two of these
—'ſ


AA L/D WZAW L OCOMO 7/VE VOA’AºS. 5 I
motors. Sections of the Brooklyn City Railway, the Bushwick Railway, and
the Broadway Railroad, of Brooklyn, are also operated by these machines, and
on these lines eight-wheeled street cars, each seating forty passengers, are em-
ployed. The details and character of construction of these machines are essen-
tially the same as locomotive work, but they are made so as to be substantially
noiseless, and to show little or no smoke and steam in operation.
Steel fire-boxes with vertical corrugations in the side sheets were first made
by these Works early in 1876, in locomotives for the Central Railroad of New
Jersey, and for the Delaware, Lackawanna and Western Railway.
The first American locomotives for New South Wales and Queensland were
constructed by the Baldwin Locomotive Works in 1877, and were succeeded by
additional orders in 1878 and 1879. Six locomotives of the “Consolidation”
type for three and one-half feet gauge were also constructed in the latter year
for the Government Railways of New Zealand, and two freight locomotives, six-
wheels-connected with forward truck, for the Government of Victoria. Four
similar locomotives (ten-wheeled, six-coupled, with sixteen by twenty-four cylin-
ders) were also built during the same year for the Norwegian State Railways.
Forty heavy “Mogul” locomotives (nineteen by twenty-four cylinders, driving-
wheels four and one-half feet in diameter) were constructed early in 1878 for two
Russian Railways (the Koursk Charkof Azof, and the Orel Griazi). The definite
order for these locomotives was only received on the sixteenth of December,
1877, and as all were required to be delivered in Russia by the following May,
especial despatch was necessary. The working force was increased from eleven
hundred to twenty-three hundred men in about two weeks. The first of the forty
engines was erected and tried under steam on January 5th, three weeks after re-
ceipt of order, and was finished, ready to dismantle and pack for shipment, one
week later. The last engine of this order was completed February 13th. The
forty engines were thus constructed in about eight weeks, besides twenty-eight
additional engines on other orders, which were constructed wholly or partially,
and shipped during the same period. -
In December, 1878, the heaviest locomotive ever built at these Works was
completed for the New Mexico and Southern Pacific Railroad (four feet eight
and one-half inches gauge), an extension of the Atcheson, Topeka and Santa Fé
Railway. It was of the “Consolidation” type, was named “Uncle Dick,” and
was of the following general dimensions: Cylinders, twenty by twenty-six inches;
driving-wheels, forty-two inches diameter, four pairs connected; truck-wheels,
thirty inches diameter, one pair; total wheel-base, twenty-two feet ten inches;
wheel-base of flanged driving-wheels, nine feet; capacity of water-tank on boiler,
twelve hundred gallons; capacity of water-tank of separate tender, twenty-five
hundred gallons; weight of engine in working-order, including water in tank,
one hundred and fifteen thousand pounds; weight on driving-wheels, one hun-
dred thousand pounds.
This locomotive was built for working a temporary switchback track (used
during the construction of a tunnel) crossing the Rocky Mountains, with maxi-


†- sº
52 AZ / US7RA 7TED CA 7A/LOGOE.
mum grades of six in one hundred. Over these grades the engine hauled its
loaded tender (forty-four thousand pounds) and nine loaded cars (each forty-three
thousand pounds): total load, exclusive of its own weight, four hundred and
thirty-one thousand pounds. On a grade of two per cent, it hauled a train
weighing nine hundred and sixty-five thousand pounds, and on one of three
and a half per cent, five hundred and seventeen thousand pounds. Curves of
sixteen degrees occurred on the switchback track, but not in combination with
the six per cent. grades. -
The production during the nine years from 1872 to 1880 inclusive was as
follows:
1872 - - - 422 locomotives.
I873 . . . 437 4 (
1874 - - - 2O5 ( (
1875 - - - I 30 & 4
1876 - - - 232 ( (
1877 - - - I85 ( (
1878 - - - 292 ( (
1879 - - - 398 4 (
I88O - - - 5 I5 “ (partly estimated)
Four tramway motors of twelve tons weight were built early in 1879, on the
order of the New South Wales Government, for a tramway having grades of six per
cent., and running from the railway terminus to the Sydney Exhibition Grounds.
During the next year orders followed for twenty-nine additional motors for other
tramways in Sydney.
The year 1880 was marked by the largest production in the history of the
Works, and the character of the product reflects the growing demand for larger
and more powerful locomotives. One hundred and thirty-one “Consolidation”
engines were comprised in the list, of which sixty were of narrow gauge and
seventy-one of the standard and broad gauges. Included in the product were
two “Consolidation” engines for five feet three inches track for the Government
Railways of South Australia, and two nineteen by twenty-four cylinders, ten-
wheeled engines, six coupled, for the same lines. For the three and one-half -
feet gauge lines of the same Government, eight “Mogul” locomotives, fourteen
and one-half by eighteen cylinders, and driving-wheels thirty-nine inches in
diameter, were supplied at the same time. Ten “Consolidation” locomotives of
larger dimensions than had been previously built (viz.: twenty by twenty-eight
cylinders, and weighing loaded about one hundred and fifteen thousand pounds)
were constructed for the Atcheson, Topeka and Santa Fé Railway, and twenty-
eight “Consolidation” locomotives of the ordinary size (twenty by twenty-four
cylinders), but with Wootten's patent fire-boxes, were made for the Philadelphia
and Reading Railroad during the year.
The five thousandth locomotive, finished in April, 1880, presented some novel
features. It was designed for fast passenger service on the Bound Brook line
\-
-- =4-
-


ſ AA/C/D WZAV / OCOMO 7TWIZE VOA’AºS. 53
between Philadelphia and New York, and to run with a light train at a speed of
sixty miles per hour, using anthracite coal as fuel. It had cylinders eighteen by
twenty-four, one pair of driving-wheels six and one-half feet in diameter, and a
pair of trailing-wheels forty-five inches in diameter, and equalized with the driv-
ing-wheels. Back of the driving-wheels and over the trailing-wheels space was
given for a wide fire-box (eight feet long by seven feet wide inside) as required
for anthracite coal. By an auxiliary steam cylinder placed under the waist of
the boiler, just in front of the fire-box, the bearings on the equalizing beams be-
tween trailing and driving-wheels could be changed to a point forward of their
normal position, so as to increase the weight on the driving-wheels when required.
The adhesion could thus be varied between the limits of thirty-five thousand to
forty-five thousand pounds on the single pair of driving-wheels. This feature of
the locomotive was made the subject of a patent. Particulars of this locomotive
and its performance will be found on pages 78 to 81 of the Catalogue.
The record of the Baldwin Locomotive Works has thus been given for nearly
a half-century of existence and continuous operation. Over five thousand loco-
motives have been constructed since the “Old Ironsides” of 1831. That engine
was nearly a year in building; and the one thousandth locomotive was only com-
pleted in 1861, making an average of only thirty-three annually for the first
thirty years; the two thousandth locomotive was turned out in 1869, the three
thousandth in 1872, the four thousandth in 1876, and the five thousandth in
1880. The present capacity of the Works is equal to ten locomotives per week.
Nine acres of ground are occupied by the various buildings and yards used in
the business. The location, in the largest manufacturing city in America, gives
especial facilities and advantages. Proximity to the principal coal and iron
regions of the country renders all required materials promptly available. A large
permanent population of skilled mechanics employed in similar branches in other
Philadelphia workshops gives an abundant force of expert workmen from which
to draw when necessary. The maximum force is from two thousand six hundred
to three thousand men when the Works are employed to their full capacity. All
parts of locomotives and tenders, except the boiler and tank plates, the steel tires
and steel forgings, chilled wheels, boiler tubes, and some of the furniture, are
made in the Works from the raw materials. The plant comprises seven hundred
and thirty-four machine tools, many of them designed and constructed to meet
the special requirements of locomotive work. Drawings and patterns for over
five hundred different sizes or patterns of locomotives for all existing gauges and
every description of service are included in the working lists. For particulars of
the principal standard classes, attention is invited to the Catalogue.


CATALO C U E.
--

CIRCULAR.
In the following pages we present and illustrate a system of STANDARD Loco-
MOTIVES, in which, it is believed, will be found designs suited to all the require-
ments of ordinary service.
These patterns admit of modifications, to suit the preferences of railroad
managers, and where machines of peculiar construction for special service are
required, we are prepared to make and submit designs, or to build to specifica-
tions furnished.
All the locomotives of the system herewith presented are adapted to the
Consumption of wood, Coke, or bituminous coal as fuel. For anthracite coal a
modification in the form of fire-box is necessary in the principal classes.
All work is accurately fitted to gauges, which are made from a system of
standards kept exclusively for the purpose. Like parts will, therefore, fit accu-
rately in all locomotives of the same class.
This system of manufacture, together with the large number of locomotives
at all times in progress, and embracing the principal classes, insures unusual
and especial facilities for filling at once, or with the least possible delay, orders
for duplicate parts.
The advantages and economies to the users of locomotives resulting from this
method of construction are apparent. By its means the expense of maintenance
and repairs can be reduced to a minimum. A limited stock of duplicate parts,
either ordered with the locomotive or at any time thereafter, can be kept on hand
by the purchaser and drawn from to replace any worn-out or broken part when
required. Repairs can thus be made in the shortest possible time, and the use
of the locomotive lost for only a few hours or days, or not at all. The first cost
of duplicates will be much less than the cost of manufacture in the shop of the
8 57
\-

58 JZ / USTRA TEA) CA 7TAZOG UE.
railroad company; in many cases it will be less than the cost of carrying the
stock of raw material necessary for the purpose; while, if the line is equipped
with a limited number of classes of standard interchangeable locomotives, the
quantity of duplicates necessarily carried in stock will be small and compara-
tively inconsiderable in the amount of capital represented. Much of the ordinary
outlay for shops, machinery, drawings, and patterns can be saved, and the neces-
sity of maintaining for the purpose of repairs a large force of skilled workmen
at a constant expense may be in great measure obviated.
Particulars of the performance of various classes of locomotives illustrated
will be found in the body of the Catalogue. It will be seen from these state-
ments of work actually done that fully one-fourth the weight on driving-wheels
is utilized for adhesion, under ordinarily favorable conditions, with adequate
boiler and cylinder capacity. The loads given in the tables are, therefore,
calculated for each class on this basis, in tons of twenty-two hundred and forty
pounds, and are predicated on track being straight and in good condition. It is
also assumed that the frictional resistance of the cars hauled will not exceed
seven pounds per gross ton of their weight.
Designs and estimates for any sizes or patterns of locomotives not given in this
Catalogue will be submitted on application.
The delivery of locomotives at any point which can be reached by rail or
vessel will be included in contracts if desired.
In ordering locomotives, the following particulars should be given:
1. Gauge of track,-exact distance between the rails.
Kind of fuel which will be used.
Kind and height of couplings of cars.
2.
Limitations, if any, in width, height, etc., by tunnels, overhead bridges, etc.
Mark, name, or number.
|For detailed specifications and further particulars, address
BURNHAM, PARRY, WILLIAMS & CO.,
BALDWIN LOCOMOTIVE WORKS,
FHILADELPHIA, PA.
—'

C LASS D E S I C N AT I O N S.
The different classes of locomotives are designated by a combination of figures
with one of the letters A, C, D, or E, so as to indicate both the plan and size, as
follows: -
The letter A indicates that only one pair of wheels are driving-wheels.
( & “ C ( & “ four wheels are connected as ( &
( & ( ( D ( ( ( ( six & 4 ( & ( &
& 4 ( ( E & 4 ( & eight ( & ( & («
1. A figure (4, 6, 8, or Io) is used to indicate the whole number of wheels
under the locomotive.
2. A figure or figures, following the figures indicating the whole number of
wheels, indicates the diameter of cylinders, viz.:
I2 indicates cylinders 9 inches in diameter.
I4. ( & & 4 IO “ ( (
I6 ( ( ( & II & 4 44
I8 ( & 4 & I2 “ & 4
2O ( & & 4 13 “ & 4
22 ( ( ( & I4 “ & 4
24. ( ( ( & I5 & © 4&
26 ( & & 4 I6 “ &c.
28 ( & ( & 17 “ 4&
3O ( & ( & I8 “ {{
32 ( & 4 & 19 “ «
34 4 & “ 20 “ & 4
36 & 4 “ 2 I 4 ( 4 4
Thus 8–26 C indicates an eight-wheeled locomotive, having four wheels
coupled, and cylinders sixteen inches in diameter. 8–26 D indicates an eight-
wheeled locomotive, having six wheels coupled, and cylinders of the same
diameter; and IO-34 E, a ten-wheeled locomotive, having eight wheels coupled,
and cylinders twenty inches in diameter.
The addition of the fraction 4 indicates that there is a truck at each end of
the locomotive. Thus 8–26% C indicates an eight-wheeled locomotive, having
four wheels coupled, cylinders sixteen inches in diameter, and a two-wheeled
truck at each end.
The addition of the fraction W4 indicates that the engine is on the “Forney”
plan, having the truck back of the fire-box. Thus 8–26% C indicates an eight-
59
-


-
6o J/ / US 7"RA 7TED CA 7TA/ OG UE.
wheeled locomotive, having four wheels coupled, cylinders sixteen inches in
diameter, and a four-wheeled truck back of the fire-box. 6—26% C indicates a
six-wheeled locomotive, having four wheels coupled, cylinders sixteen inches in
diameter, and a two-wheeled truck back of the fire-box.
The figures following the class designation, as found on every locomotive,
give the class number for that locomotive, and supply an individual designation
for it, in addition to the construction number. Thus, 8–26 C 500 means the
five-hundredth locomotive of the 8–26 C class.





LIGHT PASSENGER LOCOMOTIVES, “AMERICAN” TYPE,
FOR TRACKS LAID WITH RAILS WEIGHING 30 TO 40 POUNDS PER YARD.
GAUGE, 4 FEET 8% INCHES, OR WIDER.
General Design shown by Photograph on page 62.
DIMENSIONS, WEIGHTs, AND TRAcTIVE Power of THREE sizes of THIS PATTERN.
FUEL, WOOD OR BITUMINOUS COAL.
Capacity of Tank Weight LOAD IN TONS (OF 2240 POUNDS) OF CARS AND LADING.
Wheel-Base, for Water. in Working Order. — -
Cylinders. Of *g- 8%-Pound Gallas Pounds. On a Grade per Mile of
GLASS. Diam. Stroke. Wheels. Tank On On a
Inches, Inch - - - On all 26.4 Feet, 52.8 Feet, 79.2 Feet, 105.6 Feet, 132 Feet, 158.4 Feet,
I10/10S. Of Driving- Boiler or Separate - - Level. -
Total. - Total. Driving- or 3% per or 1 per or 1% per or 2 per or 2% or 3 per
Wheels, Engine | Tender.
Wheels. Cent. cent. Cent, Cent, per cent. Cent,
Frames.
Jºž. Izz. Ft. In.
8-14 C | Io X 20 45 to 51 | *5 6 | 16 4 IOOO || 36,000 || 21,000 || 500 22O I3O 85 6O 45 35
8-16 C 1 1 × 22 45 to 5 I 6 18 3 I2OO || 42,000 || 26,OOO | 685 29O 17o I IO 8O 6O 45
8-18 C | 12 X 22 or 24 || 48 to 54 6 6 || 19 I I4OO 46,000 || 30,000 | 860 375 2 I5 I45 IO5 8O 65
8-18 C, with 8-wheeled tender.
for Class 8-18 C, 40 pounds per yard.
The total wheel-base of engine and tender varies from 31 feet 2 inches for Class 8-14 C, with 4-wheeled tender, to 38 feet II inches for Class
From 18 inches to 2 feet should be added to these figures to give the length of turn-table required.
These classes are offered as suitable for passenger traffic on tracks of standard or wide gauge laid with light rails.
The following minimum weights of rails are recommended as suitable: for Class 8-14 C, 30 pounds per yard; for Class 8-16 C, 35 pounds per yard; and


,” A/C/ US7RA 7TED CA 7TA / OG UE.
LIGHT PASSENGER LOCOMOTIVES.
The classes of locomotives described on preceding page are of substantially the same
weight as similar classes constructed for narrow-gauge railways and in use on light rails.
The engine truck can be made with or without swinging bolster, as preferred. The
short driving-wheel base permits curves of short radius to be passed without difficulty.
The tenders up to 1200 gallons capacity can be made 4-wheeled, if desired, and all
the tenders can be made 6-wheeled instead of 8-wheeled, if preferred.
l J'catc. |
lu ill ill I t t -
I
/ 2 J. */- 5
PASSENGER AND FREIGHT LOCOMOTIVE, “AMERICAN” TYPE.
Fuel, Arnthra Gite Coal.

