rafru^ 
 
 University of California Berkeley 
 
 Purchased from the fund established by 
 Evelyn Hemmings Chambers, U.C. 1932 
 
 in memory of her husband 
 JERRY GAMBLE CHAMBERS, U.C. 1928 
 
BALDWIN LOCOMOTIVE WORKS, 
 
 ILLUSTRATED CATALOGUE 
 
 -OF- 
 
 LOCOMOTIVES. 
 
 BURNHAM, PARRY, WILLIAMS- & CO, 
 
 PHILADELPHIA, 
 
 GEORGE BURNHAM, 
 CHARLES T. PARRY, 
 EDWARD H. WILLIAMS, 
 
 WILLIAM P. HENSZEY, 
 EDWARD LONGSTRETH, 
 JOHN H. CONVERSE. 
 
 SECOND EDITION. 
 
 PHILADELPHIA: 
 J. B. LIPPINCOTT & CO; 
 
 1881. 
 
INDEX 
 
 PAGE 
 
 SKETCH OF THE BALDWIN LOCOMOTIVE WORKS .... 
 CIRCULAR ....... 
 
 CLASS DESIGNATIONS 
 
 59 
 
 CATALOGUE. 
 
 LIGHT PASSENGER LOCOMOTIVES, "AMERICAN" TYPE ... g, 
 
 PASSENGER AND FREIGHT LOCOMOTIVES, "AMERICAN" TYPE . . g q 
 
 FAST PASSENGER LOCOMOTIVES 
 
 79 
 
 FREIGHT AND MIXED TRAFFIC LOCOMOTIVES, " TEN- WHEELED" TYPE . gr 
 
 LIGHT FREIGHT LOCOMOTIVES, "MOGUL" TYPE 
 FREIGHT LOCOMOTIVES, "MOGUL" TYPE ... 
 
 FREIGHT LOCOMOTIVES, "CONSOLIDATION" TYPE . . Io - 
 
 SWITCHING LOCOMOTIVES, FOUR-WHEELS-CONNECTED . I2I 
 
 SWITCHING OR LOCAL SERVICE LOCOMOTIVES, FOUR-WHEELS-CONNECTED AND LEADING 
 PONY-TRUCK ...... 
 
 SWITCHING OR LOCAL SERVICE LOCOMOTIVES, "FORNEY" TYPE, FOUR-WHEELS-CON- 
 NECTED AND TRAILING PONY-TRUCK ..... 12Q 
 
 SWITCHING OR LOCAL SERVICE LOCOMOTIVES, "FORNEY" TYPE, FOUR-WHEELS-CON- 
 NECTED AND TRAILING FOUR-WHEELED TRUCK ... I ^ o 
 SWITCHING OR LOCAL SERVICE LOCOMOTIVES, " DOUBLE-NDER" TYPE . j^ 
 LOCAL PASSENGER LOCOMOTIVES, "DOUBLE-ENDER" TYPE . r ,g 
 SWITCHING OR FREIGHT LOCOMOTIVES, Six- WHEELS-CONNECTED . I47 
 SWITCHING OR FREIGHT LOCOMOTIVES, Six- WHEELS-CONNECTED AND TRAILING PONY- 
 TRUCK . r , 8 
 
 . 140 
 
 SWITCHING OR FREIGHT LOCOMOTIVES, Six- WHEELS-CONNECTED AND TRAILING FOUR- 
 WHEELED TRUCK ...... 14 g 
 
 SWITCHING OR FREIGHT LOCOMOTIVES, "FORNEY TYPE," Six- WHEELS-CONNECTED AND 
 
 TRAILING FOUR-WHEELED TRUCK . . . I4 g 
 
 INCLOSED NOISELESS SWITCHING LOCOMOTIVES ... c 
 
 r 
 
SKETCH 
 
 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 al|ey 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) 
 
ILL USTRA TED CA TAL O G UE. 
 
 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 182930 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. 
 
BALDWIN LOCOMOTIVE WORKS. 
 
 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 diameter by eighteen 
 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 
 
 FIG. i. THE "OLD IRONSIDES," 1832. 
 
8 ILLUSTRATED CATALOGUE. 
 
 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 : 
 
 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 
 
 r 
 
BALDWIN LOCOMOTIVE WORKS. 
 
 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 Paulson'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 
 
10 
 
 ILLUSTRATED CATALOGUE. 
 
 Fig. 2. HALF-CRANK. 
 
 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 10, 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 
 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, 
 1833, 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 
 
BALDWIN LOCOMOTIVE WORKS. 
 
 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 
 were constructed, began to be found too 
 contracted, and another removal was de- 
 cided upon. A location on Broad and 
 Hamilton Streets (the site, in part, of the 
 present works) was selected, and a three- 
 story L-shaped brick building, fronting on 
 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 10, 1834, and the same patent covered the four following inventions, viz.: 
 
 Fig. 3. BALDWIN ENGINE, 1834. 
 
 7 
 
12 
 
 ILLUSTRATED CATALOGUE. 
 
 1. 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. BALDWIN 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 
 
BALDWIN LOCOMOTIVE WORKS. 
 
 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 
 
 r 
 
ILLUSTRATED CATALOGUE. 
 
 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 irt 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 IO, 1834. Between 
 the ends of the spokes and the tires wood was interposed, and the tire might be 
 
JL 
 
 i 
 
 BALDWIN LOCOMOTIVE WORKS. 
 
 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. 
 
 TIG. 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, 12^ X 16; weight, loaded, 26,000 pounds. 
 Second-class. " 12 X 16; " " 23,000 " 
 
 Third-class. " ioJXi6; " " .20.000 " 
 
14 ILLUSTRATED CATALOGUE. 
 
 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 ill 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 IO, 1834. Between 
 the ends of the spokes and the tires wood was interposed, and the tire might be 
 
-i. 
 
 BALDWIN LOCOMOTIVE WORKS. 
 
 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, \2\ X 16; weight, loaded, 26,000 pounds. 
 Second-class. " 12 X l &\ " " 23,000 " 
 
 Third-class. " io$\i6; " " .20.000 " 
 
J. 
 
 18 ILLUSTRATED CATALOGUE. 
 
 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 
 
 T 
 
BALDWIN' LOCOMOTIVE WORKS. 
 
 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 w r ere 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 
 
 v 
 
 r 
 
20 ILLUSTRATED CATALOGUE. 
 
 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 : 
 
 1. 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 
 
_.. 
 
 BALDWIN LOCOMOTIVE WORKS. 
 
 21 
 
 Fig. 8. BALDWIN Six- WHEELS-CONNECTED ENGINE, 1842. 
 
 These two conditions 
 
 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, 
 were apparently incompatible, 
 and to reconcile these incon- 
 sistencies was the task which 
 Mr. Baldwin set himself to 
 accomplish. He undertook it, 
 too, at a time when his busi- 
 ness had fallen off greatly and 
 he was involved in the most se- 
 rious financial embarrassments. 
 The problem was constantly 
 before him, and at length, dur- 
 ing a sleepless night, its solu- 
 tion flashed across his mind. 
 The plan so long sought for, 
 and which, subsequently, more 
 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 
 
 Fig. 9. BALDWIN FLEXIBLE-BEAM TRUCK, 1842, ELEVATION. 
 
 r 
 
 f=5=== 
 
 =^3_g= 
 
 i 
 
 
 -J } 
 
 \\ [35 
 
 ?r^ / 
 
 a IT ~n 
 
 HALF PLAN. 
 
22 ILLUSTRATED CATALOGUE. 
 
 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 ^/ 6o 2 -f i 2 60 -j- 
 24 v/24 2 I 2 = 0.027 5 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 
 
-I 
 
 BALDWIN LOCOMOTIVE WORKS. 
 
 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 10, 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 Kala-mazoo 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 ILLUSTRATED CATALOGUE. 
 
 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 ; 
 
BALDWIN LOCOMOTIVE WORKS. 
 
 2 5 
 
 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 12 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 
 
J. 
 
 26 
 
 ILLUSTRATED CATALOGUE. 
 
 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. 
 
 " Ontario." 
 (Copper Flues.) 
 
 " New England." 
 (Iron Flues.) 
 
 " Ontario." 
 (Copper Flues.) 
 
 " New England." 
 (Iron Flues.) 
 
 Time, running 
 
 ph. 7m. 
 4h. 2m. 
 6.68 
 
 92S-7S 
 
 138.57 
 
 7h. 4im. 
 3h. 7m. 
 5-50 
 
 757.26 
 
 137.68 
 
 loh. 44m. 
 2h. 1 2m. 
 6.94 
 837.46 
 
 120.67 
 
 8h. i gm. 
 3h. 8m. 
 6. 
 656.39 
 
 109.39 
 
 " standing at stations . . . 
 Cords of wood burned .... 
 Cubic feet of water evaporated . 
 Ratio, cubic feet of water to a cord 
 of wood 
 
 
 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 Wiirtemberg. 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 
 
 r 
 
J. 
 
 BALDWIN LOCOMOTIVE WORKS. 
 
 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 
 
 r 
 
ILLUSTRATED CATALOGUE. 
 
 Fig. 10. BALDWIN EIGHT-WHEELS-CONNECTED ENGINE, 
 
 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 
 
BALDWIN LOCOMOTIVE WORKS. 
 
 29 
 
 Fig. ii. BALDWIN ENGINE FOR RACK-RAIL, 1847. 
 
 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 
 
3 
 
 ILLUSTRATED CATALOGUE. 
 
 footboard. This appears to have been thje 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 1 849, 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 
 driving-wheels. The object 
 of placing the cylinders at 
 the middle of the boiler 
 was to lessen or obivate 
 the lateral motion of the 
 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. i2. BALDWIN FAST PASSENGER ENGINE, i 
 
BALDWIN LOCOMOTIVE WORKS. 
 
 seconds. Three engines on the same pten, 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 
 
L 
 
 ILLUSTRATED CATALOGUE. 
 
 to produce an engine which should haver 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, 
 1847, an d 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 
 
BALDWIN LOCOMOTIVE WORKS. 
 
 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 185354. 
 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 jn the side-boxes and on the footboard. 
 
 " To enable the engines better to adapt themselves to the flexures of the road, the front and 
 
 5 
 
-L 
 
 34 
 
 ILLUSTRATED CATALOGUE. 
 
 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 
 
BALDWIN LOCOMOTIVE 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- 
 
 T 
 
36 ILLUSTRATED CATALOGUE. 
 
 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, 
 1853, f r raising and 
 lowering the block on 
 
 FIG. 13. VARIABLE CUT-OFF ADJUSTMENT. "16 radlUS-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 
 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." 
 
