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LOCOMOTIVES 
 
 LOCOMOTIVE BUILDING, 
 
 BEING 
 
 A BRIEF SKETCH OF THE GROWTH OF THE RAILROAD SYSTEM AND OF THE 
 
 VARIOUS IMPROVEMENTS IN LOCOMOTIVE BUILDING IN AMERICA 
 
 TOGETHER WITH A HISTORY OF THE 
 
 ORIGIN AND GROWTH 
 
 OF THE 
 
 Rogers Locomotive ** Machine Works, 
 
 PATERSON, NEW JERSEY, 
 
 FROM 1831 TO 1886. 
 
 J. S. ROGERS, Preset. \ R. S. HUGHES, Trcas'r. 
 
 R. S. HUGHES, Sec'y. > PATERSON, N. J. 44 Exchange Place, 
 
 JOHN Tfffi>nnoTJ, ,gtf/'& ) NEW YORK. 
 
 NEW YORK : 
 
 WM. S. GOTTSBERGER, I'RINTER, II MURRAY STREET, 
 1886. 
 
Entered according to Act of Congress, in the year 1886, 
 
 BY THE ROGERS LOCOMOTIVE & MACHINE WORKS, 
 in the Office of the Librarian of Congress, at Washington. 
 
PREFACE 
 
 The last catalogue of the Rogers Locomotive and Machine Works with 
 a sketch of the origin and growth of that establishment, was published in 1876. 
 
 Since then many changes have been made in the equipment of these 
 Works and in the character, design, and dimensions of the locomotives turned 
 out. To describe these adequately it was necessary to rewrite nearly the whole 
 of the former volume. This work was entrusted to my hands by the officers of 
 the Rogers Locomotive and Machine Works. As it was commenced during 
 the fiftieth year that the establishment had been engaged in the manufacture of 
 locomotives, it seemed a suitable time to give a somewhat full account of the 
 origin and history of the Works, and of the evolution of the locomotives built 
 in them during that period. Such an account has been carefully prepared, and 
 consists very largely of what may be called a mechanical history of the work 
 which has been done ; which, it is thought, will be interesting to many readers, 
 as it shows the successive steps which have led to the wonderful development 
 of the locomotive in this country. It also indicates the extent to which the 
 perfection of the modern American type of locomotive is due to the ingenuity, 
 mechanical skill, and sound judgment of the founder of this establishment 
 Mr. Thomas Rogers, and to his successor Mr. William S. Hudson. Both 
 of them have left a record of their genius and ability in their designs, which are 
 imitated to-day, and which promise to survive until locomotives are superceded. 
 
 Very complete data concerning the dimensions and performance of the 
 locomotives which this establishment is now prepared to furnish are given by 
 illustrations and tables in the latter part of the book, and as there is still 
 considerable difference of opinion and practice in calculating the capacity of 
 locomotives, an explanatory chapter is given showing just how the calculations 
 were made. 
 
 M. N. FORNEY. 
 NEW YORK, October i, 1886. 
 
 ^46018 
 479 
 
CONTENTS. 
 
 CHAPTER I. 
 THE ORIGIN OF THE ROGERS LOCOMOTIVE AND MACHINE WORKS, - i 
 
 CHAPTER II. 
 THE EARLY HISTORY OF RAILROADS IN THIS COUNTRY, 3 
 
 CHAPTER III. 
 THE EARLY HISTORY OF LOCOMOTIVES IN THIS COUNTRY, - 6 
 
 CHAPTER IV. 
 
 HISTORY OF LOCOMOTIVE BUILDING AT THE ROGERS LOCOMOTIVE AND 
 
 MACHINE WORKS, n 
 
 CHAPTER V. 
 
 THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE: THE BOILER: THE 
 
 ENGINES : THE RUNNING GEAR, - 23 
 
 CHAPTER VI. 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS IN 1886, 76 
 
 CHAPTER VII. 
 
 A REMARKABLE RUN OF 426.6 MILES BY ROGERS' LOCOMOTIVES ON 
 
 THE NEW YORK, WEST SHORE AND BUFFALO RAILWAY, 80 
 
 CHAPTER VIII. 
 THE TRACTIVE POWER OF LOCOMOTIVES, 93 
 
 CHAPTER IX. 
 
 PLATES AND TABLES OF DIMENSIONS AND CAPACITY OF LOCOMOTIVES 
 
 OF 4 FT., 8^2 IN. GAUGE OR WIDER, - - 101 
 
 CHAPTER X. 
 
 PLATES AND TABLES OF DIMENSIONS AND CAPACITY OF NARROW GAUGE 
 
 LOCOMOTIVES, 173 
 
 INDEX, 195 
 
THE ROGERS 
 LOCOMOTIVE AND MACHINE WORKS. 
 
 CHAPTER I. 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS were founded by Thomas 
 Rogers, who was born March i6th, 1792, in the town of Groton in New London 
 County, Connecticut. He died in New York City, April igth, 1856. He served 
 in the war of 1812, and was a lineal descendant of Thomas Rogers, one of the Pilgrim 
 Fathers, who came over to this country from England in the Mayflower. At the age of 
 sixteen he was apprenticed to learn the trade of a house carpenter, and in the summer of 
 1812 he removed to Paterson, N. J., then a small village which at that time was very 
 prosperous on account of the demand for American manufactures brought about by the 
 war with Great Britain. Many of the manufacturers were reduced to bankruptcy on 
 conclusion of peace, in 1815. 
 
 At this time he was employed as a journeyman carpenter, and was noted for his 
 constant application to business, good judgment, and force of character. A few years 
 afterward, Captain Ward, who had been travelling in Europe, where he had seen the 
 power-loom in operation, came to Paterson for the purpose of introducing the 
 manufacture of cotton duck. Mr. Rogers was employed to make the patterns for these 
 looms. He very soon understood their construction and recognized their value and 
 bought from Captain Ward the patent right for making them. 
 
 In 1819, he associated himself with John Clark, Jr., under the firm name of 
 Clark & Rogers. They commenced work in the basement story of the Beaver Mill, a 
 building which at an early day had been put up by Mr. Clark's father. Shortly after- 
 wards, Mr. Rogers visited Mexico, where he received large orders for looms, etc. In 
 1820 the firm moved into the little Beaver Mill, and in the following year took into 
 partnership Abraham Godwin, Jr., and the firm name was then changed to Godwin, 
 Rogers & Co. They then commenced spinning cotton and building machinery for that 
 and other purposes. 
 
 In 1822, finding their accommodations too limited, they leased Collett's Mill and 
 moved into it. Their business continued to increase, the number of persons employed 
 being sometimes as high as 200. The establishment continued to prosper until the sum- 
 mer of 1831. In the latter part of June of that year Mr. Rogers withdrew, and took 
 with him $38,000 as his share of the profits of the firm. 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 He then took a mill-site on the upper raceway in Paterson, and immediately 
 commenced the erection of the " Jefferson Works," which were ^finished and put in 
 operation before the close of the following year. The location and building of the 
 " Jefferson Works " was literally an encroachment on the forest. On the upper race no 
 factories had been put up, except two little cotton mills and a small machine shop, the 
 latter owned by Messrs. Paul & Beggs. Between Spruce and Mill streets, all was swamp 
 covered with pines. 
 
 It was the intention of Mr. Rogers to devote the lower stories of the "Jefferson 
 Works " to building machinery, and the upper stories to spinning cotton. The latter 
 was, however, never commenced, as the demand for machinery increased so fast that the 
 whole of the new building was devoted to that branch of the business. 
 
 In the early part of 1832, he associated with himself Messrs. Morris Ketchum 
 and Jasper Grosvenor, of New York, the name of the firm being Rogers, Ketchum & 
 Grosvenor. 
 
 In that year the railroad from Jersey City to Paterson was approaching 
 completion, and the iron work for the bridges over the Passaic and Hackensack rivers 
 had been made by Mr. Rogers. An order was also executed for one hundred sets 
 of wheels and axles for the South Carolina railroad, of which Mr. Horatio Allen was 
 then chief engineer. A short time before Mr. Allen had visited England to get 
 information about the use of locomotives on railroads, and at the time he ordered the 
 work for the South Carolina Railroad he recommended Mr. Rogers to undertake the 
 construction of locomotives. 
 
 In the following letter, written more than fifty years after the event, Mr. Allen 
 describes his interview with Mr. Rogers : 
 
 SOUTH ORANGE, N. J., Dec. 31, 1884. 
 Dear Sir : 
 
 "The earliest railroad work in this country was done by the West Point Foundry Association to 
 which was entrusted the order for railroad wheels for the South Carolina Company, and other work for 
 that Company. 
 
 " Knowing that the Era that had opened would require works specially appropriate to the 
 construction of the rolling stock up to the locomotives, I obtained authority in the spring of 1830 from 
 the South Carolina Railroad Company to seek the works which in position, instrumentalities, and 
 preparedness, were in condition to undertake and were willing to undertake what was wanted. 
 
 "The result of inquiries to the end in view led me to call on Rogers, Ketchum & Grosvenor, a 
 firm then engaged in the manufacture of machinery for cotton and woolen mills, whose works were at 
 Paterson, N. J. 
 
 "At these works I called and asked an interview with Mr. Rogers, the partner having charge of 
 all the mechanical operations of the firm. It was without any letter of introduction or any personal 
 knowledge of each other. My subject was my introduction, and Mr. Rogers very soon led me to know 
 that I had come to the right place and to the right man. 
 
 " At the close of an hour's conversation Mr. Rogers expressed his readiness to enter the new field, 
 and to undertake any orders that were entrusted to their firm. The future of ' The Rogers Locomotive 
 Works ' was determined at that hour's conversation. 
 
 "The personal and business relations which followed this interview, continued for many years, and 
 were to me of the most satisfactory character." 
 
 Yours truly, 
 
 HORATIO AI.I.K.N. 
 
s 
 
 i 
 
 \ 
 
THE EARLY HISTORY OF RAILROADS IN THIS COUNTRY. 3 
 
 One of the accompanying engravings represent the works of Rogers, Ketchum 
 & Grosvenor, as they were in 1832, and the other shows them as they are in 1886. 
 
 The following advertisement, which first appeared in the American Railroad 
 Journal of June 8, 1833, will give an idea of the character of the business of the firm at 
 that time 
 
 KAILKOAD CAtt WHEELS ANI> BOXES, 
 
 AND OTHEB, KAILROAD CASTINGS. 
 
 9Sf Also, AXLES furnished and fitted to wheels complete, 
 at the Jefferson Cotton and Wool Machine Factory and Foun- 
 dry, Paterson, N. J. All orders addressed to the subscribers 
 at Piiterson.or 60 Wall street, New- York, will be promptly at- 
 tended to, Also, CAR SPRINGS. 
 
 Js ROGERS, KET CHUM & GROSVENOR. 
 
 This advertisement was continued regularly until December 24, 1836. 
 
 CHAPTER II. 
 
 THE EARLY HISTORY OF RAILROADS IN THIS COUN'TRY. 
 
 IN 1833 railroads were already attracting a great deal of attention in this country. 
 The opening of the Erie Canal for commercial purposes in 1826, and the consequent 
 diversion of traffic from other seaboard cities to New York, led the people of Philadel- 
 phia, Baltimore, Boston and Charleston to seek for means by which their lost trade could 
 be recovered. Investigation and accurate surveys soon showed the impracticability of 
 constructing canals from Baltimore to the Ohio River, or from Boston to the Hudson. 
 In the meanwhile information concerning the successful use of steam power on the 
 Stockton & Darlington Railroad in England, which was opened in 1825, had reached 
 this country, and the public had received the reports of the celebrated experiments with 
 locomotives which were made on the Liverpool & Manchester Railway in 1829. As 
 Mr. Charles Francis Adams, Jr. has expressed it : * 
 
 "America suffered from too few roads; England from too much traffic. Both were restlessly 
 casting about for some form of relief. Accordingly all through the time during which Stephenson was 
 fighting the battle of the Locomotive, America, as if in anticipation of his victory, was building rail- 
 roads. . . . 
 
 " The country, therefore, was not only ripe to accept the results of the Rainhill contest, but it was 
 anticipating them with eager hope." 
 
 After the experiments referred to had been made, full reports giving in detail 
 their results, were published in this country, Committees of inquiry were sent to England 
 
 * See Railroads : their Origin and Problems. 
 
THE ROGERS LOCOMOTIVE AND MACHINE \VORKS. 
 
 to get information and report on the railroads of that country, and a railroad mania 
 began to pervade the land. 
 
 The first railroad which was built in the United States was a short line of about 
 three miles from the Quincy granite quarries to the Neponset river, * for the transporta- 
 tion of granite for the Bunker Hill Monument. This was merely a tram road and was 
 operated by horse power and stationary engines, and was built in 1826. As Mr. Adams 
 says : 
 
 ' Properly speaking, however, this was never or at least, never until the year 1871, a railroad 
 at all. It was nothing but a specimen of what had been almost from time immemorial in common use 
 in England, under the name of ' tramways. ' " 
 
 A similar work was constructed at about the same time for the transportation of 
 coal from the pits mouth to the Lehigh Valley Canal near Mauch Chunk, Pa. 
 
 In the latter part of 1827 the Delaware & Hudson Canal Company put the 
 Carbondale railroad under construction. This road extends from the head of the Dela- 
 ware and Hudson Canal at Honesdale, Pa., to the coal mines 
 belonging to the Delaware & Hudson Canal Company at 
 Carbondale, a distance of about sixteen miles. This line 
 was opened, probably, in 1829, and was operated partly by 
 stationary engines, and partly by horses. The line is noted 
 chiefly for being the one on which a locomotive was first 
 used in this country. This was the Stoiirbridge Lion (Fig. 2,) 
 which was built in England under the direction of Mr. 
 Fig. 2. Horatio Allen, who had been an assistant engineer on this line. 
 
 "STOUKBRIDGE LlON," 1820. Ti . , . IT . 
 
 It was tried at Honesdale, Pa., in August 1829. 
 
 According to Poor's Railroad Manual for 1876 and 1877: "It was not until 
 1828, that the construction of a railroad was undertaken for the transportation both of 
 freight and passengers on anything like a comprehensive scale. The construction of 
 the Erie Canal had cut off the trade which Philadelphia and Baltimore had hitherto 
 received from the West; anil as the project of a canal from the city of Baltimore to 
 the Ohio was regarded by many as impracticable, the merchants of that city, in 1827, 
 procured the charter of the present Baltimore & Ohio Railroad. On the 4th of July, 
 1828, the construction of the railroad was begun, the first act being performed by the 
 venerable Charles Carroll, of Carrollton, the only then surviving signer of the Declara- 
 tion of Independence. At the close of the ceremony of breaking ground, Mr. Carroll 
 said : 
 
 " I consider this among the most important acts of my life, second only to that of 
 signing the Declaration of Independence, if even second to that." 
 
 * It has recently been stated that as early as 1809 an experimental railroad track, 180 feet in length, was 
 laid in Delaware County, Pa., and that in the same year a road about a mile long was constructed from stone 
 quarries on Crum Creek to a " landing" on Ridley Creek in the same county and state. The evidence upon 
 which this statement is based has not been made public. 
 
THE EARLY HISTORY OF RAILROADS IN THIS COUNTRY. 5 
 
 " In the fall of 1829, the laying of the rails within the City of Baltimore was 
 begun. On the 22(1 of May, 1830, the first section of fifteen miles, to Ellicott's Mills, 
 was opened. 
 
 "The next important railroad was the South Carolina,* begun in 1830, and 
 opened for traffic in 1833 for its whole length (135 miles). At that time, it was the 
 longest continuous line of railroad in the world. The construction of the Mohawk &: 
 Hudson Railroad, now a part of the New York Central, was begun in 1830. It was 
 opened (17 miles) in 1831. The Saratoga & Schenectady Railroad (21^4 miles), was 
 opened in the following year; the Paterson & Hudson River Railroad was chartered 
 in January, 1831, construction on it was commenced in 1832, and it was opened in 
 1834; the Cayuga & Susquehanna (34 miles), connecting the " Susquehanna River with 
 the Cayuga Lake, was opened in 1834 ; and the Rensselaer & Saratoga (25 miles) in 
 1835. In New Jersey, that portion of the Camden & Amboy, extending from 
 Bordentown to Hightstown, (14 miles) was opened on the 22d of December, 1830; and 
 between Hightstown and South Amboy (47^2 miles) in 1834. In Pennsylvania 
 a considerable extent of line for the transportation of coal had been constructed 
 previous to 1835. In 1834 the Philadelphia & Columbia (82 miles) and the 
 Portage Railroad (36 miles), both forming a part of the system of public works 
 undertaken by the State of Pennsylvania, were opened. The completion of these gave 
 that State a continuous line, made up of canal and railroad, from Philadelphia to the 
 Ohio River at Pittsburgh. The total mileage of railroad constructed in the State of 
 New York up to, and including, 1835, was 265 miles, or more than one-quarter of the 
 whole extent of line then in use in the United States. In 1833 the Baltimore & 
 Ohio Railroad was extended as far west as Harper's Ferry (81 miles). In the same 
 year the Washington branch (30 miles) was also completed. In Massachusetts, in 
 1835, the Boston & Worcester Railroad (44 miles); the Boston & Providence 
 (41 miles), and the Boston & Lowell (26 miles) were all opened for business. The 
 total mileage in operation in all the States at the close of that year was 1,098 miles." 
 
 The preceding sketch of the early history of railroads, in this country, is given to 
 show the extent of railroad construction at the time that Mr. Rogers determined to 
 undertake the manufacture of locomotives. 
 
 * The original charter of the South Carolina Railroad was granted Dec. 19, 1827. This was not satis- 
 factory to some of the citizens of Charleston, and a new bill was reported to the legislature on Ihe 22d of 
 January, 1828 and passed on the 291!) of the same month. The stockholders organized as a company on the 
 I2th of May, 1828. 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 CHAPTER III. 
 
 THE EARLY HISTORY OF LOCOMOTIVES IN THIS COUNTRY. 
 
 IN the latter part of the year 1827, the Delaware & Hudson Canal Company decided 
 to have built in England three locomotives, for their line of railroad from Honesdale 
 to Carbondale. This action was taken on the report of the Chief Engineer of the road, 
 Mr. John B. Jervis, and Mr. Horatio Allen, who had been an engineer on the line, 
 went to England and was authorized to have the engines built on plans to be decided by 
 him while there. He arrived in England in 1828, and ordered one engine from Foster 
 Rastrick & Co., of Stourbridge. This was the Stourbridge Lion, (Fig. 2.). Two other 
 engines were ordered from Stephenson & Co., of Newcastle. 
 
 In a pamphlet with the title "The Railroad Era," written by Mr. Allen in 1884, 
 he says : 
 
 " The two locomotives from Stephenson that were in New York early in the year 1829, and 
 therefore prior to the trial of the locomotive " Rocket " in October of that year, were identical in boiler, 
 engines, plan and appurtenances with the " Rocket" (Fig. 3.); and if one of the two engines in hand 
 ready to be sent had been the one used on August 9th 1829, the performance of the " Rocket " in 
 England would have been anticipated in this country." 
 
 " The three locomotives were received in New York in the winter of 1828 and 1829. One of each 
 kind was set up, with the wheels not in contact with the ground, and steam being raised, every opera- 
 tion of the locomotive was fully presented except that of onward motion." 
 
 Fig. 3. 
 
 None of these engines were sent to the road for which they were intended, until 
 the following spring. The Stourbridge Lion, so far as is known, was the only one which 
 was ever placed on the road. It was not tried until August gth 1829, and was then run 
 by Horatio Allen, who has the honor of being the first person who ever ran a locomotive 
 in America. 
 
 This engine, it was said, was too heavy for the road, and was used only a short 
 time. It is a singular fact that it is not now (1886) known what became of the two 
 engines, built by Stephenson & Co., and which were in every essential similar to the 
 celebrated " Rocket." 
 
THE EARLY HISTORY OF RAILROADS IN THIS COUNTRY. 7 
 
 In August 1830, Peter Cooper tried his "model of experimental locomotive 
 engine," (represented by Fig. 4.) on the Baltimore & Ohio Railroad. This engine had 
 but one working cylinder of 3^ in. diameter, and 14^ in. stroke of piston. The 
 engine was tried on August 28th, 1830. In the same year the South Carolina Railroad 
 Company contracted with Mr. E. L. Miller, to build a locomotive, which was named 
 the Best Friend, for the South Carolina Railroad Company. This engine, (shown by 
 
 n 
 
 Fig. 4. 
 
 Fig. 5. 
 
 Fig. 5.), was put into service in November 1830, and was the first locomotive ever built 
 in America for actual service upon a railroad. 
 
 A locomotive called " The South Carolina," (Fig. 6.), designed by Horatio Allen, 
 was built for the South Carolina Railroad by the West Point Foundry Association, in 
 the year 1831. The boiler had its fire-box in the middle, with a pair of barrels (four in 
 all) extending each way, with a chimney at each end. The engine had eight wheels, 
 
 Fig. e. 
 
 arranged in two trucks, one pair of driving wheels, and one pair of leading wheels 
 forming a truck. Each truck had one cylinder which was in the middle of the engine 
 and attached to the smoke-box. The driving axle had a crank in the middle to which 
 the connecting rod was attached by a ball-joint. The trucks were connected to the 
 engine by king-bolts in the usual way. 
 
THE ROGERS LOCOMOTIVE AND MACHINE \\ORKS. 
 
 The " De Witt Clinton," (Fig. 7.) was the third locomotive built by the West 
 Point Foundry Association. It was made for the Mohawk & Hudson Railroad, and 
 was ordered by John B. Jervis, Esq. The first excursion trip with passengers, drawn by 
 the De Witt Clinton, was made from Albany to Schenectady, August gth, 1831. 
 
 On January 4th 1831, the Baltimore Ohio Railroad offered the sum of 
 $4,000 "for the most approved Engine which shall be delivered for trial upon the road 
 on or before the ist of June 1831 and $3,500 for the Engine which shall be 
 adjudged the next best." 
 
 Fig. 7. Fig. 8. 
 
 Three or four locomotives, amongst them one with a rotary engine, built by Mr. 
 Childs of Philadelphia, entered into the competition during the summer of 1831. The 
 only one of them, named the "York," which proved equal to the moderate performance 
 required of them, was the one built by Messrs. Davis & Gartner, two machinists of 
 York, Pa. The engine had a vertical boiler and vertical cylinder; with four coupled 
 wheels 30 inches in diameter. It was altered considerably after being placed on the 
 road. The Atlantic was afterwards built by the same firm, and was the first of what 
 were afterwards known as the grasshopper engines, (Fig. 8,) which were used for many 
 years on the Baltimore & Ohio Railroad. 
 
 Fig. 9. 
 
 In August 1831, the locomotive, John Bull, (Fig. 9.) built by George & Robert 
 Stephenson & Co., of Newcastle upon Tyne, was received in Philadelphia for the Camden 
 & Amboy Railroad &: Transportation Company. This is the old engine which was 
 exhibited at the Centennial Exhibition in Philadelphia in 1876. In the winter of 1831 
 or 1832, three locomotives built by the same firm in England were received and were 
 put to work on the Newcastle & Frcnchtown Railroad in Delaware. 
 
THE EARLY HISTORY OF LOCOMOTIVES IN THIS COUNTRY. 
 
 The third edition of Wood's Treatise on Railways, published in 1838, contains a 
 tabular statement which gives the names and dimensions of engines built by R. Stephen- 
 son & Co., Newcastle upon Tyne, and the names of the railways for which they were 
 built. This table contains the names of the following locomotives for American 
 roads : 
 
 Delaware, for Newcastle & Frenchtown Railroad. 
 
 Maryland, " " 
 
 Pennsylvania, " " 
 
 No. 42, for Saratoga & Schenectady Railroad. 
 
 H. and Mohawk, for Mohawk & Hudson Railroad. 
 
 Stevens, for New York. 
 
 No. 52, for United States. 
 
 Edgefield, for Charleston & Columbia Railroad. 
 
 Brother Jonathan, for Mohawk &: Hudson Railroad. 
 
 No. 61, 
 
 for Saratoga & Schenectady Railroad. 
 Charleston & Columbia " 
 
 No. 75, 
 Win. Aikin, 
 No. 99, 
 No. 104, 
 No. 105, 
 No. 106, 
 
 Pennsylvania 
 
 Columbia 
 
 No dates are given in the table, but all of these sixteen engines must have been built 
 before 1838. Most of them were probably of what was known as the " Planet" class 
 shown by Fig. 10., which is the form of engine, 
 that succeeded the " Rocket," and the only one 
 which the Stephensons built for some years after 
 its adoption. These locomotives which were im- 
 ported from England, doubtless, to a very con- 
 siderable extent, furnished the types and patterns 
 from which the engines which were afterwards 
 built here, were fashioned. But American designs 
 very soon began to depart from their British proto- 
 types and a process of adaptation to the existing 
 conditions of the railroads in this country followed, which afterwards " differentiated " the 
 American locomotives more and more from those built in Great Britain. Until recently 
 a marked feature of difference between American and English locomotives has been the use 
 of the truck, under the former. Its use was proposed by Mr. Horatio Allen, in a report dated 
 May 16, 1831, which he made to the South Carolina Canal & Railroad Company, of which 
 he was then the chief engineer. The locomotive with two trucks, shown by Fig. 6., 
 was built from his design in the latter part of 1831, and was put into operation on the 
 South Carolina Railroad in the early part of 1832. In the latter part of the year 1831 
 the late John B. Jervis invented what he called " a new plan of frame, with a bearing 
 carriage, for a locomotive engine, for the use of the Mohawk & Hudson Railroad, 
 
 Fig. 10. 
 
IO 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 represented by Fig. n, which was constructed and put on the road in the season of 
 1832." 
 
 A truck was also devised by Ross Winans and applied to a locomotive on the 
 Baltimore & Susquehanna Railroad (now the Northern Central) in the latter part of 
 1832. In a letter published in the American Railroad Journal -of July 27, 1833, 
 Mr. Jervis describes the objects aimed at in the use of the truck as follows : 
 
 " The leading objects I had in view, in the general arrangement of the plan of the engine, did not 
 contemplate any improvement in the power over those heretofore constructed by Stephenson & Co.;* 
 but to make an engine that would be better adapted to railroads of less strength than are common in 
 England; that would travel with more ease to itself and to the rail on curved roads; that would be less 
 effected by inequalities of the rail, than is attained by the arrangement in the most approved engines." 
 
 Fig. I I. 
 
 The effectiveness of the truck in accomplishing what it was intended for was sit 
 once recognized, and its almost general adoption on American locomotives followed. 
 
 In the year 1833, Judge Dickerson, then President of the Paterson & Hudson 
 River Railroad, ordered a locomotive, which was called the " McNeill," from George 
 Stephenson, which was to be as good as possible without regard to cost. It arrived, 
 and was put in operation in the year 1834. The cylinders were 9 inches diameter by 18 
 inches stroke, and the engine had one pair of driving wheels five feet in diameter, which 
 were behind the fire-box. The axle was cranked, and the cranks were close to the 
 wheels ; there was room for the connecting rods to pass by the outside of the furnace. 
 The front end was supported by a four-wheeled truck ; the fire-box and tubes were of 
 copper. The engine continued in use many years, and was said to be very fast and \v;is 
 finally sold to a western railroad, the business of the Paterson & Hudson River Rail- 
 road, having grown beyond the engine's capacity. 
 
 There may have been other English engines, of which there is no record, 
 imported into this country about this time, but, as already stated, there is no doubt that 
 to a very considerable extent the English engines were the models from which American 
 designers received many suggestions ; but, as will be shown, they very soon began to 
 depart from the original types, and the development of the locomotive here was quite 
 distinct from that which it had in Europe. 
 
 * The truck was applied by Mr. Jervis to an engine built by Stephenson & Co., of England, 
 
HISTORY OF LOCOMOTIVE BUILDING. 
 
 CHAPTER IV. 
 
 HISTORY OF LOCOMOTIVE BUILDING AT THE ROGERS LOCOMO- 
 TIVE AND MACHINE WORKS. 
 
 j~)REPARATION for locomotive building in Paterson had been made as early as 
 [ 1833 by Messrs. Paul & Beggs, in their shop near that of Mr. Rogers. They 
 had a small engine nearly completed when their building took fire and was consumed, 
 and the locomotive destroyed. 
 
 In 1835 some buildings were begun by Messrs. Rogers, Ketchum & Grosvenor, 
 with a view to the manufacture of locomotives. The following notice and advertise- 
 ment, which appeared in the American Railroad Journal of Dec. 24, 1836, will give an 
 idea of- the character of the business of the firm at that time : 
 
 AMERICAN LOCOMOTIVES. 
 
 " By the following advertisement we learn and it affords us pleasure to call to it the attention of 
 our readers interested in railroads that Messrs. Rogers, Ketchum & Grosvenor, of Paterson, New 
 Jersey, have added to their extensive machine shops one for Locomotive Engines. 
 
 " We have more than once enjoyed the pleasure of a visit to their works, where we found ample 
 evidence of the truth of a remark often made by us, that ' to whatever branch of manufacture our 
 countrymen turn their attention they are sure to excel,' and so, we doubt not, it will be in this new 
 branch of business undertaken by this enterprising house, and we hope soon to learn that their skill in 
 this branch has been as successful as in others. 
 
 " In a few years we shall not see an imported Locomotive on an American Railroad." 
 