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PASSENGER AND FREIGHT LOCOMOTIVES, “AMERICAN” TYPE.
GAUGE, 4 FEET 8% INCHES, OR WIDER.
FUEL, WOOD OR BITUMINOUS COAL.
General Design shown by Engraving and Photograph on pages 66 and 68.
DIMENsions, weich.T.s, AND TRACTIVE POWER OF SIX SIZES OF THIS PATTERN.
Capacity of Tank Weight LOAD IN TONS (OF 2240 POUNDS) OF CARS AND LADING,
Wheel-Base. for Water. in Working Order. -
- IZ- -
Cylinders. º - 8%-Pound Gallons, Pounds, On a Grade per Mile of
CLASS. Diam, Stroke. of Uriving
h Wheels. Tank On On a -
Inches. Inches. Of Drivi Boiler Or | S t On all Level 26.4 Feet, 52.8 Feet, 79.2 Feet, 105.6 Feet, 132 Feet, 158.4 Feet,
wº | Total. Engine : * | Total. Driving- or % per or 1 per or 1% per or 2 or 2% or 3 per
661S. frºm €11010 r. Wheels, cont. Cent. cent. per cent. per cont. cent,
Aſ?. In . . F. In.
8-2O C | 13 × 22 or 24 || 49 to 57 7 2O 6 I4OO || 56,000 || 35,000 || IOOO 435 255 17o I25 95 75
8-22 C | 1.4 × 22 or 24 55 to 6 I 7 4 20 II I6OO 59,000 || 38,000 | I IOO 47O 275 I85 I 35 IO5 8O
8-24 C | 15 × 22 or 24 55 to 66 7 2 I 3 I8OO || 62,OOO | 40,000 || II 50 495 29O I95 I45 I IO 85
8-26 C | 16 × 22 or 24 55 to 66 8 2 I 9 2OOO | 66,000 || 43,OOO | I240 535 3 IO 2 IO I 55 I 20 95
8-28 C | 17 × 22 or 24 55 to 66 8 3 22 2 22OO || 70,000 || 46,000 I325 575 335 225 I65 I 25 IOO
8-30 C 18 × 22 or 24 61 to 66 8 6 22 5 24OO 74,000 || 49,000 || I4OO 6 IO 355 24O I75 I 35 I IO
The total wheel-base of engine with 8-wheeled tender attached varies from 40 feet for Class 8-20 C to 43 feet for Class 8-30 C. From 18 inches
to 2 feet should be added to these figures, for clearance of flanges of extreme wheels, to give the minimum length of turn-table admissible.
Where anthracite coal is used as the fuel a different form of fire-box is required, as shown in line drawing on page 65.
increases the total length of boiler, and adds from 4000 to 5000 pounds to the total loaded weight of locomotive. From three-fourths to four-fifths of
\-
-_-
º
this increased weight is carried on the driving-wheels.
This form of fire-box
*_
-


7o AZ / US 7TRA 7TED CA 7A/ O GUE.
-
PERFORMANCE OF LOCOMOTIVES “AMERICAN” TYPE.
HE passenger traffic of American railroads is worked almost universally with
engines of this pattern, and the same type of locomotives is also used for freight
service on many lines with easy grades, or where the tonnage is comparatively light,
or is hauled at a speed of more than fifteen miles per hour.
In order to indicate the tractive power exerted in actual service by such locomotives,
a few instances are given below:
CLASS 8-20 C ON GRADE OF 72 FEET PER MILE.
MACON AND BRUNSWICK RAILROAD.
SUPERINTENDENT's OFFICE, MACON, GA., February 15, 1878.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.:
Dear Sirs, Replying to yours of February IIth, I take pleasure in saying your engineer was correct
as to hauling with the locomotive “Governor A. H. Colquitt” 12 loaded flat cars and an 8-wheeled caboose
over a 727 grade, with curve of 2°.
Engineer says it will now pull 15 loaded box cars and caboose.
Yours, very respectfully,
GEO. W. ADAMS,
—ºxº~- General Superintendent.
CLASS 8-22 C ON GRADE OF 53 FEET PER MILE.
WESTERN RAILROAD OF ALABAMA.
OFFICE OF GENERAL MANAGER, Montgomery, ALA., January 16, 1878.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.:
Gentlemen,_Engines “Georgia” and “Alabama” made by you (14// × 24/7 cylinders, 60,000 lbs.
weight), will carry 15 loaded cars and caboose up our Notasulza grade of 17 in Ioo/,
Very truly yours,
E. P. ALEXANDER,
—ckxc- General Manager.
CLASS 8–22 C ON GRADE OF 71 FEET PER MILE.
MACON AND BRUNSWICK RAILROAD.
OFFICE OF MASTER MACHINIST, MACON, GA., March 21, 1879.
MESSRS. BURNHAM, PARRY, WILLIAMS & Co. :
Gentlemen,_On March 19th the locomotive “James M. Smith.” arrived in Macon. This morning it
made its trial trip, and, I am glad to say, worked satisfactorily. It pulled with ease 18 cars loaded with
green pine wood up a grade of 71/ per mile.
GEO. R. WAGNON,
Master Machinist.
_

i
AºA LD WAV ZOCOMO Ty P.E WORA. S. 71
CLASS 8–24 C ON GRADE OF 237 FEET PER MILE.
SPARTANBURG, UNION AND COLUMBIA RAILROAD.
SUPERINTENDENT'S OFFICE, SPARTANBURG, S. C., May 19, 1879.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.:
Gentlemen,_The locomotive “W. H. Inman,” No. 5 (cylinders 15” x 22", driving-wheels 50”
diameter), came duly to hand, and has been put up and tested by your mechanic. We tried it with a
train of 2 first-class passenger coaches and I mail and baggage car of the usual weight. It carried
them up our 237’ grade finely, although the rail was wet.
JAMES ANDERSON,
—-><>- Superintendent.
CLASS 8–26 C ON GRADE OF 42 FEET PER MILE.
On the Atlanta and West Point Railroad, locomotives of Class 8-26 C (cylinders 16// × 24/7, driving-
wheels 56// diameter) haul, each, 23 to 25 loaded cars (average weight of each loaded car about 16
gross tons) over maximum grades of 427 per mile.
—coc-
CLASS 8-26 C ON GRADE OF 65 FEET PER MILE.
ATLANTA AND CHARLOTTE AIR-LINE RAILWAY.
OFFICE OF GENERAL MANAGER, ATLANTA, GA., February 4, 1878.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.:
Gentlemen,_The maximum grades on this line are of considerable length and 657 per mile on
tangents, with a reduction on curves equalizing them to 657 on tangents. The loads for the freight
locomotives constructed by you for this company are on dry rail over the whole line 16 loaded cars.
On many parts of the line they pull 20 loaded cars.
G. J. FOREACRE,
—-K××– General Manager.
CLASS 8-28 C ON GRADE OF 47 7–10 FEET PER MILE.
KANSAS PACIFIC RAILWAY.
OFFICE SUPERINTENDENT MACHINERY, ARMSTRONG, KAN., December 12, 1878.
MESSRS. BURNHAM, PARRY, WILLIAMS & Co.:
Gentlemen,_Engine No. 90 (cylinders 17// X 24/7, driving-wheels 58// diameter) on second trip
brought into this point 41 loaded cars, with an average of II tons per car, and this over a grade of
471'ſ per mile.
JOHN MACKENZIE,
—ºxº~- Superintendent Machinery.
CLASS 8-28 C ON GRADE OF 40 FEET PER MILE.
MISSOURI, KANSAS AND TEXAS RAILWAY.
OFFICE OF SUPERINTENDENT OF MACHINERY, SEDALIA, Mo., March 18, 1880.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.,
BALDw1N LOCOMOTIVE Works, PHILADELPHIA, PA. : - -
Gentlemen,_In reply to your inquiry as to the performance of the 17// X 24/7 cylinder, “American”
pattern, locomotives constructed by your works for this line, I would say that the engines reſerred to
haul, each, 20 loaded cars and I caboose over a grade of 70 per mile, with a pressure of 135 lbs.
The cars are loaded with 12 tons of grain (24,000 lbs.). Each car is weighed en route and the average
holds very good. Each empty car will average 19,500 lbs., which is also about the weight of the caboose.
This gives a total load of 444%; tons, and, as reports of engine performance go, it is a very good record
indeed.
Yours truly,
(Signed) GEO. W. CUSHING,
Superintendent of Machinery.
-
-

---
72 ALL US 7TRA 7TED CA 7TA LOG UE.
CLASS 8-28 C, ANTHRACITE-BURNING, IN PASSENGER SERVICE.
(NOTE.-Weight of 17" x 24" cylinder, Anthracite Engine, about 77,ooo lbs. Weight on driving-wheels
about 52,000 lbs.)
LONG ISLAND RAILROAD COMPANY.
LONG ISLAND CITY, August 21, 1879.
MESSRs. BURNHAM, PARRY, WILLIAMs & Co.,
BALDw1N LOCOMOTIVE WoRKs, PHILADELPHIA, PA. :
Gentlemen,_The 16// × 24/7 and 17// × 24/7 cylinder locomotives constructed by you for this line
are giving entire satisfaction. The No. 78 (17// × 24/7) is making the run from Babylon to Hunter's
Point, 38 miles, in 55 minutes, with 6 large parlor cars and baggage car, majority of them 12-wheeled
cars, all full, slowing up to 15 miles per hour 5 times to run through junction switches.
Yours truly,
(Signed) THOS. R. SHARP,
—ºxº~- A'eceiver.
LONG ISLAND RAILROAD COMPANY.
LONG ISLAND CITY, December 15, 1878.
MESSRS. BURNHAM, PARRY, WILLIAMS & Co.,
BALDw1N LOCOMOTIVE WORKs, PHILADELPHIA, PA. :
Gentlemen,_I have delayed until now responding to your request of September 5th, regarding the
performance of Engines No. 70 and 71, for the reason that the engines were made to perform particularly
trying service immediately after delivery, and it was difficult to form an estimate of their capacity with
the data heretofore obtainable. I am now glad, however, to furnish you the following facts:
They hauled during the summer (and very soon after leaving your shop) trains of 300 tons, consisting of
9 excursion cars, 37,200 lbs. each . - - - - - - . 167 tons.
IOOO passengers, 150 lbs. each . - - - - - • . . 75 “
Engine and tender . - - - - - - - - - . 58 “
Total . - - - - - - - - - . 300 “
up a grade 1771/ long, averaging Ioy’ to the mile, at a speed of Io miles per hour, and the engine-
man estimated that one additional car could have been hauled. At the foot of this grade is a curve
of 225/ radius, on which the grade is IOO’ to the mile. - -
They hauled 19 of the same excursion cars above mentioned, well filled with passengers (making a
train of about 435 tons), at a speed of 25 miles per hour, from Fresh Pond Junction to Rockaway Beach.
Thirteen of these cars were taken from Long Island City to Fresh Pond Junction, a portion of this
distance being a grade of 847 to the mile with curves of 1500' radius.
Since the close of the summer season these engines have been employed in freight service, making an
average of Ioo miles per day, and have frequently hauled 33 or 34 loaded freight cars (exact weight not
ascertained) from Long Island City to Jamaica, over grades of 40' to the mile, and over which piece of
line 20 or 21 cars have been the maximum load for our 1677 engines.
Yours truly,
(Signed) S. SPENCER,
—3 Cº- General Superintendent.
CLASS 8-28 C, ANTHRACITE-BURNING, IN PASSENGER SERVICE.
(NOTE.-Cylinders 17" x 22", driving-wheels 66" diameter. Weight in working order about 77,ooo lbs.
Weight on driving-wheels about 52,000 lbs.)
CAMDEN AND ATLANTIC RAILROAD.
MASTER MECHANIC's OFFICE, CAMDEN, N. J., June 3, 188o.
MESSRS. BURNHAM, PARRY, WILLIAMS & Co.,
BALDWIN LOCOMOTIVE WoRKs, PHILADELPHIA, PA. :
Gentlemen, I give below particulars of the performance of one of the 17 × 22” cylinder, 8-wheeled,
4-coupled passenger locomotives recently constructed by you for the Camden and Atlantic Railroad.


–
AA L/D WZZAV ZOCOMO 7TWIZE WORKS. 73
On the day that the performance stated was noted the train consisted of 6 cars, estimated to weigh as
follows: - - -
4 passenger cars (seating capacity 70 each) . - - - - . I79,000 lbs.
I parlor car . - - - - e e - - - - . 49,000 “
375 passengers (average weight 135 lbs.) . - - - - . 50,625 “
I baggage car - - - - o - - . . . 25, IOO “
Full load of baggage and express goods in car - - . 20,000 “
Weight of train exclusive of engine and tender . - - - . 323,725 lbs.
& & engine in working order . e e - - - . 77,000 “
& 4 tender loaded (3000 gallons of water). - - - . 56,000 “
Total weight of engine, tender, and train . - - - - . 456,725 lbs.
With this train the engine left Camden depot at 4.32 P.M., arriving at Atlantic City depot at 5.47 P.M.,
the distance being 58.59 miles, and the time occupied 75 minutes. The first mile, running out of Camden,
took 5 minutes, including one stop for passengers. The train was once slacked up for passenger train
No. 22, and the speed was once reduced to 4 miles per hour to pass through a drawbridge. The distances
from station to station along the road, and the time occupied between stations, are as follows:
Camden to Haddonfield . . 6.74 miles, I 3 minutes. dº. one stop and run out of
Haddonfield to Kirkwood . 4.66 “ 6 & 4
Kirkwood to Berlin - . 5.03 “ 7 & & Grade of 27' per mile for 4% miles.
Berlin to Atco - - . 2.58 “ 3 & 4
Atco to Waterford - . 3.72 “ 4 & &
Waterford to Winslow . . 4.37 “ 5 & &
Winslow to Hammonton . 3. I5 “ 4 “
Hammonton to Elwood . . 6.09 “ 7 “
Elwood to Egg Harbor . . 4.89 “ 5 & 4
Egg Harbor to Pomona . . 5.24 “ 6 “
Pomona to Abseconn - . 5.5o “ 5% “
Abseconn to Atlantic City . 6.62 “ 9% & 4 Including, reduced speed to pass
-- Tº through drawbridge, as above.
Total - . 58.59 miles, 75 minutes.
The steam gauge indicated throughout the entire run a pressure of from 123 to 127 lbs., average 125
lbs., and the engine had reserve power to run faster. The time could have been reduced 5 minutes more
with ease. -
A stop-watch indicated that one mile was run in 60, one in 5934, one in 59%, one in 59, one in 58%,
one in 58%, one in 57%, and one in 58 seconds respectively.
The coal consumed during this trip was not measured, but the amount of work done with IO,OOO lbs.
anthracite coal, actual weight, was two round trips, Camden to Atlantic City and return, including the
fast run above noted, as follows:
Sunday, left Camden with Io cars . e - - . time, I hour 38 minutes.
& 4 “ Atlantic “ 9 & 4 - - - - - “ I “ 4o & 4
Monday, “ Camden “ 6 “ - e - - - “ I “ 15 “
Tuesday, “ Atlantic “ 6 “ - - - - - “ 1 “ 3o “
The engine steams very well and the gauge stands regular. The amount of water used was not noted.
Yours truly,
RUFUS HILL,
Al/asſer //echazzic.
The above is a correct account of the run of Engine No. 16, on Train No. 19, on May 31, 1880.
F. A. LISTER,
Superintendent.


--
CLASS 8–30 C ON GRADES OF 126 AND 160 FEET PER MILE.
(NOTE.-The dimensions of the locomotive referred to below are, cylinders 17" x 24", driving-wheels 56”
diameter, but the boiler and fire-box are of the dimensions usual in passenger engines having cylinders
18" x 24", and driving-wheels 5' 2" in diameter.)
CUMBERLAND AND PENNSYLVANIA RAILROAD COMPANY.
OFFICE OF GENERAL SUPERINTENDENT, CUMBERLAND, M.D., June 5, 1880.
MESSRS. BURNHAM, PARRY, WILLIAMS & Co.,
BALDWIN LOCOMOTIVE WoRKs, PHILADELPHIA, PA. :
Dear Sirs, Owing to pressure of business I have neglected heretofore to reply to your esteemed ſavor
of the 25th ultimo.
In answer to the questions therein contained, I have to say that Engine No. 27 is daily engaged in
drawing passenger train consisting of (usually) two passenger cars and one baggage car.
The maximum grade upon the road is 1607 continuous for a mile and a half. We have no other grade
exceeding I 26' to the mile.
The engine draws its ordinary train up the 1607 grade with ease, at a speed of 15 miles an hour, and
can make 20. With 4 cars attached it has no difficulty in ascending the grade. It has made the trip
with 5 cars, but with that number could not exceed a rate of Io miles an hour, even if it reached that.
The performance of the engine is satisfactory, except that it slips more and requires more sand with a
train of 5 cars than was expected.
Very truly yours,
(Signed) P. L. BURWELL,
—ºxº~- General Superintendent.
CLASS 8-28 C ON GRADE OF 64 FEET PER MILE.
On the Atchison, Topeka and Santa Fé Railroad, locomotives of Class 8-28 C (cylinders 17// × 24/7,
driving-wheels 57’’ diameter) haul, each, 20 loaded cars from Atchison to Topeka, over a maximum
grade of 631%" per mile combined with a curve of 2°.
—ºxº~–
CLASS 8–30 C ON GRADE OF 70 FEET PER MILE.
• Combined with curves of 6° and 79.
ATLANTIC, MISSISSIPPI AND OHIO RAILROAD COMPANY.
LYNCHBURG, VA., December 31, 1878.
MESSRS. BURNHAM, PARRY, WILLIAMS & Co.,
PHILADELPHIA, PA. :
Gentlemen,_In response to your communication of the 9th inst., I take pleasure in stating that the
three locomotives you have built for our company (your Class 8-30 C, cylinders 18// × 24/7, driving-
wheels 62’ diameter) for special service with our fast mail train on our Virginia and Tennessee Mountain
Division, are fully meeting the requirements of that service as guaranteed in your contract: “That such
locomotives shall be capable of drawing a train of 7 passenger cars, weighing 175 tons (of 2000 lbs.),
up a grade of 70’ per mile, with curves of from 6° to 7°, at a speed of from 25 to 30 miles per hour,
track and cars being in good condition.”
On November 6th, Engine No. 28 hauled a train consisting of 1 postal car, I baggage car, 4 passenger
and 2 sleeping cars (total, 8 cars), weighing with load 179 tons (of 2000 lbs.), from the foot of the
Alleghany Mountains, near Big Spring Station, to the summit, distance 11.1% miles, in 32 minutes, making
two stops; running time, 28 minutes, or 24.1% miles per hour. **
On December 5th, Engine No. 36 hauled a train consisting of 1 postal car, 2 baggage cars, 4 passenger
cars, and I sleeping car (total, 8 cars), weighing with load, 185 tons (of 2000 lbs.), over the same portion
of the road in 33% minutes, making two stops; running time, 27 minutes, equal to 251% miles per hour.
The following is a statement of the gradients and curvature of the sections of our road herein referred
to (the III'ſ, miles of continuous grades ascending the Eastern slope of the Alleghany Mountains):
74 I/, / US 7TPA 7TE D CA 7TA ZOG UE.
--
-- - -
AALD WIAW LOCOMOTIVE WORKS.
TA B L E OF G R A DIENTS.
Feet per mile
Length of grade in feet .
79.64 69.58 || 69.46 | 69.13 55.04 || 23.94
1,200 |24,600 5, IOO |23,500 5,400 1,208 Total length, 61,008 feet.
TABILE OF Clu R V A T U R E.
. 7°oo'
Curvature
Length in feet. 6oo
Curvature 5°30'
Length in feet . I,500
- | Curvature . 3°o5'
Length in feet . I,200
6°oo' | 6°ro' | 6°20' | 6°30' | 5°oo' 53ro'
9,700 | 1,000 | 1,400 1,100 7,ooo 5oo
5°40' | 5°45' 4°oo' | 4°30' | 4°45' |3°oo' a .
2,400 90o 4,800 I, Ioo 7oo 1,600
3°30' 2°oo' 2°30' 2°45' | 1955' |oºšo' -
7oo 2,2OO 5oo 3, IOO 90o I OOO
, Totallength of curves
43,900 ft.
“straightlines, 17,108 “
61008ft-Hämls.
factory.
Nearly all the curves are “reversed,” having no intermediate tangents.
The 6° and 79 curves occur on grades of 69.5/ and 69.1/ to the mile.
The locomotives have been in daily use for about two months, and their performance is entirely satis-
Yours truly,
- (Signed)
HENRY FINK,
A'eceiver.