BALDWIN LOCOMOTIVE WORKS, 
 
 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 
 
38 ILLUSTRATED CATALOGUE. 
 
 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 
 
 T 
 

 BALDWIN LOCOMOTIVE 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. Tt 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- 
 pended. So far, however, was this from being the case, that, after the first 
 
JU 
 
 f~ 
 
 40 ILLUSTRATED CATALOGUE. 
 
 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 numbeis 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 PecU&o 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 14) 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 231 and 232, completed for the Pennsylvania 
 
 i 
 
BALDWIN LOCOMOTIVE WORKS. 
 
 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- 
 troduced by Mr. Baldwin, and grew naturally out of 
 his original method of construction. Mr. Baldwin 
 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- 
 
 6 
 
 FIG. 14. 
 
 "T 
 
 r 
 
42 ILLUSTRATED CATALOGUE. 
 
 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 
 
BALDWIN LOCOMOTIVE WORKS. 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 perio^, 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 ILLUSTRATED CATALOGUE. 
 
 1866, one hundred and eighteen locomotives. 
 
 1867, one hundred and twenty-seven " 
 
 1868, one hundred and twenty-four " 
 
 1869, two hundred and thirty-five 
 
 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 
 
J. 
 
 BALDWIN LOCOMOTIVE WORKS. 
 
 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 211, 
 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 Uniao 
 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 
 
 r 
 
46 ILLUSTRATED CATALOGUE. 
 
 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: 1871, 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 2Qth 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/." 
 
 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. 
 
BALDWIN LOCOMOTIVE WORKS. 
 
 47 
 
 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 10-26^ 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 187071, 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 187273 
 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, 
 and October, 1873, and all were delivered in five weeks after shipment of the first. 
 
48 ILLUSTRATED CATALOGUE. 
 
 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 Grao Para," 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 
 
BALDWIN LOCOMOTIVE 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 8-18 D (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 
 
^ 
 
 IL LUSTRA TED CA TALOG UE. 
 
 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 
 
 FIG. 16. 
 
 seven feet per hundred, or 369^- 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 
 
 T 
 
J. 
 
 BALDWIN LOCOMOTIVE WORKS. 
 
 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 I3th. 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 Fe 
 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- 
 
 v. 
 
 i 
 
 '\ 
 
4- 
 
 ILLUSTRATED CATALOGUE. 
 
 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. 
 
 1873 437 
 
 1874 ... 205 
 
 1875 130 
 
 1876 . . . 232 
 
 1877 . . . 185 
 
 1878 ... 292 
 
 1879 - 398 
 
 1880 . . . 515 " (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 Fe 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, 1 880, presented some novel 
 features. It was designed for fast passenger service on the Bound Brook line 
 
BALDWIN LOCOMOTIVE WORKS. 
 
 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 8 1 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 1 86 1, 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. 
 
.1 : : L 
 
 CATALOGUE. 
 
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 
 
L 
 
 ~^\ 
 
 58 ILLUSTRATED CATALOGUE. 
 
 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. 
 
 2. Kind of fuel which will be used. 
 
 3. Kind and height of couplings of cars. 
 
 4. Limitations, if any, in width, height, etc., by tunnels, overhead bridges, etc. 
 
 5. Mark, name, or number. 
 
 For detailed specifications and further particulars, address 
 
 BURNHAM, PARRY, WILLIAMS & CO., 
 
 BALDWIN LOCOMOTIVE WORKS, 
 
 PHILADELPHIA, PA. 
 
CLASS DESIGNATIONS. 
 
 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 onlj*one pair of wheels are driving-wheels. 
 " " C " " four wheels are connected as " 
 
 <( TT\ ti SIX " " " 
 
 " E " " eight " " " 
 
 1. A figure (4, 6, 8, or 10) 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. : 
 
 12 indicates cylinders 9 inches in diameter. 
 
 14 " " 10 " 
 
 16 " "ii 
 
 18 " " 12 " 
 
 20 " " 13 " 
 
 22 " 14 " 
 
 24 " 15 " 
 
 26 " " 16 " 
 
 28 " " 17 " 
 
 30 " " 18 " " 
 
 32 " " 19 " 
 
 34 " " 20 " 
 
 36 " " 21 " 
 
 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 10-34 E, a ten-wheeled locomotive, having eight wheels coupled, 
 and cylinders twenty inches in diameter. 
 
 The addition of the fraction ^ 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 % 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 
 
 r 
 
6 ILLUSTRATED CATALOGUE. 
 
 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, 826 C 500 means the 
 five-hundredth locomotive of the 8-26 C class. 
 
 r 
 
li 
 
BALDWIN 1 LOCOMOTIVE WORKS. 63 
 
 LIGHT PASSENGER LOCOMOTIVES, "AMERICAN" TYPE, 
 
 FOR TRACKS LAID WITH RAILS WEIGHING 30 TO 40 POUNDS PER YARD. 
 GAUGE, 4 FEET 8 1 /* INCHES, OR WIDER. FUEL, WOOD OR BITUMINOUS COAL. 
 
 General Design shown by Photograph on page 62. 
 
 DIMENSIONS, WEIGHTS, AND TRACTIVE POWER OF THREE SIZES OF THIS PATTERN. . 
 
 
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 64 ILLUSTRATED CATALOGUE. 
 
 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. 
 
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 ' 
 
 BALDWIN LOCOMOTIVE WORKS. 69 
 
 PASSENGER AND FREIGHT LOCOMOTIVES, "AMERICAN" TYPE. 
 
 GAUGE, 4 FEET 8X INCHES, OR WIDER. FUEL, WOOD OR BITUMINOUS COAL. 
 
 General Design shown by Engraving and Photograph on pages 66 and 68. 
 
 DIMENSIONS, WEIGHTS, AND TRACTIVE POWER OF SIX SIZES OF THIS PATTERN. 
 
 
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 9 
 
 , 
 
ILLUSTRATED CATALOGUE. 
 
 PERFORMANCE OF LOCOMOTIVES, "AMERICAN" TYPE. 
 
 THE 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 nth, 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 72' grade, with curve of 2. 
 
 Engineer says it will now pull 15 loaded box cars and caboose. 
 
 Yours, very respectfully, 
 
 GEO. W. ADAMS, 
 -OOO 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 (i4 // X 2 4 // cylinders, 60,000 Ibs. 
 weight), will carry 15 loaded cars and caboose up our Notasulza grade of \' in ioo x . 
 
 Very truly yours, 
 
 E. P. ALEXANDER, 
 ooo 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 igth 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, 
 
X 
 
 BALDWIN LOCOMOTIVE WORKS. 
 
 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, 
 0*0 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 i6 // X 2 4 /X j driving- 
 wheels 56 X/ diameter) haul, each, 23 to 25 loaded cars (average weight of each loaded car about 16 
 gross tons) over maximum grades of 42' per mile. 
 
 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 65' per mile on 
 tangents, with a reduction on curves equalizing them to 65 ' 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, 
 oeo 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 I7 X/ X 2 4 // > driving-wheels <fi' f diameter) on second trip 
 brought into this point 41 loaded cars, with an average of n tons per car, and this over a grade of 
 
 47 iV P er mile - 
 
 JOHN MACKENZIE, 
 
 ooo 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., 
 
 BALDWIN LOCOMOTIVE WORKS, PHILADELPHIA, PA. : 
 
 Gentlemen, In reply to your inquiry as to the performance of the I7 // X 2 4 // cylinder, " American" 
 pattern, locomotives constructed by your works for this line, I would say that the engines referred to 
 haul, each, 20 loaded cars and i caboose over a grade of 70' per mile, with a pressure of 135 Ibs. 
 
 The cars are loaded with 12 tons of grain (24,000 Ibs.). Each car is weighed en route and the average 
 holds very good. Each empty car will average 19,500 Ibs., 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. 
 
 r 
 
ILL USTRA TED CA TAL OG UE. 
 
 CLASS 8-28 C, ANTHRACITE-BURNING, IN PASSENGER SERVICE. 
 
 (NOTE. Weight of 17" x 24" cylinder, Anthracite Engine, about 77,000 Ibs. Weight on driving-wheels 
 
 about 52,000 Ibs.) 
 
 LONG ISLAND RAILROAD COMPANY. 
 
 LONG ISLAND CITY, August 21, 1879. 
 MESSRS. BURNHAM, PARRY, WILLIAMS & Co., 
 
 BALDWIN LOCOMOTIVE WORKS, PHILADELPHIA, PA. : 
 
 Gentlemen, The i6 // X 2 4 /x an ^ I7 // X 2 4 // cylinder locomotives constructed by you for this line 
 are giving entire satisfaction. The No. 78 (i7 // X 2 4 // ) i s 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, 
 000 Receiver. 
 
 LONG ISLAND RAILROAD COMPANY. 
 
 LONG ISLAND CITY, December 15, 1878. 
 MESSRS. BURNHAM, PARRY, WILLIAMS & Co., 
 
 BALDWIN 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 Ibs. each ........ 167 tons. 
 
 1000 passengers, 150 Ibs. each . 75 " 
 
 Engine and tender ........... 58 " 
 
 Total 300 " 
 
 up a grade 1771' long, averaging 107' to the mile, at a speed of 10 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 loo / 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, fr.om 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 84' 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 loo 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 4O / to the mile, and over which piece of 
 line 20 or 21 cars have been the maximum load for our i6 // engines. 
 
 Yours truly, 
 
 (Signed] S. SPENCER, 
 ooo 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 77,000 Ibs. 
 Weight on driving-wheels about 52,000 Ibs.) 
 
 CAMDEN AND ATLANTIC RAILROAD. 
 
 MASTER MECHANIC'S OFFICE, CAMDEN, N. J., June 3, 1880. 
 MESSRS. BURNHAM, PARRY, WILLIAMS & Co., 
 
 BALDWIN LOCOMOTIVE WORKS, PHILADELPHIA, PA. : 
 
 Gentlemen, I give below particulars of the performance of one of the \"]" X 22// cylinder, 8- wheeled. 
 4-coupled passenger locomotives recently constructed by you for the Camden and Atlantic Railroad. 
 
i 4- 
 
 BALDWIN LOCOMOTIVE 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) ...... 179,000 Ibs. 
 
 I parlor car 49,000 " 
 
 375 passengers (average weight 135 Ibs.) ...... 50,625 " 
 
 I baggage car 25,100 " 
 
 Full load of baggage and express goods in car , . 20,000 " 
 
 Weight of train exclusive of engine and tender ..... 323,725 Ibs. 
 