 The following is the advertisement referred to : 
 
 MACHINE WORKS OP KOGERS, 
 
 KETCHUM AND GROSVENOR, Paterson, New- 
 Jersey. The undersigned receive orders for the fol- 
 lowing articles, mamilactured by them, of the most 
 superior description in every particular. Their works 
 being extensive, and the number of handg employed 
 being large, they are enabled to execute both large 
 and small orders with promptness and despatch. 
 
 RAILROAD WORK. 
 
 Locomotive Steam-Engines and Tenders ; Driv- 
 ing and other Locomotive Wheels, Axles, Springs and 
 Flange Tiros ; Car Wheels of cast iron, from a va- 
 riety of patterns, and Chills ; Car Wheels of cast iron, 
 with wrought Tires; Axles of best American refined 
 iron ; Springs ; Boxes and Bolts for Cars. 
 
 COTTON WOOL AND FLAX MACHINERY, 
 
 Of all descriptions and of the most improved Pat- 
 terns, Style and Workmanship. 
 
 Mill Geering and Millwright work generally; Hy- 
 draulic and other Presses; Press Screws; Callen- 
 ders; Lathrs and Tools of all kinds, Iron and Brass 
 Castings of all descriptions. 
 
 ROGERS, KETCHUM & GROSVENOR 
 Paterson, New-Jersey, or 60 Wall street, N. Y. 
 
 51 tf 
 
12 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 The first locomotive, the Sandusky, Fig. 12, which the firm built, was not 
 completed until 1837. It was intended for the New Jersey Railroad & Transportation 
 Company. The engine was 4 ft. 10 in. gauge, the same as that of the line for which it 
 was built. It had cylinders n in. diameter by 16 in. stroke, with one pair of driving 
 wheels of 4 ft. 6 in. diameter, which were placed in front of the fire-box. The engine 
 
 had a truck in front with four 30 in. 
 wheels. The cylinders were inside 
 the frames and were connected to a 
 crank axle of the form shown in 
 Fig. 13. The eccentrics were out 
 side of the frame, and the eccentric 
 rods extended back to rocking shafts 
 which were located under the foot- 
 board. The smoke pipe was of the 
 g ' I2< bonnet kind, and had a deflecting 
 
 cone in its centre. The edges of the cone were curled over so as to deflect the sparks 
 downward, and thus prevent their passing through the wire bonnet, as well as preventing 
 the bonnets from wearing out too fast. 
 
 The driving wheels of the engine were made of cast iron, with hollow spokes and 
 
 rim, which at the time was a re- 
 markable novelty. The section of 
 the spokes was of an oval form and 
 
 1 P^l I tne r ' m ^ ver y much the same 
 shape as that which is in common 
 use at the present time. This kind 
 of driving wheel has since come into 
 g> almost universal use in this country. 
 
 Another important improvement adopted by Mr. Rogers in the construction of 
 this engine, was the counterbalancing the weight of the crank, connecting rods and 
 piston. For this he filed a specification in the Patent Office, dated July 12, 1837. It is 
 described as follows in the specification : 
 
 "The nature of my improvement consists in providing the section of the wheel opposite to the 
 crank with sufficient weight to counterbalance the crank and connecting-rods, making the resistance of 
 the engine less in Stirling, and in running; also, preventing the irregularity of motion caused hy that 
 side of the wheels when the cranks are placed in the usual mode of fitting them up. The irregular 
 motion which arises from not having the cranks and connecting-rods balanced, is attended with much 
 injury to the engine, and to the road, and with much loss of power.'* 
 
 In order to counterbalance the weight of the parts referred to, the rim of the 
 wheel opposite the crank was cast solid, while the other part of it was made hollow. 
 The importance of counterbalancing was not recognized until several years after it had 
 been introduced by Mr. Rogers, and, when attention was drawn to it, many doubted the 
 necessity of balancing anything more than the cranks. 
 
THE HISTORY OF LOCOMOTIVE BUILDING. 13 
 
 The trial trip of the Sandusky was made from Paterson to Jersey City and New 
 Brunswick and back on the 6th of October, 1837, Mr. Timothy Smith acting as engi- 
 neer. The performance of the engine was entirely satisfactory; the gauge of the road 
 was 4 ft. 10 in., the same as that of the New Jersey Railroad & Transportation Com- 
 pany, for which road the engine was intended. It was, however, bought for the Mad 
 River & Lake Erie Railroad by its President, Mr. J. H. James, of Urbana, Ohio, and 
 on the 1 4th, it was shipped via Canal and Lake, in charge of Mr. Thomas Hogg, in the* 
 schooner " Sandusky." Mr. Hogg had worked upon it from the commencement. It 
 arrived at Sandusky, Nov. 17, 1837, at which time not a foot of track had been laid. 
 The road was built to suit the gauge of the engine, and the Legislature of Ohio passed 
 an Act requiring all roads built in that State to be of 4 ft. 10 in. gauge, the same as the 
 engine Sandusky. 
 
 The engine was used in the construction of the road until the nth of April, 1838, 
 when regular trips for the conveyance of passengers commenced between Belleview and 
 Sandusky, a distance of 16 miles. 
 
 The engineer was Thomas Hogg, who ran the engine for three years, keeping it 
 in repair. It continued in service many years, until engines of larger size were required 
 to do the work. 
 
 The second locomotive built by Mr. Rogers was called the " Arresseoh No. 2." 
 It was completed in February 1838 for the New Jersey Railroad & Transportation 
 Company. It was similar in design to the " Sandusky." 
 
 The third engine was named the " Clinton " and was built for the Lockport & 
 Niagara Falls Railroad Company, and was delivered to it in April 1838. It differed 
 from the first engines in having cylinders which were 10 in. in diameter and 18 in. stroke 
 and the gauge was 4 ft. 8^4 i"- Both the driving and the truck wheels of this engine 
 had hollow oval spokes and hollow rims with wrought iron tires. This engine \vas run 
 by Wm. E. Cooper until November 1843, when it was sold to the Toledo & Adrian 
 Railroad for $6,500, the original cost. It was said by Mr. Cooper that when the engine 
 was sold it was considered to be one of the best working engines in existence. 
 
 An engine called the "Experiment," was the next, or the fourth locomotive turned 
 out. It was made for the South Carolina Railroad, and was delivered in June 1838. 
 This engine differed from those previously built at these works, in having a smaller 
 cylinder and longer stroke than usual. 
 
 The Sandusky was the type of the first four locomotives built by Messrs. Rogers, 
 Ketchum & Grosvenor. In many respects they all resembled the Stephenson engines. 
 They had inside cylinders and a crank-axle but differed from English locomotives chiefly 
 in having a truck instead of a pair of leading wheels. The driving axles were in front of 
 the fire-boxes, with the result that the overhang of the latter behind the axle brought an 
 undue proportion of the weight of the engine on these axles. 
 
 To remedy the evil of an excessive amount of weight on the driving axle the 
 
THE ROC.KKS LOCOMOTIVE AND MACHINE WORKS. 
 
 Fig. 14. 
 
 latter was placed behind the fire-box in the fifth engine, called the " Batavia," Fig. 14, built 
 at these works. When this was done, however, there was too little load on the driving 
 wheels, and an arrangement was provided for transferring part of the weight of the tender 
 to them. The Batavia was built for the Tonawancla Railroad, and was completed in 1838. 
 
 The shape of the furnace, in plan, 
 was semi-circular at the rear part, 
 and it had a hemispherical top sur- 
 mounted with a dome. This form 
 of fire-box was used as late as 1857. 
 In his early engines, besides 
 using inside cylinders Mr. Rogers 
 also followed the plan which is still 
 used in England, viz : putting the 
 cranks for parallel or coupling rods 
 opposite to the main cranks. He soon found that this arrangement, while it had some 
 advantages, such as requiring less counterbalance, caused the journals of the driving 
 axles to wear oval ; he therefore adopted the plan of putting the cranks for both main 
 and outside rods on the same side of the centre of the axle. 
 
 The "state of the art" of locomotive building in this country in its infancy is 
 graphically described in the following articles, which appeared in the American Railroad 
 Journal and Mechanic's Magazine of Dec. 15, 1839. In one of these the editor said : 
 
 " A few days ago, in company with one of the proprietors, we had the pleasure of a visit to, and 
 inspection of the very extensive works of Messrs. Rogers, Ketchum & Grosvcnor, at Paterson, New 
 Jersey, for the construction of various kinds of machinery. Our attention was, of course, principally 
 directed to the shops for the construction of locomotives, the main building of which is 200 feet long 
 and three stories high, and another of equal length containing near 50 forges, most of which were in 
 operation, notwithstanding the pressure of the times. 
 
 " We saw a number of engines in different states of forwardness, and though the general forms 
 are those of 6-wheeled American Engines in general, we were not a little gratified with several minor 
 arrangements, new to us at least, which have been introduced by Mr. Rogers, and to which we shall 
 briefly refer. 
 
 " The wire gauze of the smoke pipe is protected by an inverted cone, placed in the axis of the 
 pipe, a few inches below the wire gauze. The base of the cone is curled over so as to scatter the sparks 
 over a large portion of the surface of the wire cloth, and to prevent the top of the spark-catcher from 
 being burnt out before the rest of the wire cloth is materially injured; it also tends to throw the larger 
 sparks down between the pipe and the casing, and will do something towards diminishing this standing 
 reproach. 
 
 " The truck frames, whether of wood or iron, were admirably stiffened by diagonal braces, and 
 where the crank axle is used, the large frame is very strongly plated in the manner of Stephenson's 
 engines, the neglect of which till very lately has been, we are informed, a constant objection to the 
 Philadelphia engines on the Long Island and Troy railroads. 
 
 " The wheels are of cast iron, with wrought iron tires ; the spokes are round, and they, as well as 
 the rims, are hollow, except where the crank axle is used, when the rims are cast solid on one side so 
 as to counterbalance the cranks. 
 
 "Our readers will probably remember an article on this subject in the Journal, Nos. 7 and S, 
 page 244 of the present volume, on " side motion or rocking,' 1 by G. Heaton, where its success on the 
 Birmingham railroad has been complete. 
 
THE HISTORY OF LOCOMOTIVE BUILDING. 15 
 
 " Mr. Rogers balanced his first engine wheels two and a half years since, and entered a specifi- 
 cation, not with the intention of taking out a patent, but to prevent anyone else from doing so ; and 
 thus deprive the community of the benefit which Mr. Rogers was desirious of conferring, and which 
 we understand other makers are now availing themselves of. Tha advantages are fully explained in the 
 article referred to. 
 
 " When the crank axle is used, the eccentric rods and the cranks of the rockshafts are placed on 
 the outside, where they are easily got at, and where they are not crowded into the smallest possible 
 space, as with the ordinary arrangement. For this, also, a specification was entered with the same 
 object as in the preceding case. 
 
 " But we were most pleased with the arrangement of levers to which the eccentric rods are 
 fastened, and thus the reversing depends on no contingency, for the rods are forced in and out of gear; 
 a single handle only is required to manage the engine much more rapidly and efficiently than by the 
 ordinary mode. The boilers are 8 ft. long for an 8-ton engine, and with 120 flues, the usual length of 
 the former being, we believe, 7 ft., and the number of the latter about 80 or 90; by this deviation the 
 area of heating surface is increased, and the heat remains longer in contact with the flues, while the 
 addition to the weight is very trifling compared with the advantages derived from the saving of fuel. 
 
 ' Mr. Baldwin, of Philadelphia, took out a patent some time since for a very ingenious mode of 
 saving half the crank, by inserting the wrists into one of the spokes of the driving wheels, and this has 
 been very closely imitated by making one complete crank, and by letting one-half of it into a spoke 
 which is cast larger than the others, with a receptacle for the purpose. This latter plan has been 
 adopted by Mr. Rogers and others in this neighborhood, whilst the Boston machinists aim at bringing 
 the two cranks as near together as possible. The relative merits of straight and cranked axles 
 are so well pointed out in Mr. Wood's papers on locomotives in these numbers, that we shall merely 
 beg leave to state that the plan of Mr. Baldwin and its imitation, appear to us to combine the liability 
 to fracture of the crank axle with the loss of heat, the exposure to accident, and the racking of frame 
 and road ascribed to the straight axle ; for the only difference is the thickness of the spoke, the loss of 
 heat is the same in both, the protection Against any serious accident is too trifling to be considered, 
 whilst, with the cranks as close together as possible, the cylinders are completely protected. 
 
 "We offer these remarks as our views merely, and with all due deference to the superior skill of 
 Messrs. Baldwin and Rogers. Mr. Rogers, in common with all other experienced machinists with 
 whom we have conversed, is decidedly opposed to any increase of width of track beyond 5 ft., with the 
 present weight of engine. 
 
 " As regards the power of the engines, they are able to slip the wheels when the rails are in the 
 best state : this they do in common with all good American or English engines, consequently any 
 accounts of extraordinary performance would be worse than superfluous, when we know that they will 
 do all that any other engine whatever, with the same weight on the driving wheels, possibly can do. 
 
 " As a last remark, we would observe, that there is more finish on the engines of Messrs. Rogers, 
 Ketchum & Grosvenor than we are in the habit of seeing; some parts usually painted black being highly 
 polished. On the whole we consider their new establishment eminently calculated to add to the reputa- 
 tion of American Locomotives, as it has for many years largely contributed to the character of 
 American machinery for the manufacture of cotton and other objects." 
 
 AN EXTRAORDINARY FP^AT. 
 
 In the same number of the same journal, is the following letter which still further 
 elucidated the subject : 
 
 "GENTLEMEN ; As you seem to take a deep interest in the success of American locomotives, I 
 will give you a statement for your gratification, in relation to a performance on the New Jersey Rail- 
 road a few days since. 
 
 "Owing to some circumstanoes, of which I am not informed, it became necessary for a locomotive 
 on the way from Jersey City to New Brunswick, to take, in addition to its own load, the cars 
 attached to another engine, which made the number equal to 24 loaded four-wheeled cars, and with as 
 much apparent ease as could be desired, notwithstanding the grade for four miles is equal to 26 ft. per 
 mile, stopping on the grade to take in passengers, and starting again with the greatest ease. The average 
 
16 
 
 THE ROGERS LOCOMOTIVE AND MACHINE \\ORKS. 
 
 speed on the grade was 24^ miles per hour. This may not be in your estimation anything extra- 
 ordinary, yet I consider it a performance worth recording, by way of contrast with the greatest and 
 most extraordinary performance of a locomotive ever heard of in these days, which occurred on the 
 Liverpool & Manchester Railroad in 1829, only ten years ago. Twenty tons on a level road at the 
 rale of ten miles per hour, was then considered wonderful! Astonishing! Even in a country famed for 
 its extraordinary discoveries; yet here, only ten years after, we see an engine built in this country too, 
 taking a load probably equal, cars and tender included, to 120 or iSo tons at the rate of 24^2 miles per 
 hour, up a grade of 26 ft. per mile. This engine was built, I understand, at 1'aterson, New Jersey, 
 by Messrs. Rogers, Ketchum it drosvenor, a concern not yet so well known to this railroad community 
 as manufacturers of locomotives as they ought to be, or as they soon will be, if they continue to turn out 
 such machines as the one above alluded to. 
 
 ''If such have been the improvements in the past, what may they not be, permit me to ask, in the 
 next ten years ? 
 
 " Pardon me for thus troubling you, but my aim is rather to call attention to the rapid march ot 
 improvement in this mode of communication, than to direct attention to any individual or company, 
 although those gentlemen, in my opinion, deserve as manutacturers, much more than I have said of 
 them. 
 
 " Yours truly, 
 NEWARK, N. J., December 14, 1839. "JKKSKV IJi.rii." 
 
 Soon after he commenced building locomotives Mr. Rogers became convinced 
 that inside connected engines, with crank axles, were inferior in many respects to outside 
 connected ones, besides being more expensive to build and to keep in repair; he also 
 became satisfied that in the matter of steadiness, the inside-connected had no advantage 
 over the outside-connected engine, and that, with proper counter-balancing, the latter 
 could be run as fast as required without any injurious oscillation; and also, that it 
 required more skill to properly counterbalance inside connected engines than outside 
 ones. Therefore, he was an earnest advocate of this style of engine, and recommended 
 outside-connected engines as better than inside-connected ones. 
 
 Fig. 15 represents the " Stock bridge," built in 1842, with outside cylinders. In 
 this engine the driving axle was placed in front of the fire-box and a pair of trailing 
 wheels behind to carry the overhanging weight. The load on the driving wheels was ol 
 course reduced by an amount equal to that carried by the trailing wheels, so that this 
 type of engine was also deficient in adhesion and power. 
 
 Fig. 15. Fig. 16. 
 
 The next step which was made was to substitute a pair of driving wheels for the 
 trailing wheels, and couple them with the main driving wheels. This form of engine, 
 shown by Fig. 16, was patented in 1836 by Henry R. Campbell, of Philadelphia, and 
 
THE HISTORY OF LOCOMOTIVE BUILDING. 
 
 was adopted by Mr. Rogers in 1844. This plan has since been so generally adopted in 
 this country that it is now known as the " American" type. Fig. 17 represents an engine 
 of this kind built at the Rogers Works in 1844. It had four coupled driving wheels and 
 outside cylinders, the eccentrics were on the back axle, the pumps were full stroke, 
 worked from the cross-heads. It had springs over the back axle bearings, and also in 
 the centre of the levers which extended from the driving axle to the centre of the truck on 
 each side of the engine. The truck was pivoted and turned upon a centre pin fixed to 
 
 Fig. 17. Fig. 18. 
 
 the boiler; the arrangement did not give satisfaction, and was altered after a short trial. 
 This engine was remarkable from the fact that it is the first example of the use of an 
 equalizing beam between the driving wheels and truck. 
 
 The engine shown by Fig. 18 was built in 1845, and had equalizing levers 
 between the driving wheel springs; the truck had side bearings and springs over the 
 sides of truck ; the pumps had short stroke and were worked from the cross-head as 
 shown. 
 
 Fig. 19. 
 
 Fig. 19 shows an engine built in 1846 with the driving wheels spread well apart. 
 It had V hooks and independent cut-off on the back of the main valves; this was a 
 favorite kind of engine for many years. 
 
 In 1848 Mr. Rogers was requested to furnish some engines with six coupled 
 wheels for the Savanilla Railroad in Cuba. He then designed and built the first ten 
 wheeled engines ever made at the Rogers Works. There is no drawing of these engines 
 extant. They had, however, outside cylinders 15^ in. diameter by 20 in. stroke. The 
 
1 8' 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 ten-wheeled engines, which had been built previous to this time, had inside cylinders and 
 crank axles. The connecting rods of the engines for the Savanilla Railroad were made 
 to take hold of the outside journal of the main crank pin, which at that time was a new 
 departure. 
 
 Fig. 20 represents a plan of ten-wheeled engine, with half-crank keyed on the 
 
 driving wheel, same as Baldwin's 
 plan. This pattern of engine was 
 built in 1848 after those for the 
 Savanilla Railroad. The engine had 
 6utside bearings and equalizing lev- 
 ers between the spring's ; it also had 
 cranks on the axles outside the 
 frames to which the coupling rods 
 Fig. 2O. were attached. A number of engines 
 
 on this plan, with cylinders 17X22, was built for the New York & Erie Railroad. They 
 
 all had independent cut-off valves. 
 
 Fig. 21 represents an inside cylinder engine with full crank; the steam chests were 
 
 inclined sidewise, so that the valves 
 could be readily got at. This was 
 one of the improvements introduced 
 by Thomas Rogers. The engine had 
 V hooks and independent cut-off valves, 
 and was built for the Paterson & Hud- 
 son River Railroad. 
 
 On the style of engine shown by Fig. 
 22, the shifting link motion was intro- 
 duced. Thomas Rogers was one of 
 
 Fig. 21. 
 
 its earliest advocates, and did more towards its successful introduction on American 
 
 locomotives than any other 
 person. He was not only 
 an early, but an earnest 
 advocate of it, at a time 
 when it was condemned by 
 some of the most promi- 
 nent engineers in the coun- 
 try. Time has amply proved 
 
 all that he claimed for it, 
 which was that it is the 
 
 Fig. 22. 
 
 most simple and efficient form of valve gear that has ever been devised. 
 
THE HISTORY OF LOCOMOTIVE BUILDING. 
 
 Fig. 23 represents a style of passenger engine which was first built in 1852. It 
 had 15X22 in. cylinder driving wheels 5 ft. in diameter. It had what may be called 
 
 Fig. 23. 
 
 supplementary outside frames, which carried the running board, cab, &c. It had shifting 
 links, hung from below, and the truck axles had both inside and outside bearings. 
 
 The form of engine represented by Fig. 24, was first built in 1853, and was for a 
 
 Fig. 24. 
 
 long time very popular. Many railroads in the country were equipped with them. The 
 cylinders were 16x22 in. and the driving wheels 5 ft. diameter, although the size of the 
 latter was varied somewhat in different engines. 
 
 Fig. 25. 
 
 Fig. 25 represents a six-wheeled coupled engine built in 1854. The following 
 report of its performance was published in the American Railway Times in 1859 : 
 
20 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 "The engine ' Vulcan,' of the Buffalo <fc State Line Railway, came out of the shop after a general 
 overhauling, on the 151!! of December, 1856, and made 15 trips of 90 miles each, 1,350 miles, and 
 hauling 435 cars in that month. 
 
 " In the year 1857, this engine made 312 trips of 90 miles each, hauling 8,509 cars ; in the year 
 1858, this engine made 290 trips, hauling 9,351 cars." 
 
 On the death of Mr. Thomas Rogers, which occurred in 1856, the business there- 
 tofore conducted by Rogers, Ketch u in & Grosvenor was re-organi/,ed under a charter, 
 .with the title of The Rogers Locomotive & Machine Works, and Mr. William S. Hudson 
 was then appointed Superintendent. He was a prolific inventor and an excellent 
 mechanic, and introduced many improvements in locomotive construction, which will 
 be described further on. 
 
 The first " Mogul " engine, Fig. 26, built at the Rogers Works, was completed in 
 1863. This plan of locomotive was made possible by the invention of the llissell truck 
 and the addition of the swing links to it by A. V. Smith, both of which will be described 
 in another chapter. With a single axle truck in front of the cylinder, the front driving 
 
 Fig. 26. 
 
 wheels can be placed farther forward than they can be on a ten-wheeled engine with a 
 four-wheeled truck, one axle of which is in front, and another behind the cylinders. 
 Consequently Mogul engines have a larger proportion of their weight on the driving 
 wheels than ten-wheeled engines have, and this has brought the Moguls in favor for 
 freight service.* 
 
 The demand for more powerful locomotives naturally suggested coupling four 
 pairs of wheels and led to the " consolidation " type, which has eight driving wheels 
 coupled, and a pony truck in front of the cylinders. In 1880 the first consolidation 
 engine built at the Rogers Works was completed, and was substantially like that shown 
 by plate VI. 
 
 The types of engines which have been described, are the principal ones which 
 have been evolved in this country for ordinary freight and passenger service. Besides 
 
 * A plan shown in Plate X was designed for a ten-wheeled engine at the Rogers Locomotive Works 
 willi a four-wheeled truck in front of the cylinder. The order for these engines was however, ultimately given 
 to another establishment. In this design it was aimed to secure all the advantages of both the ten-wheeled and 
 Mogul plans. 
 
r : ! 
 
 . -. . . - : : 
 
THE HISTORY OF LOCOMOTIVE BUILDING. 21 
 
 these there lias been a demand for locomotives for special service, such as switching, 
 urban and suburban traffic, and for narrow guage railroads ; the narrowness of which 
 made it essential to design special methods of construction. 
 
 The most common plan used for switching engines is that shown in Plate XIII, 
 which has four coupled wheels, both axles being placed between the furnace and smoke- 
 box. Separate tenders are furnished with locomotives of this kind, or the tanks may be 
 placed on top of the boilers as shown in Plate XV. 
 
 When more powerful engines are required, six coupled wheels are used with the 
 axles all between the furnace and smoke-box, as in Fig. 25 and Plates XIV and XVI. 
 Some six coupled engines have been built with an axle behind the fire-box, but with this 
 arrangement the overhanging weight of cylinder, smoke-box, &c., bring an undue 
 amount of weight on the front pair of wheels. 
 
 The advantage of locating the driving axles between the furnace and smoke-box, 
 is that the overhanging weight of the furnace behind, balances that of the cylinders, 
 smoke-box, &c., in front, and in this way the driving wheels carry the whole weight of 
 the engine and it is equally distributed on them. Placing the water tank on top of the 
 boiler is inconvenient and unsightly, and when in that position it is difficult to get room 
 enough for an adequate supply of water, and there is also the disadvantage of a varying 
 load on the driving wheels, which may be excessive with the tank full, and insufficient 
 when it is empty. For these reasons Mr. Hudson, after he became Superintendent of 
 the Rogers Works, turned his attention to devising methods of construction which would 
 retain all the advantages of the arrangement of axles described, but which would at the 
 same time give a longer wheel base for steadiness, but with sufficient flexibility to enable 
 the engine to run round sharp curves easily. The requirements of suburban and other 
 traffic, in which engines must make short runs, had also created a demand for locomo- 
 tives which could be conveniently and safely run both ways, and which would not require 
 to be turned around at the end of each journey. Having these objects in view, Mr. 
 Hudson, in 1867, designed and patented the plan of tank locomotive represented by 
 Plate XVII, which soon became known as Hudson's " Double Ender." In this the two 
 driving axles were placed between the furnace and smoke-box, and a Bissell truck was 
 placed at each end of the engine. Mr. Hudson's patent was dated May 7, 1867, and 
 was re-issued December 7, 1875. 
 
 It will be seen that the water tank of these engines was on top of the boiler. 
 This arrangement was open to the objections which have been pointed out. To over- 
 come these Mr. Hudson, in 1872, designed and patented the plan of engine represented 
 by Plate XVIII. In this the arrangement of the driving axles and the front truck, 
 excepting the equalizing arrangements, are the same as that of the " Double Ender" plan, 
 but instead a two-wheeled Bissell truck behind, a four-wheeled swing motion truck was 
 substituted, and the water tank instead of being placed on top of the boiler, was placed 
 over the four-wheeled truck. This arrangement was patented July 16, 1872. 
 
 In 1866, Mr. M. N. Forney patented the plan embodied in the engine shown in 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Plate XX. A number of engines of that kind have been built at the Rogers 
 Locomotive Works for various roads. Whether a leading truck is essential for engines of 
 this class has been a subject of a good deal of controversy among railroad engineers. 
 To reconcile the views of the various parties to this dispute, the Rogers Works build 
 locomotives either with or without the leading truck, as required, leaving to the pur- 
 chaser and user the task of determining whether a leading truck is useful or not. 
 
 In 1872 Mr. Hudson took out seven patents for different plans of tank engines 
 with trucks at each end. In all of them his system of equalizing levers between the 
 trucks and driving wheels springs, which is described in another chapter, was used, and 
 his patents were chiefly for various applications of that system. 
 
 Plate XXIII represents an engine built in accordance with one of his patents. 
 It was built for a narrow guage road, and in order to get as wide a fire-box as possible 
 the frames were made as shown by Figs. 180 and 181 and described on page 62. 
 
 He also patented in 1873 a plan for a compound locomotive. This had two out- 
 side cylinders in the usual position, the one being of larger diameter than the other. It 
 was intended that ordinarily live steam from the boiler should be admitted to the small 
 cylinder only, from which it exhausted into a super-heater in the smoke-box before it 
 passed into the large cylinder on the opposite side. The steam pipe was connected with 
 the steam chest of the large cylinder by another pipe of smaller diameter. Live steam 
 could be admitted by the small pipe to the large cylinder if required. This plan was 
 never put into practice. 
 
 Mr. Hudson's death occurred on the 2oth of July, 1881. He was then 72 years 
 old. 
 
 The following extracts are taken from an account of his life, which appeared in 
 the Railroad Gazette immediately after his death : 
 
 " He was born near the town of Derby, England, in 1809, and at an early age began to learn 
 the trade of an engineer and machinist, serving part of his apprenticeship under George Stephenson. 
 In 1833, when 24 years of age, he came to this country, and for a time found work in the engine room 
 and machine shops attached to the Auburn State Prison in New York. He soon left that place, however, 
 and engaged as a locomotive runner on the old Rochester <fe Auburn Railroad, now a portion of the New 
 York Central. Subsequently he ran an engine on the Attica & Buffalo Railroad, and was made Master 
 Mechanic of the road, which he left in 1852 to become Superintendent of the Locomotive Works of 
 Rogers, Ketchum & Grosvenor, at Paterson, N. J. In 1856 these works were incorporated as the 
 Rogers Locomotive and Machine Works, and Mr. Hudson was made Mechanical Engineer and Super- 
 intendent, a position which he held until his death. He succeeded Mr. Thomas Rogers, who was the 
 founder of these works, and who probably did more than any other man to develop the design and 
 improve the construction of the American Locomotive as it is to-day. But Mr. Hudson took up the 
 work where Mr. Rogers left it, and during the 30 years that Mr. Hudson occupied the position of the 
 head of the mechanical department of this establishment, he made many improvements in the locomotives 
 built there, chiefly of a kind which are the result of simplifying details, adopting better methods of 
 putting work together, and making the engines more substantial and more serviceable. He studied, as 
 probably no other locomotive builder did the performance of the engines he built. He was constantly 
 looking out for their weak points, and it was said by the present head ot the establishment that Mr. 
 Hudson was always more concerned about building a good engine than he was in making a good profit." 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 23 
 
 The business of the Rogers Locomotive and Machine Works is now conducted by 
 Mr. J. S. Rogers, the President of the Company, who is a son of the founder of the 
 establishment. 
 