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GAUGE, 4 FEET 8% INCHES, OR WIDER.
COAL OR WOOD.
FAST PASSENGER LOCOMOTIVES.
FUEL, ANTHRACITE OR BITUMINOUS
General Design shown by Line Drawing on page 76 and Photograph on page 78.
THREE SIZES OF THIS PATTERN.
Capacity of Tank Weight L0AD IN TONS (OF 2240 POUNDS) OF CARS AND LADING,
S Wheel-Base, for Water. in Working Order.
Cylinders. of * 8%-Pound Gallons, Pounds, On a Grade per Mile of
CLASS. Diam. Stroke. g-
Inch Wheels, Tank On On a
IlCI16S. Inche - - - On all 26.4 Feet, 52.8 Feet, 79.2 Feet, 105.6 Feet, 132 Feet, 158.4 Feet,
IlchéS. Of Driving- Boiler or Separate - - Level.
Total. - Total. Driving- or 3% per or 1 per or 1% per or 2 per or 2% or 3 per
Wheels, Engine | Tender.
Wheels, Cent. cent, Cent, Cent, per cent. cent,
Frames.
Jºº. Izz. | Ft. Joz.
8-26. A 16 × 22 or 24 | 66 to 72 2I I 24OO || 74,OOO 29,000 IO5O 44O 25O
8-28 A 17 × 22 or 24 | 66 to 72 2 I I 28OO 78,000 || 32,000 || II 30 48o 275
8-3o A 18 × 22 or 24 | 72 to 78 2 I I 32OO | 84,000 || 36,000 || I28O 54O 3IO
DIMENSIONS, WEIGHTS, AND TRAcTIVE Power of
the maximum weight on driving-wheels thus obtainable.
The weight on driving-wheels can be increased by the addition of from 8ooo to 10,000 pounds by means of the appliances for transferring weight
from the trailing to the driving-wheels as described on page 53. The loads in the above table are calculated on the basis of the adhesion given by


8o I/, / USTRA TE D CA TALOG UE.
FAST PASSENGER LOCOMOTIVES.
The following letter gives particulars of the performance of a locomotive of Class
8-3o A, cylinders 18" X 24", driving-wheels 78" diameter.
PHILADELPHIA AND READING RAILROAD Co.
OFFICE OF GENERAL MANAGER, PHILADELPHIA, May 17, 1880.
MESSRS. BURNHAM, PARRY, WILLIAMS & Co.,
PHILADELPHIA :
Dear Sirs, In response to your request, I have to state that Engine No. 507, with 4 passenger cars,
made the trial run on 14th inst., from Ninth and Green Streets, Philadelphia, to Jersey City, distance 89.4
miles, in I hour and 38 minutes. The best performance during the trip was in running the 2.8 miles from
Willett to Langhorne, part of which distance is an ascending grade of 167 per mile, in 2 minutes.
On the return trip from Jersey City to Ninth and Green Streets, with 5 passenger cars, the run was
made in I hour and 40 minutes.
I have no doubt that after the engine has worn smoothly upon its bearings, a higher rate of speed with
the same loads can be obtained.
Respectfully,
(Signed) J. E. WOOTTEN,
— Oc- General Manager.
The accompanying slip, showing distances and time made between stations, may be of interest to you:
Angine AVo. 507, Philade/phia Zo jersey City, Angine AVo. 507, jersey City to AE/hi/ade/phia,
g 507 % 'y City g 3.07 ºy Czzy %
May 14, 1880. May 14, 1880.
Ninth and Green - II. 16 A.M. Min. Jersey City . - - 2.07 P.M. Min.
Wayne Junc. . - II. 2 Elizabeth . - - 2.2 I 3ſ I43
y 5 9 4. 4.
Tabor Tunc. - - II. 28 ~ | Bound Brook - - 2.4O% I83
J 4.
Jenkintown - - II.32% 4% 33 Z
J 72
Bethayres - - - II.36% 4. | Weston - - - 2.45 4%
Somerton - - - I3.39% 3 Vanaken . - - 2.50% 5%
Willett - - - II.42% 3 Skillman . - - 2.55 4%
Langhorne. - - II.44% 2 Hopewell . - - 2.58 3
Woodburne - - II.47 I 2 : Pennington . - - 3.02% 4%
Yardley . - - II.5.1% 4% Trenton Junc. - - 3.07% 4%
Trent 3.2 - 4.
renton Junc. . - II.54 *7° Yardley - - - 3.09% 2%
Pennington - - II.59 5 Woodburne. - - 3.14% 5
Hopewell - - - I 2.03% 4% Langhorne . - - 3. I 7 2%
Skillman . - - 12.06% 3 || Willett - - - 3.19% 2%
Vanaken . - ... I2. Io94 3% Somerton . - - 3.22% 3
Weston . - - I2. I # 5 Bethayres . - - 3.26 3%
Bound Brook . - 12. I9% 4. Jenkintown . - - 3.30% 4%
63% Tabor Junc.. - - 3.35% 4%
Elizabeth . - - I2.4O 20% Wayne Junc. - - 3.38 2%
Jersey City - - I 2.54 I4 | Ninth and Green. - 3.47 9
98 1oo
I hour and 38 minutes; 4 cars. I hour and 40 minutes; 5 cars.
AAA D WAV / OCOMO 7TWWE WOA’AºS. - 8I
The fast passenger locomotive shown by the photograph on page 78 was constructed
with a wide fire-box (7' wide on the grate) adapted to anthracite coal. Where bitumin-
ous coal is used, the design could be modified to give a narrower fire-box.
The 4-wheeled truck under cylinders can be made with or without swinging bol-
-
ster as preferred.
For further description of this type, see page 53 of the sketch.


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FREIGHT AND MIXED TRAFFIC LOCOMOTIVES, “TEN-WHEELED" TYPE.
GAUGE, 4 FEET 8% INCHES, OR WIDER, FUEL, WOOD OR BITUMINOUS COAL.
General Design shown by Engraving and Photograph on pages 82 and 84.
DIMENSIONS, WEIGHTS, AND TRACTIVE Power of Four SIZEs of THIS PATTERN.
Capacity of Tank Weight L0AD IN TONS (OF 2240 POUNDS) OF CARS AND LADING.
Wheel-Base, for Water. in Working Order.
- IZ- - -
Cylinders. of : - 8%-Pound Gallons, Pounds, On a Grade per Mile of
CLASS. Diam. Stroke. g
Inches Wheels. Tank on On all On a o - f
- Inches ivinor- - I1 a. 26.4 Feet, 52.8 Feet, 79.2 Feet, 105.6 Feet, 132 Feet, 158.4 Feet,
mChêS. Of Driving Boiler or Separate - - Level.
Total. - Total. Driving- or 3% per or 1 per or 1% per or 2 per or 2% or 3 per
Wheels, Engine | Tender.
Wheels. cent. cent. cent. Cent, per cent. cent.
Frames.
Ff. Int. | Ff. Int.
IO-26 D I6 × 24 51 to 56 | 12 6 22 8 2OOO | 72,OOO 54,OOO 1565 685 405 28o 2O5 I6O I 25
Io-28 D 17 × 24 51 to 56 | 12 IO || 23 22OO 76,000 || 57,000 | 1650 725 425 295 2 I5 17o I 35
IO-3oD 18 × 24 - || 51 to 56 || 13 I 23 3 24oo 80,000 || 61,000 || 1770 775 455 3I 5 23O I8O I45
IO-32 D I9 × 24 54 to 60 | 13 6 || 23 8 2600 | 84,000 || 64,OOO 1855 8IO 48o 33O 24O I90 I55
The total wheel-base of engine, with 8-wheeled tender attached, varies from 43’ 9// for Class IO-26 D to 44/9// for Class IO-32 D. Where brakes are
placed on all tender-wheels the wheel-base will be 1/ longer. From 18// to 27 should be added to these figures for clearance of flanges of extreme wheels. to
give the minimum length of turn-table admissible.
Where anthracite coal is used as the fuel a different form of fire-box is required, similar to that shown in engraving on page 65. This lengthens the boiler
and increases the total weight of the engine and the weight on the driving-wheels from 5ooo to 6000 pounds.
The front and back driving-wheels can be flanged, the main pair plain, and the truck made with swinging bolster; or the main and back driving-wheels
can be flanged and the front pair plain. In the latter case the truck should be without the swinging bolster.
A straight-top boiler, with dome in the middle, is made for locomotives of this pattern, when preferred to the wagon-top form of boiler.
86 ILL OS 7A2A TE D CATA LOGUE.
PERFORMANCE OF “TEN-WHEELED” LOCOMOTIVES.
CLASS 10–26 D ON GRADES OF 32 TO 56 FEET PER MILE.
DELAWARE WESTERN RAILROAD COMPANY.
WILMINGTON, DEL., November 13, 1879.
MESSRS. BURNHAM, PARRY, WILLIAMs & Co.,
PHILADELPHIA, PA. :
Gentlemen, Answering your favor of the Ioth inst., I will say that the total weight of Engine No. 4
is 72,300 lbs. ; 54,2OO on driving-wheels, 18, IOO on truck.
We have taken a train weighing 1,030,350 lbs. (460 gross tons) from Landenberg to Southwood,
3 miles; grades ranging from 327 to 567 per mile, with 8° curves. The road between these points is
very crooked, there being two or three reverse curves. Steam pressure was 125 lbs. Train was weighed
accurately.
Truly yours,
(Signed) D. CONNELL,
—->~- Superintendent.
CLASS 10–26 D ON GRADE OF 52 M-8 FEET PER MILE.
CHRISTIANIA, NORWAY, August 1, 1879.
MESSRs. DURNHAM, PARRY, WILLIAMS & Co.:
Gentlemen, Mr. Pihl requests me to tell you that on the opening of the new line connecting Sweden
with Norway, via Frederickshald, the new Baldwin locomotive “Washington” pulled the royal train
across the frontier.
34 passenger cars - - - - . tons, 268.6
Luggage for 300 passengers (a) 200 lbs. - - - - - . “ 22.3
-
Tons - - - - . 290.9
Gradient, I’ in IOO’; curve, IOOO’. The train was run at a speed of about 20 miles.
GERH. GADE.
— XX-
CLASS 10–28 D ON GRADE OF 77 FEET PER MILE.
WESTERN MARYLAND RAILROAD.
UNION BRIDGE, M.D., April 29, 1878.
MESSRs. BURNHAM, PARRY, WILLIAMs & Co.:
Gentlemen,_Engine No. 7 hauled 14 heavy loads up a grade of 77 to the mile, with two reverse
curves, with 120 lbs. of steam, running 12 miles per hour; distance, 6 miles.
DAVID HOLTZ,
—ºxxº~- Master of Machinery.
CLASS 10-28 D, ANTHRACITE-BURNING, ON GRADE OF 150 FEET PER MILE.
On the Catasauqua and Fogelsville Railroad a locomotive of Class Io-28 D pulls 16 loaded cars, total
weight of train I28 gross tons, up a grade of 1507 per mile combined with 12° curves.

CLASS 10–30 D ON GRADE OF 79 2–10 FEET PER MILE.
YOUGHIOGHENY RAILROAD.
IRWIN STATION, PA., April 24, 1879.
Dear Sir, I have your favor of the 21st inst. at hand in reference to engine “Sewickley.” Maximum
load for this engine over Youghiogheny Railroad is 18 cars, 42,000 lbs. to the car. Maximum grade
up which the coal is hauled is 79%,' per mile. On this maximum grade we have a curve of 7° (819/
radius), 8857 in length. Our regular load for this engine is 15 cars in the different conditions of the
rail, and on some days we haul 16 cars. Average weight of cars, 42,000 lbs., including car.
W. WILSON,
— X××– Superintendent.
CLASS 10–30 D ON GRADES OF 21 AND 62 FEET PER MILE.
(NOTE.-Cylinders 18' x 24", driving-wheels 55" diameter.)
BUFFALO, NEW YORK, AND PHILADELPHIA RAILWAY COMPANY.
GENERAL SUPERINTENDENT'S OFFICE, BUFFALO, April 21, 1879.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.:
Gentlemen, Below you will find a statement of what the Io-wheeled freight engines are doing daily
and doing easily. -
Going South. They are hauling 48 empty cars, about 386 gross tons, up a 62’ grade, on 4° curves.
Coming North. They are hauling 40 loaded cars, about 785 gross tons, on a 21' ascending up grade,
on 5° curves.
Cars will weigh 9 net tons, and lading 13 net tons.
Yours respectfully,
(Signed) GEO. S. GATCHELL,
Genera/ Superintendent.
CLASS 10-32 D ON GRADES OF 75 TO 101 FEET PER MILE.
(NOTE.-Cylinders 19' x 24", driving-wheels 55" diameter.)
ST. LOUIS AND SAN FRANCISCO RAILWAY COMPANY.
OFFICE OF THE GENERAL MANAGER, ST. LOUIS, Mo., July 14, 1879.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.,
BALDw1N LOCOMOTIVE WORKS, PHILADELPHIA, PA. :
Gentlemen,_The two new IO-wheeled freight locomotives bought from you in February last are per-
forming very satisfactory service on our road. They are mainly running on our second division, where
between Dixon and Lebanon the maximum grade adopted was 75’ per mile and maximum curve 6°.
There are no reverse curves, properly speaking, but many of them are practically such, there being only
2007 of tangent between them. The grades, owing to settlement of embankments, are in some places
80' to 90’ per mile for short distances, and the average grade of 757 per mile occurs in many places for
2 miles or more. What is known as Hancock Hill is the most trying grade on the division. It is about
12,000' long; IOOO’ of the grade at Hancock Station is 50’ per mile, the balance 767 per mile. There
are several 6° curves with short tangents between them. On this division these locomotives have pulled
trains of 22 cars of stock, weighing (car and freight) 36,000 lbs. each, and caboose, at an average speed
of 14 miles per hour, and up Hancock Hill at I 1 miles per hour.
At Rolla Hill on first division is a grade 6 miles long, of 72’ per mile for 5 miles, and IoI/ per mile
for balance. Locomotive No. 35 has hauled 22 cars of stock and caboose up this hill.
Respectfully yours,
(Signed) C. W. ROGERS,
Genera/ Manager.
AA/LA) MV/AV / OCOMO 7/VE WOA’A.S. 87

--- - - --
2-
88 J/, / US 7TRA 7'E D CA 7TA/LOG UE.
CLASS 10–30 D, ANTHRACITE-BURNING, ON GRADES OF 76 AND 126 FEET PER MILE.
On the Lehigh Valley Railroad the service performed by Io-wheeled anthracite-burning locomotives
of Class Io-3o D is as follows:
- GROSS TONS OF TRAIN.
- —
Grade, 126 Feet per Mile. Grade, 76 Feet per Mile,
Maximum load . - - - - - - - 235 34O
Usual & 4 - - - - - - c 169 to 200 22I
|
| \- —"

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-
---------



LIGHT FREIGHT LOCOMOTIVES, “MOGUL” TYPE,
FOR TRACKS LAID WITH RAILS WEIGHING 30 TO 40 POUNDS PER YARD.
GAUGE, 4 FEET 8% INCHES, OR WIDER, FUEL, WOOD OR BITUMINOUS COAL.
General Design shown by Photograph on page 9 O.
DIMENSIONS, WEIGHTS, AND TRACTIVE POWER of THREE SIZEs of THIS PATTERN. §
N
\
Ü
- Capacity of Tank Weight LOAD IN TONS (OF 2240 POUNDS) OF CARS AND LADING, s
Wheel-Base, for Water. in Working Order. *
Cylinders. Of i. 8%-Pound Gallons, Pounds, On a Grade per Mile of tº
CLASS. Diam. Stroke. Wheel g- S
Inches 661S. Tank on On all On a o 105.6 F 132 F 58.4 Feet Q
-- - Inches. ivinor- - In a 26.4 Feet, 52.8 Feet, 79.2 Feet, 5.6 Feet, 32 Feet, 1584 Feet,
- Of Driving Boiler or Separate - - Level. s
Total. - Total. Driving- or 3% per or 1 per or 1% per or 2 per or 2% or 3 per SA
Wheels, Engine | Tender, Q
Wheels. Cºmt. cent. cent, cent, per cent. Gent.
Frames, S
S.
Ft. In . Ff. In. § ||
8- 18 D 12 X 18 37 to 4I IO I6 I2OO | 40,000 || 33,000 93O 405 24O I6o I2O 95 75 S
- Q
8-2O D 13 × 18 37 to 4 I IO 4 I6 6 I4OO 45,000 || 37,000 IO75 47O 28O I90 I4O II O 85 §
8-22 D 14 × 18 37 to 4 I II 17 1600 || 48,000 | 40,000 | I 160 5 IO 3OO 2O5 I55 I2O 95 ºr,
Locomotives of above classes are in use on the Fort Dodge and Fort Ridgely Railroad, the Riverside Iron Works Railroad of Missouri (30 pounds iron
rails), and the Oregon Railway and Navigation Company's Railroad of Oregon, all of 4/8% // gauge.
The following minimum weights of rails are recommended as suitable: for Class 8-18 D, 30 pounds per yard; for Class 8-20 D, 35 pounds per yard; and
for Class 8-22 D, 40 pounds per yard.
Total wheel-base of engine with 8-wheeled tender varies from 35’ for Class 8-18 D to 367 for Class 8-22 D. Add 18// to 2' allowance for clearance of
flanges, to get minimum length of turn-table. SE