 " engine in working order ....... 77,000 " 
 
 " tender loaded (3000 gallons of water) ..... 56,000 " 
 
 Total weight of engine, tender, and train ...... 456,725 Ibs. 
 
 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, \T. minutes. . including one stop and run out of 
 
 city, as above. 
 
 Haddonfield to Kirkwood . 4.66 " 6 " 
 
 Kirkwood tO Berlin . . 5.03 " 7 " Grade of 27' per mile for 4% miles. 
 
 Berlin to Atco . . . 2.58 " 3 " 
 
 Atco to Waterford . . 3.72 " 4 " 
 
 Waterford to Winslow . . 4.37 " 5 " 
 
 Winslow to Hammonton .3.15 " 4 " 
 
 Hammonton to Elwood . . 6.09 " 7 " 
 
 Elwood to Egg Harbor . . 4.89 " 5 " 
 
 Egg Harbor to Pomona . . 5.24 " 6 " 
 
 Pomona to Absecom . . 5.50 " 5^ " 
 
 AbsCCOm to Atlantic City . 6.62 " 9^ " Including reduced speed to pass 
 
 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 Ibs., average 125 
 Ibs., 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 59^, one in 59^, one in 59, one in 58^, 
 one in 58^, one in 57^> an d one i n 58 seconds respectively. 
 
 The coal consumed during this trip was not measured, but the amount of work done with 10,000 Ibs. 
 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 10 cars ..... time, I hour 38 minutes. 
 
 " " Atlantic " 9 " " i " 40 " 
 
 Monday, " Camden " 6 " . . . . . " i " r$ " 
 
 Tuesday, " Atlantic " 6 " . . . . . " i " 30 " 
 
 The engine steams very well and the gauge stands regular. The amount of water used was not noted. 
 
 Yours truly, 
 
 RUFUS HILL, 
 
 Master Mechanic. 
 
 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. 
 
-1 
 
 74 
 
 ILLUSTRATED CATALOGUE. 
 
 CLASS 8-30 C ON GRADES OF 126 AND 160 FEET PER MILE. 
 
 (NOTE. The dimensions of the locomotive referred to below are, cylinders if'xt^", driving-wheels 56" 
 diameter, but the boiler and fire-box are of the dimensions usual in passenger engines having cylinders 
 i8"x 24", and driving-wheels 5' a" in diameter.) 
 
 CUMBERLAND AND PENNSYLVANIA RAILROAD COMPANY. 
 OFFICE OF GENERAL SUPERINTENDENT, CUMBERLAND, MD., 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 favor 
 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 160' continuous for a mile and a half. We have no other grade 
 exceeding 126' to the mile. 
 
 The engine draws its ordinary train up the l6o / 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 10 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, 
 <xo General Superintendent. 
 
 CLASS 8-28 C ON GRADE OF 64 FEET PER MILE. 
 
 On the Atchison, Topeka and Santa Fe Railroad, locomotives of Class 8-28 C (cylinders 17" X 24", 
 driving-wheels 57 // diameter) haul, each, 20 loaded cars from Atchison to Topeka, over a maximum 
 grade of 63 T 8 5 9 7 / per mile combined with a curve of 2. 
 
 CLASS 8-30 C ON GRADE OF 70 FEET PER MILE. 
 
 Combined with curves of 6 and 7. 
 
 ATLANTIC, MISSISSIPPI AND OHIO RAILROAD COMPANY. 
 
 LYNCHBURG, VA., December 31, 1878. 
 MES.SRS. 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 i8 x/ X 2 4 // 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 Ibs.), 
 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 I postal car, I baggage car, 4 passenger 
 and 2 sleeping cars (total, 8 cars), weighing with load 179 tons (of 2000 Ibs.), from the foot of the 
 Alleghany Mountains, near Big Spring Station, to the summit, distance I I T 5 ^ miles, in 32 minutes, making 
 two stops ; running time, 28 minutes, or 24 T 7 ^ miles per hour. 
 
 On December 5th, Engine No. 36 hauled a train consisting of I postal car, 2 baggage cars, 4 passenger 
 cars, and I sleeping car (total, 8 cars), weighing with load, 185 tons (of 2000 Ibs.), over the same portion 
 of the road in 33^ minutes, making two stops; running time, 27 minutes, equal to 25 T 8 5 miles per hour. 
 
 The following is a statement of the gradients and curvature of the sections of our road herein referred 
 to (the I l^y miles of continuous grades ascending the Eastern slope of the Alleghany Mountains) : 
 
 r 
 
BALDWIN LOCOMOTIVE WORKS. 
 
 75 
 
 TABLE OF GRADIENTS. 
 
 Feet per mile .... 
 Length of grade in feet . 
 
 79.64 
 1,200 
 
 69.58 
 24,600 
 
 69.46 
 S.ioo 
 
 69.13 
 23,500 
 
 55-04 
 5.4 
 
 23-94 
 1,208 
 
 Total length, 61,008 feet. 
 
 TABLE OF CURVATURE. 
 
 Curvature . . 
 
 7oo' 
 
 6oo' 
 
 6io' 
 
 620 f 
 
 6 3 o< 
 
 5oo' 
 
 5 io' 
 
 
 Length in feet . 
 Curvature . . 
 Length in feet . 
 
 600 
 53o' 
 1,500 
 
 9,700 
 540' 
 2,400 
 
 1,000 
 
 545' 
 900 
 
 I,4OO 
 
 4oo' 
 4,800 
 
 1,100 
 
 43o' 
 1,100 
 
 7,000 
 
 445' 
 700 
 
 500 
 3oo' 
 i, 600 
 
 Total length of mures . 43,900ft. 
 " " " straight lines, 17,108 " 
 
 61.008 ft.=ll^y mis. 
 
 Curvature . . 
 
 305' 
 
 33o' 
 
 2OO' 
 
 2 3 0' 
 
 245' 
 
 i55' 
 
 oso' 
 
 
 Length in feet . 
 
 1,200 
 
 700 
 
 2.2OO 
 
 500 
 
 3,100 
 
 900 
 
 I OOO 
 
 
 Nearly all the curves are " reversed," having no intermediate tangents. 
 The 6 and 7 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- 
 factory. 
 
 Yours truly, 
 
 (Signed} HENRY FINK, 
 
 Receiver. 
 
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r . 
 
 BALDWIN LOCOMOTIVE WORKS. jg 
 
 FAST PASSENGER LOCOMOTIVES. 
 
 GAUGE, 4 FEET 8X INCHES, OR WIDER. FUEL, ANTHRACITE OR BITUMINOUS 
 COAL OR WOOD. 
 
 General Design shown by Line Drawing on page 76 and Photograph on page 78. 
 
 DIMENSIONS, WEIGHTS, AND TRACTIVE POWER OF THREE SIZES OF THIS PATTERN. 
 
 
 cs 
 
 i 
 
 -< 
 
 s J 
 
 CO 
 
 1 
 
 s ? 8 
 
 s s 
 
 
 The weight on driving-wheels can be increased by the addition of from 8000 to 10,000 pounds by means of the appliances for transferring weigh 
 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 b> 
 the maximum weight on driving-wheels thus obtainable. 
 
 "s \~ 
 
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 Weight 
 in Working Order. 
 Pounds. 
 
 ' bo ai 
 
 ||1 
 
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 N f5 ro 
 
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 I--. t~~ OO 
 
 Capacity of Tank 
 for Water. 
 8>3-Pound Gallons. 
 
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80 
 
 ILLUSTRATED CATALOGUE. 
 
 FAST PASSENGER LOCOMOTIVES. 
 
 The following letter gives particulars of the performance of a locomotive of Class 
 8-30 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 I4th 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 i6 / 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, 
 -ooo . General Manager. 
 
 The accompanying slip, showing distances and time made between stations, may be of interest to you: 
 
 May 14, 1880. 
 
 Engine No. 507, Philadelphia to Jersey 
 
 City, 
 
 Engine No. 307 
 
 May 
 
 14, 1880. 
 
 
 
 Ninth and Green 
 
 1 1. 1 6 A.M. 
 
 Min. Jersey City . 
 
 Wayne June. 
 
 11.25 
 
 9 
 
 Elizabeth 
 
 Tabor June. 
 
 11.28 
 
 3 
 
 Bound Brook 
 
 Jenkintown 
 
 11.32^ 
 
 4X 
 
 
 Bethayres . 
 
 11.36)4 
 
 4 
 
 Weston 
 
 Somerton . 
 
 I3-39X 
 
 Vanaken 
 
 Willett 
 
 11.42^ 
 
 Skillman 
 
 Langhorne . 
 Woodburne 
 Yardley 
 Trenton June. 
 
 II.44X 
 11.47 
 
 "54 
 
 2 
 
 4^ 
 
 Hopewell 
 Pennington . 
 Trenton June. 
 Yardley 
 
 Pennington 
 
 "-59 
 
 . 5 
 
 Woodburne . 
 
 Hopewell . 
 Skillman . 
 
 1 2.03 X 
 12.06^ 
 
 3 
 
 Langhorne . 
 Willett 
 
 Vanaken 
 
 I2.IO^ 
 
 3^ 
 
 Somerton 
 
 \Veston 
 Bound Brook 
 
 I2.I5X 
 
 12.19^ 
 
 ; Bethayres 
 Jenkintown . 
 
 
 
 6 3X Tabor June. . 
 
 Elizabeth . 
 
 12.40 
 
 20^" : Wayne June. 
 
 Jersey City 
 
 12.54 
 
 H 
 
 Ninth and Green 
 
 
 
 98 
 
 
 I hour and 
 
 38 minutes ; 4 cars. 
 
 
 I hour and 
 
 2.07 P.M. 
 
 Min. 
 
 2.2I# 
 
 14^ 
 
 2.40^ 
 
 1 8^ 
 
 
 33X 
 
 2-45 
 
 4^ 
 
 2.50^ 
 
 5/4 
 
 2-55 
 
 4X 
 
 2.58 
 
 3 
 
 3-02^ 
 
 4^ 
 
 3-7X 
 
 4^ 
 
 3'4i 
 
 5 
 
 3-17 
 
 2 X 
 
 3-J9X 
 
 2'/2 
 
 3-22^ 
 
 3 
 
 3.26 
 
 3/2 
 
 3-30^ 
 
 4% 
 
 3-35K 
 
 4X 
 
 3.38 
 
 2X 
 
 3-47 
 
 9 
 
BALDWIN LOCOMOTIVE WORKS. 8l 
 
 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 aftithracite 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. 
 
 r r 
 
cc 
 
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1 . 8 4 
 
 : 
 
f ^> 
 BALDWIN LOCOMOTIVE WORKS. 85 
 
 f 
 
 FREIGHT AND MIXED TRAFFIC LOCOMOTIVES, "TEN-WHEELED" TYPE. 
 