 CHAPTER V. 
 THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 DURING the period of fifty years that has elapsed since Mr. Rogers first commenced 
 to build locomotives in Paterson, not only has the machine as a whole been going 
 through a process of evolution, as described in preceding chapters, but there has also 
 been a development or adaptation of its various parts or organs, as they may be called, 
 to the functions which they have to perform. A description of the different forms 
 and methods of construction of these organs, which were adopted and in use at various 
 times, will therefore become a sort of comparative anatomy of American locomotives. 
 This may conveniently be divided into three parts, one relating to the boiler, another 
 to the engines, and a third to the carriage or running gear. These will be taken up in 
 succession. 
 
 THE BOILER. 
 
 The boiler of the Sandusky, the first engine built by Messrs. Rogers, Ketchum 
 & Grosvenor, was substantially the same as that of the Stephenson engines, of what is 
 known as the " Planet " class, that is the top of the furnace was semi-cylindrical in form 
 and flush or nearly flush, with the top of the barrel of the boiler. The horizontal section 
 of the fire-box below the barrel of the boiler was square or nearly so. 
 
 In 1837 Mr. Bury was made locomotive Superintendent of the London & 
 Birmingham Railway in England, which gave him an opportunity of adopting extensively 
 on that line a class of engines, the original of which he introduced on the Liverpool & 
 Manchester Railway in 1830. These were four-wheeled engines with inside cylinders, 
 not unlike Stephenson's in their general plan, but the tops of the furnaces instead of being 
 semi-cylindrical were hemispherical, and the horizontal section of the fire box, below the 
 waist of boiler, was of a form approximating to the letter D. the flat part being in front. 
 This form of fire-box was adopted in the fifth engine built at the Rogers Works, and it 
 was in continuous use until 1857, and is shown in Figs. 14 to 22. 
 
 A large proportion of the early locomotives built in this country were built to 
 burn wood. The Baltimore & Ohio Railroad was perhaps the only pioneer road that 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 commenced by using coal for fuel, and even on that line many locomotives burned wood. 
 As the weight of locomotives was increased and coal was substituted for wood, larger 
 fire-boxes were required, and this led to the abandonment of the hemispherical topped 
 furnace, which was not well adapted to fire boxes whose length was materially greater 
 than their width, and the semi-cylindrical form which was first used, was substituted in 
 its place. In these the crown sheets were usually stayed with crown-bars placed either 
 lengthwise or crosswise on top of the fire-box. 
 
 Fig. 27. 
 
 Fig. 28. 
 
 Fig. 29. 
 
 At first the cylindrical tops of the furnaces were made flush with the tops of the 
 barrels of the boilers, but this form was succeeded by Avhat is known as the " wagon top" 
 form of boiler, which was first used in the Rogers Works in 1850. The tops of the 
 furnaces, in boilers of this kind, were also semi-cylindrical, but they were made con- 
 siderably higher than the barrels of the boilers as shown in Figs. 23 to 26. The exact 
 reason for first adopting this form of boiler is not known, but it had the advantage of 
 giving more steam room, and allowed the use of more tubes and consequently more 
 heating surface than could be used in a flush topped boiler. The wagon top also gives 
 more room for workmen on the inside of the boiler, over the crown sheets, and it thus 
 facilitates construction and repairs. Mr. Hudson was always a strong advocate of this 
 form, and he gave especial attention to staying it, as is shown in Figs. 27, 28, and 29, in 
 which the stays and braces are shown. 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 For burning anthracite coal, it was found that very long fire-boxes were required. 
 In 1860 the form shown in Figs. 30 and 31 was built at the Rogers Works from the 
 
 Fig. 30. Fig. 31. 
 
 design of Mr. Millholland, of the Philadelphia & Reading Railroad. The top of this 
 
 Fig. 32. 
 
 furnace sloped downward from the barrel of the boiler, and the crown sheet was stayed 
 with screw stays, excepting for a short dis- 
 tance behind the tube plate. Water grates 
 were used in this fire-box and are shown in 
 the engraving. 
 
 In 1 86 1 some fire-boxes with long com- 
 bustion chambers and a water bridge, as 
 shown in Fig. 32, were constructed for the 
 New Jersey Railroad & Transportation Co. 
 
 In 1862 a fire-box with the water leg 
 A, Figs. 33 and 34 was made for the Chicago, 
 Burlington, & Quincy Railroad. 
 
 J8W8W* 
 
 oSoXoRoxoRo 
 
 Fig. 33. 
 
 Fig. 34. 
 
26 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 The brick arch, Figs. 35 and 36, was used in 1865. 
 
 Fig. 35. Fig. 36. 
 
 In 1871 some engines were built for the Cumberland Valley Railroad, with the 
 Buchanan fire-box, shown by Figs. 37 and 38. 
 
 Fig. 37. Fig. 38. 
 
 The form of the Belpaire fire-box, shown by Figs. 39 and 40, was applied to 
 locomotives for the Matanzas Railroad of Cuba in 1874. 
 
 Fig. 39. Fig. 40. 
 
 The Belpaire fire-box has been extensively used on the continent of Europe, and 
 within the past few years has been regarded with much favor by some of the leading 
 master mechanics in this country, and it has been adopted on a number of railroads here. 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 The fire-box represented by Figs. 27, 28, and 29 is however, the one which has 
 been the most commonly used for engines built at the Rogers Works. It has stood the 
 test of long experience, and is still regarded with much favor by engineers and master 
 .mechanics. 
 
 Fig. 41. 
 
 Fig. 42. 
 
 The form of brick arch shown in Figs. 41 and 42 was used in 1881. In this it 
 will be seen that the fire-brick is supported on bent water tubes which are attached 
 at one end to the crown sheet, and at the other to the front plate of the fire-box. 
 Another form of brick arch supported on water tubes is shown in Figs. 43 and 44. 
 This was used in 1885. 
 
 Fig. 43. 
 
 Fig. 44. 
 
 TUBES. 
 
 Very soon after coal was substituted for wood as fuel in locomotives, the use of 
 copper and brass tubes was abandoned in this country, and iron tubes were used instead. 
 At first there was a great deal of trouble in keeping these tubes from leaking. This was 
 especially the case before steam gauges were generally used. Without these instruments 
 it was impossible to tell what the steam pressure was, until the safety valves commenced 
 blowing off. They were therefore the principal guides by which the fireman was 
 governed, that is, he would "fire" until "she commenced blowing off," and then he 
 would open the furnace door wide to cool the fire. The result was that the tubes were 
 
28 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 thus exposed to alternate currents of cold and hot air, and were thus continually 
 expanded and contracted, which caused them to leak. With a steam gauge, however, 
 a fireman had always a guide before him to indicate just what the steam pressure was, 
 and could control his fire accordingly, and therefore was not obliged to open the furnace 
 door so often to regulate the steam pressure. 
 
 While the frequent expansion and contraction of the tubes probably caused 
 them to leak, yet there can be no doubt that the methods of fastening them which were 
 at first used were much less efficient than those which have since been adopted. 
 
 Fig. 45. 
 
 T 
 
 Fig. 46. Fig. 47. 
 
 The manner of fastening tubes in 1837 is shown in Figs. 45, 46, and 47. The 
 tube was inserted into the hole in the tube plate, and a tapered mandril, shown by Fig. 
 46, was driven into the end of the tube, so as to expand it to the full size of the hole in 
 the plate. This mandril was flattened on five sides, as shown in the end view, Fig. 47. 
 After each blow on the end of the mandril it was turned slightly so as to expand the 
 tube equally all around. The end of the tube was then turned over, as shown in Fig. 45, 
 which represents a longitudinal section of it. Probably some form of caulking tool was 
 used for this purpose. A wrought iron thimble Z"was then driven into the end of the tube. 
 
 Fig. 48. 
 
 Fig. 49. 
 
 In 1840 the form of caulking tool shown in Figs. 48 and 49 was adopted. This 
 was inserted in the end of the tube with the notch A, bearing against the edge, which 
 was then turned over by driving the tool against it with a hammer. 
 
 As already stated, thirty or forty years ago a great deal of trouble was experienced 
 on locomotive engines with leaky flues. It was a constant source of annoyance, and every 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 2 9 
 
 few days some one had to go into the furnace to hammer or caulk up the ends of the 
 flues and thimbles (the flues at that time were either copper or brass, and the thimbles 
 were of wrought iron). 
 
 In 1850 Mr. Hudson, then Master Mechanic of the Attica & Buffalo Railroad, 
 conceived the idea that if cast iron thimbles were substituted for wrought iron it would 
 remedy this standing difficulty. Acting on this idea he proceeded to verify it, first by 
 taking a thimble of each kind, wrought and cast iron, turning them accurately to a guage, 
 then heating them red hot, measuring them, and noting the expansion of each ; afterward 
 cooling them in water and again measuring them. This process of heating, cooling, and 
 measuring was repeated twelve times, when the wrought thimble was found to be 
 appreciably smaller in size than at first, and the cast iron thimble larger. It was noticed 
 that the former thimbles expanded more than the latter when red hot; this was anticipated. 
 
 To carry this idea into practice, a locomotive with leaky flues was taken: All 
 the thimbles were taken out, the flues carefully expanded, and new thimbles put in. One 
 half, or all on one side of the centre line of the flue sheet vertically, were of wrought iron, 
 and the other half were all of cast iron. At the end of the first trip, when the boiler 
 was cooling down, it was found that all the flues with wrought iron thimbles were leaking, 
 whereas, at the same time, all those opposite to them with cast iron thimbles were tight. 
 The wrought thimbles were then taken out and cast iron ones put in their places, when 
 all stopped leaking and so continued, the engine doing duty, without any more trouble 
 from leaky flues. The attention of Thomas Rogers was called to the fact, and he began 
 to use cast iron thimbles with a like result. Mr. Rogers called the attention of John 
 Brandt, then in charge of the motive power of the Erie Railway to the subject; he, also, 
 immediately tried cast iron thimbles, and found the result as stated above, and hence 
 their use spread and became almost universal; few, except those who had experience in 
 the matter at that time, can now realize how much annoyance and expense were saved 
 by the change. 
 
 Fig. 50. 
 
 Fig. 51. 
 
 In 1861 tubes were fastened as shown in Fig. 50, that is, a copper end or thimble 
 was brazed to the end of the tube, and a steel thimble was placed on the inside of it, so 
 as to bring the copper between it and the tube plate. The soft copper between the steel 
 thimble and the plate, it was found, assisted materially in making and keeping the tubes 
 tight. 
 
 In 1862 the method shown in Fig. 51 was adopted. In this the copper end was 
 dispensed with and a copper thimble was placed on the end outside of the tube as shown. 
 
THE ROGERS LOCOMOTIVE AND MACHINE UORKS. 
 
 The Prosser expander was first used a't the Rogers Works in 1863. This 
 is shown by Figs. 52 and 53. Fig. 52 is a side view with the end of the tube and plate 
 shown in section at A and A. The expander consists of what may be called a plug 
 composed of eight sector-shaped pieces as shown in the end view, Fig. 53. These are 
 held together by an open steel spring ring B. In the centre of the sectors there is a 
 tapered hole C, Fig. 53 (shown by dotted lines in Fig. 52), into which a tapered plug, 
 Fig. 54, is driven. The open spring ring permits the sectors to separate when the tapered 
 plug is driven into the opening. The sectors each have a shoulder or projection at S, S, 
 These come just inside the tube plate, when the expander is inserted into the tube. By 
 driving in the tapered plug or mandril, Fig. 54, the sectors are forced apart, and ex- 
 pand the end of the tube. At the same time the shoulders S, S, produce a ridge in the 
 tube, inside of the plate, which helps to keep the joint tight. 
 
 Fig. 54. 
 
 Fig. 52. Fig. 53. 
 
 In 1867 the Dudgeon expander, shown by Figs. 55 to 58 was introduced. This 
 may be described as a hollow plug which has three rollers, R, R, R, Figs. 55 and 56, 
 which are contained in cavities in the plug in which they can revolve, and in which they 
 can also move a short distance radially, that is, from the centre of the plug outwards. 
 
 Fig. 58. 
 
 Fig. 57. 
 
 Fig. 55. Fig, 56. 
 
 When this expander is inserted in the end of a tube a tapered mandril, Fig. 57, is driven 
 into the central opening, and it then bears against the rollers J?, R and forces them out- 
 wards against the tubes. A crank handle is then attached to the square end of the man- 
 dril and it is turned around, which causes the rollers to revolve on their own axis. This 
 causes the hollow plug to revolve around its axis. The two thus have a sort of sun and 
 planet motion in relation to each other. As the rollers bear hard against the tube their 
 effect is to elongate it circumferentially, and thus enlarge it so as to completely fill the 
 opening in the tube plate. Usually copper ferrules are used outside of the ends of the 
 tubes. This method is the one which is now generally employed at the Rogers Works 
 for fastening tubes in their plates. 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 FURNACE DOOR. 
 
 In 1865 Mr. Hudson used the furnace door deflector illustrated by Figs. 59 and 
 60. D is the deflector which is suspended from a hook Z/, attached to the fire-box over 
 the furnace door. A lever Z is fastened to the deflector by which it is moved out of the 
 way when coal is thrown in the fire. The position of the deflector is regulated by the 
 
 Fig. 59. 
 
 Fig. 60. 
 
 lever, and a latch Z at its upper end. A pair of sliding doors are used in connection 
 with the deflector. These are opened by a system of levers which are clearly shown in 
 the engravings. This was first suggested by a fireman in England, who found that by 
 inserting a scoop shovel upside down in the furnace door he could prevent smoke. 
 
 BOILER SHELLS. 
 
 In making boilers with iron plates, Mr. Hudson always took great pains to have 
 the plates of such sizes and proportions that the " grain " or fibres of the iron around 
 the barrel of the boiler would be in the direction to resist the greatest strain. This 
 practice is still continued in the Rogers Works when iron plates are used. 
 
32 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 In 1852 he adopted the method of making the horizontal seams of boilers, shown 
 by Figs. 61 and 62. This consisted of an ordinary single riveted lap seam with a cover- 
 ing strip or " welt " over the inside, which was made wide enough to take an extra row 
 of rivets on each side of the main row. The outside rows were spaced double the dis- 
 tance apart of those in the main row. The welts not only serve to strenghthen the 
 seams, but they cover the inside caulking edges where corrosion and " grooving " or 
 " channelling " as it is called, is most likely to occur. By being covered, these edges are 
 protected from the action of the water. 
 
 \ 
 
 0000 
 0000000000000 
 1 
 
 Fig. 61 
 
 Fig. 62. 
 
 DOMES. 
 
 The first method of fastening domes, as shown in the engraving of the Sandusky, 
 Fig. 12, was to rivet a circular casting having a flange, top and bottom, to the barrel of 
 the boiler. The upper part of the dome was also made of cast iron and was bolted to 
 the top flange of the circular casting. A similar plan was also adopted when the domes 
 were attached to tops of the hemispherical shaped furnaces as shown in Figs. 12 to 22. 
 
 Even after the use of the hemispherical shaped fur- 
 nace was abandoned, cast iron domes were still used, 
 and in some cases the bases of the domes were made 
 of wrought iron. When the size of engines and 
 their domes was increased so much that it became 
 impracticable and unsafe to make them of cast iron, 
 they were made of wrought iron plates, with a flange 
 at the bottom, which was riveted to the boiler shell 
 as shown in Fig. 30. Later the boiler shell was 
 Fig. 63. flanged upward around the edge of the opening at 
 
 the base of the dome, as shown in Figs. 26 and 27, in order to give additional strength at 
 this point. The dome was then attached to the boiler with two rows of rivets. In 1880 
 a reinforcing ring Jt, 1?, was added at the base of the dome as shown in Fig. 63. This 
 serves to strengthen the boiler shell at the base of the dome, where it is weakened by the 
 opening required to give access to the inside of the boiler. 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 33 
 
 GRATES. 
 
 With very few exceptions, the fuel used in the early locomotives in this country 
 was wood. This could be burned successfully with an ordinary " plain " grate as it was 
 called, consisting of narrow bars with spaces about ^ in. wide between them. Figs. 64 
 and 65 show a grate of this kind, which was used in 1840. The bars were made of cast 
 iron, the material of which locomotive grates are almost universally made in this country. 
 Figs. 66 and 67, however, represent a grate made of wrought-iron bars, bolted together 
 in groups of four bars each. The use of wrought-iron bars is however an exception to the 
 general practice in this country. The grate shown in the figures last referred to has a 
 drop door D at the front end. This is hinged at B and is held up by the arms A, A, 
 on the shaft S. To drop the door, the shaft is turned by the lever on the end of the shaft 
 which lowers the arms A, A, and allows the door to fall. 
 
 Fig. 66. 
 
 Fig. 64. 
 
 Fig. 65. 
 
 Fig. 67. 
 
 As much of the bituminous coal in this country, contains a great deal of material 
 which causes it to clinker, or otherwise interferes with its free combustion, it has been 
 found essential to provide locomotives with what are called shaking grates for " clearing 
 the fire." A number of different grates of this kind which have been applied to locomo- 
 tives at the Rogers Works are shown by the following engravings : 
 
 3 
 
34 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Figs. 68 to 71 represent the Allen & Hudson grate, which was patented by Mr. 
 Albert J. Allen and William S. Hudson in 1858. The grate is composed of a series of 
 cast-iron bars with lugs on their sides as shown in the plan. Underneath the bars are 
 
 Fig. 68. 
 
 Fig- 70. 
 
 Fig. 69. 
 
 two cast iron rocking shafts, S, S', which 
 
 have arms a, a' and b,b' on their opposite 
 sides. Each grate bar has two projections 
 c, c 1 and d, d' , on its under side. To make 
 it clear how the grate operates, it may be 
 explained that the bar />, B, shown in Fig. 
 69, has the two projections/, c 1 ', attached 
 to it, and that the projections </, </' are at- 
 tached to the bar next to B, B. The pro- 
 *"~ 1 jections c, c 1 ', are connected by pins to the 
 arms a, a', and </, //', are attached to the 
 arms l>, b 1 . It is obvious then, that when 
 the shafts S, S', are rocked, that the arms 
 a, a 1 will rise, and b, b 1 will fall simulta- 
 neously, and vice versa, and that the grate 
 bars connected to these arms will have a 
 
 Fig. 71. 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 35 
 
 corresponding movement. As the alternate bars which compose the grate are connected 
 to the arms on the right side of the shafts, S, S, and the bars between them are connected 
 to the arms on the left side of the shafts, it is plain that the working of these shafts has the 
 effect of giving a limited upward and downward movement to the bars in which each bar 
 
 ascends as the next one on either side of it descends, and vice versa. This movement has 
 
 / 
 
 the effect of breaking up the clinkers or other foreign or residuary matter that may collect 
 upon the grate and which tends to choke the draft between the bars, and to cause such 
 matter to work down between the bars into the ash pan, and also serves to evenly dis- 
 tribute the fuel over the grate. 
 
 The working of the shafts S, S', is effected by means of the lever L which is 
 connected by a bar F, to vertical arms /, f, attached to the under side of the shafts. 
 The grate is also provided with a drop door. 
 
 Fig. 72. 
 
 Fig. 73. 
 
 Figs. 72 and 73 represent what is called a " finger" grate, which consists of cast 
 iron shafts, with projections or fingers on each side. These shafts rest in journals /, /, /, 
 and are rocked by a lever (not shown in the engraving) and bar B, the latter connected to 
 vertical arms K, K, K, attached to the shafts. It is obvious that as the shafts are rocked 
 the fingers on one side rise, and those on the opposite side fall, and that the effect will be to 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Fig. 74. 
 
 Fig. 75. 
 
 thoroughly shake up the fire. Figs. 74 and 75 represent another form of finger grate. 
 Both the forms illustrated were first used in 1860. 
 
 Figs. 76 to 89 represent various forms of "rocking" grates as they are called. 
 These have transverse grate bars with journal bearings at each end, similar to those of 
 
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 Q Q 
 
 f B 1 f P \ \~l ] T" B 1 f 1) \ I B \ j f- 
 
 O _ O _ . O 
 
 Fig. 76. 
 
 
 Fig. 77. 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 37 
 
 Fig. 78. 
 
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 P 
 
 
 
 
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 Fig. 79. 
 
 the finger grates. The bars are rocked on these journals, which has an effect similar to 
 that of the finger grate in stirring up the fire. The construction and action of these 
 grates will be obvious from the engravings. 
 
 Fig. 80. 
 
 Fig. 81. 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Fig. 82. 
 
 oo o oo 
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 Fig. 83. 
 
 For burning anthracite coal the water tube grate is almost universally used. The 
 form used on the Philadelphia &: Reading railroad is shown in Figs. 30 and 31. The 
 
 Fig. 84. 
 
 Fig. 85. 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 39 
 
 Fig. 87. 
 
 tubes are put in as shown in Fig. 31. Solid bars B, B, are substituted for every fourth 
 tube. These bars pass through thimbles T, Fig. 30, in the back end of the fire-box, and 
 can be drawn out through this thimble to clean or remove the fire. 
 
 GL 
 
 mm 
 
 Fig. 88. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 -^ j~ 
 
 
 
 
 
 
 
 =ri 
 
 t^ 
 
 1 
 
 h- 
 
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 |-^_ 
 
 
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 3 
 
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 TT^ 
 
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 T~ 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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 **, 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Fig. 89 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Figs. 90, 91, and 92 represent a water grate recently introduced to burn 
 bituminous coal. 
 
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 EjQ 
 
 
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 Eu! 
 
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 Fig. 91. 
 
 Fig. 90. 
 
 Fig. 92. 
 
 SMOKE POXES. 
 
 As early as 1859 some engines were built at the Rogers AVorks for the New Jersey 
 Railroad & Transportation Company with a form of extended smoke-box, shown in Figs. 93 
 and 94. A deflecting plate A was used in front of the top rows of tubes. In the same year 
 the form of plate shown in Figs. 95 and 96, which had an adjustable piece B on its lower 
 edge, was used on engines, both with and without the extended smoke-box. In 1862 
 the telescopic or adjustable petticoat pipe shown in Fig. 97 was applied to engines for the 
 Nashville & Chattanooga Railroad. Figs. 98 and 99 show the extended smoke-box ns 
 recently applied to passenger engines. A, B, is a deflecting plate in front of the tubes, 
 and C, C, C, is wire netting of number 13 wire, and 2-i meshes to an inch. The 
 exhaust nozzels F, F, it will be seen, are carried up above the horizontal centre line of 
 the boiler. A receptacle D, for sparks, is attached to the under side of the smoke-box 
 and has a sliding door E, for emptying the sparks and cinders which accumulate in the 
 front end. 
 
 The extended smoke-box, when it was first introduced, met with little favor, but 
 in recent years it has been extensively used. 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 Fig. 93- 
 
 Fig. 94. 
 
 Fig, 95. 
 
 Fig. 96. 
 
 Fig. 97. 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 
 Fig. 99. 
 
 FEED WATER HEATER. 
 
 In 1859 Mr. Hudson designed a feed water heater, which is represented by Fig. 
 100, which he applied to a number of engines for the Southern Railroad of Chili, S. A. 
 It consisted of a cylinder C, filled with small tubes F. At the end of the cylinder there 
 was a chamber A and another B at the opposite end, which was connected together by 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 43 
 
 100. 
 
 the small tubes. The exhaust steam was admitted to A from the exhaust pipes by a pipe 
 D, and passed through the small tubes to B. The condensed water ran out through the 
 pipe Z, or it was conveyed to the ash pan. If not condensed, the steam passed through 
 the pipe G to the chimney. The water from the pump entered the heater at JS, and 
 escaped by the pipe F to the check valve. This heater was used for some time, but as 
 has occurred in numberless experiments with feed water heaters, it was finally abandoned 
 under the impression that its cost was greater than the saving it effected. 
 
 Fig. 101. 
 
44 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 INJECTORS. 
 
 Injectors were first applied to locomotives at the Rogers Works in 1861. Fig. 
 101 shows the arrangement then used. Since that time they have been much improved 
 and are almost universally used for feeding locomotive boilers. 
 
 SAFETY VALVES. 
 
 Figs. 102 to 108 represent different kinds of safety valves which have been used 
 at various times, the construction of which is made sufficiently clear by the engravings, 
 without other explanation. The dates when they were first used is given below each figure. 
 
 Fig. I O2. 
 
 1869. 
 
 Fig. IO7. 
 
 Steam Chest Safety 
 Valve, 1882. 
 
 Fig. 104. 
 
 1872. 
 
 Fig. IO5. 
 
 1875- 
 
 Fig. 106. 
 
 1882. 
 
 Fig. 108. 
 
 1883. 
 
 SMOKE STACKS AND SPARK ARRESTERS. 
 
 There is probably no part of a locomotive, unless it to be the valve gear, on 
 which so much ingenuity has been exercised as on spark arresters. The very first engines 
 built at the Rogers Works had some kind of bonnet or wire netting on the top of the 
 chimney to "catch the sparks," and in the article on page 14 reprinted from the 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 45 
 
 American Railroad Journal, of December, 1839, it will be seen that at that time an inverted 
 cone was placed on the " axis of the smoke-pipe to protect the wire gauze." Unfortunately 
 there are no drawings extant of any of these early spark arresters. Figs. 109 to 137, 
 however, give examples of later practice, and show different devices demanded by those 
 who ordered locomotives of the Rogers Works. The date when they were first made 
 and the fuel used is given under each of the figures. 
 
 Fig. 109. Fig. I 10. Fig. III. 
 
 1854. Wood. 1854. Wood. 1854. Wood. 
 
 Fig. 109 is what is called a bonnet stack, on account of the bonnet or hood of 
 wire netting over the top. It was used for burning both wood and coal. 
 
 Fig. no had a deflecting cone and netting in the form of a cylinder over it. 
 Fig. 1 1 1 had a large deflecting cone with wire netting in conical form attached to 
 the lower edge of the deflector. 
 
 Fig. 112 had a cone with flat horizontal netting of annular form around it. 
 
 Fig. I 1 2. 
 
 1856. Wood. 
 
 Fig. I 13. 
 
 3. Wood and Coal. 
 
 Ficr. I 14. 
 
 1860. Bituminous Coal. 
 
 Fig. 113 is known as the diamond stack, from the form of the outline of its top. 
 It had a deflecting cone, but no netting. 
 
 Fig. 114 had a curious shaped deflecting cone and a cast iron guard at A, A, to 
 protect the sheet iron of the outside casing from the action of the cinders. It also had 
 an annular opening B B around the top, the supposition being that the air coming in 
 
4 6 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 contact with the inclined surface C, C, would be deflected upwards through the opening 
 23, B, and thus create an induced upward current out of the chimney. 
 
 Fig. 115 had a deflector with conical netting over it, which was open at the top. 
 
 Fig. 116 was the same as Fig. 115, but of different form. 
 
 Fig. 1 1 7 is a straight chimney with a cast iron grate at the top and a sliding 
 damper at the base. 
 
 Fig. I 15. 
 
 1862. Bituminous Coal. 
 
 Fig. I 16. 
 
 1863. Wood. 
 
 Fig. I 17. Fig. I 18. 
 
 1864. Anthracite Coal. 1866. Bitum, Coal. 
 
 Fig. 118 had a deflector with netting over it, which was open in the middle. The 
 opening was surrounded by a cylindrical shaped netting as shown. 
 
 Fig. 119 was the same as Fig. no, but of different shape and proportions. 
 
 Fie. 1 19. 
 
 1867. Bituminous Coal. 
 
 Fig. 1 2O. 
 
 1869. Bituminous Coal. 
 
 Fig. 121. 
 
 1869. Bituminous Coal. 
 
 Fig. 122. 
 
 1870. Wood. 
 
 Fig. 1 20 had a deflector with a very large casing or receptacle for sparks. 
 In Fig. 121 the netting was placed horizontally over the deflector. 
 Fig. 122 represents the celebrated Radley & Hunter stack, which was at one time 
 very generally used for wood burning locomotives. 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 47 
 
 Fig. 123 has a conical shaped netting over the deflector, with an opening in the 
 centre surrounded by another netting of cylindrical shape. 
 
 Fig. 124 has a deflector with a wire netting bonnet over it. 
 Fig. 125 is similar to Fig. 124. 
 
 Fig. 123. 
 
 1872. Wood and Coal. 
 
 Fig. 124. 
 
 1872. Wood. 
 
 Fig, 126. 
 
 1873. Coal. 
 
 Fig. 126 has a deflector with a circular opening above it, and cylindrical guard 
 around the edge made of perforated sheet iron or copper. 
 
 Fig. 127 shows what is called a "straight" stack, and has no spark arresting 
 attachments. 
 
 Fig. 127. Fig. 128. 
 
 1879. Bitum. Coal. 1879. Bitum. Coal. 
 
 Fig. 129. 
 
 1879. Bituminous Coal. 
 
 Fig. 130 
 
 1881. Bituminous Coal. 
 
 Fig. 128 represents the Fontaine stack. This has a deflector D, to which a shield 
 S, S, is attached. Between the shield and the outer casing there is space for the passage 
 of the products of combustion, which escape in the direction indicated by the darts. 
 
 Fig. 129 has an outside case or receptacle for sparks which was unusually large. 
 It had a deflector surmounted with an inverted cone of wire netting. This forms a guard 
 for the opening at the top so that all the smoke must pass through the netting to escape 
 into the open air. 
 
 Fig. 130 shows a stack with a spark arrester patented by Wm. S. Hudson in 1877. 
 