92 J/, / OS 7/8A Z E D CA 7TA / OC O.A.
PERFORMANCE OF CLASS 8–20 D ON 30 LB. RAILS.
RIVERSIDE IRON WORKS.
OFFICE, 1304 MAIN St., WHEELING, W. V.A., June 21, 1880.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.,
PHILADELPHIA, PA. :
Gentlemen,_Our road, 7% miles long, has been operated since about the 1st of May, and quite to our
satisfaction. We have curves of 10° and grades of 37 per Iooſ in places (the longest about 4 mile),
while on Y we have curves of 24°. Track is laid with 30 lb. rails, with 3168 ties per mile. Ties
6// × 6// × 8'. Our regular load for engine is 4 cars, weighing 19,000 lbs. each, loaded with 12 tons of
2300 lbs. = 27,600 lbs., or car and load 46,600 lbs. Engine will haul 5 cars by running for grades, but
we consider it imprudent to load more than we can safely start and stop on heaviest grades. Have hauled
9 empty cars at one time. We make 4 round trips daily, allowing 45 to 50 minutes actual running time
each way, and using rest of time switching, wooding, taking water, etc. If desired, we can make 5 round
trips daily in Io or I I hours. The engine consumes daily 2% cords of wood of rather inſerior quality,
and only cut about one month. Our syphon liſts tender full of water a distance of 16 feet in about 12 to
I5 minutes, and we are highly pleased with the arrangement.
Our rails seem to bear the traffic quite as well as expected, although would recommend 35 lbs. instead
of 30 lbs. We used the latter because of our own make, and we manufacture nothing heavier.
We think you can safely advise your friends to adopt the light wide gauge for slow speed in short
branch lines rather than the narrow gauge.
We are moving about 190 tons of 2300 lbs. daily, at a total cost for train service, track repairs, fuel,
oil, waste, etc., of about I }4 cents per ton per mile. Our track repairs will become somewhat heavier
after a while, although owing to hurried construction without ballast we now maintain a track force of 6
men and foreman. We pay connecting road 34 of a cent per mile, loaded and empty, for car mileage, or
# of a cent per ton of ore transported, and avoid all expense for car repairs, oiling, etc., and have
investment in one engine only and no cost for transfer of load.
Yours truly,
(Signed) F. J. HEARNE.

+
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FREIGHT LOCOMOTIVES, “MOGUL” TYPE.
GAUGE, 4 FEET 8% INCHES, OR WIDER, FUEL, WOOD OR BITUMINOUS COAL.
General Design shown by Engraving and Photograph on pages 94 and 96.
DIMENsions, weichts, AND TRAcTive Power of Four SIZEs of THIS PATTERN.
Capacity of Tank Weight LOAD IN TONS" (OF 2240 POUNDS) OF CARS AND LADING,
Wheel-Base. for Water. in Working Order.
iam. IZ- ds. -
Cylinders. of . - 8%-Pound Gallons. Pounds On a Grade per Mile of
CLASS, Diam. Stroke. g
Inches, Wheels. Tank On On all On a 2 o 4
h - - - In a 6.4 Feet, 52.8 Feet, 79.2 Feet, 105.6 Feet, 132 Feet, 158.4 Feet,
Inches. Of Driving- Boiler or ||Separate - - - Level.
Total. - Total. Driving- or 3% per or 1 per or 1% per or 2 per or 2% or 3 per
Wheels. Engine | Tender,
c Wheels. cent. cent. cent. cent. per cent. cent.
Frames
Ff. In. | F#, In,
8-26 ID 16 × 24 45 to 5 I | I4 2 2I 6 2000 || 71,000 || 60,000 || 1740 77o 455 3 I5 235 . 185 I 50
8-28 D I7 × 24 49 to 54 || 14 6 21 Io 2200 || 75,000 || 63,OOO | 1835 805 48O 33O 25O I95 I55
8-3oD 18 × 24 51 to 56 I4 9 22 I 24oo 78,000 | 66,000 | 1920 845 500 345 26o 2O5 I6o
8-32 D I 9 × 24 54 to 60 I5 2 22 6 26oo 82,000 || 69,000 || 2000 88O 52O 360 27o 2I 5 17o
The front and back driving-wheels must have flanged tires in this type of locomotives; the middle or main driving-wheels have wide tires without flanges.
The “pony truck” has a swinging bolster, and by means of a radius bar is made to radiate about a point located between itself and the front driving-axle.
The total wheel-base of engine with 8-wheeled tender varies from 42/4// ſor Class 8-26 D to 43’ 4” for Class 8-32 D. When brakes are placed on all
tender-wheels the wheel-base will be 1/ longer. To get minimum length of turn-table admissible, add from 18// to 2' for clearance of flanges.
When anthracite coal is used as fuel the form of fire-box is similar to that shown in engraving on page 65. This lengthens the boiler and increases the
total weight of engine and the weight on the driving-wheels from 4000 to 5000 pounds.
The several classes of “Mogul” locomotives above described can be built with tanks on boilers instead of separate tenders, if desired, making an excellent
type of engine for heavy switching service. -
The arrangement of driving-wheels in locomotives of the “Mogul” type can, if desired, be modified, by grouping them closely together. The driving-
wheel-base can thus be reduced to Io’ or Io’ 6”, and the total wheel-base to 17 or 18'. This plan, however, necessitates placing the fire-box over the back
driving-axle, and therefore allows of only a shallow fire-box.


+
PERFORMANCE OF “MOGUL” LOCOMOTIVES.
CLASS 8-26 D ON GRADE OF 83 FEET PER MILE.
OFFICE OF THE SHARPSVILLE RAILROAD COMPANY.
SHARPSVILLE, PA., July 16, 1877.
MESSRS. BURNHAM, PARRY, WILLIAMs & Co.,
PHILADELPHIA, PA. :
Gentlemen,_The traffic of our road consists in bringing coal down grade from our mines (of which
we have eleven, supplying a business of from 800 to 1500 tons per diem), and hauling our empties up
grade to the mines.
We have a gradient, rising towards the mines, of 837 per mile with a 2° curve in it. This I account
equivalent to a gradient of 87/ per mile on a straight line.
On this gradient, equal to 87 per mile, the “Oakland,” on July 3, 1877, started from a standstill
45 empty 8-wheeled cars, weighing 669,500 lbs., or 334.75 met tons, and, without slipping her driving-
wheels, took the train up and beyond the gradient, something more than half a mile, gaining speed and
steam as she went. She had 130 lbs. of steam at the start; we had to open the furnace-door to prevent
undue increase of pressure.
On July 12th, the same engine, standing below the train and pushing up the hill, and getting no advan-
tage from the starting of one car after another, as she might have done had she been hauling the train,
started from a standstill, on same gradient, 18 loaded 8-wheeled cars, weighing 329.36 net tons, and,
without slipping her driving-wheels, took them up and over the gradient, gaining speed and steam as she
went. Steam 130 lbs. at start.
On the 29th of May, 1877, same engine, pushing, started 28 loaded 8-wheeled cars, weighing 512.28
net tons, on a piece of track where the engine and tender and 23 cars were on a gradient of 40.5/,
and 5 cars on a gradient of 54' per mile, and, without slipping her driving-wheels, took them up over a
gradient of 44%’ per mile for J4 a mile or more, gaining speed as she went. She made steam much
more rapidly than she could use it, but by watching the steam-gauge, and varying the weight on the
escape-valve according to the indications of the gauge, an uniform pressure of 125 lbs. was maintained
throughout this trial.
The “Oakland” does work equivalent to the performance here recorded every working day in the year.
Yours, very truly,
J. M. GOODWIN,
— Co- Fngineer Sharpsville Railroad.
CLASS 8–26 D ON GRADE OF 53 FEET PER MILE.
WESTERN RAILROAD OF ALABAMA.
OFFICE OF MASTER MECHANIC, MONTGOMERY, ALA., January 30, 1879.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.:
Gentlemen, Mogul engine “Marchioness” hauls 21 cars on the same schedule that our other engines
(Class 8-22 C) haul 15; and 25 cars on irregular trains.
ROBERT KING,
—ckxc- Master //ec/azzic.
CLASS 8–28 D ON GRADES OF 40 TO 47 FEET PER MILE.
On the Terre Haute and Indianapolis Railroad locomotives of Class 8-28 D (cylinders 17// × 24/7,
driving-wheels 55’ diameter) have hauled, each, 28 loaded cars from Terre Haute to Indianapolis, and
54 cars (45 empty and 9 loaded) from Indianapolis to Terre Haute. The maximum grades range from
40' to 47 per mile.
--

---
AA LD WIAW L OCOMO TIVE WOA’A.S. 99
CLASS 8-28 D ON GRADE OF 70 FEET PER MILE, COMBINED WITH 6 DEGREE CURWE.
(NOTE.-The locomotives referred to are 17' x 24" cylinders, driving-wheels 54" diameter.)
EAST TENNESSEE, VIRGINIA AND Georgia RAILROAD.
KNoxville, TENN., December 2, 1878.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.:
Dear Sirs, The Moguls have sometimes pulled 18 loaded cars over the road, but these cars and loads
have not weighed 46,000 lbs. each. They will pull 17 cars with such loads, but not more. It is almost
practically impossible to get in any day the 17 cars loaded with 13 tons each, in the varying conditions
of traffic; but the 18 cars, as they come, will be equivalent to 17 cars so loaded. When the cars are
heavily loaded 17 is all they will take.
Very truly yours,
JOHN F. O'BRIEN,
—->C-c- Superintendent.
CLASS 8-28 D ON GRADE OF 85 FEET PER MILE, COMBINED WITH 9 AND 10
DEGREE CURWES.
EASTERN KENTUCKY RAILWAY COMPANY.
MACHINE SHOP, HUNNEwell, KY., May 31, 1878.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.:
Gentlemen, Yours of the 27th inst. came duly to hand, and in reply I would say, that it was the
Mogul locomotive (17// × 24/7 cylinders, driving-wheels 54/7 diameter), constructed by your works
in 1873, with which we made the experiment stated in my letter to the Committee of the Master
Mechanics’ Association. The 8-wheeled engine, in comparison with which the test was made, had
cylinders 16%// × 24/7, and 4 driving-wheels 54// diameter. -
The test was made for our own information, to see whether it was not cheaper to run that class
(the Mogul) than the 8-wheeled engine, and the result proved to us practically that it was.
The Mogul hauled up our 85’ grade, on which there are two 9° curves and one of Io9, 37 loaded
cars, each carrying 5 tons (of 2240 lbs.); total lading, 185 tons; weight of cars when empty, 3% tons
each; total weight of train hauled, including total weight of cars, 31.4% tons.
The 8-wheeled engine hauled 205 tons, or 24 cars. Pressure on the Mogul at the start was 135
lbs. ; when at the top of the grade, I2O lbs.
On the curves the engine was worked in the second notch; on the remainder of the grade, in the third.
The Road Master says that it is all a mistake about the Mogul being hard on the track and curves.
He does not see any difference in this respect between this class and the 8-wheeled engines.
The great item in respect to economy is, it costs us as much for train hands to run the 8-wheeled
engine as it does to run the Mogul, and we get one-third more coal and ore over our road with the
Mogul at one trip.
Yours, very truly,
(Signed) D. L. WEAVER,
—->~~ Master Mechanic.
CLASS 8–30 D ON GRADES OF 53 T0 60 FEET PER MILE.
FLINT AND PERE MARQUETTE RAILWAY.
SUPERINTENDENT's OFFICE, EAST SAGINAw, MICH., July 3, 1879.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.,
BALDWIN LOCOMOTIVE WORKS, PHILADELPHIA, PA. :
Gentlemen,_Your favor of the 30th ult. is at hand. In answer, Mogul Engine No. 45 (cylinders
18// × 24/7, driving-wheels 50// diameter) has pulled 28 loaded cars over the road between Ludington
and Lake. Forty miles of this portion of the road is up grade. For 9 miles of the above the grade varies
from 537 to 607 per mile. The longest pull of 53/ grade is about 1% miles; with then a short space of
\-

IOO IZ / US 7TRATE /) CA 74 / O G U/E.
about 257 grade; then up to 60' for about 34 of a mile; then a change to 567, 54/, and 53/ grades, with
reverse curves of 2° and 3°.
The other engine, No. 46, is fully as good and is doing service equal to the above daily.
Yours truly,
(Signed) SANFORD KEELER.
—ckxc-
CLASS 8–30 D ON GRADES OF 53 TO 75 FEET PER MILE.
MISSOURI, KANSAS AND TEXAS RAILWAY.
OFFICE of SUPERINTENDENT OF MACHINERY, SEDALIA, Mo., April 13, 1880.
MESSRS. BURNHAM, PARRY, WILLIAMS & Co.,
BALDWIN LOCOMOTIVE WoRKs, PHILADELPHIA, PA. :
Gentlemen, Engine 89, Mogul pattern (18// × 24/7 cylinders, 50// driving-wheels), purchased of you,
has developed her average maximum power on the district to which she is assigned, and a statement
having been promised, is herewith made.
With a steam pressure of 135 lbs. (road standard) Engine 89 has hauled a freight train weighing 600
tons (of 2000 lbs.), exclusive of engine, from Moberly to Hannibal over grades of 53/ and 6o'. Curves
of 1° 3’ occur in combination with the 60’ grade. -
Between Boonville and Sedalia the same engine, and with same steam pressure, has hauled a
freight train weighing 4794; tons, exclusive of engine, over numerous grades of 60', 65’, 7o’, to 757 per
mile, and reverse curves of 1° to 3° on heaviest. Train was weighed at terminal station for the purpose
of this statement.
Neither of the performances above noted were made under specially favorable circumstances, but
are intended as rating the daily duty of the engine hereafter.
On a trip of 143 miles Engine 89 consumes about 30 per cent. more fuel and develops 40 per cent.
more power than ordinary American pattern engines with 17// X 24/7 cylinders, and 60’’ driving-
wheels.
Respectſully,
(Signed) G. W. CUSHING,
Superintendent of Machinery.
—ºxº~-
CLASS 8-30. D ON GRADE OF 53 FEET PER MILE.
CHILLAN AND TALCUHUANA RAILWAY.
CoNCEPCION, CHILI, November 7, 1878.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co. : -
Gentlemen,_The heaviest grades of this line are one per cent., but they are not more than a mile long,
so that a good run takes the engine over them.
The 18// × 24// Mogul freight engines each handle 40 to 45 cars easily on them, and with a man who
can take advantage of the road more can be taken. -
We limit the load with these engines to 40 cars for nearly one-half the run where we have two or
three such grades, and for the rest of the distance they frequently bring from 50 to 60 cars. Average
weight, 19 tons.
Yours, etc.,
JOHN E. MARTIN,
Alocomotive Superintendent.
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FREIGHT LOCOMOTIVE, “ CONSOLIDATION '' TYPE, WITH TANK ON BOILER.
/

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ſº ſº 55
FREIGHT LOCOMOTIVES, “CONSOLIDATION” TYPE.
GAUGE, 4 FEET 8% INCHES, OR WIDER. FUEL, ANTHRACITE OR BITUMINOUS COAL.
|
General Design shown by Engraving and Photograph on pages 1 O2 and 1 O4.
DIMENSIONS, WEIGHTS, AND TRACTIVE POWER of Two SIZEs of THIS PATTERN. §
S.
Ü
Capacity of Tank Weight L0AD IN TONS (OF 2240 POUNDS) OF CARS AND LADING, | s
Wheel-Base, for Water. in Working Order. *
Cylinders. Of *º 8%-Pound Gallons, Pounds. On a Grade per Mile of §
CLASS. Diam. Stroke. CŞ
Wheels. Tank On On a |
Inches, Inches Of Drivi - On all 26.4 Feet, 52.8 Feet, 79.2 Feet, 105.6 Feet, 132 Feet, 158.4 Feet, | S
- riving- Total Boiler or | Separate Total Driving- Level. Or I 1 1 2 2] 3 S.
Wheels, 0U8l. Engine | Tender 0U8l. riving r 3% per or 1 per or 1% per or 2 per or 2% or 3 per SA
gl - Wheels Cônt Cent Cent Cent t t Q
F - - - - - per cent. Cent. |
ramëS. S.
- S;
Aºt. Int. | Fº. Izz. - tº
IO-34 E 2O X 24 48 to 50 I4 9 22 IO 26OO IO2,OOO | 88,000 || 2560 1130 67o 465 350 275 22O s
2 I X 24 §
Io-36E Or 48 to 50 I4 9 22 IO 28OO IO3,OOO 94,000 || 274O | 1205 720 495 370 29O 235 | ?
20 × 26
This type of locomotive is built with two pairs of flanged driving-wheels, either the front and rear or the main and rear pairs. The other two pairs of
coupled wheels have tires without flanges. The pony truck has a swinging bolster and radius bar, the same as in the “Mogul” type.
The form of fire-box is adapted to either bituminous or anthracite coal as fuel.
The total wheel-base of engine with 8-wheeled tender is 47/ IO// when brakes are on all tender-wheels. A turn-table of about 50’ as a minimum is
*
therefore required. &
3. - —”