 GAUGE, 4 FEET 8K 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. 
 
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 ies from 43 X 9 X/ for Class 10-26 D to 44/ g // for Class 10-32 D. Where brakes ar 
 ' to 2' should be added to these figures for clearance of flanges of extreme wheels, t 
 
 s required, similar to that shown in engraving on page 65. This lengthens the boile 
 ig- wheels from 5000 to 6000 pounds, 
 ain, and the truck made with swinging bolster; or the main and back driving-wheel 
 Id be without the swinging bolster. 
 ves of this pattern, when preferred to the wagon-top form of boiler. 
 
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 The total wheel-base of engine, with 8-wheeled tender attached, va 
 placed on all tender- wheels the wheel-base will be i x longer. From i8 x 
 give the minimum length of turn-table admissible. 
 Where anthracite coal is used as the fuel a different form of fire-box 
 and increases the total weight of the engine and the weight on the drivir 
 The front and back driving-wheels can be flanged, the main pair pi 
 can be flanged and the front pair plain. In the latter case the truck shou 
 A straight-top boiler, with dome in the middle, is made for locomoti 
 
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 86 ILLUSTRATED CATALOGUE. 
 
 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 roth inst., I will say that the total weight of Engine No. 4 
 is 72,300 Ibs. ; 54,200 on driving-wheels, 18,100 on truck. 
 
 We have taken a train weighing 1,030,350 Ibs. (460 gross tons) from Landenberg to Southwood, 
 3 miles; grades ranging from 32' to 56' per mile, with 8 curves. The road between these points is 
 very crooked, there being two or three reverse curves. Steam pressure was 125 Ibs. Train was weighed 
 accurately. 
 
 Truly yours, 
 
 (Signed) D. CONNELL, 
 
 ooo Superintendent. 
 
 CLASS 10-26 D ON GRADE OF 52 1-8 FEET PER MILE. 
 
 CHRISTIANIA, NORWAY, August i, 1879. 
 MESSRS. BURNHAM, 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 @ 200 Ibs. ......" 22.3 
 
 Tons ........... 290.9 
 
 Gradient, l' in ioo / ; curve, iooo / . The train was run at a speed of about 20 miles. 
 
 GERH. GADE. 
 
 CLASS 10-28 D ON GRADE OF 77 FEET PER MILE. 
 
 WESTERN MARYLAND RAILROAD. 
 
 UNION BRIDGE, MD., 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 Ibs. of steam, running 12 miles per hour; distance, 6 miles. 
 
 DAVID HOLTZ, 
 ooo 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 10-28 D pulls 16 loaded cars, total 
 weight of train 128 gross tons, up a grade of 150' per mile combined with 12 curves. 
 
 ~ 
 
J. 
 
 BALDWIN LOCOMOTIVE WORKS. 87 
 
 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 2ist inst. at hand in reference to engine " Sewickley." Maximum 
 load for this engine over Youghiogheny Railroad is 18 cars, 42,000 Ibs. to the car. Maximum grade 
 up which the coal is hauled is 79 T 2 </ per mile. On this maximum grade we have a curve of 7 (819' 
 radius), 885' 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 Ibs., including car. 
 
 W. WILSON, 
 
 oco 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 lo-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 2i / ascending up grade, 
 on 5 curves. 
 
 Cars will weigh 9 net tons, and lading 13 net tons. 
 
 Yours respectfully, 
 
 (Signed) GEO. S. GATCHELL, 
 
 General 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., 
 
 BALDWIN LOCOMOTIVE WORKS, PHILADELPHIA, PA. : 
 
 Gentlemen, The two new lo-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 
 200 / of tangent i>etween them. The grades, owing to settlement of embankments, are in some places 
 8o x to 90' per mile for bhort distances, and the average grade of 75' 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 
 I2,ooo / long; looo' of the grade at Hancock Station is 50' per mile, the balance 76' 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 Ibs. each, and caboose, at an average speed 
 of 14 miles per hour, and up Hancock Hill at 1 1 miles per hour. 
 
 At Rolla Hill on first division is a grade 6 miles long, of 72' per mile for 5 miles, and roi' per mile 
 for balance. Locomotive No. 35 has hauled 22 cars of stock and caboose up this hill. 
 
 Respectfully yours, 
 
 (Signed) C. W. ROGERS, 
 
 General Manager. 
 
 r 
 
ILL USTRA TED CA TALOG 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 lo-wheeled anthracite-burning locomotives 
 of Class 10-30 D is as follows : 
 
 
 GROSS TORS OF TRAIN. 
 
 Grade, 126 Feet per Mile. 
 
 Grade, 76 Feet per Mile. 
 
 Maximum load ........ 
 Usual " ........ 
 
 235 
 169 to 2OO 
 
 34 
 
 221 
 
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 BALDWIN LOCOMOTIVE WORKS. ni 
 
 LIGHT FREIGHT LOCOMOTIVES, "MOGUL" TYPE, 
 
 FOR TRACKS LAID WITH RAILS WEIGHING 30 TO 40 POUNDS PER YARD. 
 GAUGE, 4 FEET 8X INCHES, OR WIDER. FUEL, WOOD OR BITUMINOUS COAL. 
 
 General Design shown by Photograph on page 9O. 
 
 DIMENSIONS, WEIGHTS, AND TRACTIVE POWER OF THREE SIZES OF THIS PATTERN. 
 
 
 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)4 // 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 36' for Class 8-22 D. Add 18" to 2 X allowance for clearance of 
 flanges, to get minimum length of turn-table. 
 
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 ILL USTRA TED CA TALOGUE. 
 
 PERFORMANCE OF CLASS 8-20 D ON 30 LB. RAILS, 
 
 RIVERSIDE IRON WORKS. 
 
 OFFICE, 1304 MAIN ST., WHEELING, W. VA., June 21, 1880. 
 MESSRS. BURNHAM, PARRY, WILLIAMS & Co., 
 
 PHILADELPHIA, PA. : 
 
 Gentlemen, Our road, 7^ miles long, has been operated since about the ist of May, and quite to our 
 satisfaction. We have curves of 10 and grades of 3' per ioo / in places (the longest about y^ mile), 
 while on Y we have curves of 24. Track is laid with 30 Ib. rails, with 3168 ties per mile. Ties 
 6 X/ X 6 /x X 8' '. Our regular load for engine is 4 cars, weighing 19,000 Ibs. each, loaded with 12 tons of 
 2300 Ibs. = 27,600 Ibs., or car and load 46,600 Ibs. 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 10 or II hours. The engine consumes daily 2^ cords of wood of ralher inferior quality, 
 and only cut about one month. Our syphon lifts tender full of water a distance of 16 feet in about 12 'to 
 15 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 Ibs. instead 
 of 30 Ibs. 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 Ibs. daily, at a total cost for train service, track repairs, fuel, 
 oil, waste, etc., of about i^ 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 ^ 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: 
 
94 
 
L 
 
 r 
 
' ^ 
 
 BALDWIN LOCOMOTIVE WORKS. 97 
 
 4 
 
 FREIGHT LOCOMOTIVES, "MOGUL" TYPE. 
 
 GAUGE, 4 FEET 8X INCHES, OR WIDER. FUEL, WOOD OR BITUMINOUS COAL. 
 
 General Design shown by Engraving and Photograph on pages 94 and 96. 
 
 SIGNS, WEIGHTS, AND TRACTIVE POWER OF FOUR SIZES OF THIS PATTERN. 
 
 
 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 4.2' 4 // for Class 8-26 D to 43 X 4 X/ for Class 8-32 D. When brakes are placed on all 
 tender-wheels the wheel-base will be i / longer. To get minimum length of turn-table admissible, add from i8 // 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 lo / or io x 6", and the total wheel-base to 17' or i8 / . This plan, however, necessitates placing the fire-box over the back 
 driving-axle, and therefore allows of only a shallow fire-box. 
 
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 ILL USTRA TED CA TAL OGUE. 
 
 PERFORMANCE OF " MOGUL" LOCOMOTIVES. 
 
 CLASS 8-26 D ON GRADE OF 83 FEET PER MILE. 
 
 OFFICE OF THE SHARPSVILLE RAILROAD COMPANY. 
 
 MESSRS. BURNHAM, PARRY, WILLIAMS & Co., 
 
 SHARPSVILLE, PA., July 16, 1877. 
 
 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 83' 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 Ibs., or 334.75 net 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 Ibs. of steam at the start; we had to open the furnace-door to prevent 
 undue increase of pressure. 
 
 On July I2th, 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 Ibs. at start. 
 
 On the 2gth 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 ^ 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 Ibs. 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, 
 <xo Engineer 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, 
 ooo Master Mechanic. 
 
 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" X 2 4 // > 
 driving-wheels 55 /x 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 
 4O / to 47' per mile. 
 
BALDWIN LOCOMOTIVE WORKS. 
 
 CLASS 8-28 D ON GRADE OF 70 FEET PER MILE, COMBINED WITH 6 DEGREE CURVE. 
 
 (NOTE. The locomotives referred to are 17" x 34" 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 Ibs. 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, 
 ---- <x>o Superintendent. 
 
 CLASS 8-28 D ON GRADE OF 85 FEET PER MILE, COMBINED WITH 9 AND 10 
 
 DEGREE CURVES. 
 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 (i7 // X 2 4 /x cylinders, driving-wheels 54" 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-whecled engine, in comparison with which the test was made, had 
 cylinders l6^ /x X 2 4 x/ > an( i 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 10, 37 loaded 
 cars, each carrying 5 tons (of 2240 Ibs.); total lading, 185 tons; weight of cars when empty, 3^ tons 
 each; total weight of train hauled, including total weight of cars, 314^ tons. 
 
 The 8-wheeled engine hauled 205 tons, or 24 cars. Pressure on the Mogul at the start was 135 
 Ibs. ; when at the top of the grade, 1 20 Ibs. 
 
 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, 
 
 - ooo Master Mechanic. 
 