4 8 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 The reflector is formed of what Mr. Hudson described as " peculiarly 
 curved screw blades," which are shown on plan in the engraving. " The 
 gaseous products of combustion," the inventor says in his specification, 
 " mingled with more or less small masses of coal in various conditions, 
 are thrown violently upward through the cylindrical chimney, and, 
 striking in the hollow interior of the dome-like set of wings, are thrown 
 into a spiral motion without completely interrupting their upward motion. 
 The solid matter is projected against the wire netting. A portion of 
 the gaseous matter follows the same course, and another portion moves 
 inward, and, passing freely upwards through the open space in the 
 centre." 
 
 (31. 
 
 1881. Bituminous 
 Coal. 
 
 Fig. 132. 
 
 1881. Bituminous Coal. 
 
 Fig. 133. 
 
 1882. Bituminous Coal. 
 
 Fig. 134. 
 
 1882. Bituminous Coal. 
 
 1882. 
 
 Fig. 135. 
 
 -Bitumin'sCoal. 
 
 <\ 
 
 7 
 
 Fig. 131 is provided with a casting A, which forms what was called a stricture for 
 some purpose not clearly understood. The usual deflector was suspended from a casting 
 2), B, with radial arms meeting in the centre. 
 
 Fig. 132. This stack had a large receptacle for sparks, with a 
 deflector placed at the top. The latter had a sheet iron guard around the 
 edge, as shown in the engraving. The top of the stack 
 was open ; no netting was used. 
 
 Fig. 133 had a deflector with wire netting over it 
 as shown. 
 
 Fig. 134 was similar to Fig. 133, but of somewhat 
 different proportions. It also had what was called a 
 " stricture " or contraction of the opening at S. The 
 effect of this was to concentrate the escaping current and 
 cause the sparks to impinge directly against the deflector. 
 Fig- J 35 represents what is called a "straight" 
 
 N 
 
 Fig. 136. 
 
 1882. Bitumin- 
 
 uos Coal. stack without spark arrester of any kind. 
 
 Fig. 137. 
 
 1882. Anthracite 
 Coal. 
 
479 
 
 THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 49 
 
 Fig. 136 illustrates a straight stack with a long inverted cone inside of it. This 
 was made of perforated sheet iron, and was connected at the bottom to the exhaust 
 pipe, so that they discharged inside of the cone and the smoke had to pass through the 
 perforations in the inverted cone. The perforations were i X/ 2 - in. 
 
 Fig. 137 shows a straight stack for anthracite coal. 
 
 Fig. 138. 
 
 Fig. 139. 
 
 CHIMNEY DAMPERS. 
 
 Figs. 138 and 139 represent a form of damper recently devised and patented in 
 1885 by Mr. H. A. Luttgens, who has been the chief draftsman in the Rogers Works for 
 28 years past. It is intended for the chimneys of coal burning engines. Its object is to 
 diminish the effect of the exhaust by admitting air at the base of the chimney, and thus 
 obviating the necessity for opening the fire door and admitting cold air into the fire-box. 
 
 In constructing the damper the base of the chimney is made of the form shown 
 in half section on the left side of Fig. 138, from which it will be seen that there are 
 cavities A, through which air is admitted, as indicated by the darts. The outer openings 
 of these cavities are shown by the dark shading and dotted lines in the plan, Fig. 139. 
 On top of these openings is a circular valve or cover with openings corresponding to 
 those in the base of the chimney. This valve by being turned a part of a revolution by 
 means of the links , E, and lever C, C, which is connected with the cab by a rod Z>, 
 will cover or uncover the openings leading to the cavities in the base of the chimneys, 
 and thus air may be admitted to or shut off from the chimney at pleasure. 
 
 4 
 
 T. 
 
 c 
 
 o 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 THE ENGINES. 
 
 CYLINDERS. 
 
 The first method of fastening outside cylinders was to bolt them to the smoke- 
 box, which was made of sheet or plate iron. When the cylinders were steeply inclined, 
 as shown in Fig. 17, page 17. This could be done without difficulty, but when 
 they were placed lower down it was necessary to extend the smoke-box downward. The 
 lower part was usually made rectangular in shape, as shown in Fig. 140, with a heavy 
 wrought iron bar , J3, , riveted around the inside at the front end. The cylinders were 
 
 Fig. 140. 
 
 then bolted to the outside of the smoke-box and to the frames F, F, as shown in the 
 engraving. This method of fastening was first used in 1844. 
 
 Inside cylinders were attached to the smoke-box and frames as shown in Fig. 141. 
 
 Fig. 141. 
 
 The next step, which was taken in 1853, was to make the bottom B. B, Fig. 142, 
 of the smoke-box of a heavy wrought-iron plate. This extended outward so as to rest 
 on top of the frames F, F. The cylinders were then placed on top of the plate and 
 bolted to it, and to the smoke-box and frames, as shown. A bar C, C, with T ends was 
 also placed crosswise between the bar B, B, to keep it apart and stiffen the whole attachment. 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 Fig. 142. 
 
 In 1865 the arrangement shown in Fig. 143 was adopted. The smoke-box in 
 this case was substantially like that shown in Fig. 142, but a cast-iron bed E, E, was 
 
 I 
 
 
 3 E 
 
 
 
 
 ("Til rTT[ 
 
 B 
 
 r r 
 
 1 
 
 "7l (TTl 
 
 Fig. 143. 
 
 placed between the two frames F, F, and bolted to them by flanges. The smoke-box 
 
 Fig. 144. 
 
 was then placed on top of the bed plate and bolted to it. The cylinders were bolted to 
 the bed plate frame and smoke box as shown. 
 
 About the same time the plan represented in Fig. 144 was put in use. In this the 
 smoke-box was made cylindrical and a heavy bed casting E, , with steam and exhaust 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 pipes cast in it, was bolted to it by suitable flanges. The cylinders were then attached to 
 the frames and to this casting as shown. 
 
 Fig. 145. 
 
 In 1871, the plan shown in Fig. 145 was adopted. The smoke-box was 
 
 cylindrical, and one-half the bed casting was cast with each cylinder. They are bolted 
 together in the centre as shown. This plan is now almost universally used in this country 
 and makes a very neat, strong, and satisfactory job. 
 
 VALVES AND VALVE GEARING. 
 
 The main valves which were first 
 built by Mr. Rogers were of the ordi- 
 nary I) pattern and the valve-gearing 
 was a form of hook motion. In some 
 cases as shown in Fig. 14, the eccentrics 
 were outside of the journals and wheels. 
 Unfortunately, there are no authentic 
 
 Fig. 146. drawings in existence of the various 
 
 forms of valve gearing which were at first used. At an early date Mr. Rogers was im- 
 pressed with the importance of using steam expansively, and in 1843 and 1846 he 
 
 Fig. 147. 
 
 designed and used the valve gearing shown in Fig. 146. It serves to show the thought 
 he was giving at that date to the subject of working steam expansively. 
 Fig. 147 shows another plan which he introduced in 1847. 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 53 
 
 When the link-motion was introduced into this country its use was violently 
 opposed by many locomotive builders and master mechanics. Mr. Rogers was one of 
 
 Fig. 148 
 
 the first American engineers to recognize its merits. In 1849' he used the suspended 
 link-motion, shown in Fig. 148, for some engines for the Hudson River Railroad, and in 
 
 Fig. 149. 
 
 1850 he applied the shifting link motion, shown in Fig. 149, to some engines which he 
 built. It will be noticed that in this case the lifting-shaft was below the link. In the 
 
 Fig. 150. 
 
 same year he designed the form of link-motion shown by Fig. 150 for some ten-wheel 
 engines, the front wheels and axles of which came in the way of the rocking shaft. In 
 this case the lifting shaft was above the link. 
 
 Fig. 151 represents a combination of link motion with an independent graduated 
 
54 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 cut-off valve. It was used on several locomotives built at the Rogers Works in 1854, 
 and it is said was found to be beneficial in economizing fuel. 
 
 Fig. 151. 
 
 For many years the form of valve-gear, shown in Fig. 149, was used by Mr. 
 Rogers, and after his death it was applied to many engines; but in 1862 Mr. Hudson 
 
 Fig. 152. 
 
 designed the form of link-motion shown by Fig. 152, in which the lifting shaft was placed 
 above the link. This is the form which is now most commonly used. The link motion 
 
 Fig. 153. 
 
 shown by Fig. 153 was also designed the same year by Mr. Hudson and applied to some 
 ten-wheel engines, in which the front wheels and axle came in the way of the rocking shaft. 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 55 
 
 In 1866 the valve gearing shown in Fig. 154, which was designed and patented 
 by Messrs. Uhry &: Luttgens, was applied to an engine for the Central Railroad of New 
 Jersey. In this there is an ordinary shifting link worked by two eccentrics and connected 
 with a pin attached the lower arm of a rocking shaft in the usual way. What may be 
 
 called a supplementary rocking- j. a 
 
 shaft R, R 1 , was pivoted to the 
 top pin of the main rocking-shaft. 
 The lower arm R 1 of the supple- 
 mentary rocking-shaft is bent into 
 a half circle, as shown, in order to 
 clear the main rocking-shaft M, 
 The supplementary rocker is work- 
 ed by a cam, O', which was con- 
 nected to a pin P. The effect of the 
 action of the cam is to accelerate Fig. 154. 
 
 the movement of .the valve at the time that it opens the ports for admission and exhaust. 
 Its adjustment is the same as that of the link-motion, and at the higher grades of expan- 
 sion it gives about 50 per cent, greater opening of steam port. The point of exhaust 
 is retarded from 5 to 6 inches beyond the link-motion, while the point of compression 
 
 Fig. 155. 
 
 Fig. 156. 
 
 remains the same. The size of opening of the exhaust port is somewhat larger than 
 with the link-motion, and it is opened in less time, thereby producing a strong and 
 clear exhaust. 
 
 Its objectionable feature is the cam as a mechanical device for locomotives. 
 Whether this objection would be as great if used with a balanced valve as it is with an 
 ordinary slide-valve remains yet to be proved. 
 
 Figs. 155 and 156 shows the methods which was adopted in 1873, in applying the 
 Allen link-motion to some narrow gauge engines for the Patillas Railway, S. A., in which 
 
THE ROGERS LOCOMOTIVE AND MACHINE \VORKS. 
 
 the front axle was in the way. Ordinarily the Allen link is made straight, but in this 
 case Mr Hudson found that it would not give a satisfactory movement to the valve 
 without curving the link slightly. 
 
 Fig. 157 shows another method of applying a link-motion to engines in which 
 the front axle was in the way. This was used in 1881. 
 
 Fig. 157. 
 
 COUNTERWEIGHTS FOR LINKS. 
 
 When shifting links were introduced it became important to counterbalance their 
 weight so as to lessen the 'effort required to move them. The arrangement shown in 
 Fig. 158 was adopted in 1858. In this the counterweight Fwas attached to an arm or 
 bell crank forged on the reversing lever. 
 
 Fig. 158. 
 
 The unwieldy character of a counterweight led to the substitution of springs of 
 various forms. The plan shown in Fig. 159 was adopted in 1859. In this a half elliptic 
 spring S,' which was attached by its ends, A, A, to fixed parts of the engine, was connected 
 by a rod R to a short arm B which was keyed on the lifting-shaft by a strap S, 
 as shown. 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 57 
 
 Another plan of applying a semi-elliptic spring is shown in plan in Fig. 160. In 
 this case the spring S was connected to a short arm B forged on the middle of the lifting 
 shaft. 
 
 In 1860 a spiral spring, Fig. 161 and 162, was used. The inner end of this 
 spring was attached to the lifting-shaft S and the other end was fastened to a case in which 
 it was enclosed. The case was prevented from turning by a bolt B. The required 
 amount of tension was brought on the spring by turning the case, and the bolt was 
 adjusted in any one of the holes, which were arranged in a circle as shown in the engraving. 
 
 Fig. 161. 
 
 Fig. 162. 
 
 Fig. (60. Fig. 163. 
 
 In 1873 a pair of volute springs was substituted for the semi-elliptic spring. 
 These volute springs are shown in Fig. 163. They were inclosed in a case and fastened 
 by a bolt B to one of the cross beams, and were connected by a rod R to a short arm 
 on the lifting-shaft, like that shown in Fig. 160. In this instance the rod R was subjected 
 to a compressive strain by the tension of the two volute springs. 
 
 Fig. 164 shows a helical spring which was applied in 1875 for the same purpose. 
 This was also enclosed in a cylindrical case, which was fastened to a fixed part of the 
 engine. A chain C, C, was fastened at one 
 end to the shaft, and wound around it as 
 shown. The other end was attached to a rod 
 y? which was screwed into a collar K. When 
 the shaft was turned the spring was corn- 
 
 Fig. 164. 
 
 pressed. Its tension could be adjusted by means of the screw end on the rod so as to 
 balance the weight of the link. 
 
 SLIDE VALVES. 
 
 The first slide valves used at the Rogers Works were the ordinary D pattern. In 
 1853 Mr. Rogers adopted the Hackworth valve, Fig. 165, with double exhaust ports. 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 This valve had about -^ in. lap at a, a', and only ^ at b. Consequently the steam 
 was not released at a, a', as shown in Fig. 166, until the steam port^ was opened nearly 
 fe in. wide at b. Then the two ports a and a 1 each commence to open. The exhaust 
 was thus delayed, but when it did begin the steam escaped through both of the openings 
 
 at a, a 1 . The area of the exhaust opening was 
 therefore doubled when the release occurred. This 
 
 Fig. 165. 
 
 Fig. 166. 
 
 form of valve was used up to 1872 and applied to more than 250 engines, but its advantages 
 did not seem to compensate for the increase in its area, which was due to the double ports. 
 
 Fig. 167. 
 
 In 1864 Mr. John Gleason patented a valve which Mr. Hudson afterwards 
 modified and introduced in the form shown by Figs. 167 and 168. This had a saddle S 
 
 Fig. 168. 
 
 on top, the position of which was regulated by set screws, as shown. The saddle had 
 steam openings B, , and an exhaust opening A on its under side. The valve had 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 59 
 
 double exhaust ports the same as are shown in Figs. 165 and 166. In addition it had 
 two supplementary steam passages C, C. In the position shown in Fig. 169, not only 
 was the steam port B open at b, but there was another opening at a through which steam 
 passed to the supplementary port c, as shown by the dart, and thence to the cylinder. 
 The opening of the steam ports was thus doubled during the early portion of the period 
 of admission. A similar action occurred on the exhaust side. This valve was tried, but 
 with rather doubtful resulting advantages. 
 
 Fig. 169. 
 
 In 1868 the Bristol roller slide valve, shown by Figs. 170 and 171, was applied to 
 a number of engines. This valve rested on a series of rollers R, R, placed in each side 
 of the valve. They were connected to a frame J?, F> their axles or spindles having a 
 little play in their journals. Steel plates were attached to the valve on each side, and 
 others to the valve-seat, so that the rollers rested on the latter below, and the valve was 
 
 Fig. I7O. 
 
 Fig. 171. 
 
 carried by the upper plates, which in turn rested on the rollers. With careful workman- 
 ship, the pressure of the valve could be carried on the rollers, and as it wore, of course, 
 there was little or no contact between its face and seat. These valves were quite 
 extensively introduced, but their use has been gradually abandoned. 
 
 In 1882 two forms of the Allen valve were introduced. Figs. 172 and 173 shows 
 an Allen valve with Richardson's " balanced " or equilibrium device applied to it, and 
 Fig. 172 shows an Allen valve with extensions to increase its length, and with steam- 
 ports to admit live steam from below into the supplementary port S, S. The Allen valve 
 although an American invention, was not used on locomotives in this country to any 
 extent until after the expiration of the patent on it. It is now extensively used and its 
 advantages are generally recognized. 
 
6o 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Fig. 172. 
 
 Fig. 173. 
 
 Fig. 174. 
 
 THE RUNNING GEAR. 
 
 FRAMES. 
 
 The frames used on the first locomotives built by Mr. Rogers (see Figs. 1 2 and 
 14), were made of two plates, with wood filling between them. The journal bearings 
 were outside the wheels, as shown in the Figs, referred to. 
 
 Bury, who first introduced the hemispherical topped furnace in England also 
 used bar frames on some of his engines. It seems probable that his form of fire-box and 
 method of constructing frames were simultaneously introduced here. There are no 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 61 
 
 drawings extant of the early frames made at the Rogers Works, but in 1844 the form of 
 frame shown in Fig. 175 was used. It consisted, as will be seen, of a straight bar on 
 
62 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 top, with cast-iron pedestals bolted to it and braced at the bottom very much after the 
 manner in use at present. 
 
 In 1850, wrought-iron pedestals were substituted for those of cast-iron, as shown 
 in Fig. 176. In 1854, the whole frame was forged in one piece, as shown in Fig. 177. 
 With this form of construction some difficulty was encountered in cases of collision, and 
 other accidents to locomotives, in which either the front or the back ends ot the frames 
 were injured. It then became necessary to take down the whole frame to repair one end. 
 This led to making the front and back ends in separate pieces and bolting them together, 
 as shown in Fig. 178. With this plan, if either end was taken down it was necessary to 
 remove one pair of driving wheels. As the front part of the frame is usually injured in 
 accidents, it was desirable to be able to take it down without removing any of the driving 
 wheels. The plan shown in Fig. 179 was therefore adopted in 1868. In this the front 
 end is bolted to the back end, ahead of the front pedestals, so that the front part can 
 be removed without disturbing the driving wheels, if it is desirable to do so. This form 
 of construction is the one which is still used and has been very generally adopted on 
 American locomotives. 
 
 \rr~ ~f~ 
 
 Fig. ISO. 
 
 One of the difficulties in the construction of narrow guage engines is that there is 
 not room enough between the frames for the fire-box, and it must therefore be made very 
 narrow. To obviate this Mr. Hudson in 1873 designed the frames shown in Figs. 180 
 and 181. In this plan the main frames A, A, are placed in the usual position inside of 
 
 Fig. 181. 
 
 the wheels. A cross plate , , which projected outside of the wheels, was bolted to 
 the back ends of the frames. Two flat bars C, C, were then bolted to the cross-plate, 
 and placed far enough apart so as to give sufficient room between them, for a fire-box 
 of the width required. The tank locomotive represented by plate XXIII has a frame of 
 a similar plan. 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 SPRINGS AND EQUALIZING LEVERS. 
 
 Ordinary equalizing levers were used between the driving-wheels on the engine 
 
 Fig. 182. 
 
 1837. 
 
 Fig. (83. 
 
 1850. 
 
 represented by Fig. 18, which was built in 1845. Mr. Rogers appreciated their value, 
 and very few if any engines were afterwards built without using them in some form. 
 
 Fig. 184. 
 
 1860. 
 
 SL 
 
 Fig 185. 
 
 1867. 
 
 Figs. 182 to 1 86 show the forms of spring and equalizing lever arrangement that were 
 successively used for eight-wheeled American engines. 
 
6 4 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Fig. 186. 
 
 1880. 
 
 Figs. 187 and 188 represent a plan adopted for narrow guage engines in 1878. 
 The purpose was to allow a wider fire-box to be used than is possible when the springs are 
 placed alongside of it. 
 
 Fig. 187. 
 
 Fig. 188. 
 
 Fig. 189 shows the arrangement of springs used in 1880 for consolidation engines. 
 The springs for the front axle are not shown in the engraving. Their connection with 
 
 Fig. 189. 
 
 the leading truck and other applications of equalizing levers will be described farther on 
 under the head of trucks. 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 DRIVING WHEELS. 
 
 A method of constructing driving-wheels for 5 ft. gauge roads, which it is expected 
 will have their guage changed and which will therefore require to have their tires 
 brought nearer together to conform to the altered guage, is shown in Figs. 190 and 191. 
 A projection P, P, is cast on the inside of the wheel centre. The tires are then set to 
 conform to the wide guage. When the time comes to narrow it the tires are simply 
 moved farther in. The projection of the wheel centre which is left on the outside is then 
 turned off, which leaves the wheel in proper condition for the narrow guage. The first 
 engine with wheels constructed in this way was for the Alabama cSc Great Southern Rail- 
 road in 1 88 1. Since then all engines built for 5 ft. guage roads, which it is expected will 
 be changed to the standard guage are made in this way. 
 
 Fig. I9O. Fig. (91. 
 
 In addition to the extra depth of the rim of the wheel centre the spokes are 
 extended on the outside so as to form a brace or support to the projecting rim. These 
 braces as well as the projection are turned off when the guage of the wheels is narrowed. 
 
 This expedient for changing the guage was suggested by Mr. James Cullen, 
 Master Mechanic of the Nashville, Chattanooga & St. Louis Railroad, to Mr. R. S. 
 Hughes, Secretary and Treasurer of the Rogers Locomotive and Machine Works. The 
 plan was at once adopted for engines for the 5 ft. gauge. 
 
 CONNECTING RODS. 
 
 Figs. 192 to 203 represent various forms of connecting rods which have been 
 made at the Rogers Works at various times. The dates when they were first used are 
 appended to the engravings, which show the construction so clearly that further 
 description is not needed. 
 
66 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Fig. 192. 
 
 1837. 
 
 Fig. 193. 
 
 1845. 
 
 Fig. 194. 
 
 1854-,. 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 Fig. 195. 
 
 1861. 
 
 Fig. 196. 
 
 1870. 
 
 D 
 
 y_j> 
 
 IJi _ m 
 
 Fig. 197. 
 
 1870. 
 
68 
 
 THE ROGERS LOCOMOTIVE AND MACHINE \\ORKS. 
 
 ULJ 
 
 Fig. 198. 
 
 1880. 
 
 a 
 
 Fig. 199. 
 
 1880. 
 
 Fig. 200. 
 
 1880. 
 
 
 
 1 
 
 I 
 
 
 
 ; 
 
 |i 
 i i ' 
 
 1 
 
 
 1 
 
 
 
 
 
 Fig 
 
 . 2 
 
 [83: 
 
 02. 
 
 m m 
 
 Fig. 201. 
 
 1880. 
 
 Fig. 203. 
 
 1885. 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 6 9 
 
 TRUCKS. 
 
 When trucks were first used in this country, it was considered very essential that 
 their axles should be as near together as possible, and from Figs. 12 to 22 it will be 
 seen that the trucks of all the early engines built at the Rogers Works had their wheels as 
 close to each other as they could be placed. With outside cylinders this could be done 
 without difficulty so long as the cylinders were inclined, but owing to the rolling motion 
 which was produced by cylinders with a steep inclination, and also other inconveniences, 
 the tendency was to lower the cylinders, and, excepting with large driving wheels, this 
 made it necessary to spread the truck wheels farther apart. Finally the cylinders were 
 brought down horizontal, and it was then found that there was really no disadvantage in 
 placing the wheels the required distance apart, but rather the reverse. 
 
 Excepting as they are shown in the small engravings of the engines, no drawings of 
 the early trucks which were made at the Rogers Works have survived to the present time. 
 
 Fig. 204. 
 
 1850. 
 
 O 00 
 
 O 00 
 
 J 
 
 Fig. 205. 
 
 Fig. 2O6. 
 
 In 1850 Mr. Rogers designed the truck shown by Figs. 204, 205, and 206. This 
 had a rectangular wrought-iron frame with either cast or wrought-iron pedestals bolted 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 to it, and with a pair of bent equalizing levers on each side and a spring between the 
 wheels, as shown. The centre plate was carried on a system of bracing, clearly shown 
 in the engravings. This form of truck has been built continuously ever since it was 
 first introduced, with very little change, and has been adopted by other locomotive 
 builders substantially as it was designed by Mr. Rogers, and probably is more extensively 
 used, and has given greater satisfaction than any other form of locomotive truck that 
 has ever been made. It is still the standard locomotive truck on many railroads. 
 
 Fig. 207. 
 
 Fig. 209. 
 
 Figs. 207, 208, and 209 represent a truck introduced in 1852. This had journal 
 bearings both inside and outside of the wheels. It was used for fast passenger engines, 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. Jl 
 
 and is shown in Fig. 23. It was first made with a centre bearing, but later the Bissell 
 arrangement, which is shown in the engravings, was combined with it. 
 
 In 1857 Mr. Bissell patented the truck, which ever since has been known by his 
 name. His first patent was for a four-wheeled truck, shown by Figs. 210, 211, and 212. 
 The frame of this truck was extended backward, and instead of turning around a centre- 
 pin between the two axles, the pin C, was placed some distance behind the rear axle, 
 and the truck turned or vibrated around it. The engine rested on a pair of V-shaped 
 inclined planes, midway between the two axles. One of these inclined planes is shown 
 in section at D, in Fig. 212. 
 
 Fig. 2IO. 
 
 Fig. 211. 
 
 Fig. 212. 
 
 The inventor claimed that a truck of his plan adjusts itself to the curvature of the 
 track better than one of the ordinary plan. Mr. Hudson was one of the first to recognize 
 the value of Bissell's invention, and applied it to a locomotive in 1858. In the same year 
 Bissell patented the single axle or "pony" truck, as it is often called. This was constructed 
 on substantially the same principle as his four-wheeled truck, and is represented in Figs. 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 213, 214, and 215. In the engraving, Fig. 214, to save room, the extension of the frame, 
 which is attached to the centre-pin, is represented as being broken. This truck was 
 applied to some Mogul engines at the Rogers Works in 1863. 
 
 Fig. 213. Pig. 215. 
 
 Fig. 214. 
 
 In 1862 Mr. Alba F. Smith patented " the employment in a locomotive engine of 
 
 a truck or pilot fitted with pendent links to allow of lateral motion to the engine." 
 Fig. 216. 
 
 IMS 
 
 fife 
 ,c 
 
 Fig. 217. Fig. 218. 
 
 Smith's invention consisted in the substitution of swing links for the inclined planes in 
 
 Bissell's truck. Smith's truck is shown in Figs. 216, 217, and 218. The engine rested 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 73 
 
 on a bolster B, which was suspended from the truck by swing-links Z, Z, Figs. 217 and 
 218. From these it received the name of the swing-motion truck. It was first applied 
 to a locomotive at the Rogers Works in 1865. 
 
 In 1864 Mr. Hudson took out another patent for an improvement in lateral 
 moving trucks, which is shown in Figs. 219, 220, and 221. Instead of pivoting the 
 truck to a fixed point behind the axles at A, as Bissell did, Mr. Hudson used a long link 
 or " radius bar " J3, B, which was pivoted at its front end C, to a pair of lugs attached 
 to the centre pin plate of the engine. The back end of the radius bar was allowed some 
 lateral motion, but was confined within certain limits by a sort of guide shown at D. 
 This arrangement, Mr. Hudson claimed, permitted the truck to adjust itself more perfectly 
 to curves of different radii than was possible without the use of the radius bar. The 
 arrangement was used with both BisselPs and Smith's lateral motion mechanism. 
 
 Fig. 220. Fig. 221. 
 
 The most important results accomplished by Bissell's invention were due to the 
 adoption of his lateral moving single axle or " pony truck," as it is called, which was 
 pivoted behind the axle. The first engine of the " Mogul " type, Fig. 26, which was built 
 at the Rogers Works, had a two-wheeled Bissell truck with the inclined planes for pro- 
 ducing the lateral motion. It was completed in 1863. Afterwards the swing-links 
 patented by Mr. Smith were used. 
 
 In the description of the engine illustrated by Fig. 17, it was pointed out that it 
 had equalizing levers, which extended from the driving axle to the centre of the truck 
 on each side of the engine, with springs in the centre of the levers. Although this 
 
74 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 arrangement did not give satisfaction at that time, it had the germ of an invention which 
 Mr. Hudson afterwards applied very extensively. 
 
 In 1864 he patented the arrangement, shown by Figs. 222, 223, and 224, of an 
 equalizing lever between the two-wheeled truck and the front driving wheels, whereby both 
 the truck and driving wheels maintain their proper portion of weight and accommodate 
 themselves to the vertical, as well as to the lateral motion, required to enable the 
 engine to pass over uneven tracks and around curves with ease as well as with safety. 
 In the arrangement referred to the driving wheels E and ^each have the usual springs 
 e and/, connected together by an equalizing lever /, with a fulcrum at i. The front 
 driving wheels G, have springs g. The front strap or hangers n, of these springs are 
 connected to a cross-beam J, (shown clearly in Fig. 223). A central equalizing lever K 
 
 Fig. 222. 
 
 Fig. 224. 
 
 Fig. 223. 
 
 bears on the middle of the cross-beam J. It has a fulcrum at k, and its front end rests 
 on the bolster or swing-beam N of the truck. The effect of this arrangement is that any 
 weight borne by the driving wheels is transmitted to the truck and vice versa. In his 
 patent specification Mr. Hudson said : 
 
 " If tracks could be made perfectly uniform and regular and be maintained in that condition, my 
 invention would be of little importance ; but in practice irregularities more or less serious occur at 
 nearly every joint or junction of the ends of the rails, and at certain points in the track, as in passing 
 switches and across tracks, and especially in passing over small obstacles or defects in the road, the 
 inequality in the load which is thrown upon the several wheels becomes immense ; unless, in addition 
 to the use of the springs, provision is made by introducing equalizing levers in some manner, to induce 
 a unity of action between each pair of wheels and some other pair. The three pairs of drivers E, F, 
 and G, Fig. 222, have been connected together by equalizing levers ; but I have never known the two 
 pairs E, F, to be connected together into one system, and the forward drivers G, to be connected to the 
 truck wheels, so as to form another and independent system, previous to my invention. 
 
 " My invention practically supports the forward portion of the structure at the point k, and the 
 rear portion of the structure on the two points i, i, opposite the sides of the fire-box ; thus making a 
 triangle on which the structure is carried with a certainty of holding each wheel with sufficient force 
 upon the track, and yielding easily and safely to every ordinary inequality." 
 