A/C L US 7"RA 7TE D CA 74/LOG UE.
PERFORMANCE OF “CONSOLIDATION” LOCOMOTIVES.
ECONOMY IN FUEL AND WORKING EXPENSES OF “CONSOLIDATION” LOCOMOTIVES.
PENNSYLVANIA RAILROAD COMPANY, PHILADELPHIA AND ERIE RAILROAD DIVISION.
WILLIAMSPORT, PA., September 11, 1876.
MESSRS. BURNHAM, PARRY, WILLIAMS & Co.,
BALDWIN IOCOMOTIVE WORKS, PHILADELPHIA, PA. :
Gentlemen,_In conversation with you some time since, I promised to send you the performance of the
Class I engines on this division of the Pennsylvania Railroad; in compliance with which promise, I
inclose three statements showing the work of these engines from January 1 to July 1, 1876.
Two of these statements (“A” and “B”) are copies from a letter from me to Mr. James Dredge, one
of the editors of Zondon Zngineering; the third, “C,” containing the same information regarding the
Class I engines in use on the Susquehanna Division of the Northern Central Railway, from May 1 to
September 1, 1876.
The large amount of work done by these engines in a short time shows that they do not need the
constant repairs which some people assert such engines would require, it being a commonly received
opinion that although Consolidation engines may haul more cars in a single train than lighter engines,
they could not do so much work in a given time. These figures leave no ground for such fears. The
engines are hauling trains on the same schedule as our ordinary IO-wheel engines work on, and you
understand, of course, that owing to fluctuations in traffic we often have to run engines over our line
empty, or with half trains, so that the average train is very much below the usual load. The maximum
load on a level division, with which we expect the men to make time, may be taken at 90 cars, though
on one day we hauled I IO cars into Harrisburg.
Yours respectfully,
HOWARD FRY,
Superintendent of Aſozive Power.
(NOTE.-Class I, Consolidation pattern, cylinders 20” x 24", 8 driving-wheels. Class D, 10-wheel pattern,
cylinders 18" x 22", 6 driving-wheels.)
STATEMENT “A.”
Average lbs. of fuel per car mile. Engines of Classes I and D compared.
DIW ISION. CLASS I. CLASS D.
Western (between Erie and Langdon's, heaviest grade) - 3.8 4.7
-
Eastern (between Renovo and Jersey Shore, heaviest grade) - 2.7 3.5
Susquehanna 2.5 3.4
|
l
STATEMENT B.”
Performance of I engines on Philadelphia and Erie Railroad Division.
- - ...
ENGINE, DIWISION. ENGINE MILEAGE. ACTUA, MIIPAGE OF CARs. | * * ****in
| Hauled each Engine Mile.
IOO4. Western. 22.924 887. I63 38.7 |
IOI I Eastern. 24.4O2 I.73O.3 IO - 69.4


i
–-
AA LD WIAW LOCOMOTIVE WORATS. Io'7
STATEMENT “C.”
Performance of I engines on Susquehanna Division, Northern Central Railway.

| ENGINE. DIWISION. ENGINE MILEAGE. ACTUA, MIIPAGE OF CARs. | *** ****in
Hauled each Engine Mile.
| I3 Susquehanna. IO.592 868.646 82.o
I4 << 9.248 744.973 8o.6
—CC->-
PENNSYLVANIA RAILROAD COMPANY, PHILADFLPHIA AND ERIE RAILROAD DIVISION.
WILLIAMSPORT, PA., January 29, 1877.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.,
PHILADELPHIA, PA. :
Dear Sirs, We send you herewith a sketch, as requested, showing the performance of the two
Northern Central Consolidation engines which are working on the Susquehanna Division. These
engines were built at your works and have been under our charge about eight months; they are numbered
13 and 14, and belong to the class of engines known on the Pennsylvania Railroad as Class I.
Underneath their perſormance is shown that of the best Io-wheel engine, known on the Pennsylvania
Railroad as Class D.
No particular effort was made with either of them to get excessive mileage out of them, and therefore
we show the performance of another Class I engine on the Eastern Division of the Philadelphia and Erie
Railroad, to illustrate the amount of work which can be done when necessary. You will see in the latter
case that 41,000 miles were obtained in about 1 I months’ work, the engine having been in shop through
accident for one month. -
The statement, I think, explains itself, and shows that had the work done by Engines 13 and 14 been
performed by a 10-wheel engine, it would have cost 11.7 cents more in one case and 8 cents more in the
other than when done by Consolidation engines.
We believe these figures will be materially altered by further experience, owing to the cost of the Io-
wheel engine being exceptionally low. You will understand, of course, that the trains hauled by each
engine are not maximum trains, but are the average trains hauled during the year. Had maximum trains
been hauled the result would have been still more favorable to the Consolidation engines.
Yours truly,
HOWARD FRY,
Superintendent of Motive Power.
Statement of performance of engines of Classes D and I, 1876.

ENGINES. - s EXPENSE IN CENTS PER ENGINE MILE.
:= | |
- - - - --- a 3 # # g :
Division. Mileage. É #. # º *- º = | # 3 REMARKS.
§ Šo # g | Fuel. 3 || Total. # = |* = | * | *,
# 3 # . 3. # # # | 3 | # .
:= | # * | 3 || 3 # 3 3 || 3 3 || 3
13. I | Susq. 19606 64.8 2.7 7.6 13.9 .6 I4.5 36.6 48.3 II.7 8 months' work.
I4] I & 4 19466 64.5 2.6 || 6.9. I8.O | .7 14.5 |40. I 48. I 8.o 8 “ & 4
D 34.9 || 3.5 | 1.2 II.3 .5|I3.0 |26.0 |20.7 5.3| Average D engine.
IOI I I East’n. 47%;ss 2.6 4. II. I .5|I7. I | 32.8 38.3 5.5 I2 months’ work.

---
|
|
Io8 AZ / US7RA 7TED CA 7TAZOG UE.
PENNSYLVANIA RAILROAD COMPANY, PHILADELPHIA AND ERIE RAILROAD DIVISION.
WILLIAMSPORT, PA., December 27, 1877.
J. F. ROBINSON, ESQ.,
BALDWIN LOCOMOTIVE WORKS, PHILADELPHIA, PA. :
Dear Sir, I append the arriving and leaving time of the train attached to N. C. Engine No. 41, on
which you rode between Sunbury and Harrisburg, October 27th last, together with weight of train and
radii of some of the curves on the line.
The train consisted of 87 cars of oil and 13 cars of grain.
Weight of grain - - - - - - - - 312,000 lbs.
Gallons of oil, 327,267; weight . - - - - - . 2,454,502% “
2,766,502% lbs.
Light weight of cars . - - - . 2,OIA,7OO “
Weight of engine, tender, and fuel. - - - - - - I51,000 “
4,932,2O2% lbs.
Equal to 22O1 tons of 2240 lbs. each. Length of train, 31277 (excluding engine and tender).
The time of arriving and leaving of train was as follows:
| DISTANCES FROM BALTIMORE, ARRIWING. LEAWING.
MILES, -
138 Sunbury. - - - e - - - IO.2O
I33 Selin's Grove . - - - - - - IO 52
126% Treverton Junction . - - - - - II.25 I 2.2O
12.1% Georgetown . - - - - - - I 244
120% & 4 Water Tank. - - - - I2.49 I2.52
III 4 Millersburg . - - - - - - I|3O
IO5% Halifax . - - - - - - - I|53
99 Clark’s Ferry . - - - - - - 2|2O
92% Dauphin . - - e - - - - 24 I
The radii of the sharpest curves over which you passed were:
Above mile post 129 (below Selin's Grove) . - - - - - . IO2O/
& 4 & 4 116 (2 miles north of Mahantango Station) . - - . 1300/
& 4 & 4 I 14, Liverpool Station . - - - - - - . 15107
& C & 4 106%, Armstrong Creek - - - - - - . IO8O/
4 & & 4 97% . - - - - - - - - - , 860/
To show you that the train figures given are not exceptional, I have added a statement showing the
number of cars hauled by Engine No. 41 on eastward bound trains, in the month of October, between
Sunbury and Harrisburg.
Yours truly,
(Signed) HOWARD FRY.
(NOTE.-The line between Sunbury and Harrisburg, which forms the Susquehanna Division of the
Northern Central Railway, is practically level, with occasional slight declines toward the east.)

–
AA LD WIAW L OCOMO TV VE WORATS. Io9
Statement of the number of loaded 8-wheel cars in each east bound train hauled by N. C. Engine
No. 41, between Sunbury and Harrisburg, during the month of October, 1877:
October 2d, two trips of 90 each - - - - - - - . 180 cars.
“ 3d - - - - - - - - - - - . 9o “
“ 5th . - - - - - - - - - - . 93 “
• * 6th - - - - - - - - - - - . 77 “
“ 7th . - - - - - - - - - - . 9o “
“ 8th . - - - - - - - - - - 86
“ 9th . - - - - - - - - - - . 92 “
“ Ioth . - - - - - - - - - - 90 “
“ IIth . - - - - - - - - - - . 88 “
‘‘ I 2th . - - - - - - - - - - . 90 “
“ 13th . - - - - - - - IO6 “
“ 14th, two trips of 90 and 91 each . - - - - - . I 81 “
“ I6th . - - - - - - - - - - . 91 “
“ 17th . - - - - - - - - - - 90 “
‘‘ I 8th . - - - - - - - - - - . 91 “
“ 19th . - - - - - - - - - - . 85 “
“ 20th . - - - - - - - - - . 90 “
“ 2ISt - - - - - - - - - - - . 88 “
“ 23d - - - - - - - - - - - . 88 “
“ 24th . - - - - - . . - - - . 91 “
“ 27th . - - - - - - - - - - . IOO ‘‘
“ 28th . - - - - - - - - - - . 90 “
“ 30th . - - - - - - - - - - . 9o “
“ 31st - - - - - - - - - - - . 92 “
26 trips. Total. - . 2349 CarS.
Which gives an average of 90.3 cars per trip.
— X××–
PENNSYLVANIA RAILROAD COMPANY, PHILADELPHIA AND ERIE RAILROAD DIVISION.
WILLIAMSPORT, PA., January 24, 1878.
MESSRS. BURNHAM, PARRY, WILLIAMS & Co., PA. :
Gentlemen,_In order to show the consumption of fuel by the Consolidation locomotives as compared
with other classes, I copy the following figures from our October report:
SUSQUEHANNA DIVISION, N. C. R. W.
Engine No. CLASS. Car Mileage. Lbs, Fuel per Car Mile, Average Train.
4. Io-wheeled, D. 56, 193 2.2 38.5 cars.
I 3 Consolidation, I. 188,000 I.8 67. “
I4. & 4 & Cº I75, I52 I.8 64.7 “
4O & 4 << 2O4,861 I.7 65.8 “
4 I & 4 & 4 I92,OO9 1.8 67.8 “
It is only occasionally that a 10-wheel engine runs on the Susquehanna Division. They often are as
low as 2 lbs. per car mile. In all these figures loaded car mileage is meant: 5 empties reckoned as 3
loaded. The small trains are caused by running west so frequently without trains.
(Signed) HOWARD FRY.
J

A. L. US 7"RA 7TED CA 7.4 L OG UE.
-
CLASS 10–34 E ON GRADE OF 96 FEET PER MILE.
OFFICE OF THE DOM PEDRO II. RAILWAY.
RIO DE JANEIRO, May 25, 1871.
MESSRS. M. BAIRD & Co.:
Gentlemen,_The large engines last sent us give satisfaction, pulling 22 cars up the Sierra (grade I/
in 557) where the old ones took only 16 cars. The 22 cars weigh with their cargo 320 gross tons.
WILLIAM S. ELLISON,
—ºxº~- Chief Engineer.
CLASS 10–34 E ON GRADES OF 116 AND 145 FEET PER MILE.
PENNSYLVANIA RAILROAD, TYRONE DIVISION.
- TYRONE, June 5, 1870.
MESSRS. M. BAIRD & Co.:
Gentlemen,_Engine No. 1111 was first run up the mountain on Monday, May 9th. It was thought
advisable to make the trip without attaching a train, so that its ability to traverse the sharpest curves might
be tested. It was found that upon curves of 574/ radius and less the truck wheel on the inner rail was
lifted up clear of the rail an inch or more for distances varying from Io’ to 50’, caused by the truck
wheel on the outside rail of the curve binding against that rail, plainly indicating that the truck had not
sufficient swing for such sharp curves. Your engineer on returning to Tyrone cut out the hangers enough
to give 4/7 play on either side, and this proved adequate for the sharpest curve (16° 40'), except in one
or two spots where the curve was somewhat out of adjustment, when the wheel again liſted very slightly.
The arrangement of this truck seems to be admirably adapted to enable such a long engine to pass
freely around curves, and the only limit I see to its application is the one that the rigid wheel base would
not traverse, provided only that the truck was given a swing great enough to conform to the maximum
Curvature.
The next day, Tuesday the Ioth, the engine was again tried with a light train to bring it fairly down
to its work, when the performance was very satisfactory.
On Wednesday, May 11th, the trip was made on both sides of the mountain with the following result,
viz.:
On the maximum grade of 1457 (south side), with IIo lbs. pressure, and speed 6 minutes to the mile,
26 empty cars; weight, I97 tons.
On the maximum grade of 1167 (north side), with IIo lbs. pressure, and speed 6 minutes to the mile,
13 loaded cars; weight, 234% tons.
Second trip, 16 loaded cars; weight, 301 tons.
On this trip the pressure was 120 lbs. and the speed 7% minutes to the mile.
In regard to fuel used it was impossible to form a very correct idea of the quantity, from the limited
extent of the trial and the engine being new, etc., etc. It was therefore not attempted.
The engines we use on the mountain are rated at 15 empty cars, or about 120 tons, on the 145’ grade,
and Io loaded cars, or about 190 tons, on the II 67 grade. This is a fair load for them, and would compare
with the performance of the No. 1 III.
The trial for many reasons can only be taken as a close approximation. To determine accurately the
best result would, in my judgment, require a much longer period. I am, however, led to believe that
200 tons, or 25 empty cars, on the south side, and 15 loaded cars, say 285 tons, on the north side of the
mountain, would be a fair statement of the capacity of engines of this class on our road.
w Yours very respectfully,
(Signed) GEO. C. WILKINS,
—ºxº~- Superim/endent.
CLASS 10-34 E ON GRADE OF 96 FEET PER MILE AND CURWE OF 400 FEET RADIUS.
LEHIGH AND SUSQUEHANNA DIVISION, CENTRAL RAILROAD of NEw JERSEY.
ASHLEY, PA., September 20, 1871.
MESSRs. M. BAIRD & Co.:
Gentlemen, In reply to your communication soliciting facts relative to the performance of the Con-
solidation class of engines, I would submit the following:
–
AA LD WAV / OCOMOTIVE WORKS. I I I º
We have 5 of these engines in use. Two have been in service about four years, and the remaining 3
about three years. During this time they have been doing the heaviest kind of work.
Traversing Curves, etc.—There are few roads in this country with sharper curves or more of them in
a given number of miles than ours. We have curves on the main line of about 400' radius; conse-
quently, the curving qualities of these engines are severely tested.
Although these engines are very heavy, the weight is so evenly distributed throughout their whole
length that we consider it perfectly safe to run them at their maximum speed over all our bridges, and
ſor the same reason we find them easy on the rail or road-bed.
Speed.—They will haul on a level track, with perfect ease, 1600 tons, at a speed of from IO to 15 miles
per hour, and they have been run at 20 miles per hour.
Steaming.—They are unsurpassed for their steaming qualities, and have never experienced a failure in
this respect.
Tractive Power on Aſeazy Grades.—On the northern slope of the mountain we have 13 miles of heavy
grades. From Ashley to Laurel Run (8 miles) the grade is 96 per mile, and from Laurel Run to Solo-
mon's Gap (5 miles) 647 per mile; besides, the curvatures are frequent and very sharp. Forty loaded cars
are hauled up this grade (weighing about 350 tons), and make the 13 miles within an hour.
The engines are constantly ascending and descending this grade (summer and winter) with no other
appliance to check and control their speed than the ordinary double brake.
Our experience with these engines is that they are economical both in the consumption of fuel and
cost of repairs.
(Signed) L. C. BRASTOW,
Superintendent of Machinery.
—coc-—
CLASS 10-34 E ON GRADE OF 96 FEET PER MILE AND 10 AND 14 DEGREE CURWES.
LEHIGH VALLEY RAILROAD, WYOMING DIVISION.
WILKESBARRE, December 12, 1871.
MESSRS. M. BAIRD & Co.:
Gentlemen, -We have now in service Io locomotives of the Consolidation class, constructed at your
works. The first engine of this pattern was put in use on the Mahanoy grade in 1866, and the others
have been added from time to time for working this and other inclines. Our experience with this style of
engine has been thorough and extended, and we are satisfied as to their qualifications for working heavy
grades and hauling maximum loads.
The result of our experience with these machines may be stated as follows:
Steaming.—Anthracite coal is used as fuel, and steam is generated freely and abundantly.
Speed.—These engines are run with their trains at speeds of from Io to 20 miles per hour, and we
have occasionally hauled passenger trains with them, particularly in winter, when they are of special
service in clearing the track of snow.
Traversing Curves.—These engines are run on parts of the line having curves of 410/ radius, and
they pass these curves without difficulty, and will also enter short curves in switches, and pass around
any of our curves as readily as do our 8- or IO-wheeled engines.
Wear of 7% acá.-We have no evidence that they wear the track more in hauling trains than other
engines.
Loads Hauled.—We have on this division one long grade of I’ in 55/, or 96/ per mile, for 12 miles in
length, with curves of 573/ radius, several of them being reverse, and short tangents. The regular load
of these engines on this grade is 33 loaded cars, which is equal to 264 gross tons of cars and lading.
They will take this load to the summit in one hour, carrying 125 lbs. pressure of steam, and have occa-
sionally exceeded this load and hauled up this grade 35 loaded cars, equal to 28o gross tons.
Descending Grades.—We use no appliance for retarding the engine in descending grades except the
tender brake. With brakes on all eight of the tender wheels one of these engines is held without diffi-
culty on the grade named.
Consumption of Fuel and Stores.—The quantity of fuel and stores used by these engines is less in
proportion to load and mileage than that of any other engines we have in service.
I 3