 CLASS 8-30 D ON GRADES OF 53 TO 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 3Oth ult. is at hand. In answer, Mogul Engine No. 45 (cylinders 
 l8 /7 X 2 4 /7 > driving-wheels 5o // 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 53' to 6o / per mile. The longest pull of 53' grade is about i^ miles; with then a short space of 
 
L 
 
 IL L US TRA TED CA TALOG UE. 
 
 about 25' grade; then up to 6o / for about ^ of a mile; then a change to 56', 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. 
 
 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 (i8 /x X 2 4 // cylinders, 5o // 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 Ibs. (road standard) Engine 89 has hauled a freight train weighing 600 
 tons (of 2000 Ibs.), exclusive of engine, from Moberly to Hannibal over grades of 53 / and 6c/. Curves 
 of i 3 r occur in combination with the 6o x grade. 
 
 Between Boonville and Sedalia the same engine, and with same steam pressure, has hauled a 
 freight train weighing 479|~ tons, exclusive of engine, over numerous grades of 6o / , 65' ', 70', to 75' 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 I7 // X 2 4 // cylinders, and 6o // driving- 
 wheels. 
 
 Respectfully, 
 
 (Signed) G. W. GUSHING,^ 
 
 Superintendent of Machinery. 
 
 CLASS 8-30 D ON GRADE OF 53 FEET PUR 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 i8 // X 2 4 /x 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, 
 
 Locomotive Superintendent. 
 
 T 
 
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 101 
 
102 
 
104 
 
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 BALDWIN LOCOMOTIVE WORKS. 105 
 
 
 anged driving-wheels, either the front and rear or the main and rear pairs. The other two pairs of 
 ck has a swinging bolster and radius bar, the same as in the " Mogul" type, 
 or anthracite coal as fuel, 
 der is 47' io // when brakes are on all tender-wheels. A turn-table of about 5O / as a mrnimum is 
 
 FREIGHT LOCOMOTIVES, "CONSOLIDATION" TYPE. 
 
 GAUGE, 4 FEET 8X INCHES, OR WIDER. FUEL, ANTHRACITE OR BITUMINOUS COAL 
 
 General Design shown by Engraving and Photograph on pages 1O2 and 1O4. 
 DIMENSIONS, WEIGHTS, AND TRACTIVE POWER OF TWO SIZES OF THIS PATTERN. 
 
 1 
 
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 Weight 
 in Working Order. 
 Pounds. 
 
 3ll 
 
 s l^ 
 
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 Capacity of Tank 
 for Water. 
 8>i-Pound Gallons. 
 
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 This type of locomotive is built with two pairs of f 
 :oupled wheels have tires without flanges. The pony tru 
 The form of fire-box is adapted to either bituminous 
 The total wheel-base of engine with 8- wheeled ten 
 uherefore required. 
 
 1? 
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 ILLUSTRATED CATALOGUE. 
 
 PERFORMANCE OF "CONSOLIDATION" LOCOMOTIVES. 
 
 ECONOMY IN FUEL AND WORKING EXPENSES OF "CONSOLIDATION" LOCOMOTIVES. 
 PENNSYLVANIA RAILROAD COMPANY, PHILADELPHIA AND ERIE RAILROAD DIVISION. 
 
 WILLIAMSPORT, PA., September n, 1876. 
 MESSRS. BURNHAM, PARRY, WILLIAMS & Co., 
 
 BALDWIN LOCOMOTIVE 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 i to July I, 1876. 
 
 Two of these statements ("A" and " B") are copies from a letter from me to Mr. James Dredge, one 
 of the editors of London Engineering; 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 I to 
 September I, 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 lo-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 no cars into Harrisburg. 
 
 Yours respectfully, 
 
 HOWARD FRY, 
 
 Superintendent of Motive Power. 
 
 (NOTE. Class I, Consolidation pattern, cylinders 20" x 24", 8 driving-wheels. Class D, lo-wheel pattern, 
 
 cylinders 18" x 22", 6 driving-wheels.) 
 
 STATEMENT "A." 
 Average Ibs. of fuel per car mile. Engines of Classes I and D compared. 
 
 DIVISIOU. 
 
 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 
 
 
 2.c; 
 
 ^.4 
 
 
 
 
 STATEMENT "B." 
 Performance of I engines on Philadelphia and Erie Railroad Division. 
 
 ENGINE. 
 
 DIVISION. 
 
 ENGINE MILEAGE; 
 
 ACTUAL MILEAGE OF CARS. 
 
 Actual No. of Cars in Train 
 Hauled each Engine Mile. 
 
 1004 
 
 Western. 
 
 22.924 
 
 887.163 
 
 38.7 
 
 IOI1 
 
 Eastern. 24.402 
 
 1.730.310 
 
 69.4 
 
BALDWIN LOCOMOTIVE WORKS. 
 
 107 
 
 STATEMENT " C." 
 Performance of I engines on Susquehanna Division, Northern Central Railway. 
 
 ENGINE. 
 
 DIVISION. 
 
 ENGINE MILEAGE. 
 
 ACTUAL MILEAGE OF GARS. 
 
 Actual No. of Cars in Train 
 Hauled each Engine Mile. 
 
 13 
 
 Susquehanna. 
 
 10.592 
 
 868.646 
 
 82.0 
 
 H 
 
 M 
 
 9.248 
 
 744-973 
 
 80.6 
 
 PENNSYLVANIA RAILROAD COMPANY, PHILADELPHIA 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 performance is shown that of the best lo-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 II 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 lo-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 10- 
 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. 
 
 
 
 
 
 EIPENSE IN CENTS PER ENGINE MILE. 
 
 
 
 
 
 
 i 
 
 
 
 I 
 
 
 
 
 
 1 
 
 
 
 
 1 | h- 4 1 
 
 
 
 
 
 
 d 
 
 5 
 
 
 
 
 
 
 j 
 
 ' 
 
 a 
 
 
 
 
 
 Division. 
 
 Mileage. 
 
 1 
 
 I 
 
 
 
 
 i 
 
 
 pa 
 
 5 =' 
 
 J 
 
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 $ 
 
 REMARKS. 
 
 1 
 
 j 
 
 
 
 1 
 
 1 
 
 
 4 
 
 Fuel. 
 
 i 
 
 A 
 
 a 
 
 Total. 
 
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 1 
 
 1 
 
 
 
 VZ 
 
 
 
 
 
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 a 
 
 s 
 
 
 CQ 
 
 1 
 
 
 3 
 
 3 
 
 eg 
 
 1 
 
 
 13 
 
 I 
 
 Susq. 
 
 19606 
 
 64.8 
 
 2.7 
 
 7.6 
 
 13-9 
 
 .6 
 
 14-5 
 
 36.6 
 
 
 48.3 
 
 11.7 
 
 
 8 months' work. 
 
 H 
 
 I 
 
 " 
 
 19466 
 
 64.5 
 
 2.6 
 
 6.9 
 
 1 8.0 
 
 "7 
 
 14-5 
 
 40.1 
 
 
 48.1 
 
 8.0 
 
 
 8 " 
 
 
 D 
 
 
 
 34-9 
 
 3-5 
 
 1.2 
 
 "3 
 
 -5 
 
 I 3 .0 
 
 26.0 
 
 20.7 
 
 
 
 5-3 
 
 Average D engine. 
 
 IOII 
 
 I 
 
 East'n. 
 
 41796 
 
 55-5 
 
 2.6 
 
 4-1 
 
 ii. i 
 
 -5 
 
 I7.I 
 
 32.8 
 
 
 38.3 
 
 5-5 
 
 
 12 months' work. 
 
 r 
 
J. 
 
 108 
 
 IL L USTRA TED CA TAL O G 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 .... 
 Gallons of oil, 327,267 ; weight 
 
 Light weight of cars 
 
 Weight of engine, tender, and fuel . 
 
 312,000 Ibs. 
 . 2,454, 502^ " 
 
 2,766,502^ Ibs. 
 . 2,014,700 " 
 151,000 " 
 
 4,932,202^ Ibs. 
 
 Equal to 22OI tons of 2240 Ibs. each. Length of train, 3127' (excluding engine and tender). 
 The time of arriving and leaving of train was as follows : 
 
 DISTANCES PROM BALTIMORE. 
 MILES. 
 
 
 ARRIVING. 
 
 LEAVING. 
 
 138 
 
 Sunbury . 
 
 
 IO.2O 
 
 133 
 
 Selin's Grove ....... 
 
 10 
 
 52 
 
 126^ 
 
 Treverton Junction ...... 
 
 11.25 
 
 I 2. 2O 
 
 121% 
 
 Georgetown ....... 
 
 12 
 
 44 
 
 I20X 
 
 " Water Tank 
 
 12.49 
 
 12.52 
 
 IIlX 
 
 Millersburg ....... 
 
 I 
 
 30 
 
 I5X 
 
 Halifax 
 
 I 
 
 53 
 
 99 
 
 Clark's Ferry 
 
 2 
 
 20 
 
 92> 
 
 Dauphin ........ 
 
 2 
 
 4i 
 
 The radii of the sharpest curves over which you passed were : 
 
 Above mile post 129 (below Selin's Grove) 
 
 " 116 (2 miles north of Mahantango Station) 
 " 114, Liverpool Station .... 
 " " 106^, Armstrong Creek 
 
 "97/2 
 
 1020' 
 I300' 
 1 510' 
 
 1080' 
 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.) 
 
BALDWIN LOCOMOTIVE WORKS. 
 
 109 
 
 Statement of the number of loaded 8-wheel cars in each east bound train hauled by N. C. Engine 
 No. 41, between Sunbtiry and Harrisburg, during the month of October, 1877 : 
 
 October 2d, two trips of 90 each . . . . . . . .180 cars. 
 
 "3 d 9 " 
 
 "5th 93 " 
 
 " 6th . 77 " 
 
 "7th 90 ' 
 
 " 8th . . 86 
 
 "pth 92 " 
 
 " loth . . 90 " 
 
 " nth . 88 - 
 
 " I2th 90 " 
 
 " I3th 106 ' 
 
 ' I4th, two trips of 90 and 91 each ....... 181 " 
 
 < i6th 91 " 
 
 ' I7th 90 " 
 
 " l8th . . . 91 " 
 
 " igth 85 " 
 
 " 20th 90 " 
 
 " 2ist 88 " 
 
 "23d . 88 
 
 " 24th 91 " 
 
 " 27th 100 " 
 
 " 28th 90 " 
 
 ' 3Oth ............ 90 " 
 
 " 3 Ist 9 2 " 
 
 26 trips. 
 
 Total . 
 Which gives an average of 90.3 cars per trip. 
 