THE ORGANIC DEVELOPMENT OF THE LOCOMOTIVE. 
 
 Figs. 222, 223, and 224 are copied from the drawing of the patent specification. 
 In these drawings a truck with Bissell's inclined planes c, c, is represented. Figs. 225, 
 226, and 227 show the arrangement used by Mr. Hudson in 1865 for Mogul locomotives. 
 In this truck Smith's swing-links were substituted instead of Bissell's inclined planes. 
 
 In 1867 Mr. Hudson patented his double-end truck locomotive, to which 
 
 Fig. 225. 
 
 Fig. 227. 
 
 Fig. 230. 
 
 Fig. 23 1 . 
 
 Fig. 229. 
 
 reference was made in a previous chapter. Figs. 227, 228, 229, and 230, are copied from 
 his patent specification. In this engine the Bissell truck at each end was connected 
 with the springs of the driving wheels adjoining. The truck of what is ordinarily the 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 front end of the engine was connected to the driving wheel springs by a single equalizing 
 lever in the manner already described. At the opposite end of the engine there were 
 two equalizing levers, one on each side of the fire-box, as shown in the engraving. 
 
 In 1872 Mr. Hudson patented another form of double end truck locomotive, 
 represented in Plate XVIII. This had a four-wheeled swing-motion truck behind 
 the fire-box, and a pony truck in front of the cylinders. Fig. 232 shows the arrange- 
 ment of the driving wheel springs and the way that they were connected with the pony 
 truck by the equalizing levers E. The driving wheel springs were not connected with 
 the four-wheeled truck. 
 
 Fig. 232. 
 
 As was stated in a previous chapter, in 1872 Mr. Hudson took out a number of 
 patents covering different forms of truck locomotives to which his method of equalizing 
 the truck with the driving wheels was applied. Plates XIX, XXV, XXVI, XXVII, 
 and XXVIII represent engines built in accordance with some of these plans. 
 
 CHAPTER VI. 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS IN 1886. 
 
 IN 1835 Messrs. Rogers, Ketchum & Grosvenor began some buildings with a view to 
 the manufacture of locomotives. The Locomotive Works therefore, are over fifty 
 years old ; although Mr. Rogers and his partners were engaged in machine business some 
 years before. During this period not only has the development of the locomotive, con- 
 sidered from an engineering point of view, been very remarkable, but the growth of the 
 business of their manufacture has been equally so. The accompanying table shows the 
 number of locomotives built each year at the Rogers Works up to 1885. The figures in 
 the top horizontal line are the diameters of the cylinders of the engines, and the figures 
 in the vertical columns, under these dimensions, give the number of engines built each 
 
TABLE OF DELIVERY OF LOCOMOTIVE ENGINES 
 
 FROM 1837 TO 1885 INCLUSIVE, 
 Giving Number of Engines and Size of Cylinders of Engines. 
 
 
 w 
 
 DIAMETER OF CYLINDERS. 
 
 _ V ^. 
 
 5 'Sb'3 
 
 H c x> 
 W 
 
 ro 
 
 "<* 
 
 u-> 
 
 <C 
 
 "^ 
 
 30 
 
 ON 
 
 
 
 
 
 
 
 i < 
 
 ^\ 
 
 P 
 
 ^ 
 
 ro 
 
 ro 
 
 
 
 ? 
 
 *r> 
 
 ^ 
 
 vO 
 
 X 
 
 ^ 
 
 ^ 
 
 ^ 
 
 00 
 
 oo" 
 
 o 
 
 
 
 1837 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 i 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 i 
 
 1838 
 
 
 
 
 
 
 
 
 
 I 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 7 
 
 1839 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ii 
 
 1840 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 7 
 
 1841 
 
 
 
 
 
 
 
 
 
 
 I 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 9 
 
 1842 
 
 
 
 
 
 
 
 
 
 
 I 
 
 2 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 6 
 
 1843 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 9 
 
 1844 
 
 
 
 
 
 
 
 
 
 
 2 
 
 4 
 
 2 
 
 2 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 12 
 
 1845 
 
 
 
 
 I 
 
 
 
 
 
 
 
 2 
 
 7 
 
 2 
 
 i 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 14 
 
 1846 
 
 
 
 
 
 
 
 
 
 
 2 
 
 4 
 
 
 2 
 
 4 
 
 
 3 
 
 
 
 I 
 
 I 
 
 
 
 
 
 
 
 
 
 
 17 
 
 1847 
 
 
 
 
 
 
 
 
 I 
 
 I 
 
 
 3 
 
 2 
 
 3 
 
 2 
 
 2 
 
 2 
 
 3 
 
 
 
 
 
 
 
 
 
 
 
 
 
 22 
 
 1848 
 
 
 
 
 
 
 
 
 
 I 
 
 2 
 
 i 
 
 2 
 
 
 I 
 
 18 
 
 
 5 
 
 2 
 
 
 I 
 
 
 
 
 3 
 
 
 
 
 
 
 39 
 
 1849 
 
 
 
 
 
 
 
 
 
 I 
 
 
 i 
 
 3 
 
 4 
 
 I 
 
 5 
 
 5 
 
 3 
 
 2 
 
 5 
 
 
 4 
 
 
 
 8 
 
 
 3 
 
 
 
 
 45 
 
 1850 
 
 
 
 
 
 
 
 
 
 
 3 
 
 i 
 
 5 
 
 4 
 
 I 
 
 8 
 
 
 5 
 
 I 
 
 3 
 
 
 7 
 
 
 
 5 
 
 
 
 
 
 
 43 
 
 1851 
 
 
 
 
 
 
 
 
 
 
 i 
 
 
 i 
 
 I 
 
 
 8 
 
 2 
 
 4 
 
 
 ii 
 
 2 
 
 4 
 
 
 
 H 
 
 
 3 
 
 
 
 
 53 
 
 1852 
 
 
 
 
 
 
 
 
 
 
 i 
 
 i 
 
 2 
 
 8 
 
 3 
 
 7 
 
 3 
 
 '3 
 
 4 
 
 18 
 
 
 4 
 
 
 4 
 
 2 
 
 
 
 
 
 
 68 
 
 1853 
 
 
 
 
 
 
 
 
 
 
 2 
 
 i 
 
 
 12 
 
 4 
 
 7 
 
 21 
 
 18 
 
 4 
 
 3 
 
 3 
 
 12 
 
 
 
 
 
 
 
 
 
 89 
 
 1854 
 
 
 
 
 
 
 
 
 
 
 
 i 
 
 I 
 
 7 
 
 i 
 
 6 
 
 4 
 
 IO 
 
 36 
 
 1 6 
 
 4 
 
 12 
 
 
 
 
 
 4 
 
 
 
 
 102 
 
 1855 
 
 
 
 
 
 
 
 
 
 
 2 
 
 i 
 
 
 3 
 
 2 
 
 9 
 
 2 
 
 5 
 
 8 
 
 37 
 
 i 
 
 II 
 
 
 
 
 i 
 
 
 
 
 
 82 
 
 1856 
 
 
 
 
 
 
 
 
 
 
 
 
 
 i 
 
 7 
 
 4 
 
 
 8 
 
 2 
 
 20 
 
 
 45 
 
 
 
 
 8 
 
 
 
 
 
 95 
 
 1857 
 
 
 
 
 
 
 
 
 
 
 
 
 
 7 
 
 8 
 
 5 
 
 3 
 
 7 
 
 2 
 
 8 
 
 
 4i 
 
 
 
 
 
 3 
 
 
 
 
 84 
 
 1858 
 
 
 
 
 
 
 
 
 
 
 
 i 
 
 
 3 
 
 i 
 
 4 
 
 I 
 
 4 
 
 
 8 
 
 
 2 
 
 
 
 
 
 
 
 
 
 24 
 
 1859 
 
 
 
 
 
 
 
 
 
 
 
 
 
 4 
 
 
 6 
 
 4 
 
 10 
 
 3 
 
 26 
 
 
 5 
 
 
 
 
 
 
 
 
 
 58 
 
 1860 
 
 
 
 
 
 
 
 2 
 
 
 
 
 3 
 
 
 2 
 
 4 
 
 '3 
 
 4 
 
 7 
 
 2 
 
 30 
 
 2 
 
 '7 
 
 2 
 
 
 
 
 
 
 
 
 88 
 
 1861 
 
 
 I 
 
 
 
 
 I 
 
 
 
 
 
 
 
 I 
 
 
 3 
 
 
 3 
 
 2 
 
 7 
 
 
 6 
 
 3 
 
 
 I 
 
 
 
 
 
 
 28 
 
 1862 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 2 
 
 6 
 
 3 
 
 5 
 
 I 
 
 7 
 
 2 
 
 7 
 
 3 
 
 
 2 
 
 
 4 
 
 
 
 
 42 
 
 1863 
 
 
 
 
 
 
 
 
 
 
 2 
 
 
 
 
 I 
 
 
 5 
 
 5 
 
 
 16 
 
 
 36 
 
 5 
 
 
 4 
 
 
 
 
 
 
 74 
 
 1864 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 3 
 
 13 
 
 I 
 
 3 
 
 10 
 
 45 
 
 
 
 2 
 
 
 
 
 
 
 I0| 
 
 1865 
 
 
 
 
 
 
 
 
 
 
 
 i 
 
 
 
 
 5 
 
 i 
 
 9 
 
 
 20 
 
 
 24 
 
 10 
 
 
 6 
 
 
 19 
 
 
 
 
 95 
 
 1 866 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 2 
 
 4 
 
 
 15 
 
 I 
 
 19 
 
 I 
 
 31 
 
 ii 
 
 
 8 
 
 
 ii 
 
 
 
 
 103 
 
 1867 
 
 I 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 i 
 
 
 5 
 
 2 
 
 H 
 
 
 22 
 
 6 
 
 
 i 
 
 
 
 
 
 
 52 
 
 1868 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 2 
 
 i 
 
 .7 
 
 
 12 
 
 I 
 
 31 
 
 
 i 
 
 i 
 
 
 '4 
 
 
 
 
 7 
 
 1869 
 
 
 I 
 
 2 
 
 
 
 
 
 
 
 
 
 
 I 
 
 
 IO 
 
 3 
 
 H 
 
 
 '9 
 
 
 50 
 
 i 
 
 
 1 1 
 
 
 5 
 
 
 
 
 117 
 
 1870 
 
 
 
 I 
 
 
 
 
 I 
 
 
 
 I 
 
 
 
 
 
 9 
 
 3 
 
 26 
 
 
 44 
 
 
 56 
 
 
 I 
 
 7 
 
 
 4 
 
 
 
 
 145 
 
 1871 
 
 
 
 
 
 4 
 
 3 
 
 
 
 I 
 
 2 
 
 2 
 
 
 
 
 5 
 
 
 17 
 
 
 38 
 
 
 59 
 
 
 3 
 
 19 
 
 
 12 
 
 
 
 
 165 
 
 1872 
 
 
 
 
 
 i 
 
 
 
 
 
 I 
 
 
 
 
 
 i 
 
 i 
 
 12 
 
 
 21 
 
 
 70 
 
 
 
 41 
 
 
 2 4 
 
 
 
 
 172 
 
 1873 
 
 
 
 
 
 
 
 
 
 
 I 
 
 I 
 
 
 
 
 i 
 
 
 10 
 
 2 
 
 17 
 
 I 
 
 72 
 
 
 i 
 
 55 
 
 
 32 
 
 
 
 
 193 
 
 1874 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 I 
 
 
 5 
 
 
 ii 
 
 
 
 2 
 
 
 
 
 
 
 19 
 
 1875 
 
 
 
 I 
 
 
 
 I 
 
 
 
 
 I 
 
 
 3 
 
 
 
 3 
 
 I 
 
 
 7 
 
 
 12 
 
 
 
 '3 
 
 
 
 
 
 
 42 
 
 1876 
 
 
 
 
 
 
 
 
 
 
 
 * 
 
 
 
 
 
 
 I 
 
 
 2 
 
 
 5 
 
 
 
 3 
 
 
 
 5 
 
 
 
 17 
 
 1877 
 
 
 
 
 
 
 
 I 
 
 
 
 
 
 
 2 
 
 
 
 
 2 
 
 
 4 
 
 
 
 
 
 3 
 
 
 2 
 
 
 
 
 14 
 
 1878 
 
 
 
 
 
 
 
 
 
 
 
 2 
 
 
 6 
 
 1 
 
 i 
 
 2 
 
 4 
 
 
 
 
 19 
 
 
 
 3 
 
 
 8 
 
 
 
 
 46 
 
 1879 
 
 
 
 
 
 
 i 
 
 I 
 
 
 
 
 2 
 
 
 i 
 
 3 
 
 
 I 
 
 3 
 
 
 6 
 
 I 
 
 31 
 
 
 
 3 
 
 
 3 
 
 
 
 
 56 
 
 1880 
 1881 
 
 
 
 
 
 
 
 
 
 
 
 2 
 
 
 
 
 2 
 I 
 
 
 2 
 I 
 
 
 5 
 
 10 
 
 
 32 
 
 42 
 
 
 
 34 
 
 37 
 
 
 9 
 63 
 
 
 24 
 
 ZA 
 
 7 
 
 125 
 
 221 
 
 1882 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 2 
 
 
 18 
 
 
 29 
 
 
 
 81 
 
 
 85 
 
 
 T- 
 2O 
 
 25 
 
 26o 
 
 1883 
 
 
 
 
 
 
 
 
 
 
 
 I 
 
 
 
 
 2 
 
 
 s 
 
 
 35 
 
 
 21 
 
 
 
 84 
 
 
 77 
 
 
 53 
 
 J 
 I 
 
 279 
 
 1884 
 
 
 
 
 
 
 
 
 
 I 
 
 
 
 
 
 
 2 
 
 
 3 
 
 
 2 
 
 
 6 
 
 
 
 36 
 
 
 20 
 
 
 7 
 
 7 
 
 80 
 
 1885 
 
 
 
 
 
 
 
 
 
 
 
 12 
 
 
 i 
 
 
 
 
 3 
 
 
 I 
 
 
 2 
 
 
 
 34 
 
 
 20 
 
 
 J 
 
 / 
 
 73 
 
/S THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 year, with cylinders of the size indicated above. Although the diameter of the cylinder 
 is not a very exact measure of the capacity of locomotives, nevertheless, in the table it 
 gives a tolerably correct idea of their increase in size since the time Mr. Rogers first 
 started in the business. 
 
 The Sandusky, the first locomotive built by him, weighed probably less than ten 
 tons. Since then locomotives have been built at the Rogers Works weighing 57 tons. 
 The figures in the lower right hand corner of the table show that most of the locomotives 
 built in late years had very large cylinders and the engines themselves were of 
 corresponding size. 
 
 The engraving of the Works opposite page 3 shows them as they were in 1832, and 
 the frontispiece in 1886. The plan map in Fig. 233 on page 79 will perhaps give a 
 better idea of their magnitude than the perspective view. 
 
 The last catalogue of the Rogers Locomotive and Machine Works was issued in 
 1876. Since then the facilities for doing work has been more than doubled. A large 
 number of tools have been added, some of them specially designed for locomotive 
 building. The shops are all thoroughly equipped with the most approved modern tools 
 for doing accurate work, and with a complete system of templates and gauges, by the 
 use of which the same parts of locomotives are furnished with a degree of precision 
 which insures their being interchangeable. This makes it practicable to supply duplicate 
 parts of locomotives manufactured by the Rogers Locomotive and Machine Works at 
 the shortest notice, which facilitates repairs and reduces very materially the cost of the 
 maintainance of motive power. 
 
 About 2,000 men can be advantageously employed, and thirty-three full-sized 
 locomotives can be turned out per month. The late Superintendent, Mr. AVilliam S. 
 Hudson, who did so much for the reputation of these Works, has been succeeded by Mr. 
 John Headden, who was formerly with the New Jersey Railroad & Transportation 
 Company before that line was leased to the Pennsylvania Railroad Company. 
 
 The Works have, in fact, every facility which long experience, thorough organiz- 
 ation and abundant capital can provide for conducting the business of manufacturing 
 locomotives. 
 
THE ROGERS LOCOMOTIVE' AND MACHINE WORKS IN 1886. 
 
 79 
 
 OLIVER STRE 
 
 Fig. 233. 
 
80 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 CHAPTER VII. 
 
 A REMARKABLE RUN OF 426.6 MILES BY ROGERS' LOCOMOTIVES 
 ON THE NEW YORK, WEST SHORE & BUFFALO RAILWAY. 
 
 THE following letters to the Editors of the Railroad Gazette, which was published in 
 that paper of July 17, 1885, will explain itself: 
 
 NEWARK, N. Y., July 10, 1885. 
 To THE EDITOR OK THE RAILROAD GAZETTE: 
 
 Herewith I send you a copy of train sheet, showing run made by special train of three cars from 
 East Buffalo to Frankfort yesterday, over the New York West Shore & Buffalo Railway. I wish to call 
 your attention to some of the ieatures of this extraordinary run, to show the perfection of our road-bed 
 and rolling-stock, and the high standard of service which renders it possible to maintain such a high rate 
 of speed without an accident or without delay to other trains. No preparation was made for the train, as 
 we did not know of its coming until a few hours before it left Niagara Falls. Prominent officials of the 
 Baltimore & Ohio, Wabash, Grand Trunk and West Shore Railroads were on board, en route for New 
 York. Some of these gentlemen kept an accurate record of the running time and report that several 
 miles were made in 43 seconds, while the greater part of the run was made at a speed averaging 45 to 48 
 seconds per mile. This is at the rate of 70 to 83 miles per hour. If you will analyze the run you will 
 be surprised to find that their assertions must be true, and that the speed was maintained throughout the 
 whole of the run. Please note the run from East Buffalo to Genesee Junction, 61 miles. Starting from 
 a dead stop at East Buffalo, they came to a stop at Genesee Junction within exactly 56 minutes. 
 
 The run from Alabama to Genesee Junction, 36.3 miles, was made in precisely 30 minutes. 
 
 The run from East Buffalo to Newark, 93.4 miles, was made in 97 minutes. There are two stoppages 
 to be deducted from this : one of 7 minutes at Genesee Junction for water and oiling engine, and a full 
 stop at Red Creek for the New York, Lake Erie & Western Grade crossing, for which we deduct two 
 minutes making actual running time 88 minutes. 
 
 At Newark the train stopped 9 minutes to change engines. 
 
 The conditions are not so favorable for fast running east of Newark as west; but the distance from 
 Newark to Frankfort was covered in 134 minutes ; distance, 108.3 miles. There were six stoppages in 
 this distance, aggregating a delay of 17 minutes, which makes the actual running time 117 minutes. 
 
 The whole run from East Buffalo to Frankfort, 202 miles, was made in four hours, or 240 minutes. 
 Deducting total detentions of 35 minutes, the actual running time was 205 minutes. 
 
 Between Syracuse and Buffalo we have double track only at intervals, the greater portion being 
 single track. In going in and out of the double-track sections, the train was compelled to run slowly 
 over the Wharton switches. These delays, although not computed, will add something to this very 
 remarkable run. 
 
 I submit this as the fastest run ever made in the United States or Canada, and I doubt if it ever has 
 been equalled in the world. 
 
 W. II. WHEATI.Y, 
 
 Chief Train Dispatcher. 
 
 In order to preserve a permanent and correct record of the remarkable run 
 described by Mr. Wheatly, Mr. Layng, the General Manager of the New York, West 
 Shore & Buffalo line caused elaborate tables to be made out embodying every important 
 fact connected with the performance of their engines, with diagramatic drawings Figs. 
 
REMARKABLE RUN OF A ROGERS LOCOMOTIVE. 
 
 Si 
 
 234 and 235, showing the principal features of the engines and the table which follows 
 them gives their principal dimensions. A transcript was also made from the schedule 
 
 CLASS A (ANTHRACITE) 
 
 
 
 f\f ! 5-/>i' JL.. ; f ,\. - f-'j' r t'-f 1 -j-g-^ *-/. 
 
 4-. | if-ty . -4. /?-}' 4 . /'-/ -. 
 
 4 > |^_. ZJ'-ft' H 
 
 Fig. 234. 
 
 CLASS B (B i T u M i M o u s) 
 
 
 Fig. 235. 
 
 board, of which Fig. 236 is a copy, which shows graphically the movement of the 
 train. In this diagram the vertical lines represent time as indicated by the figures in the 
 horizontal line above, and the horizontal lines represent the stations or distance. Their 
 names are given in the column on the right side of the diagram and their distance from 
 Buffalo is given in the column of figures on the left side. The diagonal line through the 
 diagram shows the progress of the train. The inclination of this line indicates its speed. 
 All the facts relating to this run were given in a large tracing from which blue 
 prints were made and from these the diagrams and the tables which follow Fig. 236 
 have been reproduced. 
 
82 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
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REMARKABLE RUN OF A ROGERS LOCOMOTIVE. 
 
 TRANSCRIPT FROM SCHEDULE BOARD. 
 
 10 11 12 1 2 3 4 5 6 7 8 
 
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 HENRIETTA. 
 
 
 
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 AVANNAH 
 
 
 MONTE2UMA 
 
 
 PORT BYRON 
 
 123. 
 
 
 126.1 \ 
 
 
 
 2 P.M. 
 
 140.8 -- -_t__. 
 
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 -2169 
 
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 CANAJOHARIC 
 
 J38.9 1 
 
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 264.7 -- . 
 
 i _ . _ . _ PATTERSONVILLE 
 
 
 
 278.8 
 
 FULLERS 
 
 283.5 
 
 289.8 
 
 \ 
 FEURA BUSH 
 
 
 
 
 
 
 ] 
 
 326. 9 - - - - - 
 
 SAUGERTIES 
 
 937.8 - - .- - __ 
 
 \ MARION 
 
 
 
 
 
 
 \ 
 
 
 
 
 NEWBURGH 
 
 
 \ WEST POINT 
 
 
 
 
 
 
 t HAVERSTRAW 
 
 
 CONGERS 
 
 406.9 - - - - 
 
 ACK TUR PIKE 
 
 
 
 
 ERGEN IELDS 
 
 421 .6 
 
 
 
 
 Fig. 236. 
 
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 THE ROGERS LOCOMOTIVE AND MACHINE \\ORKS. 
 
 
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88 
 
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 8 9 
 
 SUMMARIZED RUNNING RECORD. 
 
 ALL DIVISIONS. 
 
 PRINCIPAL STATIONS ONLY. 
 
 DlST. 
 
 STATIONS. 
 
 TIME. 
 
 REMARKS. 
 
 o.o 
 
 BUFFALO, 
 
 
 
 
 3-4 
 
 EAST BUFFALO, 
 
 10.04 
 
 Took train from Niag. Falls branch. 
 
 64-3 
 
 GENESEE Jc., 
 
 II.OO 
 
 11.07 
 
 B. N. Y. & P. Grade crossing. 
 Took water and oiled. 
 
 96.8 
 
 NEWARK, 
 
 1 1.41 
 11.50 
 
 Changed engines. 
 
 147-7 
 
 SYRACUSE, 
 
 12.48 
 
 I2 -55 
 
 Stopped for lunch and took water. 
 
 194.2 
 
 UTICA, 
 
 i-54 
 
 
 205.1 
 
 FRANKFORT, 
 
 2.04 
 
 2.10 
 
 Changed engines. 
 
 2 35-7 
 
 CANAJOHARIE, 
 
 2.48 
 2. 5 6 
 
 Stopped for water. 
 
 
 
 266.5 
 
 ROTTERDAM J., 
 
 3- 2 9 
 3- 2 9 
 
 Stopped by block. 
 
 297.8 
 
 COEYMANS, 
 
 4.07 
 4-13 
 
 Changed engines. 
 
 337-3 
 
 KINGSTON, 
 
 5-01 
 
 
 373-7 
 
 CORNWALL, 
 
 6.20 
 6.2O 
 
 
 392.8 
 
 HAVERSTRAW, 
 
 6.50 
 
 6.51 
 
 Stopped by block. 
 
 426.0 
 
 WEEHAWKEN, 7.27 
 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 SUMMARIZED SPEED RECORD. 
 
 WITH DEDUCTIONS AS NOTED. 
 
 ALL DIVISIONS. 
 
 PRINCIPAL STATIONS ONLY. 
 
 
 
 q 
 
 o 
 
 
 
 
 
 
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 Z 
 
 
 
 
 
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 ;? 
 
 
 
 <; 
 fa 
 
 > 
 
 
 
 
 H 
 
 5 
 
 s 
 
 
 
 t 
 
 < 
 
 a 
 
 - 
 
 BUFFALO. 
 
 fa 
 s 
 
 PQ 
 
 H 
 
 <s> 
 < 
 
 W 
 
 GENESEE J 
 
 NEWARK. 
 
 SYRACUSE. 
 
 4 
 
 o 
 
 H 
 13 
 
 FRANKFOR 
 
 CANAJOHA 
 
 ROTTERDA 
 
 COEYMANS 
 
 KINGSTON. 
 
 CORNWALI 
 
 HAVERSTR 
 
 WEEHAWK 
 
 BUFFALO, 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 EAST BUFFALO 
 
 
 
 
 68 
 
 67 
 
 64 
 
 62 
 
 62 
 
 60 
 
 60 
 
 60 
 
 58 
 
 58 
 
 57 
 
 57 
 
 GENESEE JUN. 
 
 
 
 
 
 65 
 
 61 
 
 59 
 
 60 
 
 58 
 
 58 
 
 59 
 
 56 
 
 56 
 
 55 
 
 56 
 
 NEWARK, 
 
 
 
 
 
 
 59 
 
 57 
 
 59 
 
 57 
 
 57 
 
 58 
 
 55 
 
 55 
 
 54 
 
 55 
 
 SYRACUSE, 
 
 
 
 
 
 
 
 56 
 
 58 
 
 56 
 
 57 
 
 57 
 
 55 
 
 5* 
 
 54 
 
 55 
 
 UTICA, 
 
 
 
 
 
 
 
 
 73 
 
 55 
 
 57 
 
 58 
 
 54 
 
 54 
 
 53 
 
 54 
 
 FRANKFORT, 
 
 
 
 
 
 
 
 
 
 5i 
 
 55 
 
 57 
 
 53 
 
 53 
 
 5 2 
 
 54 
 
 CANAJOHARIE, 
 
 
 
 
 
 
 
 
 
 
 60 
 
 60 
 
 54 
 
 54 
 
 53 
 
 54 
 
 ROTTERDAM, J. 
 
 
 
 
 
 
 
 
 
 
 
 61 
 
 5 2 
 
 5 1 
 
 5 1 
 
 53 
 
 COEYMANS, 
 
 
 
 
 
 
 
 
 
 
 
 
 46 
 
 5 
 
 49 
 
 5 2 
 
 KINGSTON, 
 
 
 
 
 
 
 
 
 
 
 
 
 
 54 
 
 5* 
 
 55 
 
 CORNWALL, 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 46 
 
 55 
 
 HAVERSTRAW, 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 62 
 
 WEEHAWKEN, 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
REMARKABLE RUN OF A ROGERS LOCOMOTIVE. 
 
 PHYSICAL CHARACTERISTICS OF ROAD. 
 
 ELEMENTS. 
 
 BUFF. DIV. 
 
 HUD. RIV. DIV. 
 
 ENTIRE 
 
 LINE. 
 
 W. END. 
 
 E. END. 
 
 W. END. 
 
 E. END. 
 
 PROFILE. 
 
 
 
 
 
 
 Level, 
 
 16.93 
 
 27.03 
 
 29.94 
 
 42.18 
 
 30.18 
 
 TT / 4.\ ! Percent- 
 Up grade (going east) \ tageg _ 
 
 45-59 
 
 37-5 
 
 2 9'59 
 
 30.41 
 
 35- 62 
 
 Down " " " J 
 
 37-48 
 
 35-47 
 
 40.47 
 
 27.41 
 
 34.20 
 
 Up grade " " } Average 
 > feet 
 
 16.25 
 
 15.88 
 
 16.36 
 
 16.96 
 
 16.32 
 
 Down grade " " ) per mile. 
 
 18.75 
 
 18.49 
 
 17.66 
 
 22.77 
 
 ^S 1 
 
 ALIGNMENT. 
 
 
 
 
 
 
 Tangents. ) -r, 
 1 Percent- 
 
 82.52 
 
 83-44 
 
 73-85 
 
 84.26 
 
 82.06 
 
 n V tages. 
 Curves, ) 
 
 17.48 
 
 16.56 
 
 26.15 
 
 15-74 
 
 17.94 
 
 Curvature : average : degrees : 
 
 i'-2o'- 57 " 
 
 i-46'-n" 
 
 2- 4 '- 4 o" 
 
 r-48'-i7" 
 
 i- 4 6'-34' / 
 
9 2 
 
 THE ROGERS LOCOMOTIVE AND MACHINE \\ORKS. 
 
 Four different locomotives were used : One of these, number 45, ran from 
 Buffalo to Newark, 96.8 miles; another, number 50, took the train from Newark 
 to Frankfort, 108.3 miles; the third, engine number 27, was used from Frankfort to 
 Coeymans, 9.27, and the last part of the journey from Coeymans to Weehawken, 
 128.2 miles was made with engine number 36. Engine number 27 was an anthracite 
 coal burner, Fig. 234 with a long fire-box of the type known as Class A, on the 
 West Shore road. Nos. 45, 50, and 36 were bituminous coal burners, Fig. 235 desig- 
 nated Class B engines. They were all built at the Rogers Locomotive Works in 
 Paterson, N. J., from the design of the late Howard Fry. 
 