-
–
-—
I I 2 // LUSTRA TED CA 7A LOG UE.
As a practical evidence of the estimation in which this class of power is held by our company, I may
refer to the order recently placed with you for 5 more of these engines for delivery in February and March.
Yours truly,
(Signed) A. MITCHELL,
—->Oc- Division Superintendent.
CLASS 10-34 E ON GRADE OF 45 FEET PER MILE.
Missour I PACIFIC RAILWAY COMPANY.
OFFICE SUPERINTENDENT MOTIVE POWER AND MACHINERY, ST. LOUIs, Mo., January 30, 1880.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.,
PHILADELPHIA, PA. :
Gentlemen, The four Consolidation locomotives, Nos. Ioy, IoS, Io9, and I Io, came to hand in good
order, and have been put together by your engineer.
We have made several changes in minor details (which we think are improvements) for convenience.
The general design and finish, however, are very satisfactory, and the performance of Nos. Ioy and 108,
which have run a few trips, is fully up to our expectations. With careful firing they make abundance of
steam, and haul twice as many cars as our 8-wheeled locomotives with 1634// × 24/7 cylinders and 57//
driving-wheels.
On trial trip, No. 108 hauled 47 loaded 8-wheeled cars up Marimec grade, which is 4 miles long, 45’
to the mile, and combined with curves varying from 2865’ to 1433/ radius. The total weight of engine,
tender and train was about I IOO tons (of 2000 lbs.).
So far we are very much pleased with them, and have no doubt their performance will recommend the
adoption of this class for the heavy grades on this road.
Very respectfully,
(Signed) JOHN HEWITT,
Superintendent of Motive Power and Machinery.
—cºc--
CLASS 10-34 E ON GRADE OF 171 FEET PER MILE AND CURWE OF 300 FEET RADIUS.
CUMBERLAND AND PENNSYLVANIA RAILROAD.
OFFICE OF THE GENERAL SUPERINTENDENT, MoUNT SAVAGE, MD., May 31, 1872.
MESSRs. M. BAIRD & Co.:
Gentlemen, Agreeably to my promise to give you some results of our experience with the two Con-
solidation pattern locomotives, Nos. 25 and 26, introduced upon this road early in 1870, I supply below
such information as my observation justifies:
Traversing Curves.—We use these locomotives daily with long heavy trains upon curves of 300' radius.
No instance has yet occurred of running off, except once from misplaced switch. Upon easier curves
they work, of course, with still greater facility; and in curving, generally, the arrangement of the pilot-
wheels is so admirable that I do not hesitate to say the engines curve more easily, both to themselves and
the track, than any others within my knowledge.
Steaming.—They steam as freely as could possibly be desired.
Speed.—On account of the character of our road and business (coal transportation almost exclusively),
our trains run at a uniform speed of 9 to IO miles per hour only. My opinion is they would haul heavy
trains on a level road, or one of easy grades, safely at 25 miles per hour.
Tractive Power.—We have never tested the ultimate power of the engines, but can say what they do
daily. Over a section of our road, where the grade is 1717 per mile, they take up readily on dry rail,
without sanding rail, 32 empty cars, weighing 16O gross tons. My opinion is that with the use of sand
they would take up a load equal to 200 gross tons.
In descending grades the train is controlled by the car brakes—no pulling by the engine. When run-
ning “empty” the tender brakes suffice.
One point you do not ask about, and it enters largely into any comparisons which it may be desirable
to institute—the expense of maintenance.

--
AA L/D WIAW L OCOMO 7"Y VE WORATS. II 3
Upon this road, where we steam up freely in ascending, the pressure is allowed to fall in going down
grades. The engines make 2 to 2% round trips daily over a section of 17 miles. The variations, there-
fore, in the pressure and other conditions will ever make the service severe on machinery.
In 1870, after a year's severe service, our locomotive repairs cost the average of 35% cents per mile
run for all our 3 I locomotives.
No. 25 ran 13,025 miles; cost 51% cents per mile.
“ 26 “ II,908 & & & & 7.1% & & &c.
In 1871, average repairs of all were 171%, cents per mile.
No. 25 ran 18,825 miles; cost 5 cents per mile.
“ 26 “ I9,247 & & & & 51's « & & C
It is true the engines are comparatively new. They have had no accidents, which with some others
served to raise the general average, but still the relative economy secured by yours are so marked and so
decided that I can truthfully say that in all respects, service, traction, expense, safety, they are, in my
opinion, the most admirable freight locomotives ever constructed.
Yours truly,
C. SLACK,
——ºxº~– General Superintendent.
CENTRAL RAILROAD OF NEw JERSEY.
OFFICE OF THE Assist ANT GENERAL SUPERINTENDENT, ELIZABETH, N. J., May 17, 1880.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.,
BALDWIN LOCOMOTIVE WORKS, PHILADELPHIA, PA. :
AXear Sirs, Yours of the 12th inst. is at hand and noted. Memorandum of the performance of the
Consolidation engine is correct, as follows:
Phillipsburg to Hampton Junction . - e - - - - . I6 miles.
Grade . - - - - 237 per mile.
Train hauled . - - - - º - . Ioo loaded 4-wheeled coal cars.
Weight of each car empty - - - - - - - . 3% gross tons.
Weight of load in each car . - - - - - - - 6 gross tons.
Schedule time . - - - - - - - - I hour and 45 minutes.
Quantity of water consumed . - • - - - about 30OO gallons.
Yours truly,
(Signed) W. W. STEARNS,
Assistant General Superintendent.
—ºxº~-
The following letters from W. B. Strong, Esq., Vice-President and General Manager,
Atchison, Topeka and Santa Fé Railroad Company, and from Jas. D. Burr, Esq., of
the Engineer Department of the Atchison, Topeka and Santa Fé Railroad Company,
give particulars of the character of the track and the performance of a Consolidation
locomotive, the “Uncle Dick,” shown by line drawing on page 1 or, and which is sub-
stantially the same as Class Io-36 E, page IoS.
ATCHISON, Top EKA AND SANTA Fé RAILROAD COMPANY.
OFFICE WICE-PRESIDENT AND GENERAL MANAGER, TOPEKA, KAN., March 31, 1879.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.,
BALDWIN LOCOMOTIVE WORKs, PHILADELPHIA, PA. :
Gent/emen,_Your favor of the 17th duly at hand. “Uncle Dick” has hauled 9 loaded cars,
carrying 12 tons on a car, over the Switchback, the grade being 316' to the mile and 16° curve. I think
it not unlikely it would have handled 1 more car, but I did not propose to take any chances of over-
loading the engine on that track.
Yours truly,
(Signed') W. B. STRONG.
|
ſ—

II.4 JZ / US7RA 7TED CA 7.4/. OG UE.
ATCHISON, TOPEKA AND SANTA FE RAILROAD COMPANY.
OFFICE of THE CHIEF ENGINEER, TRINIDAD, CoL., March 5, 1879.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.,
BALDw1N LOCOMOTIVE WORKs, PHILADELPHIA, PA. :
Gentlemen,_Your favor of February 20th, with weight and dimensions of the “Uncle Dick” received,
for which please accept my thanks.
The road over which the “Uncle Dick” operates is 15 miles long : Trinidad to Morley, Io miles.
Morley to New Mexico State Line, 4 miles. Switchback is 234 miles farther, to cross Raton Mountain
Range while the Tunnel (2000' long) is in the course of construction.
From Trinidad to Morley the road follows the valley of the Purgatoire River for 2 miles; thence
crossing this stream, the road follows up Raton Canon with nearly a uniform gradient of 27 per Iooſ
(IoS’ 6” per mile). From Morley to the Tunnel we have for 3 miles of the way a maximum of 3%/
per Ioo'. On this portion of the line the maximum curve is 10° (5747), and on all curves there is a
compensation at the rate of .057 per degree per Iooſ. The curves are very frequent, and the average
curve will be about 7°. The outer rail at first was elevated J4// per degree.
On the Switchback you will notice from the map I send you that the maximum curve is 16°, and
gradient 67 per Ioo’.
Very respectfully yours,
(Signed) JAS. D. BURR,
Assistant Engineer.
—coc-
TRINIDAD, COL., May 1, 1879.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co., -
PHILADELPHIA, PA. :
Herewith please find a report of the performance of the locomotive “Uncle Dick,” as promised you,
on our Mountain Division of this road.
The engine was intended more especially to meet the requirements of operating the temporary track
over the mountain during the progress of work on the tunnel at Raton Pass.
DISTANCES AND GRADIENTS.

- | -——
Distance Total Rise. Total Fall. Grade in Feet Maximum Total Average
lm. - Curvature, Gradient Feet
- | Feet. Feet, per Mile. Curvature, -
Miles. Degrees. per Mile. |
|
Trinidad to Morle - IO 8oo I.5 105.6 10° 865906/ 8O
y 5.0 5
|
Morley to Tunnel . . 5. I 766 3. 184.8 IO9 945°44' | 150.2
|
Switchback . . . . 2. 2 2 I6.8 I69 |IO810 I 3/
7 | 75 3 | 3
| | |
On the 2 per cent. incline, Trinidad to Morley, length of maximum gradient= 31,8oo’.
On the 3% per cent. incline, Morley to Tunnel, length of maximum grade = 19, Ioo’.
The 275’ rise on the north side of the mountain, Switchback line, is made in 7000', there being also
471%° of 16° curves.
The performance of the “Uncle Dick,” not including the weight of engine, is as below:

On 2 per cent. gradients . - - . 482% tons, hauled at 8 miles per hour.
& & 3% & & & & - - - - 258% & & & & 8 & & & &
Switchback, 6 per cent. maximum - . I 94 & & & & 6 * * & 4
The last rate includes also the time consumed in opening and closing 6 switches.
The most successful day's work in the mountain has been leaving Trinidad at 7 A.M. with 15 loaded
cars and tank of coal and water to Morley; Morley to Tunnel, Io loaded cars; Switchback, during the
day, 46 loaded cars from the north to the South side, and bringing back as many in return, and then
reaching Trinidad again at 7 in the evening. During the day 2% hours were lost in waiting for connec-
tions and for dinner.
The ordinary round trip with loads over the Switchback, 2% miles, consumes 50 minutes. Average
—'


ſ
AA LD WAV LOCOMO 7/VA2 WOA’AºS. II 5
train, 7 loaded cars of 43,000 lbs. each, and tank 44,000 lbs., although 8 cars, and at one time 9 cars,
have been taken over the temporary line. So that Io round trips, with 7 cars each trip, can readily be
made during any one day, or a total of over 6,000,000 lbs. moved over the Switchback in one day is
entirely within the locomotive's capacity.
The performance of 2 ordinary American engines on the same line is submitted by way of com-
parison. Engines coupled, I of 17// X 24/7 cylinders, the other 16// X 24/7 cylinders, both engines
in good condition.
Leaving Trinidad for tunnel, 15 miles, with their train, and returning at 7 P.M., 34 loaded cars was
the greatest number transferred over the Switchback in one day, and bringing back as many in return.
So that under the best conditions the “Uncle Dick” is more than equal in capacity to 2 ordinary engines
on steep incline, while the cost of fuel and engine service is but little more than for I engine of the
American type.
Taking the 2 per cent. gradien the resistance is On the 6 per cent. gradient we have
2 X 2000 6 X 2000
Gravity - = 40 lbs. per ton. Gravity — = I2O lbs. per ton.
IOO IOO
Wheel friction = 6 lbs. per ton. Wheel friction = 6 lbs. per ton.
Wind (say) = 1.8 lbs. per ton. Wind (say) = 1.8 lbs. per ton.
Total resistance, 47.8 lbs. per ton. Total resistance, 127.8–32461 lbs.
Traction, including weight of engine = Traction = 254 × 127.8 = 32461
542.5 × 47.8 = 2593 I - 32461 I
Weight of engine on drivers = 100,000 Adhesion = IOO,OOO — 3.08
2593 I I
Adhesion = — -—
IOO,OOO 3.86
The above loads are started from a standstill without taking the slack of the train, and without
slipping the driving-wheels.
The difference of adhesion on the 2 per cent. and on the 6 per cent. gradients is owing to the fact that
the load on the 2 per cent. incline is not the full load.
The locomotive passes readily through 16° curves, when the outer rail is elevated at a rate of 4//
per degree. Respectfully,
J. D. BURR,
Assistant Engineer.
GEO. HACKNEY,
—ºxº~- Superintendent J. and C. D.
CLASS 10-34 E ON GRADES OF 76 AND 126 FEET PER MILE.
Locomotives of this class have been used on the Lehigh Valley Railroad since 1866, in which year
the locomotive “Consolidation,” from which the class has taken its name, was built by the Baldwin Loco-
motive Works in accordance with the plan and specifications furnished by Mr. Alexander Mitchell, then
Master Mechanic of the Lehigh and Mahanoy Railroad.
On this division of the Lehigh Valley Railroad, over maximum grades of 1267 per mile, the maximum
load is 35 loaded 4-wheeled coal cars (329 gross tons of cars and lading), and the usual load 25 loaded
4-wheeled coal cars (235 gross tons of cars and lading). On the same division, over a grade of 767 per
mile, one of these engines draws a maximum train of 140 empty 4-wheeled cars (476 gross tons) at a
speed of 8 miles per hour. Its usual train is 100 empty cars (34o gross tons).
On the Wyoming Division of the same railroad, from Sugar Notch to Fairview, the grade is 17 in 55/
(967 per mile) for 12 miles in length, combined with curves of 8° and Io9 radius. The curves are
frequent, and there are but two tangents, each less than 1 mile long, in the whole 12 miles. Up this
incline, engines of this class can take 40 loaded 4-wheeled coal cars. The usual train is 35 such cars,
which are taken at a speed of 12 miles per hour. The cars weigh, each, 3 gross tons 8 hundredweight,
and carry, each, 6 gross tons of coal. The weight of train, therefore, which a Consolidation engine
takes up the grade combined with curves, as stated, is from 329 to 376 gross tons.

––
-
I 16 - ZZ LUSTRA TED CATALOGUE.
CLASS 10-34 E ON GRADES OF 96 AND 130 FEET PER MILE.
LEHIGH VALLEY RAILROAD COMPANY.
SUPERINTENDENT's OFFICE, MAHANOY DIVISION, MAUCH CHUNK, PA., May 8, 1878.
MEssrs. BURNHAM, PARRY, WILLIAMS & Co. :
Gentlemen, Engine No. 169, Consolidation pattern, of your build, came on this road March 25,
1872, and in the first five years made a mileage of 112,008 miles. Average annual mileage, 22,400
miles. -
The cost for repairs during the five years was $3739.50, equal to .o.3% cents per engine mile.
The work done by the engine was as follows:
Average number of empty cars on a grade of 96 per mile, IOO.
& 4 « . “ loaded “ 4 & “ 130/ * & 3O.
The cars are 4-wheeled coal cars, each weighing about 3 tons 8 hundredweight, and each with a
capacity of about 6 tons (of 2240 lbs.) of coal.
Truly yours,
JAMES I. BLAKSLEE,
Division Superintendent.
—ºxº~- -
CLASS 10-34 E ON GRADES OF 53 TO 68 FEET PER MILE, COMPARED WITH 17 × 24
“AMERICAN’’ TYPE.
CHICAGO, BURLINGTON, AND QUINCY RAILROAD COMPANY.
OFFICE OF SUPERINTENDENT LOCOMOTIVE AND CAR DEPARTMENTS,
T. J. Potter, ESQ., AURORA, ILL., August 19, 1880.
ASSISTANT GENERAL MANAGER, CHICAGO :
Dear Sir, In reply to yours of July 30th, requesting answer to letter of Baldwin Locomotive Works,
hereto attached, would say that the performance of Consolidation engines on the Iowa Division is as follows:
The engines are run between Creston and Chariton, a distance of 60 miles, which run is doubled,
making 120 miles each day.
The maximum grade going east is 68.6/ per mile, 1 1,600' long, of which 14oo' have a curvature of
2° 30'; 1300ſ a curvature of 3°; and Iooſ a curvature of 2° 40'.
The maximum grade going west is 67.587 per mile, 7300' long, of which 1400ſ have a curvature of
2°, and 26oo' a curvature of 3° 12/.
Going east the train consists of 29 cars, engine, tender, and way car. The freight cars will average
15-ton loads. Going west we can haul I additional loaded freight car.
For additional data, would say that the Consolidation engines will haul between Burlington and Lefflers
40 loads and way car. The grade is 52.8/ per mile, Io, IOO' long, of which I2OOſ have a curvature of
2° 20', and 23007 a curvature of 1° 26'. The engines will stop and start this train on any part of the grade.
Engine-men on Consolidation engines receive the same pay as engine-men on the ordinary 8-wheeled
American engine. Only I fireman is employed, but an additional brakeman is needed to handle trains.
To compare the performance of Consolidation engines with our ordinary 38-ton 8-wheeled engines,
17// × 24/7 cylinders, 5-feet driving-wheels, will state that these engines will haul between Creston and
Chariton 18 loads and way car east, and 19 loads and way car west. They will haul 24 loads up Bur-
lington grade.
The consumption of coal for both classes of engines for a period of 3 months, April, May, and June,
1880, stands as follows:
Consolidation engines, Nos. 325 and 326, average miles to ton of coal . . I 5.7
17// × 24/7, 38-tons engines . • - - - - - - - . IQ.O
Yours truly,
(Signed) H. B. STON E.
(NOTE.-The tons above given are net tons of aooo pounds each.)
--
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12C
：//