 2349 cars. 
 
 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. 
 
 io-wheeled, D. 
 Consolidation, I. 
 
 Car Mileage. 
 
 56,193 
 188,000 
 
 175^52 
 204,861 
 192,009 
 
 Lbs. Fuel per Car Kile. 
 
 Average Train. 
 
 38.5 cars. 
 
 6 7 . 
 
 64.7 " 
 
 65.8 
 67.8 " 
 
 It is only occasionally that a lo-wheel engine runs on the Susquehanna Division. They often are as 
 low as 2 Ibs. 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. 
 
 ~T 
 
IIO ILLUSTRATED CATALOGUE, 
 
 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 55') where the old ones took only 16 cars. The 22 cars weigh with their cargo 320 gross tons. 
 
 WILLIAM S. ELLISON, 
 OCKO 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. 1 1 1 1 was first run up the mountain on Monday, May gth. 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 5747 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 x 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 // 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 lifted 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 roth, 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 nth, the trip was made on both sides of the mountain with the following result, 
 viz. : 
 
 On the maximum grade of 145' (south side), with no Ibs. pressure, and speed 6 minutes to the mile, 
 26 empty cars; weight, 197 tons. 
 
 On the maximum grade of n6 / (north side), with no Ibs. 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 Ibs. and the speed 7j^ 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 10 loaded cars, or about 190 tons, on the I i6 r grade. This is a fair load for them, and would compare 
 with the performance of the No. nil. 
 
 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. 
 
 Yours very respectfully, 
 
 (Signed) GEO. C. WILKINS, 
 <xx> Superintendent. 
 
 CLASS 10-34 E ON GRADE OF 96 FEET PER MILE AND CURVE 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 : 
 
1 
 
 BALD IV IN L O CO MO 77 VE WORKS. 
 
 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 
 for 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 10 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 Heavy 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) 64' 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. 
 
 CLASS 10-34 E ON GRADE OF 96 FEET PER MILE AND 10 AND 14 DEGREE CURVES. 
 
 LEHIGH VALLEY RAILROAD, WYOMING DIVISION. 
 
 WILKESBARRE, December 12, 1871. 
 MESSRS. M. BAIRD & Co. : 
 
 Gentlemen, We have now in service 10 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 10 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 4io / 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 lo-wheeled engines. 
 
 Wear of Track. 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 \' 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 Ibs. pressure of steam, and have occa- 
 sionally exceeded this load and hauled up this grade 35 loaded cars, equal to 280 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. 
 
- v 
 \ 
 
 H2 ILLUSTRATED CATALOGUE. 
 
 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, 
 -ooo Division Superintendent. 
 
 CLASS 10-34 E ON GRADE OF 45 FEET PER MILE. 
 
 MISSOURI 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. 107, 108, 109, and no, 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. 107 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 i6^' // X 2 4 X/ 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 286$' to 1433' radius. The total weight of engine, 
 tender and train was about lioo tons (of 2000 Ibs. ). 
 
 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. 
 
 CLASS 10-34 E ON GRADE OF 171 FEET PER MILE AND CURVE 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 10 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 171' per mile, they take up readily on dry rail, 
 without sanding rail, 32 empty cars, weighing 160 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. 
 
X 
 
 BALDWIN LOCOMOTIVE WORKS. 
 
 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 2j^ 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 1 locomotives. 
 
 No. 25 ran 13,025 miles; cost 5 T 9 ff cents per mile. 
 " 26 " 11,908 " " 7 T 6 7 " " 
 
 In 1871, average repairs of all were i7 T 8 ff cents per mile. 
 
 No. 25 ran 18,825 miles; cost 5 cents per mile. 
 " 26 " 19,247 ST V 
 
 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, 
 ooo> General Superintendent, 
 
 CENTRAL RAILROAD OF NEW JERSEY. 
 
 OFFICE OF THE ASSISTANT GENERAL SUPERINTENDENT, ELIZABETH, N. J., May 17, 1880. 
 MESSRS. BURNHAM, PARRY, WILLIAMS & Co., 
 
 BALDWIN LOCOMOTIVE WORKS, PHILADELPHIA, PA. : 
 
 Dear 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 . . . . . . . .16 miles. 
 
 Grade 23' per mile. 
 
 Train hauled 100 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 3000 gallons. 
 
 Yours truly, 
 
 (Signed] W. W. STEARNS, 
 
 Assistant General Superintendent. 
 
 The following letters from W. B. Strong, Esq., Vice-President and General Manager, 
 Atchison, Topeka and Santa Fe Railroad Company, and from Jas. D. Burr, Esq., of 
 the Engineer Department of the Atchison, Topeka and Santa Fe 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 101, and which is sub- 
 stantially the same as Class 10-36 E, page 105. 
 
 ATCHISON, TOPEKA AND SANTA FE RAILROAD COMPANY. 
 
 OFFICE VICE-PRESIDENT AND GENERAL MANAGER, TOPEKA, KAN., March 31, 1879. 
 MESSRS. BURNHAM, PARRY, WILLIAMS & Co., 
 
 BALDWIN LOCOMOTIVE WORKS, PHILADELPHIA, PA. : 
 
 Gentlemen, Your favor of the I7th 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 i 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. 
 
114 
 
 ILL USTRA TED CA TALOGJJE. 
 
 ATCHISON, TOPEKA AND SANTA Ft RAILROAD COMPANY. 
 OFFICE OF THE CHIEF ENGINEER, TRINIDAD, COL., March 5, 1879. 
 MESSRS. BURNHAM, PARRY, WILLIAMS & Co., 
 
 BALDWIN LOCOMOTIVE WORKS, PHILADELPHIA, PA. : 
 
 Gentlemen, Your favor of February 2Oth, 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, 10 miles. 
 Morley to New Mexico State Line, 4 miles. Switchback is 2^ miles farther, to cross Raton Mountain 
 Range while the Tunnel (2OOO / 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 2' per loo / 
 (105' 6 //r per mile). From Morley to the Tunnel we have for 3 miles of the way a maximum of 3^' 
 per loo'. On this portion of the line the maximum curve is 10 (574 / ), and on all curves there is a 
 compensation at the rate of .O5 / per degree per ioo / . The curves are very frequent, and the average 
 curve will be about 7. The outer rail at first was elevated ^ // per degree. 
 
 On the Switchback you will notice from the map I send you that the maximum curve is 16, and 
 gradient 6' per 100'. 
 
 Very respectfully yours, 
 
 (Signed) JAS. D. BURR, 
 
 Assistant Engineer. 
 
 TRINIDAD, COL., May i, 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 
 in 
 Miles. 
 
 Total Rise. 
 Feet. 
 
 Total Fall. Grade in Feet 
 Feet. per Kile. 
 
 Maximum 
 Curvature. 
 
 Total 
 Curvature. 
 Degrees. 
 
 Average 
 Gradient Feet 
 per Mile. 
 
 Trinidad to Morley 
 
 10 
 
 800 
 
 1-5 
 
 105.6 
 
 10 
 
 865o6' 
 
 80 
 
 Morley to Tunnel . . 5.1 
 
 766 
 
 3-0 
 
 184.8 
 
 10 94544' 
 
 150.2 
 
 Switchback .... 2.75 
 
 275 
 
 275 
 
 316.8 
 
 16 ;io8ii3 / 
 
 
 On the 2 per cent, incline, Trinidad to Morley, length of maximum gradient = 31,800'. 
 On the 3^ per cent, incline, Morley to Tunnel, length of maximum grade === I9,IOO / . 
 The 275' rise on the north side of the mountain, Switchback line, is made in 7ooo / , 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. 
 " 3/2 " " .... 258^ " " 8 
 
 Switchback, 6 per cent, maximum . . 194 " 6 " 
 
 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, 10 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)4 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 
 
BALDWIN LOCOMOTIVE WORKS. 
 
 train, 7 loaded cars of 43,000 Ibs. each, and tank 44,000 Ibs., although 8 cars, and at one time 9 cars, 
 have been taken over the temporary line. So that 10 round trips, with 7 cars each trip, can readily be 
 made during any one day, or a total of over 6,000,000 Ibs. 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 \"]" X 2 4 /r cylinders, the other i6 // X 2 4 // 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 
 2 X 2000 
 
 Gravity 
 
 Wheel friction 
 Wind (say) 
 
 = 40 Ibs. per ton. 
 
 = 6 Ibs. per ton. 
 1.8 Ibs. per ton. 
 
 Total resistance, 47-8 Ibs. per ton. 
 Traction, including weight of engine = 
 
 542-5 X 47-8 = 25931 
 Weight of engine on drivers ^ 100,000 
 
 25931 I 
 
 Adhesion = 
 
 100,000 
 
 On the 6 per cent, gradient we have 
 
 6 X 2000 
 Gravity =120 Ibs. per ton. 
 
 Wheel friction 
 Wind (say) 
 
 = 6 Ibs. per ton. 
 1.8 Ibs. per ton. 
 
 Total resistance, 127.8 32461 Ibs. 
 
 Traction 254 X 127.8 = 32461 
 
 Adhesion 
 
 32461 
 
 100,000 
 
 3.08 
 
 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 ^ f ' 
 per degree. Respectfully, 
 
 J. D. BURR, 
 
 Assistant Engineer. 
 GEO. HACKNEY, 
 -OQO Superintendent I., 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 Railrpad. 
 
 On this division of the Lehigh Valley Railroad, over maximum grades of 126' 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 76' 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 (340 gross tons). 
 
 On the Wyoming Division of the same railroad, from Sugar Notch to Fairview, the grade is i' in 55' 
 (96' per mile) for 12 miles in length, combined with curves of 8 and 10 radius. The curves are 
 frequent, and there are but two tangents, each less than I 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. 
 
Il6 ILLUSTRATED 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 .03"^ 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, 100. 
 " " " loaded " " " 130' " 30. 
 
 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 Ibs.) of coal. 
 
 Truly yours, 
 
 JAMES I. BLAKSLEE, 
 
 Division Superintendent. 
 
 CLASS 10-34 E ON GRADES OF 53 TO 68 FEET PER MILE, COMPARED WITH 17X24 
 
 "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 3Oth, 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, n^oo 7 long, of which 1400'' have a curvature of 
 2 30'; 1300'' a curvature of 3; and loo / a curvature of 2 40'. 
 
 The maximum grade going west is 67.58'' per mile, 7300' long, of which 1400' have a curvature of 
 2, and 2600' a curvature of 3 12'. 
 