 Another remarkable run was made by a Rogers engine on the New York, West 
 Shore & Buffalo Railway on the 8th of October, 1885, the particulars of which are 
 given in the following table from which it will be seen that this train at times attained 
 the remarkable speed of 80 miles per hour. The table was prepared for Mr. J. D. 
 Layng, the general manager of the line : 
 
 Memorandum of speed made on Special, consisting of Engine No. 43, John Davis, 
 Engineer, with Car No. 100, October 8, 1885, on run between Genesee Junction 
 and East Buffalo. 
 
 Miles. 
 
 Seconds. 
 
 Miles per H. 
 
 Miles. 
 
 Seconds. 
 
 Miles per H. 
 
 I 
 
 52 
 
 69 
 
 i 
 
 52 
 
 69 
 
 i 
 
 55 
 
 62 
 
 i 
 
 51 
 
 7i 
 
 I 
 
 50 
 
 72 
 
 i 
 
 49 
 
 73 
 
 i 
 
 5> 
 
 71 
 
 i 
 
 47 
 
 77 
 
 I 
 
 53 
 
 68 
 
 i 
 
 50 
 
 72 
 
 I 
 
 49 
 
 73 
 
 i 
 
 45 
 
 80 
 
 I 
 
 50 
 
 72 
 
 i 
 
 45 
 
 80 
 
 I 
 
 50 
 
 72 
 
 i 
 
 45 
 
 80 
 
 I 
 
 49 
 
 73 
 
 i 
 
 50 
 
 72 
 
 I 
 
 53 
 
 68 
 
 i 
 
 48 
 
 75 
 
 
 
 
 i 
 
 52 
 
 69 
 
 IO 
 
 512 
 
 70 
 
 1 1 
 
 534 
 
 74 
 
THE TRACTIVE POWER OF LOCOMOTIVES. 93 
 
 CHAPTER VIII. 
 THE TRACTIVE POWER OF LOCOMOTIVES* 
 
 IT may be stated, generally, that a locomotive exerts its power in drawing trains by 
 means of the friction or adhesion of the driving wheels on the rails. Or, to quote 
 from Pambour's old "Treatise on Locomotive Engines:" "Two conditions are necessary 
 in order that an engine may draw a given load : First, that the dimensions and propor- 
 tions of the engine and its boiler enable it to produce on the piston, by means of the 
 steam, the necessary pressure, which constitutes what is properly termed the power of the 
 engine; and second, that the weight of the engine be such as to give a sufficient 
 adhesion to the wheel on the rail. These two conditions of power and weight must be 
 in concordance with each other; for, if there is a great power of steam and little 
 adhesion, the latter will limit the effect of the engine, and there will be steam lost; if, on 
 the other hand, there is too much weight for the steam, that weight will be a useless 
 burden, the limit of the load being in that case marked by the steam." 
 
 There is a good deal of difference in the figures given by various authorities to 
 indicate the proportion which the friction or adhesion of the wheels on the rails bears to 
 the weight on them. The figures which are perhaps used most in practice are those 
 published in Molesworth's " Poc.ket-Book of Engineering Formulae." These are as 
 follows : 
 
 ADHESION PER TON OF 2,240 LHS. ON THE DRIVING-WHEELS. 
 
 When the rails are very dry, 600 Ibs. per ton 
 
 When the rails are very wet, 550 " " ' ' 
 
 In ordinary English weather, 450 " " " 
 
 In misty -weather, if the rails are greasy, 300 " " " 
 
 In frosty or snowy weather, 200 ' ' " ' ' 
 
 In D. K. Clark's " Manual for Mechanical Engineers, page 724, he gives a report 
 of experiments made by M. Poiree on the Paris & Lyons Railroad with a wagon by 
 skidding the wheels. Of these experiments Clark says : 
 
 " At speeds under 20 miles per hour it appears from the table that, when the rails are dry, the 
 co-efficient of friction, or the adhesion, is one-fifth of the weight, and that on very dry rails it is one-fourth. 
 As the speed is increased, the adhesion is reduced. These data are corroborative of the results of the 
 author's experiments on the ultimate tractive force of locomotives on dry rails, from which he obtained a 
 co-efficient of friction equal to one-fifth of the weight, at speeds of about 10 miles per hour." 
 
 In the paper " On the Effect of Brakes upon Railway Trains " read by Captain 
 Galton before the Institution of Mechanical Engineers, t the following determination of 
 
 * A considerable portion of this chapter is reprinted from the Railroad Gazette of June 6, 1879. 
 t See Engineering of May 2, 1879, Page 371. 
 
94 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 the adhesion of wheels is given. It must be kept in mind, too, that he makes the 
 distinction between "adhesive" and sliding friction. By "adhesive" is meant the 
 friction between rolling wheels and the track : 
 
 " On dry rails it was found that the co-efficient of adhesion of the wheels was generally over 
 0.20. In some cases it rose to 0.25 or even higher. On wet or greasy rails without sand, it fell as low 
 as 0.15 in an experiment, but averaged about o. 18. With the use of sand on wet rails it was above 0.20 
 at all times ; and when the sand was applied at the moment of starting, so that the wind of the rotating 
 wheels did not blow it away, it rose up to 0.35, and even above 0.40." 
 
 This is probably the most correct determination of the adhesion of wheels that 
 has ever been made, and shows that the ordinary rule of taking the adhesion at one-fifth 
 of the weight in the driving wheels is quite within the limits of ordinary practice. Even 
 on a wet or greasy rail, with the use of sand, it was above 0.20 at all times. In fact, if 
 we want to calculate the maximum power which a locomotive will exert if the rails are 
 sanded, we might take the adhesion at one-third, and under favorable conditions without 
 sand would be quite safe at one-fourth. 
 
 In order to put these figures in a form in which they can easily be remembered 
 and conveniently used, they may be given as follows : 
 
 ADHESION OF LOCOMOTIVES. 
 
 Under 
 the n 
 
 ordinary conditions without using sand on \ ,-. cr ,v t] > .. .> j i , 
 
 ., s , , , \ One-fifth the weight on the driving-wheels. 
 
 ails, or on wet sanded rails \ 
 
 Under favorable conditions without sand, > One-fourth the weight on the driving-wheels. 
 
 On a dry, sanded mil, | One-third the weight on the driving-wheels. 
 
 These may be taken as working data, but before the tractive power of a locomo- 
 tive can be determined it must be known how much power is required to draw a given 
 load over a road with known grades and curves. If the authorities be consulted with 
 reference to this point a wider difference even than that relating to the adhesion of 
 driving-wheels will be found to exist. Without comparing these, it may be stated that 
 the most recent experiments have shown that the resistance of good American cars does 
 not exceed 6 Ibs. per ton of 2,000 Ibs. at very slow speeds on a straight and level track, 
 and when in the best condition and good weather it is probably not over 4 Ibs. The 
 wind, however, has an important influence, and as this is very variable it is hardly safe 
 to take the resistance, under the conditions named above, at less than 6 Ibs. per ton. 
 
 With reference to the influence of speed on the resistance, it must be admitted 
 that our knowledge is very inexact, and probably the law or laws which govern it are not 
 understood. The following rule, though, will give results which do not differ materially 
 from those given by the most reliable experiments which have thus far been made. 
 
THE TRACTIVE POWER OF LOCOMOTIVES. 95 
 
 To get the resistance per ton (of 2,000 Ibs.) of a train on a straight and level 
 track at any given speed : 
 
 Square the speed in miles per hour and divide by 171 and add 6. 
 
 To get the resistance per ton due to any grade : 
 
 Multiply the rise in feet per mile by 0.3788 and add the quotient to the resistance 
 due to the speed on a straight and level track. 
 
 Our knowledge of the resistance due to curves, like that due to speed, is in a very 
 unsatisfactory condition, but the most reliable information we have indicates that the 
 resistance is equal to about half a pound per ton per degree of curvature. 
 
 We may then tabulate these calculations as follows : 
 
 RESISTANCE OF TRAINS: 
 
 On straight and level track at veiy low speeds, 6 Ibs. per ton ot 2,000 Ibs. 
 
 For resistance due to speed : Square the speed in miles per hour and 
 
 divide by 1 71, - " " < 
 
 For resistance due to grade: Multiply the rise in feet per mile by 0.3788, " " " 
 
 For resistance due to curves : Add ^ Ib. per degree of curvature, " " " 
 
 Total 
 
 If the radius of the curve is given, the "degree" may be found approximately by 
 dividing the radius into 5730. This rule is correct enough for ordinary curves of over 
 500 feet radius. 
 
 Having these data, suppose we want to calculate how much, say, a Consolidation 
 engine will pull up a grade of 70 feet per mile, with 9 curves and at a speed of 20 miles 
 per hour. The first question to determine will be whether we want to know the 
 maximum load which such an engine will draw, or what it will do in good weather, or 
 what it will do at all times, excepting in snow storms. In the first case we would take 
 the adhesion at 1/3 the weight on the driving-wheels; in the second at %", and in the 
 last case at . We will assume that the second represents our hypothetical case, and 
 that the locomotive has a weight of n,ooo Ibs. on each driving-wheel, or a total of 
 88,000 Ibs. The adhesion would therefore be one-fourth of 88,000 lbs.= 22,000 Ibs. 
 The train resistance per ton would be as follows : 
 
 Resistance on straight and level track = 6.0 Ibs. 
 
 20 X 20 
 
 " due to speed = = 2.3 " 
 
 171 
 
 " " " grade = 70X0.3788 = 26.5 " 
 
 " " " curve = 9 X > = 4-5" 
 
 Total 39.3 Ibs. 
 
 Therefore, as each ton will have a resistance of 39.3 Ibs., and as our engine is 
 capable of exerting a tractive force of 22,000 Ibs., the total load which it can pull 
 would be represented by 
 
 22,000 
 
 = 559.8 tons. 
 
 393 
 
96 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 As the engine and tender weigh about 72 tons, the train which our engine will 
 pull will be represented by 559.8 72 = 487.8. Of course, to do this work the 
 cylinders must be large enough to turn the wheels, and the boiler have the requisite 
 capacity to supply steam. It is very rare that a locomotive has not cylinder capacity 
 sufficient to turn the wheels. It happens much oftener that the cylinders of Locomotives 
 are too large instead of too small. This is due to the fact that the boiler pressure has of 
 late years been much increased while the size of the cylinders has not been diminished 
 in the same proportion. 
 
 The table on the following page, which gives the resistance in Ibs. per ton (of 2,000 
 Ibs.) is taken from Forney's Catechism of the Locomotive, and was calculated by the 
 rules given above. The various speeds are indicated in the headings at the tops of the 
 columns, and the rate of gradients, that is the rise in feet per mile is given in the first 
 column on the left. The resistance on a grade of say 50 feet per mile, and a speed of 
 20 miles per hour can be found on the horizontal line opposite the figure 50 in the first 
 column and in the column under the heading of that speed, and is 27.2 Ibs. per ton. 
 
 The simplest way to calculate how heavy a train a locomotive will pull under 
 ordinary conditions of weather is to divide the weight on all the driving wheels by 4, 
 which will give their adhesion to the rails. Then divide this by the resistance for the 
 required grade and speed, taken from the table. If curves and grades occur simultaneously, 
 add to the resistance given in the table y 2 Ib. for each degree of the curve. The quotient 
 will be the weight of the train including that of the tender and locomotive, which 
 the latter will pull on the grade and at the speed given. 
 
 The capacity of the Rogers engines, in the tables on the following pages, is 
 calculated for an adhesion equal to one-fourth of the weight on the driving wheels. 
 The maximum capacity of these engines, under very favorable conditions, will be some- 
 what greater than that given in the tables. 
 
THE TRACTIVE POWER OF LOCOMOTIVES. 
 
 97 
 
 TABLE OF RESISTANCES OF RAILROAD TRAINS, 
 
 ON A STRAIGHT TRACK, 
 
 WITH DIFFERENT GRADES AND SPEEDS. 
 
 w 
 
 II ill 
 
 
 
 
 
 
 
 
 
 "I- : * k c o.^> 
 
 
 
 
 
 
 
 
 
 
 C O 3 
 
 I '-s 
 
 D 
 
 3 
 O 
 
 O 
 
 o 
 
 3 
 O 
 
 3 
 
 
 
 
 o 
 
 
 
 
 
 o 
 
 2 i 3*0 
 
 C *-* 
 
 .C 
 
 fj 
 
 ? 
 
 
 
 .c 
 
 "f. "I 
 
 ? 
 
 _c 
 
 Js 
 
 A 
 
 
 8 8,-r 
 
 '33 rt ul 
 
 & 
 
 0. 
 
 o. 
 
 a, 
 
 0. 
 
 a a 
 
 0. 
 
 0. 
 
 a 
 
 a. 
 
 "o ^ 
 u 
 
 I-Sfi 
 
 V - 3 ; "> 
 
 58* - 
 
 1 
 
 V 
 
 V 
 
 11 
 
 i/i in 
 
 V V 
 
 1 
 
 OJ 
 
 S 
 
 V 
 
 a 
 
 won 
 
 fb'S E 
 
 E 
 
 E 
 
 
 
 E 
 
 E 
 
 E 
 
 
 
 E 
 
 E 
 
 
 
 o O 
 
 r- 1 D.O. 2 
 
 H 
 
 8 
 
 c? 
 
 o 
 
 CO 
 
 8 
 
 \T) 
 
 ft 
 
 
 p^ 
 
 
 
 
 
 
 
 
 
 \ 
 
 
 ! 
 
 
 
 
 6.1; 6.6 
 
 7-3 
 
 8-3 
 
 9.6 
 
 II. 2 
 
 I3-I 
 
 15-3 
 
 I 7 .8 
 
 20.6 
 
 27.0 34.6 
 
 5 
 
 1.8 
 
 7-9 8.4 
 
 9.1 
 
 IO. I 
 
 11.4 
 
 13.0 
 
 14.9 17.1 
 
 19.6 
 
 22.4 
 
 28.8 
 
 3 6 -4 
 
 10 
 
 3-7 
 
 9.8 to. 3 
 
 II. O 
 
 12. 
 
 13-4 
 
 14.9 
 
 16.8 19.0 
 
 21-5 
 
 243 
 
 3-7 
 
 38.3 
 
 15 
 
 56 
 
 II-7 12.2 
 
 12.9 
 
 13-9 
 
 15.2 
 
 16.8 
 
 18.7 21.9 
 
 24.4 
 
 27-2 33.6 
 
 41.2 
 
 20 
 
 7-5 
 
 13.6 14.1 
 
 14.8 
 
 I 5 .8 
 
 17.1 
 
 18.7 
 
 20.6 
 
 22.8 25.3 
 
 281 34-5 
 
 42.1 
 
 25 
 
 9-4 
 
 15.5 16.0 
 
 16.7 
 
 17.7 
 
 19 o 
 
 20. 6 
 
 22.5 
 
 24.7 
 
 27-2 3 1 - 374 
 
 45- 
 
 3 
 
 1J -3 
 
 17.4 17.9 
 
 18.6 
 
 19.6 
 
 21.9 
 
 22.5 
 
 24.4 26.6 
 
 29.1 31.9 38.3 
 
 45-9 
 
 35 
 
 13.2 
 
 19.3 198 
 
 20.5 
 
 21.5 
 
 22.8 
 
 24.4 26.3 28.5 
 
 31.0 33.8 40.2 
 
 47-8 
 
 40 
 
 I5- 1 
 
 21.2 21.7 
 
 22 4 
 
 23-4 
 
 24.7 
 
 26.3 28.21 30.4 
 
 32-9 35-7J 42.i 
 
 49-7 
 
 45 
 
 17.0 
 
 23.1 236 
 
 24-3 
 
 2 53 
 
 26.6 
 
 28.2 30.1 323 
 
 34.8 37.6 44.0 
 
 51.6 
 
 5 
 
 189 
 
 2 5-; 25.5 
 
 26.2 
 
 27.2 
 
 28.5 
 
 30.1 32.01 34.2 
 
 3 6 -7 39-5 459 
 
 535 
 
 60 
 
 22.7 
 
 28.8 
 
 2 93 
 
 30.0 
 
 31.0 
 
 32-3 
 
 33-9 1 35-8i 38-0 
 
 40.5 43-5 49-9 
 
 57-5 
 
 70 
 
 26.5 
 
 32-6 33 i 
 
 33-8 
 
 34-8 36-1 
 
 37-7 39- 6 | 41-8 
 
 44-3 47- 1 53 5 
 
 61.1 
 
 80 
 
 3-3 
 
 3 6 -4 3 6 9 
 
 37-6 
 
 38.6 
 
 399 
 
 40.5 42.4 44.6 
 
 47.1 49.9 56.3 
 
 6 39 
 
 90 
 
 340 
 
 41 o 
 
 40 6 
 
 41-3 
 
 42.3 
 
 436 
 
 45-2 
 
 47.1 
 
 49-3 
 
 51.8 54.6! 6i.o| 68.6 
 
 100 
 
 37-8 
 
 439 
 
 444 
 
 45- 1 
 
 46.1 
 
 47-4 
 
 49-0 5 J -9 
 
 54.1 
 
 56.6 59.4 65.8 
 
 73-4 
 
 I 10 
 
 41.6 
 
 47-7 
 
 48.2 
 
 48.9 
 
 49-9 
 
 51.2 
 
 52-8! 54-7 
 
 5 6 -9 
 
 59-4 
 
 62.2 
 
 68.6 
 
 76.2 
 
 120 
 
 454 
 
 5 : -5 
 
 52.0 
 
 S 2 -? 
 
 53-7 
 
 55-o 
 
 566 58.5 60.7 
 
 63.2 
 
 66. o 
 
 72.4 
 
 80.0 
 
 I 3 
 
 49 2 
 
 55-3 
 
 558 
 
 56.5 
 
 57-5 
 
 588 
 
 60.4 
 
 62.3 64.5 
 
 67.0 69.8 76.2 
 
 83.8 
 
 140 
 
 530 
 
 59- 1 
 
 59- 6 
 
 60.3 
 
 6i-3 
 
 62.6 
 
 642 
 
 66.il 683 
 
 70.8 73 6 80.0 
 
 87.6 
 
 150 
 
 56.8 
 
 62.9 63.4 
 
 64.1 
 
 65-1 
 
 66.4 
 
 68.0 
 
 69 9 72.1 
 
 746 
 
 77-4: 83.8 
 
 91.4 
 
 1 60 
 
 60.6 
 
 66.7 67.2 
 
 67.9 
 
 68.9 
 
 70.2 
 
 7 1 - 8 73-7! 75-9 
 
 78.4 
 
 81.2 87.6 
 
 95-2 
 
 170 
 
 64-3 
 
 70.4 70.9 
 
 71.6 
 
 72.6 
 
 739 
 
 75-5 
 
 77.41 79- 6 
 
 82.1 84.9 91.3 98.9 
 
 1 80 68.1 
 
 74-2 74-7 
 
 75-4 
 
 76.4 
 
 77-7 
 
 79.3 81.2 83.4 
 
 85-9 88.7 95.1102.7 
 
 190 i 71.9 
 
 78.0 78.5 
 
 79-2 
 
 80.2 
 
 81.5 
 
 83.1 85.0 87.2 
 
 89.7 92.5 98.9 
 
 106.5 
 
 200 
 
 75-7 
 
 81.8; 82.3 
 
 83.0 
 
 840: 85.3 
 
 86.9 
 
 88.8 
 
 91.0 
 
 93-5 9 6 -3 
 
 102.7 
 
 110.3 
 
 2IO 
 
 79-5 
 
 85.6 86 i 
 
 86.8 87.8 89.1 
 
 90.7 
 
 92.6 
 
 94-8 
 
 97.3 100.1 
 
 106.5 
 
 114.1 
 
 22O 
 
 83-3 
 
 89.4 899 
 
 90.6 
 
 91.6 92.9 
 
 94-5 
 
 96.4 
 
 98.6 
 
 IOI.I 
 
 103.9 
 
 110.3 
 
 117.6 
 
 230 
 
 87.1 
 
 93 2 93 7 
 
 94-4 
 
 95-4 9 6 -7 
 
 98.3 IOO.2 IO2.4 
 
 104.9 107.7 
 
 1 14.1 
 
 121.7 
 
 240 
 
 90.8 
 
 96.9 97.4 
 
 98.1 99.1 100.4 
 
 102.01103.9 106. i 
 
 108.611 1 1.4 
 
 117.8 
 
 125-4 
 
 250 
 
 94.6 
 
 100.7 
 
 IOI.2 
 
 101.9 102.9 103.2 
 
 105.8 107.71109.9 
 
 II2.4JII5-2 
 
 121. 6 
 
 129.2 
 
 260 
 
 98.4 
 
 104.5 
 
 105.0 
 
 105.7 106.7 107.0 
 
 108.6 
 
 110.5 
 
 112.7 
 
 115.2 118.0 
 
 124.4 
 
 132.0 
 
 270 
 
 IO2.2 
 
 108.3 
 
 108.8 
 
 i9-5 
 
 110.5 in. 8 
 
 113.4 
 
 115.3 
 
 "7-5 
 
 I2O.O 
 
 122.8 
 
 129.2 
 
 136.8 
 
 280 
 
 106.0 
 
 112. 1 
 
 112. 6 
 
 113.3 
 
 114.3)115.6 
 
 117.2 
 
 119.1 
 
 121.3 
 
 123.8 
 
 126.6 
 
 133.0 
 
 140.6 
 
 290 
 
 109.8 
 
 II5.9 116.4 
 
 117.1 
 
 118.1 119.4 
 
 121. 
 
 122.9 
 
 125.1 
 
 127.6 
 
 I3 -4 
 
 136.8 
 
 144.4 
 
 3 
 
 II3.6 
 
 II9.7 
 
 120.2 
 
 120.9 
 
 121.9 
 
 123.2 
 
 124.8 
 
 126.7 
 
 128.9 
 
 I3I-4 
 
 134.2 
 
 140.6 148.2 
 
PLATES 
 
 AND 
 
 TABLES OF DIMENSIONS 
 AND CAPACITY 
 
 OF 
 
 LOCOMOTIVES. 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 CHAPTER IX. 
 
 PLATES AND TABLES OF DIMENSIONS AND CAPACITY OF LOCOMOTIVES OF 
 4 FT., 8y IN. GAUGE OR WIDER. 
 
 IN the following tables the principal dimensions, weight, etc., and the 
 calculated capacity for hauling loads is given for the different classes of 
 locomotives manufactured by the Rogers Locomotive and Machine Works. In 
 making the calculations the adhesion of the engines as mentioned in the 
 preceding chapter, was taken at one-fourth the weight on the driving wheels. 
 Experience has shown that the adhesion of the driving wheels is fully equal to 
 that proportion of the weight on them, in good weather and under favorable 
 conditions. The calculations are made for straight lines and for the grades and 
 speeds specified in each table. An allowance, which has been explained in the 
 previous chapter, must be made for curves. 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 103 
 
 Eight Wheel Standard Locomotives 
 
 FOR PASSENGERS. 
 
 Gauge 4 ft, 8>^ in. or wider. Fuel, Bituminous Coal. 
 
 General Design shozvn by Plate I. 
 
 Cylinders. 
 
 Diameter 
 and 
 Stroke. 
 
 inches. 
 
 Dia'eter 
 of 
 Driving 
 Wheels. 
 
 inches. 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 Of 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ihs. 
 
 On 
 Truck. 
 
 Ibs. 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 15 X 22 
 
 66 
 
 7 ft. 9 in. 
 
 21 ft. 4 in. 
 
 41200 
 
 23200 
 
 64400 
 
 I8OO 
 
 15X24 
 
 66 
 
 7 ft. 9 in. 
 
 21 ft. 8 in. 
 
 42200 
 
 23400 
 
 65600 
 
 2OOO 
 
 16X22 
 
 66 
 
 7 ft. 9 in. 
 
 21 ft. 7 in. 
 
 43200 
 
 23400 
 
 66600 
 
 2OOO 
 
 16X24 
 
 66 
 
 8ft. 
 
 22 ft. 
 
 44200 
 
 24400 
 
 68600 
 
 22OO 
 
 I/X 22 
 
 66 
 
 8 ft. 
 
 21 ft. 9^ in. 
 
 45200 
 
 24400 
 
 69600 
 
 22OO 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 30 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 I Oft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 lOOft. 
 
 125 ft. 
 
 1 50 ft. 
 
 869 
 
 640 
 
 5OO 
 
 34i 
 
 253 
 
 203 
 
 159 
 
 125 
 
 IOO 
 
 888 
 
 654 
 
 510 
 
 347 
 
 257 
 
 206 
 
 161 
 
 126 
 
 IOI 
 
 910 
 
 671 
 
 523 
 
 357 
 
 264 
 
 213 
 
 1 66 
 
 130 
 
 105 
 
 940 
 
 685 
 
 534 
 
 363 
 
 269 
 
 216 
 
 1 68 
 
 131 
 
 105 
 
 950 
 
 700 
 
 546 
 
 372 
 
 275 
 
 221 
 
 173 
 
 135 
 
 1 08 
 
IO4 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 ^ 
 
 si 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 105 
 
 Eight Wheel Standard Locomotives 
 
 FOR PASSENGERS. 
 
 Gauge, 4 ft, 8>2 in. or wider. Fuel, Bituminous Coal. 
 
 General Design shown by Plate II. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ibs. 
 
 On 
 Truck. 
 
 Ibs. 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 17X24 
 
 66 
 
 8 ft. 6 in. 
 
 22ft. 8^ in. 
 
 48700 
 
 270OO 
 
 75700 
 
 2300 
 
 18X22 
 
 66 
 
 8 ft. 6 in. 
 
 22 ft. 6y 2 in. 
 
 49200 
 
 272OO 
 
 76400 
 
 2300 
 
 18X24 
 
 66 
 
 8 ft. 6 in. 
 
 22 f. i \]/ 2 in 
 
 52400 
 
 27600 
 
 8OOOO 
 
 2600 
 
 19X22 
 
 66 
 
 8 ft. 6 in. 
 
 22 ft. 7^ in. 
 
 53000 
 
 28OOO 
 
 8IOOO 
 
 2600 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 30 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 10 ft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 80 ft. 
 
 I OO ft. 
 
 125 ft. 
 
 1 50 ft. 
 
 1024 
 
 754 
 
 588 
 
 400 
 
 296 
 
 237 
 
 185 
 
 145 
 
 116 
 
 1035 
 
 762 
 
 595 
 
 405 
 
 300 
 
 241 
 
 188 
 
 47 
 
 118 
 
 IIOI 
 
 8n 
 
 632 
 
 430 
 
 3i8 
 
 256 
 
 199 
 
 155 
 
 125 
 
 1114 
 
 820 
 
 640 
 
 435 
 
 322 
 
 258 
 
 20 1 
 
 157 
 
 126 
 
io6 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 lO/ 
 
 Eight Wheel Standard Locomotives 
 
 FOR PASSENGERS OR FREIGHT. 
 
 Gauge 4 ft, &*/2 in. or wider. Fuel, Bituminous Coal. 
 
 General Design shown by Plate III. 
 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ibs. 
 
 On 
 
 Truck. 
 
 Ibs. 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 I 
 
 15X24 
 
 56 
 
 7 ft. 9 in. 
 
 2 1 ft. 7 in. 
 
 41000 
 
 23000 
 
 64000 
 
 2OOO 
 
 2 
 
 16X22 
 
 56 
 
 7 ft. 9 in. 
 
 2 1 ft. 6 in. 
 
 42000 
 
 23000 
 
 65000 
 
 2000 
 
 3 
 
 16X24 
 
 56 
 
 8 ft. 
 
 2 1 ft. ii in. 
 
 43000 24000 
 
 67000 
 
 22OO 
 
 4 
 
 17X22 
 
 56 
 
 8 ft. 
 
 21 ft. 91^ in. 
 
 44000 24000 
 
 68OOO 
 
 22OO 
 
 5 
 
 17X24 
 
 56 
 
 8 ft. 3 in. 
 
 22 ft. 4^ in. 
 
 47500 
 
 26500 
 
 74000 
 
 2300 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 I Oft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 1 00 ft. 
 
 125 ft. 
 
 I 50 ft. 
 
 1184 
 
 803 
 
 598 
 
 387 
 
 280 
 
 214 
 
 171 
 
 133 
 
 I O6 
 
 1212 
 
 822 
 
 611 
 
 396 
 
 286 
 
 219 
 
 175 
 
 135 
 
 1 08 
 
 1239 
 
 840 
 
 624 
 
 403 
 
 291 
 
 222 
 
 177 
 
 137 
 
 IO9 
 
 1268 
 
 861 
 
 639 
 
 413 
 
 298 
 
 228 
 
 182 
 
 140 
 
 I 12 
 
 1368 
 
 927 
 
 689 
 
 445 32i 
 
 246 
 
 195 
 
 151 
 
 I2O 
 
io8 
 
 THE ROGERS LOCOMOTIVE AND MACHINE \\ORKS. 
 
 Eight Wheel Standard Locomotives 
 
 FOR PASSENGERS OR FREIGHT. 
 
 Gauge, 4 ft, 8>2 in. or wider. Fuel, Bituminous Coal. 
 
 General Design slioivn by Plate III. 
 
 Cylinders. 
 Diameter 
 and 
 Stroke. 
 
 inches. 
 
 Dia'eter 
 of 
 Driving 
 Wheels. 
 
 inches. 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 Of 
 
 Driving 
 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ihs. 
 