------
FOUR-WHEELS-CONNECTED SWITCHING LOCOMOTIVES,
WITH SEPARATE TENDERS OR TANKS ON BOILERS,
GAUGE, 4 FEET 8% INCHES, OR: WIDER, FUEL WOOD OR COAL
General Designs as Photographs on pages 118 and 120, and as annexed Cuts.
DIMENSIONS, WEIGHTS, AND TRACTIVE POWER OF SEVEN SIZES OF THIS PATTERN.
Capacity of Tank Weight L0AD IN TONS (OF 2240 POUNDS) OF CARS AND LADING.
Wheel-Base, for Water, in Working Order.
Cylinders. f i. - 8%-Pound Gallons, Pounds, On a Grade per Mile of
CLASS, Diam, Stroke, of Uriving
Wheels. Tank On On a
Inches. Inches. Of Drivi Boiler or on all ... 254 fee, 528 fee, 79.2 feet, 105.5 feet, 132 rº, 1584 feel,
0 º Total. Engine Separate Total. Driving- or % per or 1 per or 1% per or 2 or 2% or 3 per
eels, g Tender, Wheels, Cent, cent, cent. per cent. per cent. cent,
- Frames.
FY. In , | FY. In .
4-14 C IO XI6 37 6 6 4OO 750 24,OOO 24,OOO 58o 250 I 50 IOO 75 6o 50
4-16 C I I X 16 37 6 6 450 8oo 30,000 || 30,000 7oo 3 IO 185 I 30 95 75 6o
4-18 C | 12 × 16 37 6 6 500 90O 35,000 || 35,000 815 355 23O I6O I2O IOO 8O
4-20 C | 13 × 18 or 20 37 to 41 6 6 6oo IOOO 39,000 || 39,000 IOSO 475 275 I95 I45 II 5 95
4-22 C | 1.4 × 22 or 24 || 43 to 49 7 7 700 | 1600 || 45,000 || 45,000 | 1280 560 335 230 17o I35 I IO
4-24 C | I 5 X 22 or 24 || 43 to 49 7 7 8OO | 16OO 49,000 || 49,000 I430 630 375 26o I95 I 54 I 24
4-26 C | 16 X 22 or 24 43 to 49 7 6 7 6 90o 18oo 56,ooo 56,000 | 1635 720 43O 3OO 225 I75 I4O
In referring to any of the above classes, it should be stated whether a locomotive with separate tender or with tank on boiler is meant.
In case of a locomotive with separate tender, the tender can be 4-wheeled, 6-wheeled, or 8-wheeled, as preferred, according to capacity required.
The weights given in above table and the figures for loads to be hauled are predicated on locomotives with separate tenders. A tank engine of any given
class would weigh approximately, when tank is full, 8% pounds in addition for each gallon in tank. Thus Class 4-26 C would weigh about 64,000 pounds,
The tank engine could also draw an additional load equal to the weight of the tender omitted,—say
with tank, containing 900 gallons of water, on boiler.
from IO to 20 tons.
|
|
|
s


§
-N
FOUR-WHEELS-CONNECTED AND LEADING PONY-TRUCK. LOCOMOTIVE
WITH SEPARATE TENDER OR TANK ON BOILER, FOR SWITCHING OR
L00AL SERVICE,
GAUGE, 4 FEET 8% INCHES, OR WIDER, FUEL COAL
General Designs as Photographs on pages 123 and 125, and as annexed Cuts.
DIMENSIONS, WEIGHTS, AND TRACTIVE POWER OF SIX SIZES OF THIS PATTERN.
Capacity of Tank Weight L0AD IN TONS (OF 2240 POUNDS) OF CARS AND LADING,
Wheel-Base, for Water, in Working Order.
Cylinders. of i. - 8%-Pound Gallons. Pounds. On a Grade per Mile of
CLASS, Diam, Stroke. g
Inch Wheels. Tank on On a
IICIlêS. Inches, - - Boiler 0 On all . . 264 feel, 528 Feel, 79.2 feel, 105.6 feet, 132 feel, | 1584 Fest,
Of Driving- Total, º **|Separate | rºl Driving- or % per or 1 per or 1% per or 2 or 2% or 3 per
Wheels, ngine | Temder. Wheels. Cent, cent. cent. per cent. per cent. cent.
Frames.
Aºf. In . Ft. In.
6-14 C IO X 16 or 18 || 37 to 41 6 6 || 1 2 4 || 4oo 750 28,OOO 21,OOO 58o 250 I 50 IOO 75 55 45
6-16 C I 1 × 16 or 18 37 to 41 6 6 | 12 45O 8oo 32,000 || 24,000 695 305 18O I 25 90 7o 55
6-18 C | 12 × 16 or 18 37 to 43 7 I 3 4 || 500 900 || 38,000 || 30,000 815 355 23O I6O I 20 IOO 8o
6-20 C 13 × 18 or 20 || 41 to 45 7 4 || 14 8 || 550 IOOO 42,000 || 34,000 | 990 435 26o I75 I 30 IO5 85
6-22 C | 1.4 × 22 or 24 || 43 to 49 7 4 || I4 9 || 700 | 16OO || 48,000 || 40,000 | I 165 5 IO 305 2 IO I 55 I 20 IOO
6-24 C | I 5 X 22 or 24 || 43 to 49 7 4 || 14 9 || 8OO | 16OO || 52,OOO || 44,OOO | 128o 560 335 23O 17o I 35 I IO
This plan of engine necessarily has a shallow fire-box placed over rear driving-axle. It is, therefore, best adapted to burning coal.
Two pairs of wheels are equalized together longitudinally, either the coupled-wheels, or the front driving-wheels with the pony-truck.
The pony-truck has a swinging bolster and radius-bar. Owing to the action of the truck, the shortness of the total wheel-base, and the short spread of the
coupled-wheels, an engine of this type, when running with the truck ahead, can traverse readily the sharpest curves.
The weights given in above table and the figures for loads to be hauled are predicated on locomotives with separate tenders. A tank engine of any given
class would weigh approximately, when tank is full, 8% pounds in addition for each gallon in tank. Thus Class 6-24 C would weigh about 59,000 pounds,
with tank, containing 800 gallons of water, on boiler. The tank engine could also draw an additional load equal to the weight of the tender omitted,—say
from IO to 20 tons.


I23
ſº ||KJAW BOWKER.
- - -
-：-|-----|-|-|×
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№ºnnuſ.
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|-

LOCOMOTIVES, “FORNEY” TYPE,
FOR SWITCHING AND LOCAL SERVICE.
FUEL, WOOD OR COAL.
General Design as Photograph on page 128.
GAUGE, 4 FEET 8% INCHES, OR WIDER.
DIMENSIONS, WEIGHTS, AND TRACTIVE POWER OF SIX SIZEs of THIS PATTERN.
FOUR-WHEELS-CONNECTED AND TWO-WHEELED TRAILING TRUCK
Capacity of Tank Weight LOAD IN TONS (OF 2240 POUNDS) OF CARS AND LADING.
Wheel-Base, for Water. in Working Order.
Cylinders. f i. - 8%-Pound Gallons. Pounds, On a Grade per Mile of
CLASS, Diam, Stroke. of Uriving
- Wheels Tank on On a
Inches. Inches. f Drivi Boiler or On all Level 264 Feet, 52.8 Feet, 79.2 Feet, 105.6 Feet, 132 Feet, 158.4 Feet,
Of Driving- Total. Engi Separate Total, Driving- evel. or % per or 1 per or 1% per or 2 or 2% or 3 per
Wheels, nglmö Temder. Wheels. cent, Cent, cent. per cent. per cent. cent.
| Frames,
†
F#, In, FY. In.
6-1.4%C Io X 16 or 18 || 37 to 41 5 II 6 || 400 3O,OOO 23,OOO 585 255 I 55 IO5 8O 6O 50
6-16%C | 11 × 16 or 18 37 to 41 5 II 9 || 450 34,OOO | 26,OOO 7oo 3 IO 185 I 30 95 75 6o
t
6-18%C | 12 × 16 or 18 37 to 43 6 6 || 13 3 || 500 4O,OOO 3O,OOO 82O 360 235 I65 I 25 IO5 85
|
6-20%C | 13 × 18 or 20 || 41 to 45 6 6 || 13 6 550 46,000 || 35,000 | IOOO 445 265 185 I4O II 5 95
6-22%C | 1.4 × 22 or 24 || 43 to 49 7 I4 8 || 6oo 56,000 || 44,OOO I290 570 345 24O 18O I45 I2O
6-24%C 15 × 22 or 24 43 to 49 7 I5 3 || 650 60,000 || 47,000 || 1380 615 37O 26o I95 I55 I 30
The fuel and water are carried at the back end of the engine, on and in the tank
This plan of locomotive is especially adapted to switching service, and to short runs at moderate speed, and where a limited quantity of fuel and water
will suffice. Having six wheels, it is comparatively steady in its motion.
over the truck. The driving-wheels are equalized together, so that the weight of the boiler and machinery is carried on equalizing levers midway between
the driving-wheels. The pony-truck, under the tank, has a swinging bolster and radius-bar.
This plan of engine admits of a large fire-box of ample length and width. A separate tender can be attached, if desired, in lieu of the tank behind the cab.
The weights given in table include water in tank.
§
--

M-

FOUR-WHEELS-CONNECTED AND FOUR-WHEELED TRAILING TRUCK
LOCOMOTIVES, “FORNEY” TYPE,
FOR SWITCHING AND LOCAL SERVICE.
GAUGE, 4 FEET 8% INCHES, OR WIDER. FUEL, WOOD OR COAL.
General Design as Photograph on page 131.
DIMENSIONS, WEIGHTS, AND TRACTIVE POWER OF Eich T SIZES OF THIS PATTERN.
Capacity of Tank Weight L0AD IN TONS (OF 2240 POUNDS) OF CARS AND LADING,
Wheel-Base, for Water. in Working Order.
- Diam. 8%-Pound Gallons. Pounds. On a Grade per Mile of
Cylinders. of Driving-
CLASS, Diam, Stroke. Wheel
00IS. Tank On On a
Inches. Inches, - - Boiler 0 On all . . 264 feel, 528 Feet, 78.2 feet, 105.5 Feet, 132 feet, 1584 Fest,
º Total. º º: Total. Driving- * or 4 per or 1 per or 1% per or 2 or 2% or 3 per
eels, gine | Tender. Wheels. cent. cent, cent. per cent. per cent. cent.
Frames.
Jºž. In , || Fº. In.
8-14. C Io X 16 or 18 37 to 41 5 I6 I 450 32,OOO || 23,OOO 585 255 I55 IO5 8O 6O 50
8-16; C | 1 1 × 16 or 18 37 to 41 5 I6 I 500 36,000 || 25,OOO 7oo 3IO 185 I3O 95 75 6o
8-18; C | 12 × 16 or 18 37 to 43 6 6 || 17 6 6oo 42,000 || 3O,OOO 82O 360 235 I65 I 25 IO5 85
8-20 C | 13 × 18 or 20 41 to 45 6 6 18 650 48,000 || 35,000 || IOOO 445 265 185 I4O I I5 95
8-22. C | 1.4 × 22 or 24 || 43 to 49 7 18 9 || 700 58,000 || 44,OOO | 1290 57O 345 24O 18O I45 I2O
8-24; C | 15 × 22 or 24 43 to 49 7 I9 3 || 750 62,000 || 47,000 || 1380 615 37O 26o I95 I55 I 30
8-26. C 16 × 24 49 7 I9 IO | Soo 68,000 || 52,OOO | 1500 665 4OO 28o 2IO 165 I 35
8-28+ C 17 × 24 49 7 6 20 9 || 850 75,000 58,000 || 1700 76o 455 32O 235 I90 I6o
The same considerations apply to the above classes as are stated on page 129 for the “Forney” engines with pony (2-wheeled) truck. The use of the
4-wheeled truck, however, increases the tank capacity, and also makes the engine ride somewhat more smoothly. In this respect it is precisely the same in
Principle when running with truck ahead as the “American” pattern, page 69, as it is carried on two systems of equalized wheels.
Engines of Class 8-14% C are used on the New York Elevated Railway (Third Avenue), passing curves as short as Iooſ radius. Similar engines are also
used on the Atlantic Avenue branch of the Long Island Railroad. The larger classes have been built for switching service and short runs with passenger and
freight trains on various lines. The weights given in table include water in tank.
—”
---
I31
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©||
-（）
7


AA LD WIAW L OCOMO 7/VE WOA’A.S. I33
--
–
PERFORMANCE OF “FORNEY” LOCOMOTIVES. ſº
CLASS 8–18% CON GRADES OF 53 T0 85 FEET PER MILE.
THE NEW YORK AND SEA BEACH RAILROAD COMPANY.
OFFICE OF THE PRESIDENT, NEw York, October 25, 1879.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.,
BALDWIN LOCOMOTIVE WORKS, PHILADELPHIA, PA. :
Gentlemen,-The performance of the Forney locomotives built by you and put in service on the
New York and Sea Beach Railroad in July last is indicated in the following figures:
Distance run, Bay Ridge to Coney Island . - 6 miles.
Maximum grades . - - - - - - 537 to 85’ per mile.
Minimum curves . - - - - - - 500' radius.
Ordinary train - - - - - . . . 4 passenger cars.
Weight of each car . . . . - - - 8% tons.
Average number of passengers in each car . - 50
Number of stops made in 6 miles . • • - 4. *—
Running time - - - • * * - - I5 to 18 minutes.
Time frequently made . - - - - - I4 minutes.
Consumption of fuel - - - - 20 to 25 ft). coal per mile run.
The above is the ordinary work done by each of these engines.
On special occasions 11 fully loaded passenger cars have been started out of the station at Bay Ridge
and taken over the road at slower speed than as above stated for the ordinary train. The Bay Ridge
station is on a grade of 607 per mile, succeeded by a grade of 85’ per mile. The incline formed by the
two grades is about three-fourths of a mile long. Other shorter grades of 85’ per mile occur between
Bay Ridge and Coney Island.
Yours truly,
R. E. RICKER,
—cºxº~- Presidenz.
CLASS 8–18% CON GRADES OF 58 FEET PER MILE.
SOUTH MANCHESTER RAILROAD COMPANY.
SOUTH MANCHESTER, CONN., October 21, 1879.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.,
BALDw1N LOCOMOTIVE WORKs, PHILADELPHIA, PA. :
Gentlemen, We are very much pleased with the performance of the “Mount Nebo.”
Our road is 2% miles long. We run 9 passenger trains and 1 freight train every day. The
maximum grade is 58.087 to the mile, and the shortest curve 5°.
We run our passengers and freights separate, and have hauled 15 loaded freight cars with ease over
the road. Our running time between two stations (2% miles) with a passenger train of I to 3 cars is 6
minutes.
Yours, very respectfully,
RICHARD O. CHENEY,
General Manager.

AZ / US 7"RA 7TED CA 7TA LOG UE.
LAKE CHAMPLAIN AND MORIAH RAILROAD COMPANY.
PoRT HENRY, N. Y., April 5, 1880.
MESSRS. BURNHAM, PARRY, WILLIAMS & Co.:
Gentlemen,_The “Champlain” (Forney pattern engine) does our work cheaper and easier than the
“Cedar Point” (engine with tender). Our maximum grade is 220' to the mile; our shortest curve is
16° on main line. She can haul 13 4-wheeled ore-cars, weighing 3 tons each, at the rate of Io miles an
hour, or 2 double-truck loaded cars weighing 40 tons.
Yours truly,
E. B. HEDDING.
EMMETTSBURG RAILROAD COMPANY.
EMMETTSBURG, MD., April 21, 1880.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.:
Gentlemen,_The Forney pattern of engine purchased of you last January has given excellent
satisfaction in her general working, and I am convinced that this style of engine must come into general
use, combining, as it does, the weight and the power in such comparatively small compass. It is
economical of fuel, easy on the track, and is equal to any work we can have.
- - Respectfully,
J. TAYLOR MOTTER,
—ºcCº- A reszalezzz.
FLINT AND PERE MARQUETTE RAILwAY.
EAST SAGINAW, MICH., April 7, 1880.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.:
Gentlemen, The locomotive No. 44, Forney pattern, was ordered and built as a switching engine,
and has been retained in that service from the time we received it until the present, sometimes perform-
ing heavy work, sometimes light; but this I can say, that as a switching engine it has, so far, given entire
satisfaction.
Yours truly,
SANFORD KEELER,
—cocº- Superintendent.
CLASS 8–28% C ON A GRADE OF 352 FEET PER MILE.
MORGAN's LOUISIANA AND TEXAS RAILROAD AND STEAMSHIP CoMPANY.
NEW ORLEANs, August 11, 1880.
MESSRs. BURNHAM, PARRY, WILLIAMs & Co.,
BALDWIN LOCOMOTIVE. WoRKs, PHILADELPHIA, PA.:
Gentlemen,_In reply to yours of 6th instant, the two locomotives you furnished for our ferry approaches
work admirably, being able to start or stop with a train anywhere on the incline, which is 17 in 157.
At this time the water is high, making the incline shorter than when the water is low. There is now
about 150' of incline holding, say, 5 cars, the weight of each car being, say, 9 tons, and carrying from Io
to 14 tons of lading, the total weight of cars and lading on the incline being from 95 to 115 tons. At
extreme low water the length of the incline will be about 300', or, say, 9 cars and the locomotive. The
engines now do their work so easily that I am satisfied that they will answer all purposes they were
intended for.
Very truly yours,
(Signed) NEWELL TILTON,
Assistant Sup’t and C. A.
J.
+