 Going east the train consists of 29 cars, engine, tender, and way car. The freight cars will average 
 1 5-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. S / per mile, io,ioo / long, of which I2OO / have a curvature of 
 2 20', and 2300' a curvature of i 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, 
 \"]' r X 2 4 // 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 . . 15.7 
 I 7 // X 2 4 x/ 38-tons engines .......... 19.0 
 
 Yours truly, 
 
 (Signed} H. B. STONE. 
 
 (NOTE. The tons above given are net tons of 2000 pounds each.) 
 
118 
 
 L 
 
120 
 

 ~> 
 BALDWIN LOCOMOTIVE WORKS. I2I 
 
 
 
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 1 
 
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 T? 
 
 DIMENSIONS, WEIGHTS, AND TRACTIVE POWER OF SEVEN SIZES OF THIS PATTERN. 
 
 
 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, 
 with tank, containing 900 gallons of water, on boiler. The tank engine could also draw an additional load equal to the weight of the tender omitted, say 
 from 10 to 20 tons. 
 
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128 
 
 
f ~~ ^ 
 
 BALDWIN LOCOMOTIVE WORKS. 129 
 
 FOUR-WHEELS-CONNECTED AND TWO-WHEELED TRAILING TRUCK 
 LOCOMOTIVES, "FORNEY" TYPE, 
 
 FOR SWITCHING AND LOCAL SERVICE. 
 GAUGE, 4 FEET 8X INCHES, OR WIDER. FUEL, WOOD OR COAL. 
 
 General Design as Photograph on page 128. 
 
 DIMENSIONS, WEIGHTS, AND TRACTIVE POWER OF SIX SIZES OF THIS PATTERN. 
 
 
 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. The fuel and water are carried at the back end of the engine, on and in the tank 
 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. 
 
 L^ 
 
 | 
 
 1 
 
 9 
 
 3 
 
 s 
 
 s 
 
 1 
 
 s 
 
 i 
 
 o=. 
 
 
 
 I 
 
 tB 
 
 3 
 3 
 
 On a Grade per Mile of 
 
 !.-, 
 
 ii 8 
 
 O O ""> ""> O O 
 to vo OO Os M r*> 
 
 1*1 
 
 1*. CQ 8 
 
 s a 
 
 Q to to tO to to 
 
 vO 1-- O *t "1 
 
 sf *. 
 
 CO g 
 
 2*! 
 
 s & 
 
 O to to O O u") 
 
 00 Os N TJ- OO ON 
 
 * 1 
 s *^ 
 
 5l 
 
 S3 
 
 in O to to O O 
 O <"J "O OO Tj- so 
 
 M M M M Cf O 
 
 1*1 
 
 *** 
 
 to xo to 10 to O 
 
 to oo f5 vO TJ- r^ 
 i- N N ro c<^ 
 
 U( 
 
 ! "^ 3 
 S S 
 
 to O O "> O "^ 
 
 to <o * l~ 
 N ro ro rh to vO 
 
 H 
 
 to O O O O 
 OO O M Q Os OO 
 
 IO t--. OO O M 1*5 
 
 Weight 
 in Working Order. 
 Pounds. 
 
 tlPl 
 
 a .S = 
 ^ 
 
 ro vtT cf 10 ^ rC 
 N N ro m * Tt- 
 
 O 
 
 o" f o" ^o" vo" o" 
 
 t^J CO ^ ^J- 10 \O 
 
 Capacity of Tank 
 for Water. 
 8j^-Pound Gallons, 
 
 a fe 
 11 
 
 
 8 g S < 
 
 "S 3 ff 1 
 
 4 
 
 Q 
 O to O "^ O *n 
 
 Tj- Tj- 10 tO -O VO 
 
 pa 
 
 1 
 
 jj \O ON !^> O OO ro 
 
 v; i- ro fo T)- 10 
 
 
 1 
 
 p 
 
 g>^ 
 
 :gJ 
 |" 
 
 s -o ^o 
 
 ^; 10 to vO vo t^ f- 
 
 h, 
 
 bo 
 j Jj JH d 
 
 ! 1 J 
 
 S c -S s 
 0^,0 
 
 o 
 
 1-1 11 ro to Os Os 
 ****** 
 
 O O O O O O 
 
 t^ t^ t~ >- ro ro 
 
 ro f^i fO TJ- -^- it 
 
 ll 8 
 
 "S * 
 
 00 OO 00 O -<t Tt 
 11 ~ w cs N N 
 
 O O O O O O 
 
 VO -O ^ OO N N 
 1 >-< i-c N N 
 
 X X X X X X 
 
 O N ro Tf to 
 
 
 1 
 
 O CJ CJ U CJ U 
 
 ^ ^ ^ ^ ^ ^ 
 
 * vO 00 O N -t 
 M 1-1 M M N M 
 
 vO vo vO vO *O vO 
 
 H 
 
130 ILLUSTRATED CATALOGUE. 
 
 ^^*\ 
 
 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^/5 C are used on the New York Elevated Railway (Third Avenue), passing curves as short as loo / 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. 
 J 
 
 
 DIMENSIONS, WEIGHTS, AND TRACTIVE POWER OF EIGHT SIZES OF THIS PATTERN. 
 
 FOUR-WHEELS-CONNECTED AND FOUR-WHEELED TRAILING TRUCK 
 LOCOMOTIVES, "FORNEY" TYPE, 
 
 FOR SWITCHING AND LOCAL SERVICE. 
 GAUGE, 4 FEET S'A INCHES, OR WIDER. FUEL, WOOD OR COAL. 
 
 General Design as Photograph on page 131. 
 
 oooooooooooooooo 
 
 OOC?.-^ N O OO O - 
 
 onnoooon 
 
 1 
 
 
 & CT 
 
 S- CO ^ 
 
 XXXXXXXX 
 
 MUNJMMM.MM 
 
 * (0 KJ OO Os O\ O* 
 
 O O O O O O 
 
 4>> -f>> O OO 00 00 
 
 -f*- * - Co OJ Oj 
 
 o 
 
 1 1 1 p' 
 
 1 
 
 \ovooooooc 
 
 *> 4* - > 
 VO vo <-n OJ 1-1 "i 
 
 -J-J^l^ ^ONCnV^^ 
 
 S, 
 O^ ON ^i 
 
 ?l 
 
 ^ 
 1 
 
 1 
 
 
 I 
 
 "-1 . 
 
 ^oo'oo^oSS'o 
 
 - 8 S 
 
 Capacity of Tank 
 for Wat5r. 
 8^-Pound Gallons. 
 
 
 If 
 
 iff If It! 
 
 I 
 
 B" 
 
 4 
 
 | l 
 
 g B Oq 
 g.0^ g- 
 
 * 
 
 tlllllfl 
 
 III 
 
 
 If 
 
 s 
 s 
 
 1 
 i 
 
 s 
 e 
 
 s 
 
 "-*! t-n OJ to O OO *^J t~n 
 8O OO VO O K> O OO 
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 O\ON1-1-^^. ONHtA! 
 
 Ot^tn O<-n O O^-" 
 
 I. ** 5 
 
 ^ 1 
 
 - J^ 
 
 ? 
 
 "i 
 
 K 
 5T 
 
 o 
 
 4^-f^OotoK)lO>-''-i 
 
 'if 
 
 M OOC\-f>. OOO^OJ O 
 
 ^l 
 
 Oji-iVOOO-^M'OOO 
 
 no?" 
 
 
 1 ^ s 
 
 'o^S^Jl.S^ o 1 
 
 ^ OJ OJ tO O 00 s * *-" 
 O ^n O O **** O O 
 
 l"l 
 
 
BALDWIN LOCOMOTIVE WORKS. 
 
 133 
 
 PERFORMANCE OF "FORNEY" LOCOMOTIVES. 
 
 CLASS 8-18K C ON GRADES OF 53 TO 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 ....... 53' to 85' per mile. 
 
 Minimum curves ....... 500' radius. 
 
 Ordinary train . . . . 4 passenger cars. 
 
 Weight of each car ...... 8)4 tons. 
 
 Average number of passengers in each car 50 
 
 Number of stops made in 6 miles .... 4 
 
 Running time ....... 15 to 1 8 minutes. 
 
 Time frequently made ...... 14 minutes. 
 
 Consumption of fuel . . . . 2O to 25 R). coal per mile run. 
 
 The above is the ordinary work done by each of these engines. 
 
 On special occasions 1 1 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 60' 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, 
 <x>o> President. 
 
 CLASS 8-18X C ON GRADES OF 58 FEET PER MILE. 
 SOUTH MANCHESTER RAILROAD COMPANY. 
 
 SOUTH MANCHESTER, CONN., October 21, 1879. 
 MESSRS. BURNHAM, PARRY, WILLIAMS & Co., 
 
 BALDWIN 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 I freight train every day. The 
 maximum grade is 58. 08' 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. 
 
.JL 
 
 '34 
 
 ILLUSTRATED CATALOGUE. 
 
 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 
 1 6 on main line. She can haul 13 4-wheeled ore-cars, weighing 3 tons each, at the rate of 10 miles an 
 hour, or 2 double-truck loaded cars weighing 40 tons. 
 
 Yours truly, 
 
 E. B. REDDING. 
 
 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, 
 <xo President. 
 
 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, 
 ooo 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 n, 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 \ f in 15'. 
 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 10 
 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 3OO / , 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. . 
 
136 
 

 
 
 C ' ^ 
 
 BALDWIN LOCOMOTIVE WORKS. ! 37 
 
 "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. 
 
 
 ype each pair of driving-wheels is equalized with the adjacent pair of truck-wheels. Each truck has a swinging or sliding bolster 
 ines can, therefore, pass short curves freely, and are especially adapted to light switching service, or for light passenger or freight 
 iilroads, where short curves are to be traversed with some speed, and where it is desirable to' run both ways without turning. 
 e can be built with separate tender, if desired, instead of tank on boiler, 
 jove table are inclusive of water in tank. 
 
 LOAD IN TONS (OF 2240 POUNDS) OF CARS AND LADING. 
 On a Grade per Mile of 
 
 !su 
 
 * CO g 
 OO t-i 
 
 S o 
 
 MIffft| 
 
 **! 
 
 CM* 
 
 s S. 
 
 -8 S 8, S 3.5 
 
 
 
 
 C*| 
 
 i** 
 
 Vff-ftVBlV 
 
 f.*- 
 
 * XJ B 
 
 CO **, 
 
 e> > s- r > ? 
 