 On 
 
 Truck. 
 
 Ibs. 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 15X22 
 
 62 
 
 7 ft. 9 in. 
 
 21 ft. 3 in. 
 
 40700 
 
 23000 
 
 63700 
 
 I800 
 
 15x24 
 
 62 
 
 7 ft. 9 in. 
 
 21 ft. 7 in. 
 
 41700 
 
 23200 
 
 64900 
 
 2000 
 
 16X22 
 
 62 
 
 7 ft. 9 in. 
 
 21 ft 6 in. 
 
 42700 
 
 23200 
 
 65900 
 
 2000 
 
 16X24 
 
 62 
 
 8ft 
 
 2 1 ft. 1 1 in. 
 
 43700 
 
 24200 
 
 67900 
 
 22OO 
 
 17X22 
 
 62 
 
 8ft 
 
 21 ft. 9% in. 
 
 44700 
 
 24200 
 
 68900 
 
 22OO 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 20 rniles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 10 ft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 80 ft 
 
 1 00 ft. 
 
 125 ft. 
 
 I 50 ft. 
 
 1175 
 
 797 
 
 593 
 
 384 
 
 277 
 
 213 
 
 170 
 
 I 3 2 
 
 105 
 
 1203 
 
 816 
 
 607 
 
 392 
 
 283 
 
 217 
 
 173 
 
 134 
 
 107 
 
 1232 
 
 835 
 
 622 
 
 402 
 
 290 
 
 222 
 
 177 
 
 138 
 
 I IO 
 
 1259 
 
 853 
 
 634 
 
 410 
 
 295 
 
 226 
 
 I 80 
 
 139 
 
 II I 
 
 1289 
 
 873 
 
 649 
 
 420 
 
 302 
 
 231 
 
 184 
 
 143 
 
 114 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Eight Wheel Standard Locomotives 
 
 FOR PASSENGERS OR FREIGHT. 
 
 Gauge 4 ft, 8^ in. or wider. Fuel, Bituminous Coal. 
 
 General Design shown by Plate III. 
 
 Cylinders. Dia'eter 
 f Wheel Base. 
 Diameter . 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. Of 
 Driving 
 inches. Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ibs. 
 
 On 
 Truck. 
 
 Ibs. 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 17X24 
 
 62 
 
 8 ft. 3 in. 
 
 22 ft. 4^ in. 
 
 48200 
 
 26800 
 
 75000 
 
 2300 
 
 18X22 
 
 62 
 
 8 ft. 3 in. 
 
 22ft. 3>^in. 
 
 48500 
 
 27000 
 
 75500 
 
 2300 
 
 I 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 I Oft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 looft. 
 
 125 ft. 
 
 I 50 ft. 
 
 1389 
 
 942 
 
 701 
 
 453 
 
 327 
 
 249 
 
 199 
 
 154 
 
 123 
 
 2 
 
 1397 
 
 947 
 
 704 
 
 455 
 
 328 
 
 251 
 
 2OO 
 
 155 
 
 123 
 
 3 
 
 
 
 
 
 
 
 
 
 
 4 
 
 
 
 
 
 
 
 
 
 
 5 
 
 
 
 
 
 
 
 
 
 
110 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Ill 
 
 Eight Wheel Standard Locomotives 
 
 FOR PASSENGERS. 
 
 Gauge, 4 ft, 8>2 in. or wider. Fuel, Anthracite Coal. 
 
 General Design shown by Plate IV. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 
 Ibs. 
 
 On 
 Truck. 
 
 Ibs. 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 17X22 
 
 66 
 
 8ft. 
 
 21 ft. ii in. 
 
 59500 
 
 23500 
 
 83000 
 
 22OO 
 
 17X24 
 
 66 
 
 8ft. 
 
 22 ft. i y 2 in. 
 
 63OOO 
 
 25000 
 
 88000 
 
 23OO 
 
 18X22 
 
 66 
 
 8ft. 
 
 21 ft. ii in. 
 
 63OOO 
 
 25000 
 
 88000 
 
 2300 
 
 18X24 
 
 66 
 
 8 ft. 6 in. 
 
 22 ft. 9^ in. 
 
 64OOO 
 
 32500 
 
 96500 
 
 26OO 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 30 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 10 ft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 80 ft. 
 
 I OO ft. 
 
 125 ft. 
 
 1 50 ft. 
 
 1264 
 
 934 
 
 731 
 
 502 
 
 375 
 
 303 
 
 239 
 
 190 
 
 155 
 
 1337 
 
 988 
 
 773 
 
 530 
 
 396 
 
 320 
 
 252 
 
 200 
 
 163 
 
 1337 
 
 988 
 
 773 
 
 530 
 
 396 
 
 320 
 
 252 
 
 200 
 
 163 
 
 1352 
 
 997 
 
 780 
 
 532 
 
 396 
 
 3i9 
 
 250 
 
 197 
 
 159 
 
I 12 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Eight Wheel Standard Locomotives 
 
 FOR PASSENGERS OR FREIGHT. 
 
 Gauge, 4 ft, S)4 in. or wider. Fuel, Anthracite Coal. 
 
 General Design shown by Plate V. 
 
 Cylinders. 
 
 Diameter 
 and 
 Stroke. 
 
 inches. 
 
 Dia'eter 
 of 
 Driving 
 Wheels. 
 
 inches. 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ihs. 
 
 On 
 Truck. 
 
 11)S. 
 
 Total. 
 Ihs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 16x24 
 
 62 
 
 8ft. 
 
 22 ft. I y> in. 
 
 59500 
 
 23500 
 
 83000 
 
 2 2OO 
 
 I 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 30 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 i oft. 
 
 20 ft. 
 
 731 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 I OO ft. 
 
 1 25 ft. 
 
 1 50 ft. 
 
 1264 
 
 934 
 
 501 
 
 375 
 
 303 
 
 239 
 
 190 
 
 155 
 
 2 
 
 
 
 
 
 
 
 
 
 
 3 
 
 
 
 
 
 
 
 
 
 
 4 
 
 
 
 
 
 
 
 
 
 
 5 
 
 
 
 
 
 
 
 
 
 
114 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Mogul Locomotives 
 
 FOR FREIGHT. 
 
 Gauge 4 ft, 8j^ in. or wider. Fuel, Bituminous Coal. 
 
 General Design shoivn by Plate VI. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ibs. 
 
 On 
 Truck. 
 
 Ibs. 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 16X24 
 
 48 
 
 I4ft. loin 
 
 22ft. 4 in. 
 
 57000 
 
 13000 
 
 70000 
 
 2 200 
 
 17X24 
 
 48 
 
 15 ft. 
 
 22 ft. 6 in. 
 
 60500 
 
 13500 
 
 74OOO 
 
 2300 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 10 ft 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 TOO ft 
 
 125 ft. 
 
 I 50 ft. 
 
 1659 
 
 1 129 
 
 844 
 
 549 
 
 401 
 
 3ii 
 
 251 
 
 197 
 
 1 6O 
 
 1760 
 
 1198 
 
 895 
 
 584 
 
 426 
 
 330 
 
 266 
 
 2IO 
 
 170 
 
n6 
 
 TIIK ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Mogul Locomotives 
 
 FOR FREIGHT. 
 
 Gauge, 4 ft, 8 l /2 in. or wider. Fuel, Bituminous Coal. 
 General Design sJioivn by Plate VI. 
 
 Cylinders. 
 
 Diameter 
 and 
 Stroke. 
 
 inches. 
 
 Dia'eter 
 of 
 Driving 
 Wheels. 
 
 inches. 
 
 Wheel Base. 
 
 Weigiit, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 Driving 
 Wheels. 
 Ihs. 
 
 On 
 Truck. 
 
 11)S. 
 
 Total. 
 Ihs. 
 
 Capacity 
 of 
 Tank. 
 
 Cals. 
 
 18x24 
 
 50 
 
 15 ft. 2 in. 
 
 22 ft. 8 in. 
 
 66500 
 
 14500 
 
 SiOOO 
 
 2600 
 
 1 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 I Oft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 1 00 ft. 
 
 1 2 5 ft. 
 
 1 50 ft. 
 
 1935 
 
 1317 
 
 984 
 
 642 
 
 468 
 
 363 
 
 293 
 
 230 
 
 187 
 
 2 
 
 
 
 
 
 
 
 
 
 
 3 
 
 
 
 
 
 
 
 
 
 
 4 
 
 
 
 
 
 
 
 
 
 
 5 
 
 
 
 
 
 
 
 
 
 
THE ROGERS LOCOMOTIVE AND MACHINE \VORKS. 
 
 117 
 
 Mogul Locomotives 
 
 FOR FREIGHT. 
 
 Gauge, 4 ft., &}4 in. or wider. Fuel, Bituminous Coal. 
 
 General Design shown by Plate VI. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 and 
 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 Driving 
 
 Wheels. 
 Ibs. 
 
 On 
 Truck. 
 
 Ibs. 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 18X24 
 
 54 
 
 15 ft. 2 in. 
 
 22 ft. 9 in. 
 
 67800 
 
 I420O 
 
 82OOO 
 
 2600 
 
 19X22 
 
 54 
 
 12 ft. I O in 
 
 20 ft. 5 y 2 in. 
 
 68000 
 
 I440O 
 
 82400 
 
 2600 
 
 19X24 
 
 54 
 
 15 ft. 4 in. 
 
 23ft. 
 
 70000 
 
 16000 
 
 86OOO 
 
 3000 
 
 20X24 
 
 54 
 
 1 5 ft. 6 in. 
 
 23 ft. 2 in. 
 
 78400 
 
 19950 
 
 98350 
 
 3000 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 20 rniles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 10 ft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 80 ft. 
 
 I OO ft. 
 
 125 ft. 
 
 1 50 ft. 
 
 1973 
 
 1343 
 
 1003 
 
 655 
 
 478 
 
 370 
 
 299 
 
 235 
 
 191 
 
 1979 
 
 1347 
 
 1006 
 
 657 
 
 480 
 
 371 
 
 300 
 
 236 
 
 192 
 
 2034 
 
 1384 
 
 1033 
 
 674 
 
 490 
 
 379 
 
 306 
 
 240 
 
 195 
 
 2281 
 
 1553 
 
 I I 6O 
 
 758 
 
 552 
 
 428 
 
 345 
 
 272 
 
 221 
 
nS 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 119 
 
 Mogul Locomotives 
 
 FOR FREIGHT. 
 
 Gauge, 4 ft, & l / 2 in. or wider. Fuel, Anthracite Coal. 
 
 General Design shown by Plate VII. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 Driving 
 Wheels. 
 
 Ibs. 
 
 On 
 
 Truck. 
 
 Ibs. 
 
 Total. 
 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 18X24 
 
 48 
 
 13 ft. 6 in. 
 
 20 ft. IO in. 
 
 73000 
 
 I20OO 
 
 85000 
 
 26OO 
 
 19X24 
 
 48 
 
 1 3 ft. 6 in. 
 
 20 ft. loin. 
 
 78000 
 
 13000 
 
 91000 
 
 26OO 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 I Oft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 looft. 
 
 125 ft. 
 
 1 50 ft. 
 
 2127 
 
 1449 
 
 1084 
 
 709 
 
 518 
 
 402 
 
 325 
 
 257 
 
 209 
 
 2275 
 
 i55i 
 
 I 1 60 
 
 759 
 
 555 
 
 431 
 
 349 
 
 276 
 
 226 
 
 
 
 
 
 
 
 
 
 
I2O 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 FOR FREIGHT. 
 
 Gauge, 4 ft., S l /2 in. or wider. Fuel, Anthracite Coal. 
 
 General Design sJiown by Plate VII. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 Driving 
 Wheels. 
 Ibs. 
 
 On 
 
 Truck. 
 
 Ibs. 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 19X24 
 
 54 
 
 13 ft. 6 in. 
 
 20 ft. loin. 
 
 79500 
 
 13500 
 
 93000 
 
 3000 
 
 20X24 
 
 54 
 
 14 ft 
 
 21 ft. 6 l / 2 in. 
 
 85500 
 
 14500 
 
 I OOOOO 
 
 3000 
 
 Load in tons of 2OOO pounds in addition to Engine and Tender, 
 at 20 rniles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 10 ft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 80 ft. 
 
 I OO ft. 
 
 125 ft. 
 
 1 50 ft. 
 
 2316 
 
 1578 
 
 1179 
 
 771 
 
 563 
 
 437 
 
 353 
 
 279 
 
 227 
 
 2494 
 
 1696 
 
 1268 
 
 832 
 
 608 
 
 473 
 
 383 
 
 303 
 
 247 
 
122 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 I 
 
 8 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 I2 3 
 
 Ten Wheel Locomotives 
 
 FOR FREIGHT. 
 
 Gauge, 4 ft, 8>^ in. or wider. Fuel, Bituminous Coal. 
 General Design shown by Plate VIII. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ibs. 
 
 On 
 Truck. 
 
 Ibs. 
 
 Total. 
 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 
 Gals. 
 
 16X24 
 
 50 
 
 1 2 ft. 6 in. 
 
 22 ft. 9 in. 
 
 54000 
 
 18500 
 
 72500 
 
 22OO 
 
 17X22 
 
 50 
 
 1 2 ft. 6 in. 
 
 22 ft. 8 in. 
 
 54000 
 
 19000 
 
 73000 
 
 22OO 
 
 17X24 
 
 50 
 
 1 3 ft. 3 in. 
 
 23 ft. 5 in. 
 
 56500 
 
 2IOOO 
 
 77500 
 
 2300 
 
 18X22 
 
 50 
 
 1 3 ft. 3 in. 
 
 23 ft. 4 in. 
 
 57OOO 
 
 2IOOO 
 
 78000 
 
 2300 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 I Oft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 I OO ft. 
 
 125 ft. 
 
 1 50 ft. 
 
 1567 
 
 1066 
 
 795 
 
 518 
 
 376 
 
 291 
 
 234 
 
 183 
 
 148 
 
 1582 
 
 1076 
 
 803 523 
 
 380 294 
 
 .236 
 
 1 86 
 
 150 
 
 1637 
 
 1113 
 
 830 540 
 
 393 302 
 
 242 
 
 189 
 
 153 
 
 1652 
 
 1123 
 
 838 
 
 543 
 
 396 
 
 305 
 
 245 
 
 192 
 
 155 
 
124 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Ten Wheel Locomotives 
 
 FOR FREIGHT. 
 
 Gauge, 4 ft, 8^ in. or wider. Fuel, Bituminous Coal. 
 
 General Design shown by Plate VIII. 
 
 Cylinders. 
 Diameter 
 and 
 Stroke. 
 
 inches. 
 
 Dia'eter 
 of 
 Driving 
 
 Wheels. 
 
 inches. 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 Of 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 Driving 
 Wheels. 
 Ibs. 
 
 On 
 Truck. 
 
 Ibs. 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 16X24 
 
 54 
 
 1 2 ft. 6 in. 
 
 22 ft. 9 in. 
 
 55000 
 
 18500 
 
 73500 
 
 22OO 
 
 I/X 22 
 
 54 
 
 12 ft. 6 in. 
 
 22 ft. 8 in. 
 
 54800 
 
 19200 
 
 74000 
 
 22OO 
 
 17X24 
 
 54 
 
 1 3 ft. 3 in. 
 
 23 ft. 5 in. 57000 
 
 2I50O 78500 
 
 2300 
 
 18X22 
 
 54 
 
 1 3 ft. 3 in. 
 
 23ft. 4 in. 
 
 57500 
 
 2I5OO 7900O 
 
 2300 
 
 18X24 
 
 54 
 
 1 3 ft. 4 in. 
 
 23 ft. 6 in. 61500 
 
 23500 
 
 85000 
 
 2600 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 10 ft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 80 ft. 
 
 1 00 ft. 
 
 125 ft. 
 
 1 50 ft. 
 
 1596 
 
 1085 
 
 810 
 
 528 
 
 383 
 
 296 
 
 238 
 
 187 
 
 151 
 
 1590 
 
 1081 
 
 807 
 
 525 
 
 382 
 
 295 
 
 237 
 
 1 86 
 
 150 
 
 1652 
 
 1123 
 
 838 
 
 545 
 
 396 
 
 305 
 
 245 
 
 192 
 
 155 
 
 1667 
 
 H33 
 
 846 
 
 550. 
 
 400 
 
 308 
 
 248 
 
 194 
 
 157 
 
 1782 
 
 121 I 
 
 903 
 
 587 
 
 426 
 
 328 
 
 263 
 
 206 
 
 1 66 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 125 
 
 FOR FREIGHT. 
 
 Gauge, 4 ft., 8>-2 in. or wider. Fuel, Bituminous Coal. 
 
 General Design shown by Plate VIII. 
 
 Cylinders. 
 
 Diameter 
 and 
 Stroke. 
 
 inches. 
 
 Dia'eter 
 of 
 Driving 
 Wheels. 
 
 inches. 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ibs. 
 
 On 
 Truck. 
 
 Ibs. 
 
 Total. 
 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 19X24 
 
 54 
 
 13 ft. 6 in. 
 
 23 ft. 8 in. 
 
 65000 
 
 25OOO 
 
 90000 
 
 3000 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 I Oft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 lOOft. 
 
 1 2 5 ft. 
 
 1 50 ft. 
 
 1881 
 
 1278 
 
 952 
 
 618 
 
 448 
 
 345 
 
 276 
 
 216 
 
 174 
 
126 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 127 
 
 Ten Wheel Locomotives 
 
 FOR FREIGHT. 
 
 Gauge, 4 ft, S}4 in. or wider. Fuel, Wood. 
 General Design shown by Plate IX. 
 
 Cylinders. 
 Diameter 
 and 
 
 Stroke. 
 
 inches. 
 
 Dia'eter 
 of 
 Driving 
 Wheels. 
 
 inches. 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ibs. 
 
 On 
 Truck. 
 
 Ibs. 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 16X24 
 
 56 
 
 12 ft. 6 in. 
 
 22 ft. 9 in. 
 
 55500 
 
 18500 
 
 74OOO 
 
 2200 
 
 17x22 
 
 56 1 2 ft. 6 in. 
 
 22 ft. 8 in. 
 
 55700 
 
 19300 
 
 75OOO 
 
 22OO 
 
 17x24 
 
 56 1 3 ft. 3 in. 
 
 23 ft. 5 in. 
 
 58000 
 
 21500 
 
 79500 
 
 23OO 
 
 18X22 
 
 56 1 3 ft. 3 in. 
 
 23 ft. 4 in. 
 
 58500 
 
 21500 
 
 8OOOO 
 
 23OO 
 
 18X24 
 
 56 
 
 13 ft. 4 in. 
 
 23ft. 6 in. 
 
 62500 
 
 23500 
 
 86000 
 
 26OO 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 10 ft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 80 ft. 
 
 I OO ft. 
 
 125 ft. 
 
 1 50 ft. 
 
 161 1 
 
 1096 
 
 818 
 
 533 
 
 387 
 
 299 
 
 241 
 
 189 
 
 153 
 
 1616 
 
 1099 
 
 820 
 
 534 
 
 388 
 
 300 
 
 241 
 
 189 
 
 153 
 
 1682 
 
 1143 
 
 853 
 
 555 
 
 403 
 
 3ii 
 
 249 
 
 195 
 
 159 
 
 1697 
 
 1153 
 
 861 
 
 560 
 
 407 
 
 3H 
 
 252 
 
 197 
 
 1 60 
 
 1811 
 
 1231 
 
 922 
 
 597 
 
 433 
 
 333 
 
 268 
 
 209 
 
 169 
 
128 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Ten Wheel Locomotives 
 
 FOR FREIGHT. 
 
 Gauge, 4 ft, 8}4 in. or wider. Fuel, Wood. 
 General Design shown by Plate IX. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. Of 
 Driving 
 inches. Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ibs. 
 
 On 
 Truck. 
 
 Ihs. 
 
 Total. 
 
 Ihs. 
 
 Capacity 
 of 
 Tank. 
 GaK 
 
 19X22 
 
 56 : 13 ft. 4 in. 
 
 23 ft. 6 in. 
 
 63500 
 
 245OO 
 
 88000 
 
 2600 
 
 19X24 
 
 56 
 
 13 ft. 6 in. 
 
 23 ft. Sin. 
 
 68800 
 
 252OO 
 
 94OOO 
 
 3000 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 I Oft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 lOOft. 
 
 125 ft. 
 
 1 50 ft. 
 
 1840 
 
 1250 
 
 932 
 
 606 
 
 440 
 
 339 
 
 272 
 
 213 
 
 171 
 
 1994 
 
 1355 
 
 IOIO 
 
 657 
 
 477 
 
 367 
 
 295 
 
 231 
 
 1 86 
 
130 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 a! 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Ten Wheel Locomotives 
 
 FOR FREIGHT. 
 
 Gauge, 4 ft, 8>2 in. or wider. Fuel, Bituminous Coal. 
 
 General Design shown by Plate X. 
 
 Cylinders. 
 Diameter 
 and 
 Stroke. 
 
 inches. 
 
 Dia'eter 
 of 
 Driving 
 Wheels. 
 
 inches. 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 Of 
 
 Driving 
 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ibs. 
 
 On 
 
 Truck. 
 
 Ibs. 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 IQX 24 
 
 50 
 
 15 ft. I in. 
 
 26ft. 
 
 76000 
 
 I6OOO 
 
 92OOO 
 
 2600 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 10 ft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft 
 
 IOO ft 
 
 125 ft 
 
 1 50 ft. 
 
 2215 
 
 1509 
 
 1128 
 
 738 
 
 539 
 
 418 
 
 338 
 
 267 
 
 218 
 
132 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Ten Wheel Locomotives 
 
 FOR FREIGHT. 
 
 Gauge, 4 ft, 8 l /2 in. or wider. Fuel, Bituminous Coal. 
 
 General Design shown by Plate X. 
 
 Cylinders. 
 
 Diameter 
 and 
 Stroke. 
 
 inches. 
 
 Dia'eter 
 of 
 Driving 
 Wheels. 
 
 inches. 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ihs. 
 
 On 
 Truck. 
 
 Ihs. 
 
 Total. 
 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 20X24 
 
 54 
 
 15 ft. 5 in. 
 
 26ft. 3 y 2 in. 
 
 800OO 
 
 I8OOO 
 
 98000 
 
 3000 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 i oft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 1 00 ft. 
 
 125 ft. 
 
 i 50 ft. 
 
 2329 
 
 1586 
 
 1185 
 
 775 
 
 565 
 
 438 
 
 354 
 
 279 
 
 227 
 
134 
 
 THE .ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 s 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 '35 
 
 Consolidation Locomotive 
 
 FOR FREIGHT. 
 
 Gauge, 4 ft., 8}^ in. or wider. Fuel, Bituminous Coal. 
 General Design shown by Plate XL 
 
 Cylinders. 
 Diameter 
 and 
 Stroke. 
 
 inches. 
 
 Dia'eter 
 of 
 Driving 
 Wheels. 
 
 inches. 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 Of 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 
 Ibs. 
 
 On 
 Truck. 
 
 Ibs. 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 20X24 
 
 50 
 
 1 4 ft. 9 in. 
 
 22 ft. loin. 
 
 86500 
 
 13500 
 
 I OOOOO 
 
 3000 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 15 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 10 ft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 80 ft. 
 
 IOO ft. 
 
 125 ft. 
 
 1 50 ft. 
 
 2881 
 
 1884 
 
 1380 
 
 884 
 
 640 
 
 494 
 
 398 
 
 314 
 
 256 
 
136 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 137 
 
 Consolidation Locomotive 
 
 FOR FREIGHT. 
 
 Gauge, 4 ft, 8}4 in. or wider. Fuel, Anthracite Coal. 
 
 General Design shown by Plate XII. 
 
 I 
 
 Cylinders. 
 
 Diameter 
 and 
 Stroke. 
 
 inches. 
 
 Dia'eter 
 of 
 Driving 
 Wheels. 
 
 inches. 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ibs. 
 
 On 
 Truck. 
 
 Ibs. 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 
 Gals. 
 
 20X24 
 
 50 
 
 1 4 ft. 9 in. 
 
 22 ft. loin. 
 
 92800 
 
 13600 
 
 106400 
 
 3OOO 
 
 2 
 
 
 
 
 
 
 
 
 
 3 
 
 
 
 
 
 
 
 
 
 4 
 
 
 
 
 
 
 
 
 
 5 
 
 
 
 
 
 
 
 
 
 I 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 15 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 I Oft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 I OO ft. 
 
 125 ft. 
 
 1 50 ft. 
 
 3094 
 
 2025 
 
 1483 
 
 951 
 
 689 
 
 533 
 
 430 
 
 340 
 
 278 
 
 2 
 
 
 
 
 
 
 
 
 
 
 3 
 
 
 
 
 
 
 
 
 
 
 4 
 
 
 
 
 
 
 
 
 
 
 5 
 
 
 
 
 
 
 
 
 
 
138 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 I 
 
 s 
 
 ^ 
 
 SI 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 139 
 
 FOR SWITCHING. 
 
 Gauge, 4 ft., 8^ in. or wider. Fuel, Bituminous Coal. 
 
 General Design shown by Plate XIII. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ibs. 
 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 12X20 
 
 46 
 
 7 ft. 
 
 7 ft. 
 
 41500 
 
 
 41500 
 
 1200 
 
 12X22 
 
 46 
 
 7 ft. 
 
 7 ft. 
 
 43500 
 
 
 43500 
 
 1200 
 
 13X22 
 
 46 
 
 7 ft. 
 
 7ft 
 
 45500 
 
 
 45500 
 
 I20O 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 
 at 10 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 10 ft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 80 ft 
 
 I OO ft. 
 
 125 ft 
 
 I 50 ft 
 
 1554 
 
 983 
 
 709 
 
 448 
 
 322 
 
 248 
 
 201 
 
 159 
 
 130 
 
 1629 
 
 1031 
 
 743 
 
 470 
 
 338 
 
 261 
 
 21 I 
 
 167 
 
 136 
 
 1704 
 
 1078 
 
 778 
 
 492 
 
 354 
 
 274 
 
 221 
 
 175 
 
 143 
 
140 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Four Wheel Locomotives 
 
 FOR SWITCHING. 
 
 Gauge, 4 ft., 8>^ in. or wider. Fuel, Bituminous Coal. 
 General Design shown by Plate XIII. 
 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ibs. 
 
 
 Total. 
 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 I 
 
 12X20 
 
 50 
 
 7 ft. 
 
 7ft. 
 
 43000 
 
 
 43000 
 
 I2OO 
 
 2 
 
 12X22 
 
 50 
 
 7 ft. 
 
 7ft. 
 
 44000 
 
 
 44000 
 
 I2OO 
 
 3 
 
 13X22 
 
 50 
 
 7 ft. 
 
 7 ft. 
 
 46000 
 
 
 46000 
 
 I2OO 
 
 4 
 
 14X22 
 
 50 
 
 7 ft. 6 in. 
 
 7 ft. 6 in. 
 
 48000 
 
 
 48000 
 
 1500 
 
 5 
 
 15X22 
 
 50 
 
 7 ft. 6 in. 
 
 7 ft. 6 in. 
 
 51000 
 
 
 51000 
 
 1500 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 10 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 I Oft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 1 00 ft. 
 
 125 ft. 
 
 I 50 ft. 
 
 I59i 
 
 1006 
 
 725 
 
 458 
 
 330 
 
 254 
 
 205 
 
 l62 
 
 133 
 
 1629 
 
 1030 
 
 743 
 
 470 
 
 338 
 
 261 
 
 211 
 
 I6 7 
 
 136 
 
 1704 
 
 1078 
 
 778 
 
 492 
 
 354 
 
 274 
 
 221 
 
 175 
 
 143 
 
 1777 
 
 i 124 
 
 810 
 
 512 
 
 368 
 
 284 
 
 229 
 
 182 
 
 148 
 
 1888 
 
 1194 
 
 861 
 
 545 
 
 392 
 
 303 
 
 244 
 
 194 
 
 150 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 141 
 
 Four Wheel Locomotives 
 
 FOR SWITCHING. 
 
 Gauge, 4 ft., 8>2 in. or wider. Fuel, Bituminous Coal. 
 General Design shown by Plate XIII. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 and 
 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 Driving 
 Wheels. 
 
 Ibs. 
 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 15x24 
 
 50 7 ft. 6 in. 
 
 7 ft. 6 in. 
 
 54OOO 
 
 
 54OOO 
 
 1800 
 
 16X22 
 
 50 
 
 7 ft. 6 in. 
 
 7 ft. 6 in. 
 
 54OOO 
 
 
 54OOO 
 
 1800 
 
 16X24 
 
 50 
 
 7 ft. 6 in. 
 
 7 ft. 6 in. 
 
 55500 
 
 
 55500 
 
 1800 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 
 at 10 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 10 ft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 I OO ft. 
 
 125 ft. 
 
 1 50 ft. 
 
 1999 
 
 1264 
 
 911 
 
 576 
 
 415 
 
 320 
 
 258 
 
 204 
 
 167 
 
 1999 
 
 1264 
 
 911 
 
 576 
 
 415 
 
 320 
 
 258 
 
 204 
 
 167 
 
 2074 
 
 1312 
 
 946 
 
 598 
 
 431 
 
 332 
 
 268 
 
 213 
 
 174 
 
142 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Four Wheel Locomotives 
 
 FOR SWITCHING. 
 
 Gauge, 4 ft., 8>^ in. or wider. Fuel, Bituminous Coal. 
 
 General Design shown by Plate XIII. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 Driving 
 
 Wheels. 
 