- - - -


“DOUBLE-ENDER” TANK LOCOMOTIVES,
FOR SWITCHING AND LOCAL SERVICE.
GAUGE, 4 FEET 8% INCHES, OR WIDER. FUEL, WOOD OR COAL.
General Design as shown by Photograph on page 136.
DIMENSIONS, WEIGHTS, AND TRACTIVE POWER OF EIGHT SIZES OF THIS PATTERN.
Capacity of Tank Weight L0AD IN TONS (OF 2240 POUNDS) OF CARS AND LADING,
Wheel-Base. for Water, in Working Order. -
Cylinders. of : - 8%-Pound Gallons. Pounds. On a Grade per Mile of
CLASS. Diam. Stroke, riving
Inches. *: - - : On On all . 254 fee, 528 Fe, Tºrº, 1056 rº 132 rº, 1584 Fest,
º Total. º j Separate Total. Driving- Vºl. or % per or 1 per or 1% per or 2 or 2% or 3 per
00IS, ngl Tender. Wheels, cent. Cent, cent. per cent. per cent. Cônt,
Frames.
Ff. In . . Fº, In.
8-14+ C Io X 16 or 18 37 to 41 6 18 6 || 4oo 35,000 22,OOO || 585 255 I55 IO5 8O 6o 50
8-16+ C | 11 × 16 or 18 || 37 to 41 6 18 Io 450 38,000 || 24,000 || 700 3IO 185 I3O 95 75 6o
8-18+ C 12 × 18 or 20 41 to 45 6 19 8 5OO 44,000 || 28,OOO 8oo 360 2I5 I5O II 5 90 75
8-20+ C | 13 × 18 or 20 43 to 49 6 2O 2 6oo 49,000 || 32,OOO | 935 4I 5 245 17o I3O IOO 85
8-22+ C | 1.4 × 22 or 24 || 45 to 51 7 2I 4 7oo 56,000 || 38,000 | I I I5 495 295 2O5 I55 I25 IOO
8-24+ C I5 X 22 or 24 || 49 to 55 7 2I 8 8oo 60,000 || 42,000 || I23O 545 33O 23O I75 I4O II5
8-26+ C | 16 × 22 or 24 49 to 55 7 6 22 6 900 68,000 || 48,000 || 1400 625 375 265 2OO I6o I3O
8-28+ C 17 × 22 or 24 || 49 to 55 7 6 22 IO | Iooo 72,OOO 52,OOO I 525 675 405 285 2I5 17o I4O
In locomotives of this type each pair of driving-wheels is equalized with the adjacent pair of truck-wheels. Each truck has a swinging or sliding bolster
and radius bar. These engines can, therefore, pass short curves freely, and are especially adapted to light switching service, or for light passenger or freight
traffic on city or suburban railroads, where short curves are to be traversed with some speed, and where it is desirable to run both ways without turning.
This type of locomotive can be built with separate tender, if desired, instead of tank on boiler.
The weights given in above table are inclusive of water in tank.
§

DOUBLE-ENDER TANK LOCOMOTIVES,
FOR LOCAL PASSENGER SERVICE.
GAUGE, 4 FEET 8% INCHES, OR WIDER. FUEL, WOOD OR COAL.
General Design as Photograph on page 139.
-
DIMENSIONS, WEIGHTS, AND TRACTIVE POWER OF SIX SIZES of THIS PATTERN.
§ Capacity of Tank Weight LOAD IN TONS (OF 2240 POUNDS) OF CARS AND LADING,
QS Wheel-Base, for Water. in Working Order.
S - Diam. 8%-Pound Gallons. Pounds. On a Grade per Mile of .
~ Cylinders. f Driving-
§ CLASS. Diam. Stroke. ****
Wheels. Tank on On a
N: Inches. Inches. f Drivi Boiler or | S 0m all Level 26.4 Feet, 52.8 Feet, 79.2 Feet, 105.6 Feet, 132 Feet, 158.4 Feet,
Q 0 * Total. Engine . Total. Driving- ºvel. or % per or 1 per or 1% per or 2 or 2% or 3 per
S Bels, g Tender. Wheels. Cent. Cent. Cºmt. per cent. per cent. cent,
SQ Frames.
S
N Ft. In. | Fr. In.
§ Io-I6+C II X 18 or 20 || 43 to 49 6 26 I 650 | 48,000 | 24,000 635 275 I6o I IO 8O 65 5o
S^
S IO-18+C | 12 × 18 or 20 || 43 to 49 6 26 I 750 | 54,000 || 30,000 || 815 360 2I 5 I45 I IO 85 65
S | - -
^ IO-2O+C | 13 × 22 or 24 49 to 55 8 27 5 || 850 | 64,000 || 35,000 960 42O 25O 17o I 30 IOO 8o
IO-22+C | 1.4 × 22 or 24 || 49 to 55 8 27 5 IOOO 70,000 | 40,000 || II 30 48o 295 2OO I5o II5 90
IO-244C | 15 X 22 or 24 || 49 to 55 8 29 I IOO 75,000 || 43,OOO I250 545 33O 22O I65 I 30 IOO
IO-26+C | 16 × 22 or 24 55 to 61 8 6 || 3o 1 || 1200 84,000 || 45,000 || 1310 57O 34O 23O I75 I4O I IO
I
Locomotives of this type are adapted to similar service as the classes previously described (page 85). The 4-wheeled truck under tank, however, admits
of a larger tank, and hence greater capacity for both water and fuel.
CO Three pairs of wheels are equalized together so as to give side bearings for the system so composed; and the remaining two pairs of wheels are equalized
º together so as to form a centre-bearing truck or combination. The weights given in above table include water in tank.
|
I39





:
AAA. D. WZAW LOCOMO 7TWVE WORKS.
PERFORMANCE OF “ DOUBLE-ENDER LOCOMOTIVES
SUPERINTENDENT'S OFFICE, CAMDEN, N.J., September 15, 1880.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.:
CLASS 10–1634 C IN LOCAL PASSENGER SERVICE.
CAMDEN AND ATLANTIC RAILROAD.
I4I
Gentlemen,_I inclose here with a report of performance of No. 1 engine (the “John Lucas”), which
was placed on the road in March, 1878.
The mileage and cost of repairs for the years 1878 and 1879 have been :
|
Cost, in Cents, per Engine Mile. Total º in Cents, º: Wages of
Year. Mileage. nginemen and Wipers,
| Repairs. Fuel. Oil, Stores, etc. Per Engine Mile. Per Car Mile.
|
|
1878 33,261 II's 51%. | I+6% I21%; II
1879 34,907 11% 51% 1%% I5 I II*;
|
The daily service of the engine is as follows:
- -
Trip. From T0 * Number of Passenger Cars. *: of *º,
-– |
I, Atco to Haddonfield, I 2 miles 9
Atco. Camden . . . 19.01 {; Haddonfield to Camden, 7 miles. 8 } 58
Camden . . . Haddonfield | 6.74 2 4. 2I
... 2 { Haddonfield | Camden. 6.74 2 | 8 2O
Camden . . . Haddonfield | 6.74 I 5 2O
3 { Haddonfield | Camden . 6.74 I 5 2O
Camden . . . Haddonfield | 674 I 5 2O
4 { Haddonfield | Camden . 6.74 I 4 2O
Camden . Lakeside I 1.73 2 IO 33
5 { Lakeside Camden. I 1.73 2 8 33
6 Camden . Haddonfield 6.74 2 | 8 2O
| { Haddonfield | Camden . 6.74 2 | 8 2O
Camden . . . Haddonfield 6.74 I 8 2O
7 { Haddonfield | Camden. 6.74 I 8 2O
8 Camden. Haddonfield 6.74 2 | 5 2O
{ Haddonfield | Camden . 6.74 2 4 2O
Camd At 10.01 || * Camden to Haddonfield -
9 arm Clen . CO . 9. {; Haddonfield to Atco I4 5o
H

---
I42 AZ / USTRA TED CA 7TAZOG UE.
The daily run is 143 miles, and the engine is in service night and day, with two engineers and two
firemen.
Average daily consumption of coal, 3984 pounds.
Weight of passenger cars hauled, 31,850 pounds each, empty; seating capacity, 60 passengers each.
The engine has frequently made the Lakeside trip with 4 cars, but could not make the time on account
of so many stops, losing from 3 to 6 minutes.
It has made the run to Atlantic City (58.6 miles) with I and 2 cars, taking water from 5 to 6 times.
The capacity of tank (650 gallons) when engine is drawing 2 cars is sufficient for a run of 20 miles.
The highest rate of speed with I car has been 55 miles per hour without stops.
The maximum grades between Camden and Haddonfield are about 307 per mile; between Haddon-
field and Atco, 27/ per mile, 3 miles in length.
Very truly yours,
F. A. LISTER,
—cCº- Superintendent.
CLASS 8–18% CON GRADES OF 40, 44, AND 105 FEET PER MILE.
CovingtoN, KY., January 2, 1878.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.,
PHILADELPHIA, PA. :
Gentlemen, Replying to yours of December 26th, I have to say as follows:
The “Double-Ender” is now in daily use hauling an accommodation train of I coach and I baggage-
car 21 miles each way, making an average of Io stops each way, and at a speed of 20 miles per hour.
Maximum grades, 447 per mile. It consumes 498 lbs. of coal and uses 560 gallons of water each way.
It shifts cars during the day in the yard, and handles 15 loaded cars, 20 tons each, with ease.
On special occasions it has hauled 2 coaches and I baggage-car at a speed of 25 miles per hour,
making 9 stops in the 30 miles run, and using in the distance 647 gallons of water and 690 lbs. of
coal. Maximum grade on this run, 40/.
The engine has pulled with ease 4 loaded cars (80 tons) up a 105’ grade 434 miles long.
The tank holds water sufficient to run 30 miles, hauling 2 coaches and I baggage car, and the coal-
bunker holds an abundance of coal for the same train to run 50 miles.
Respectfully,
(Signed) J. R. LEDYARD,
Assistant Superintendent.
–

144
ſaepeeſ




146
ſſsſſſſſſſſsſſſſ!!！

GAUGE, 4 FEET 8% INCHES OR WIDER, FUEL, WOOD OR COAL
SIX-WHEELS-CONNECTED LOCOMOTIVES,
- * -
DIMENSIONS, WEIGHTS, AND TRACTIVE POWER OF SIX SIZES OF THIS PATTERN.
Capacity of Tank Weight L0AD IN TONS (OF 2240 POUNDS) OF CARS AND LADING.. "
Wheel-Base. for Water. in Working Order. -
Cylinders. of . - 8%-Pound Gallons. Pounds. On a Grade per Mile of
CLASS. Diam. Stroke. g
Wheels. Tank on On a -
Inches. Inches, - - Boller 0 On all Level 26.4 Feet, 528 Feet, 79.2 Feet, 105.6 Feet, 132 Feet, 158.4 Feet,
Of Driving- Total. E er or Separate Total. Driving- Vºl. or % per or 1 per or 1% per or 2 or 2% or 3 per
Wheels, ngine | Tender. Wheels, cent. Cent, Cômt. per cent. per cent. cent,
Frames.
Fr. Jºe. Ff. In. -
6-22 D | 1.4 × 22 or 24 || 4 I to 45 9 6 9 6 7OO | 16OO 52,OOO 52,OOO | 1340 590 350 24O I8O I4O II 5
6-24 D | 15 X 22 or 24 4I to 45 IO IO 8oo 18oo 57,000 || 57,000 || 1545 68O 4O5 28o 2 IO 165 I35
6-26 D | 16 × 22 or 24 || 45 to 49 || Io IO 850 | 2000 || 63,000 || 63,000 | 1630 720 425 295 22O I75 I45
6-28 D | 17 × 22 or 24 45 to 49 IO 6 IO 6 900 22OO || 69,000 || 69,000 | 1865 82O 490 34O 255 2OO 16o
6-3o D 18 × 22 or 24 45 to 49 Io 6 Io 6 IOOO 24oo 74,000 || 74,000 2075 9I5 545 38o 285 225 180
6-32 D 19 × 22 or 24 49 II. II 12oo 26oo 78,000 || 78,000 228o IOO5 6oo 42O 3 I5 25O 2OO
In referring to any of the above classes, it should be stated whether a locomotive with separate tender or with tank on boiler is meant.
In locomotives of this type the rear and main driving-wheels are equalized together, and carry their load at the centres of the side-equalizing beams. The
class would weigh approximately, when tank is full, 8% pounds in addition for each gallon in tank. Thus Class 6-26 D would weigh about 70,000 pounds,
JR
º
FREIGHT SERVICE,
General Designs as Photographs on pages 144 and 146, and as annexed Cuts.
WITH SEPARATE TENDERS OR TANKS ON BOILERS, FOR SWITCHING OR
springs of the front driving-wheels are cross-equalized. The main driving-wheels have tires without flanges.
The weights given in above table and the figures for loads to be hauled are predicated on locomotives with separate tenders.
with tank, containing 850 gallons of water, on boiler.
from 15 to 25 tons.
A tank engine of any given
The tank engine could also draw an additional load equal to the weight of the tender omitted,—say
§


#.
1O}4 D. 1O)4 D,
With additional Tank on Boiler. -
8% D Tank.
The classes of locomotives described in preceding table (page 147) can be constructed with a swinging truck added, of either two or four wheels.
A tank for water can be placed on boiler and a fuel-box provided over the truck, as in type 8% D tank; or a tank for water, with space for fuel, can
be provided over the truck, as in type Ioy; D ; or, besides the tank and fuel space over truck, an additional tank can be placed on boiler, as in type
10% D, with additional tank on boiler.
The dimensions of cylinders and driving-wheels, the wheel-base of driving-wheels, and the tractive power would be the same as for the classes
with corresponding cylinders in the table on page 147. t
Locomotives of these types would be suitable for heavy switching and local freight service. They would also be especially adapted to working
steep grades, and, by running with the truck ahead, passing short curves.



150
__
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. . .|-
ſae



–
AAA D WIAW / OCOMO 7/VE WORKS. 151
INCLOSED NOISELESS LOCOMOTIVES,
FOR SWITCH ING OR PASSENGER SERVICE IN CITY STREETS.

The classes of locomotives described in the tables on pages 118, 125, 128, 136, and
144 can be built with a house entirely covering and concealing the boiler and most of
the machinery, as shown in photograph on page 15o.
A patent exhaust chamber is provided, into which the exhaust steam passes, muffling
the noise of the exhaust sufficiently to render it unobjectionable. The steam from the
cylinder cocks can also be diverted into the same chamber, if desired.
By the use of anthracite coal or coke as fuel no smoke will be shown. Provision can
also be made, if required, for preventing the showing of most of the exhaust steam.
By these means locomotives can be provided available for service in the streets and
suburbs of cities.
Locomotives of this description have been constructed for the following companies:
The Long Island Railroad Company, The Memphis and Charleston Railway Company,
The Richmond, Fredericksburg and Potomac Railway Company, The Boston, Lowell
and Nashua Railway Company, and the Boston and Maine Railroad Company.
Following, we give letters from officers of several of the companies named, with
reference to the workings of the respective engines on their lines.

MEMPHIS AND CHARLESTON RAILROAD.

MEMPHIS, TENN., October 11, 1876.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.:
Gents, The Dummy engine (“Mayor Flippin”) built by you for this company arrived safe and was put
up by your engineer. She works first-rate in every respect, and I am sure she will do work that she is
intended for.
Your engineer hauled with the engine ten cars up the Washington Street grade with ease.
The patent exhaust is a success without a doubt, and I think is the best thing out for an engine that
has to run in cities and towns.
The engine came here with wood-burning grates in her, and I had to take them out and put our coal-
burning grates into her.
With best wishes, I am yours, etc.,
(Signed) H. N. BURFORD,
—-><>- Master Mechanic.
MEMPHIS AND CHARLESTON RAILROAD.
MEMPHIS, TENN., June 18, 1878.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.,
BALDWIN LOCOMOTIVE WORKS, PHILADELPHIA, PA.:
Gentlemen,_In addition to what I have heretofore said about the dummy locomotive “Mayor Flip-
pin,” I can further state that the engine has given entire satisfaction up to date and does its work well.
The patent exhaust is a success without a doubt. As the engine passes by horses in the streets they
do not notice it any more than they do a wagon. Our track runs through one of the most active busi-
ness streets in the city.
The “Mayor Flippin” makes from three to five trips per day; has not lost a single trip, and has not
cost us a cent for repairs.
- (Signed) H. N. BURFORD,
Master Mechanic.
-


––
–
I
I 52 JZ / USTRA TED CA 7TAZOG UE.
RICHMOND, FREDERICKSBURG AND POTOMAC RAILROAD.
RICHMOND, VA., July 19, 1877.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.:
Dear Sirs, The No. 1 does all and more than was expected of her, and is a great success.
She has no brake on her wheels and none of her own, except the cylinders and air-cocks, and is en-
tirely under control on a steep grade.
Why are not these simple appliances more generally used ?
Very respectfully yours,
(Signed) E. T. D. MYERS,
—->CC— General Superintendent.
BOSTON, LOWELL AND NASHUA RAILROAD.
EAST CAMBRIDGE, April 30, 1878.
MESSRs. BURNHAM, PARRY, WILLIAMS & Co.:
Gentlemen,-The engine “Monitor” which you furnished us has thus far worked to our entire satis-
faction, the largest train she has hauled being 25 long cars, and doing so with ease.
The exhaust muffler seems to accomplish all that was intended, as horses when passed by the engine
do not take any notice of the noise made.
Respectfully yours,
(Signed) J. F. CROCKETT.
J

AA / D VV/AV / OCOMO 7TWIZE IVOA’A.S. I
5
3
ADWERTISEMENT.
Separate catalogues or circulars are issued, and will be furnished
on application, vvith particulars of
NARROW-GAUGE LOCOMOTIVES.
MINE LOCOMOTIVES.
COMPRESSED AIR TOCOMOTIVES.
LOCOMOTIVES FOR SUGAR PLANTATIONS.
IOCOMOTIVES FOR LOGGING RAILROADS.
LOCOMOTIVES FOR ROLLING-MILLS, CONTRACTORS,
USE, AND OTHER SPECIAL SERVICE.
NOISELESS MOTORS AND STEAM–CARS FOR, CITY
RAILWAYS.
BURNHAM, PARRY, WILLIAMS & Co.,
BALDWIN LOCOMOTIVE WORKS,
PHILADELPHIA, PA.
——








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