 4 
 
 SffffffiftBC 
 
 * SCT <=> 
 
 f. * 8 
 
 IU9Sffi 
 
 11 
 
 &!= || S 
 
 Weight 
 in Working Order. 
 Pounds. 
 
 HI 
 
 N" T? oo" N" oo" pf oo" N" 
 
 t 
 
 
 
 i^OO TfO^-vO OOO N 
 
 Capacity of Tank 
 for Water. 
 8>4-Pound Gallons. 
 
 Ji 
 
 
 1 | I 
 
 OOOOOOOO 
 
 i 
 
 p 
 
 1 
 
 15 vO OOO C^ ^OOvO O 
 
 11 
 
 & 
 S 
 
 j; vO vO 
 glvOvOvOvO r^t^ f 
 
 "3 
 
 OOOOOOOO 
 
 ^^^.^^^^^ 
 
 !|-f 
 
 OOOO O O -^-Th^-rf 
 
 In locomotives of this t 
 and radius bar. These eng 
 traffic on city or suburban n 
 This type of locomotiv 
 The weights given in a 
 
 ^ 
 
 oooooooo 
 
 XXXX X X X X 
 
 
 i 
 
 uouuouou 
 
 ^vOOO O N *vOOO 
 
 0606060606060606 
 
 
 i 
 
138 ILLUSTRATED CATALOGUE. 
 
 N 
 
 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. 
 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 
 
 together so as to form a centre-bearing truck or combination. The weights given in above table include water in tank. 
 
 J 
 
 
 DIMENSIONS, WEIGHTS, AND TRACTIVE POWER OF SIX SIZES OF THIS PATTERN. 
 
 DOUBLE-ENDER TANK LOCOMOTIVES, 
 
 FOR LOCAL PASSENGER SERVICE. 
 
 
 GAUGE, 4 FEET 8/ 2 INCHES, OR WIDER. FUEL, WOOD OR COAL. 
 
 General Design as Photograph on page 139. 
 
 
 1 
 
 909999 
 
 M | M tt M M 
 
 ON 4" w O OO ON 
 
 t&H *-M feH rf*^- *-,- ^v- 
 
 O O O O O O 
 
 
 M 
 
 pff 
 Pit 
 
 S- ? 
 p 
 
 ON Ui 4. U (0 w 
 
 X X X X X X 
 
 U tt M B M M 
 
 N M N> N 00 00 
 
 O O O O O O 
 
 M N N N to M 
 4x . *- 4* O O 
 
 tn 4*. 4.. 4=. 4* 4>. 
 
 <-" \O NO vo OJ to 
 
 o 
 
 g ^ ? s- 
 
 sl*P 
 
 5 t 5 
 " ^ 
 
 O O O O O O 
 ON t" <~n <-n 4* 4". 
 H* t/i t/i Ln VJD \o 
 
 *! 
 
 oo 00,00 oo <^ o\> 
 
 .i- 
 
 f* 
 
 M- 
 
 l 
 1 
 
 U) N N M N (0 **J 
 O ^O ~J >> ON ON r* 
 
 "-" tn Ui P-I >-i ? 
 
 1 
 
 lo **> ON 
 S? J? y 1^1 tn (^ 
 
 8 8 8 o 
 
 3 B9 g> ^ 
 
 Ifff 
 
 Capacity of Tank 
 for Water. 
 8^-Pound Gallons. 
 
 
 If 
 
 s 2 
 ?* s- 
 
 00 ^I ^I ON Ui ^. 
 ^ tn p 4^ 4>. OO 
 
 I 
 
 Weight 
 in Working Order. 
 Pounds. 
 
 4^ 4^ 4^. OJ O-> NJ 
 <j\ OJ O >-" O 4^ 
 
 Jl? 
 
 ||E 
 
 U) u I-H vo OO ON 
 
 >-> ^^1 CK) ON *-* OJ 
 
 O O O O tn <-" 
 
 I 
 
 r- * 
 
 | 
 
 "Z 
 
 % 
 
 "i 
 
 t-tf 
 
 g 
 
 *=0 
 
 ca 
 
 i 
 
 1 
 
 i 
 
 fji <j\ 41. 4^ to to 
 ~-l -P' OO W ON ~-I 
 O < O O O 01 
 
 S S 
 
 S NT * 
 ^ 
 *** t 
 
 5 ^ 
 
 On a Grade per Mile of 
 
 U) OJ M (0 to <-< 
 4 OJ <O <-n ON 
 O O <-" O ^" O 
 
 5 
 H| 
 
 l> M U W M M 
 
 OJ K3 O ^4 -t "-i 
 
 o o o o <^ o 
 
 ^ a 
 
 s ^ w 
 
 t* HS t-ri 
 
 ^* f 
 ? -" 
 
 
 13 S 
 
 S 
 
 S-| 
 
 ^J ON 01 OJ ii OO 
 tn tn O O O O 
 
 4>> OJ O OO ON 
 O O <-" *** *" 
 
 * CO 
 1 -1 to 
 
 w 
 ^ s 
 
 5- ' _^ 
 
 w O ^> OO ON tn 
 O O O O <-" O 
 
 8 " - g 
 
 g CO *- 
 
 HI 
 
 
 T 
 

 . 
 
1 
 
 BALDWIN LOCOMOTIVE WORKS. 
 
 141 
 
 PERFORMANCE OF " DOUBLE-ENDER" LOCOMOTIVES. 
 
 CLASS 10-16?^ C IN LOCAL PASSENGER SERVICE. 
 
 CAMDEN AND ATLANTIC RAILROAD. 
 
 SUPERINTENDENT'S OFFICE, CAMDEN, N. J., September 15, 1880. 
 MESSRS. BURNHAM, PARRY, WILLIAMS & Co. : 
 
 Gentlemen, I inclose herewith a report of performance of No. i 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 : 
 
 Tear. 
 
 Mileage. 
 
 Cost, in Cents, per Engine Mile. 
 
 Total Cost, in Cents, including Wages of 
 Enginemen and Wipers. 
 
 Repairs. 
 
 Fuel. 
 
 Oil, Stores, etc. 
 
 Per Engine Mile. 
 
 Per Car Mile. 
 
 1878 
 1879 
 
 33,26l 
 34,907 
 
 X^F 
 TUT? 
 
 
 
 riftr 
 
 15 
 
 II 
 
 "A 
 
 The daily service of the engine is as follows : 
 
 Trip. 
 
 From 
 
 To 
 
 Distances. 
 Miles. 
 
 Kumber of Passenger Care. 
 
 Number of 
 Stops. 
 
 Time. 
 Minutes. 
 
 I 
 
 Atco . . . 
 
 Camden . 
 
 19.01 
 
 / I, Atco to Haddonfield, 12 miles 
 \ 2, Haddonfield to Camden, 7 miles . 
 
 9 
 8 
 
 } S 8 
 
 '{ 
 
 Camden . . 
 Haddonfield 
 
 Haddonfield 
 Camden . . 
 
 6.74 2 
 
 6.74 2 
 
 4 
 8 
 
 21 
 20 
 
 3{ 
 
 Camden . . 
 Haddonfield 
 
 Haddonfield 
 Camden . . 
 
 6-74 
 6-74 
 
 ; 
 
 5 
 5 
 
 20 
 2O 
 
 <{ 
 
 Camden . . 
 Haddonfield 
 
 Haddonfield 
 Camden . . 
 
 6.74 
 6-74 
 
 i 
 i 
 
 5 
 4 
 
 20 
 20 
 
 '{ 
 
 Camden . . 
 Lakeside 
 
 Lakeside 
 Camden . 
 
 "73 
 "73 
 
 2 
 
 10 
 
 8 
 
 33 
 
 33 
 
 <{ 
 
 Camden . . 
 Haddonfield 
 
 Haddonfield 
 Camden . . 
 
 6.74 
 6.74 
 
 2 
 2 
 
 8 
 8 
 
 20 
 20 
 
 '{ 
 
 Camden . . 
 Haddonfield 
 
 Haddonfield 
 Camden . 
 
 6.74 
 6.74 
 
 I 
 
 8 
 8 
 
 20 
 2O 
 
 *{ 
 
 Camden . . 
 Haddonfield 
 
 Haddonfield 
 Camden . . 
 
 6.74 2 
 6.7 4 2 
 
 5 
 4 
 
 20 
 20 
 
 9 
 
 Camden . 
 
 Atco . . . 
 
 I9.OI 
 
 / 2, Camden to Haddonfield . 
 \ i, Haddonfield to Atco .... 
 
 H 
 
 5 
 
I 4 2 ILLUSTRATED CATALOGUE. 
 
 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 Haddonfitld are about 30' per mile ; between Haddon- 
 field and Atco, 27' per mile, 3 miles in length. 
 
 Very truly yours, 
 
 F. A. LISTER, 
 ooo Superintendent. 
 
 CLASS 8-18^ C ON 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 10 stops each way, and at a speed of 20 miles per hour. 
 Maximum grades, 44' per mile. It consumes 498 Ibs. 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 Ibs. of 
 coal. Maximum grade on this run, 40'. 
 
 The engine has pulled with ease 4 loaded cars (80 tons) up a 105' grade 4^ 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. 
 
 T 
 
144 
 
 1 
 
BALDWIN LOCOMOTIVE WORKS. 147 
 
 120 
 
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 8 
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 j*| 
 
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 00 N "> OO 
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 SIX-WHEELS-CONNECTED LOCOMOTIVES, 
 
 ^ WITH SEPARATE TENDERS OR TANKS ON BOILERS, FOR SWITCHING OR 
 *^g*^J[f FREIGHT SERVICE. 
 
 ==3^L GAUGE, 4 FEET Q/ 2 INCHES OR WIDER. FUEL, WOOD OR COAL, n 
 
 ^^4-T 71 ffiiiFfFTlH 1 "S 
 
 \ ./ \ /'V ^ 1. General Designs as Photographs on pages 144 and 146, and as annexed Cuts. 
 
 DIMENSIONS, WEIGHTS, AND TRACTIVE POWER OF SIX SIZES OF THIS PATTE 
 
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 Weight 
 in Working Order. 
 Pounds. 
 
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 1 
 
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 Capacity of Tank 
 for Water. 
 8>S-Pound Gallons. 
 
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 8 
 
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 Wheel-Base. 
 
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148 
 
 ILLUSTRATED CATALOGUE. 
 
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BALDWIN LOCOMOTIVE WORKS. 
 
 INCLOSED NOISELESS LOCOMOTIVES, 
 
 FOR SWITCHING 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 150. 
 
 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 n, 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, 
 ooo 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. 
 
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