 Total. 
 
 On 
 Driving 
 Wheels. 
 Ibs. 
 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 15x24 
 
 54 
 
 7 ft. 6 in. 
 
 7 ft. 6 in. 
 
 54500 
 
 
 54500 
 
 1800 
 
 16X22 
 
 54 
 
 7 ft. 6 in. 
 
 7 ft. 6 in. 
 
 54500 
 
 
 54500 
 
 1800 
 
 16X24 
 
 54 
 
 7 ft. 6 in. 
 
 7 ft. 6 in. 
 
 560OO 
 
 
 56000 
 
 2OOO 
 
 I 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 10 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 I Oft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 80 ft. 
 
 1 00 ft. 
 
 1 25 ft. 
 
 1 50 ft. 
 
 2036 
 
 1287 
 
 928 
 
 587 
 
 422 
 
 326 
 
 263 
 
 208 
 
 170 
 
 2 
 
 2036 
 
 1287 
 
 928 
 
 587 
 
 422 
 
 326 
 
 263 
 
 208 
 
 170 
 
 3 
 
 2072 
 
 1310 
 
 944 
 
 596 
 
 429 
 
 330 
 
 266 
 
 21 I 
 
 172 
 
 4 
 
 
 
 
 
 
 
 
 
 
 5 
 
 
 
 
 
 
 
 
 
 
144 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 S! 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Six Wheel Locomotives 
 
 FOR SWITCHING. 
 
 Gauge, 4 ft, &J/2 in. or wider. Fuel, Bituminous Coal. 
 General Design shown by Plate XIV. 
 
 Cylinders. 
 Diameter 
 and 
 Stroke. 
 
 inches. 
 
 Dia'eter 
 of 
 Driving 
 Wheels. 
 
 inches. 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 Of 
 Driving 
 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 
 Ibs. 
 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 I I X 16 
 
 31 
 
 I oft. 3 in. 
 
 10 ft. 3 in. 
 
 39000 
 
 
 39OOO 
 
 I2OO 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 10 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 10 ft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 80 ft. 
 
 lOOft. 
 
 125 ft. 
 
 1 50 ft. 
 
 H43 
 
 913 
 
 657 
 
 415 
 
 299 
 
 230 
 
 185 
 
 147 
 
 119 
 
146 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Six Wheel Locomotives 
 
 FOR SWITCHING. 
 
 Gauge, 4 ft., S}4 in. or wider. Fuel, Bituminous Coal. 
 
 General Design skozvn by Plate XIV. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 Driving 
 Wheels. 
 
 Ihs. 
 
 
 Total. 
 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 IIX 16 
 
 44 
 
 i oft. 3 in. 
 
 10 ft. 3 in. 
 
 4OOOO 
 
 
 40000 
 
 I2OO 
 
 14X22 
 
 44 
 
 I oft. 3 in. 
 
 IO ft. 3 in. 
 
 61500 
 
 
 61500 
 
 I5OO 
 
 15X22 
 
 44 
 
 i oft. 3 in. 
 
 I oft. 3 in. 
 
 64500 
 
 
 64500 
 
 I5OO 
 
 16X20 
 
 1 
 
 44 
 
 i oft. 3 in. 
 
 10 ft. 3 in. 
 
 65000 
 
 
 65000 
 
 I5OO 
 
 I 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 10 miles an hour, on a grade per mile of 
 
 On a 
 
 Level. 
 
 i oft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 1 00 ft. 
 
 125 ft. 
 
 1 50 ft. 
 
 1480 
 
 936 
 
 6/4 
 
 426 
 
 306 
 
 236 
 
 191 
 
 151 
 
 123 
 
 2 
 
 2300 
 
 1460 
 
 1052 
 
 666 
 
 481 
 
 372 
 
 301 
 
 236 
 
 196 
 
 3 
 
 2375 
 
 1504 
 
 1085 
 
 688 
 
 497 
 
 383 
 
 311 
 
 248 
 
 205 
 
 4 
 
 2412 
 
 1528 
 
 IIO2 
 
 699 
 
 505 
 
 390 
 
 316 
 
 251 
 
 207 
 
 5 
 
 
 
 
 
 
 
 
 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Six Wheel Locomotives 
 
 FOR SWITCHING. 
 
 Gauge, 4 ft, % l / 2 in. or wider. Fuel, Bituminous Coal. 
 General Design shown by Plate XIV. 
 
 Cylinders. 
 
 Diameter 
 and 
 Stroke. 
 
 inches. 
 
 Dia'eter 
 of 
 Driving 
 Wheels. 
 
 inches. 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ibs. 
 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 14X22 
 
 46 
 
 I oft. 3 in. 
 
 10 ft. 3 in. 
 
 63000 
 
 
 63000 
 
 1500 
 
 15X22 
 
 46 
 
 i oft. 3 in. 
 
 i oft. 3 in. 
 
 65500 
 
 
 65500 
 
 1500 
 
 16X20 
 
 46 
 
 i oft. 3 in. 
 
 i oft. 3 in. 
 
 66OOO 
 
 
 66OOO 
 
 1500 
 
 16X22 
 
 46 
 
 loft. 3 in. 
 
 i oft. 3 in. 
 
 68OOO 
 
 
 68OOO 
 
 1800 
 
 16X24 
 
 46 
 
 i oft. 7 in. 
 
 I oft. 7 in. 
 
 72000 
 
 
 72000 
 
 1800 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 
 at 10 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 10 ft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 80 ft. 
 
 I OO ft. 
 
 125 ft 
 
 1 50 ft. 
 
 2338 
 
 1481 
 
 IO69 
 
 678 
 
 489 
 
 379 
 
 307 
 
 244 
 
 200 
 
 2450 
 
 i55i 
 
 I I 2O 
 
 7IO 
 
 513 
 
 397 
 
 322 
 
 256 
 
 210 
 
 2450 
 
 i55i 
 
 I I 2O 
 
 7IO 
 
 5U 
 
 397. 
 
 322 
 
 256 
 
 2IO 
 
 2523 
 
 1597 
 
 H53 
 
 730 
 
 527 
 
 408 
 
 330 
 
 262 
 
 215 
 
 2672 
 
 1692 
 
 1222 
 
 774 
 
 559 
 
 433 
 
 350 
 
 279 
 
 229 
 
148 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Six Wheel Locomotives 
 
 FOR SWITCHING. 
 
 Gauge, 4 ft., 8}4 in. or wider. Fuel, Bituminous Coal. 
 General Design sJiown by Plate XIV. 
 
 Cylinders. 
 
 Diameter 
 and 
 
 Stroke. 
 
 inches. 
 
 Dia'eter 
 of 
 Driving 
 Wheels. 
 
 inches. 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ihs. 
 
 
 Total. 
 
 Ihs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 17X22 ; 46 IO ft. 3 in. 
 
 10 ft. 3 in. 
 
 72500 
 
 
 72500 
 
 I8OO 
 
 17x24 46 
 
 loft. 7 in. 
 
 IO ft. 7 in. 
 
 78000 
 
 
 78000 
 
 1800 
 
 18X22 ' 46 
 
 IO ft. 3 in. 
 
 10 ft. 3 in. 
 
 78800 
 
 
 78800 
 
 2OOO 
 
 18X24 46 i oft. 7 in. 
 
 10 ft. 7 in. 
 
 84000 
 
 
 84000 
 
 2OOO 
 
 19X22 
 
 46 
 
 I Oft. 3 in. 
 
 i oft. 3 in. 
 
 85000 
 
 
 85000 
 
 2300 
 
 Load in tons of 2OOO pounds in addition to Engine and Tender, 
 
 at IO miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 i oft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 I OO ft. 
 
 125 ft. 
 
 1 50 ft. 
 
 2672 
 
 1692 
 
 1222 
 
 774 
 
 559 
 
 433 
 
 350 
 
 279 
 
 229 
 
 2896 
 
 1835 
 
 '324 
 
 841 
 
 607 
 
 470 
 
 381 
 
 304 
 
 249 
 
 2932 
 
 1856 
 
 1339 
 
 849 
 
 613 
 
 474 
 
 384 
 
 305 
 
 261 
 
 3118 
 
 1975 
 
 1426 
 
 905 
 
 654 
 
 506 
 
 411 
 
 326 
 
 268 
 
 3152 
 
 1996 
 
 1440 
 
 912 
 
 658 
 
 509 
 
 412 
 
 327 268 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 149 
 
 Six Wheel Locomotives 
 
 FOR SWITCHING. 
 
 Gauge, 4 ft., Sj/2 in. or wider. Fuel, Bituminous Coal. 
 
 General Design s/iozvn by Plate XIV. 
 
 Cylinders. 
 
 Diameter 
 and 
 Stroke. 
 
 inches. 
 
 Dia'eter 
 of 
 Driving 
 Wheels. 
 
 inches. 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 Of 
 Driving 
 
 Wheels. 
 
 Total. 
 
 On 
 Driving 
 Wheels. 
 Ibs. 
 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 14X22 
 
 50 
 
 i oft. 3 in. 
 
 10 ft. 3 in. 64000 
 
 
 64000 
 
 1500 
 
 15 X 22 
 
 50 
 
 I oft. 3 in 
 
 10 ft. 3 in. 66500 
 
 
 66500 
 
 1500 
 
 16x20 
 
 50 
 
 10 ft. 3 in. 
 
 i oft. 3 in. 67000 
 
 
 67000 
 
 1500 
 
 16X22 
 
 50 
 
 i oft. 3 in. 
 
 I oft. 3 in. 69000 
 
 
 69000 
 
 1800 
 
 16X24 
 
 50 
 
 10 ft. 7 in. 
 
 i oft. 7 in. 73000 
 
 
 73000 
 
 1800 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 10 rniles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 10 ft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 I OO ft. 
 
 125 ft. 
 
 1 50 ft. 
 
 2375 
 
 1504 
 
 1085 
 
 688 
 
 497 
 
 383 
 
 3ii 
 
 248 
 
 205 
 
 2450 
 
 1551 
 
 I 120 
 
 710 
 
 5U 
 
 397 
 
 322 
 
 256 
 
 2IO 
 
 2486 
 
 1575 
 
 1137 
 
 721 
 
 521 
 
 403 
 
 326 
 
 260 
 
 213 
 
 2559 
 
 1620 
 
 I 169 
 
 741 
 
 535 
 
 4U 
 
 335 
 
 266 
 
 218 
 
 2709 
 
 1716 
 
 1238 
 
 785 
 
 567 
 
 439 
 
 355 
 
 283 
 
 232 
 
150 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Six Wheel Locomotives 
 
 FOR SWITCHING. 
 
 Gauge, 4 ft, 8>2 in. or wider. Fuel, Bituminous Coal. 
 
 General Design shown by Plate XI}'. 
 
 Cylinders. 
 
 Diameter 
 and 
 Stroke. 
 
 inches. 
 
 Dia'eter 
 
 of 
 Driving 
 
 Wheels, 
 inches. 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ihs. 
 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 
 (lals. 
 
 17X22 
 
 50 
 
 I oft. 7 in. 
 
 10 ft. 7 in. 
 
 7400O 
 
 
 74000 
 
 I8OO 
 
 17x24 
 
 50 
 
 10 ft. / in. 
 
 10 ft. 7 in. 
 
 79000 
 
 
 79000 
 
 1800 
 
 18X22 
 
 50 
 
 10 ft. 7 in. 
 
 10 ft. 7 in. 
 
 80OOO 
 
 
 8OOOO 
 
 20OO 
 
 18X24 
 
 50 
 
 i oft. 7 in. 
 
 10 ft. 7 in. 
 
 85000 
 
 
 85000 
 
 2000 
 
 19X22 
 
 50 
 
 i oft. 7 in. 
 
 I oft. 7 in. 
 
 86500 
 
 
 86500 
 
 2300 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 10 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 I Oft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 100 ft. 
 
 125 ft. 
 
 1 50 ft. 
 
 i 
 
 2747 
 
 1740 
 
 1256 
 
 796 
 
 575 
 
 445 
 
 36i 
 
 287 
 
 236 
 
 2933 
 
 1858 
 
 1341 
 
 8 5 I 
 
 615 
 
 476 
 
 386 
 
 307 
 
 253 
 
 2969 
 
 1880 
 
 1357 
 
 861 
 
 622 
 
 481 
 
 389 
 
 310 
 
 254 
 
 3155 
 
 1999 
 
 H43 
 
 915 
 
 66 1 
 
 512 
 
 415 
 
 330 
 
 271 
 
 3189 
 
 2019 
 
 H56 
 
 923 
 
 666 
 
 5'5. 
 
 416 
 
 33i 
 
 271 
 
152 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Four Wheel Tank Locomotives 
 
 FOR SWITCHING. 
 
 Gauge, 4 ft, S}4 in. or wider. Fuel, Bituminous Coal. 
 General Design sJunvn by Plate XV. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Tank on 
 Engine. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 Driving 
 Wheels. 
 
 Ibs. 
 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 lO^X 18 
 
 34 
 
 6 ft. 6 in. 
 
 6ft. 6 in. 
 
 43000 
 
 
 43000 
 
 5OO 
 
 IIX 18 
 
 46 
 
 6ft. 6 in. 
 
 6ft. 6 in. 
 
 46000 
 
 
 46000 
 
 5OO 
 
 14X22 
 
 46 
 
 7 ft. 6 in. 
 
 7 ft. 6 in. 
 
 54000 
 
 
 54000 
 
 550 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 
 at 10 miles an hour, on a grade per mile of 
 1 b ! 
 
 On a 
 Level. 
 
 10 ft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 80 ft. 
 
 I OO ft. 
 
 125 ft. 
 
 1 50 ft. 
 
 1606 
 
 1 02 1 
 
 740 
 
 473 
 
 345 
 
 269 
 
 220 
 
 177 
 
 148 
 
 1719 
 
 1093 
 
 793 
 
 507 
 
 369 
 
 289 
 
 236 
 
 190 
 
 158 
 
 2018 
 
 1283 
 
 930 
 
 595 
 
 434 
 
 339 
 
 277 
 
 223 
 
 1 86 
 
'54 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Four Wheel Tank Locomotives 
 
 FOR SWITCHING. 
 
 Gauge, 4 ft., %yl in. or wider. Fuel, Bituminous Coal. 
 
 (lateral Design sliown by Plate XV. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Tank on 
 Engine. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 
 Driving 
 
 Wheels. 
 
 Total. 
 
 On 
 Driving 
 Wheels. 
 Ibs. 
 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 liX 18 
 
 50 
 
 6 ft. 6 in. 
 
 6 ft. 6 in. 
 
 46800 
 
 
 46800 
 
 500 
 
 14X22 50 
 
 7 ft. 6 in. 
 
 7 ft. 6 in. 
 
 54800 
 
 
 54800 
 
 550 
 
 15X22 50 
 
 7 ft. 6 in. 
 
 7 ft. 6 in. 
 
 58500 
 
 
 58500 
 
 600 
 
 16X22 
 
 50 
 
 7 ft. 6 in. 
 
 7 ft. 6 in. 
 
 62000 
 
 
 62000 
 
 650 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 10 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 I Oft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 I OO ft. 
 
 125 ft. 
 
 150 ft. 
 
 1756 
 
 1 1 16 
 
 809 
 
 517 
 
 377 
 
 294 
 
 241 
 
 194 
 
 162 
 
 2055 
 
 1306 
 
 929 
 
 606 
 
 441 
 
 345 
 
 282 
 
 227 
 
 189 
 
 2204 
 
 1402 
 
 1016 
 
 650 
 
 473 
 
 370 
 
 302 
 
 244 
 
 203 
 
 2317 
 
 1473 
 
 1069 
 
 683 
 
 498 
 
 339 
 
 3i8 
 
 256 
 
 213 
 
 
 
 
 
 
 
 
 
 
i S 6 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 ^ 
 
 aj 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 157 
 
 Six Wheel Tank Locomotives 
 
 FOR SWITCHING. 
 
 Gauge, 4 ft., 8^2 in. or wider. Fuel, Bituminous Coal. 
 
 General Design sJioivn by Plate XVI. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Tank on 
 Engine. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 
 Ibs. 
 
 
 Total. 
 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 IIX 18 
 
 46 
 
 I Oft. 
 
 I oft. 
 
 50000 
 
 
 50000 
 
 5OO 
 
 14X22 
 
 46 
 
 I oft. 
 
 I Oft. ; /OOOO 
 
 
 70000 
 
 5OO 
 
 15X22 
 
 46 
 
 I oft. 
 
 I oft. 
 
 73000 
 
 
 73000 
 
 6OO 
 
 16X22 
 
 46 
 
 I Oft. 
 
 I Oft. 
 
 76000 
 
 
 76000 
 
 650 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 10 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 10 ft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 80 ft. 
 
 I OO ft. 
 
 125 ft. 
 
 1 50 ft. 
 
 .1868 
 
 1188 
 
 86 3 
 
 551 
 
 4O2 
 
 3i6 
 
 257 
 
 207 
 
 172 
 
 2616 
 
 1664 
 
 1206 
 
 770 
 
 563 
 
 439 
 
 359 
 
 290 
 
 242 
 
 2728 
 
 1734 
 
 1257 
 
 804 
 
 586 
 
 453 
 
 374 
 
 302 
 
 252 
 
 2840 
 
 1806 
 
 1309 
 
 837 
 
 611 
 
 477 
 
 390 
 
 3H 
 
 262 
 
158 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Six Wheel Tank Locomotives 
 
 FOR SWITCHING. 
 
 Gauge, 4 ft, S l /4 in. or wider. Fuel, Bituminous Coal. 
 General Design shown by Plate XVI. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Tank on 
 Engine. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 
 
 Total. 
 
 Capacity 
 of 
 Tank. 
 
 
 
 
 
 Ihs. 
 
 
 Ibs. 
 
 Gals. 
 
 II X 18 
 
 50 
 
 I oft. 7 in. 
 
 loft. 7 in. 
 
 52OOO 
 
 
 52000 
 
 5OO 
 
 14X22 
 
 50 
 
 i oft. 7 in. 
 
 i oft. 7 in. 
 
 7I6OO 
 
 
 7I60O 
 
 5OO 
 
 15X22 
 
 50 
 
 10 ft. 7 in. 
 
 10 ft. 7 in. 
 
 746OO 
 
 
 7460O 
 
 6OO 
 
 16X22 
 
 50 
 
 i oft. 7 in. 
 
 i oft. 7 in. 
 
 780OO 
 
 
 78OOO 
 
 650 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 10 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 I Oft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 I OO ft. 
 
 125 ft. 
 
 1 50 ft. 
 
 '943 
 
 1236 
 
 896 
 
 573 
 
 418 
 
 326 
 
 267 
 
 215 179 
 
 2691 
 
 171 1 
 
 1240 
 
 793 
 
 578 
 
 452 
 
 369 
 
 298 
 
 248 
 
 2802 
 
 1782 
 
 1291 
 
 826 602 
 
 470 
 
 384 
 
 310 
 
 258 
 
 2915 
 
 1854 
 
 1344 
 
 860 
 
 626 
 
 489 
 
 400 
 
 323 
 
 269 
 
i6o 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 si 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Eight Wheel Double- Ender 
 
 TANK LOCOMOTIVE. 
 
 Gauge, 4 ft, % l / 2 in. or wider. Fuel, Bituminous Coal. 
 General Design shozvn by Plate XVII. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Tank on 
 Engine. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 Driving 
 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ibs. 
 
 On Front 
 
 and 
 RearTruck 
 Ibs. 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 13^X22 
 
 46 
 
 6 ft. 6 in. 
 
 2O ft 9 in. 
 
 42200 
 
 ^ 9800 
 
 64000 
 
 70O 
 
 15X22 
 
 46 
 
 6 ft. 8 in. 
 
 21 ft. 
 
 43500 
 
 C 14000 
 
 ( IO5OO 
 
 68OOO 
 
 7OO 
 
 16X22 
 
 46 
 
 7ft. 
 
 21 ft 6 in. 
 
 46500 
 
 ( 14500 
 ( I IOOO 
 
 72OOO 
 
 750 
 
 Load in tons of 2OOO pounds in addition to Engine and Tender, 
 
 at 20 rniles an hour, on a grade per mile of 
 
 On a 
 
 
 
 
 
 
 
 
 
 Level. 
 
 10 ft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 80 ft. 
 
 I OO ft. 
 
 125 ft. 
 
 1 50 ft 
 
 1239 
 
 847 
 
 6 3 6 
 
 419 
 
 308 
 
 241 
 
 197 
 
 157 
 
 130 
 
 1276 
 
 872 
 
 654 
 
 432 
 
 317 
 
 248 
 
 202 
 
 161 
 
 133 
 
 1364 
 
 933 
 
 7OO 
 
 461 
 
 339 
 
 265 
 
 215 
 
 173 
 
 142 
 
162 
 
 THE ROGERS LOCOMOTIVE AND MACHINE \YOKKS. 
 
 Eight Wheel Double -Ender 
 
 TANK LOCOMOTIVE. 
 
 Gauge, 4 ft., 8>2 in. or wider. Fuel, Bituminous Coal. 
 
 General Design skozvn by Plate ,V/77. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Tank on 
 Engine. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 
 Wheels. 
 
 inches. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ibs. 
 
 On Front 
 and 
 Rear Truck 
 
 Ibs. 
 
 Total. 
 
 Ibs. 
 
 Capacity 
 of 
 
 Tank. 
 Gals. 
 
 
 
 
 1 
 
 
 
 
 13^X22 
 
 50 
 
 6 ft. 6 in. 
 
 20 ft. 9 in. 
 
 43200 
 
 C I2OOO 
 ( 98OO 
 
 65OOO 
 
 70O 
 
 15x22 
 
 50 
 
 6 ft. 8 in. 
 
 20 ft. 
 
 44500 
 
 ( I4OOO 
 ( I050O 
 
 69OOO 
 
 7OO 
 
 16X22 
 
 50 
 
 7 ft. 
 
 21 ft. 6 in. 
 
 47000 
 
 ^ 14800 
 1 I I 2OO 
 
 73000 
 
 " 750 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 
 Level. 
 
 I Oft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 1 00 ft. 
 
 125 ft. 
 
 1 50 ft. 
 
 1268 
 
 867 
 
 6 5 I 
 
 429 
 
 315 
 
 247 
 
 20 1 
 
 161 
 
 133 
 
 1305 
 
 892 
 
 669 
 
 440 
 
 324 
 
 253 
 
 206 
 
 165 
 
 136 
 
 1381 
 
 942 
 
 707 
 
 465 
 
 342 
 
 267 
 
 218 
 
 174 
 
 H3 
 
 - 
 
 
 
 
 
 
 
 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 163 
 
 Eight Wheel Double -Ender 
 
 TANK LOCOMOTIVE. 
 
 Gauge, 4 ft, 8>^ in. or wider. Fuel, Bituminous Coal. 
 
 General Design sltiivn by Plate XVII. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Tank on 
 Engine. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 Driving 
 Wheels. 
 Ibs. 
 
 On Front 
 and 
 Rear Truck 
 Ibs. 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 (Jals. 
 
 15X22 
 
 56 
 
 6 ft. 9 in. 
 
 21 ft. 6 in. 
 
 45500 
 
 ( I4OOO 
 ( 10500 
 
 7OOOO 
 
 7OO 
 
 16X22 
 
 56 
 
 7 ft. 
 
 2 1 ft. 6 in. 
 
 48000 
 
 ( 14800 
 \ I I 2OO 
 
 74OOO 
 
 750 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 10 ft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 80 ft. 
 
 I OO ft. 
 
 125 ft. 
 
 I 50 ft. 
 
 1335 
 
 915 
 
 685 
 
 45i 
 
 332 
 
 260 
 
 212 
 
 169 
 
 I4O 
 
 1408 
 
 963 
 
 722 
 
 476 
 
 350 
 
 274 
 
 223 
 
 I 7 8 
 
 H7 
 
1 64 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 I 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 I6s 
 
 Ten Wheel Double-Ender Locomotives 
 
 WITH TANK OVER REAR TRUCK. 
 
 Gauge, 4 ft., S}4 in. or wider. Fuel, Bituminous Coal. 
 
 General Design shown by Plate XVIII. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Tank on 
 Kngine. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ibs. 
 
 On Front 
 and 
 Rear Truck 
 Ibs. 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 15X22 50 
 
 7 ft. 
 
 29 ft. 8 in. ' 60000 P 0000 
 ( 25000 
 
 95OOO 
 
 IOOO 
 
 16X22 
 
 50 
 
 7 ft. 
 
 29 ft. 8 in. 
 
 62000 
 
 ( IO5OO 
 \ 250OO 
 
 97500 
 
 IOOO 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 I Oft. 
 
 20 ft. 
 
 40 ft. 60 ft. 
 
 Soft. 
 
 1 00 ft. 
 
 1 25 ft. 1 50 ft. 
 
 1759 
 
 1 202 
 
 901 
 
 593 436 
 
 34i 
 
 277 ' 
 
 221 
 
 182 
 
 1818 
 
 1242 
 
 932 
 
 613 
 
 45i 
 
 35 2 
 
 287 
 
 229 
 
 189 
 
1 66 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Ten Wheel Double-Ender Locomotives 
 
 WITH TANK OVER REAR TRUCK. 
 
 Gauge, 4 ft, &y in. or wider. Fuel, Bituminous Coal. 
 
 General Design shown by Plate XVI II. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Tank on 
 Engine. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ibs. 
 
 On Front 
 and 
 RearTruck 
 Ibs. 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 15X22 
 
 56 
 
 7 ft. 
 
 29 ft 8 in. 
 
 61000 
 
 C IOOOO 
 \ 25OOO 
 
 96000 
 
 IOOO 
 
 16X22 
 
 56 
 
 7 ft. 
 
 29 ft. 8 in. 
 
 63000 
 
 ( IO5OO 
 { 25OOO 
 
 98500 
 
 IOOO 
 
 
 
 
 
 
 
 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 10 ft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 80 ft. 
 
 too ft. 
 
 125 ft. 
 
 1 50 ft. 
 
 1789 
 
 1222 
 
 917 
 
 604 
 
 444 
 
 347 
 
 283 
 
 226 
 
 1 86 
 
 1847 
 
 1262 
 
 947 
 
 623 
 
 458 
 
 358 
 
 292 
 
 233 
 
 192 
 
1 68 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 8 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 169 
 
 Ten Wheel Double-Ender Tank Locomotive 
 
 WITH SIX DRIVERS. 
 
 Gauge, 4 ft., 8>^ in. or wider. Fuel, Bituminous Coal. 
 
 General Design shown by Plate XIX. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Tank on 
 Engine. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 Driving 
 
 Wheels. 
 Ihs. 
 
 On Front 
 and 
 Rear Truck 
 Ibs. 
 
 Total. 
 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 I5X2O 42 : 1 2 ft. 
 
 24 ft. 
 
 67400 
 
 C 9000 
 
 (7500 
 
 83900 
 
 1400 
 
 15X20 
 
 49 
 
 1 2 ft. 6 in. 
 
 2 5 ft. 
 
 68000 
 
 (9300 
 \ 7700 
 
 85000 
 
 1600 
 
 
 
 
 
 
 
 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 I Oft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 I OO ft. 
 
 125 ft. 
 
 1 50 ft. 
 
 1988 
 
 1362 
 
 IO24 
 
 678 
 
 502 
 
 394 
 
 323 
 
 261 
 
 217 
 
 2005 
 
 1373 
 
 1032 
 
 684 
 
 SOS 
 
 397 
 
 326 
 
 262 
 
 218 
 
170 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 8 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Eight Wheel Forney Engine 
 
 WITH TANK OVER TRUCK. 
 
 Gauge, 4 ft, 8y in. or wider. Fuel, Anthracite Coal. 
 
 General Design shown by Plate XX. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Tank on 
 Engine. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ibs. 
 
 On 
 Truck. 
 
 Ibs. 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 II X 16 
 
 42 
 
 5 ft. 
 
 1 6 ft. i in. 
 
 29000 
 
 14000 
 
 43000 
 
 500 
 
 I2X 18 
 
 42 
 
 5 ft- 3 in- 
 
 1 6 ft. /in. 
 
 34000 
 
 18000 
 
 52000 
 
 650 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 10 ft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 80 ft. 
 
 I OO ft. 
 
 125 ft. 
 
 iSoft 
 
 851 582 
 
 437 
 
 288 217 
 
 1 66 
 
 US 
 
 1 08 
 
 89 
 
 998 
 
 682 
 
 512 
 
 337 
 
 248 
 
 194 
 
 158 
 
 127 
 
 104 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 1/3 
 
 CHAPTER X. 
 
 PLATES AND TABLES OF DIMENSIONS AND CAPACITY OF NARROW GAUGE 
 
 LOCOMOTIVES. 
 
 THE following are some of the styles of locomotives adapted to gauges 
 of less than 4 feet 8^ inches: 
 
 In the construction of Narrow Guage Engines here shown, and more 
 especially in the illustration of parts of Locomotives, it will be seen that to 
 secure sufficient water space, steam room, and firebox room, special designs were 
 made, which make these engines as efficient in service as those of wider gauge. 
 
174 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 s 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 175 
 
 Eight Wheel Standard Locomotives 
 
 FOR PASSENGERS OR FREIGHT. 
 
 Narrow Gau^e Track. Fuel, Bituminous Coal. 
 
 General Design sJlo^vn by Plate XXL 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 
 POUNDS. 
 
 Separate 
 Tender. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 
 Ibs. 
 
 On 
 Truck. 
 
 Ibs. 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 I2X l6 
 
 41 
 
 7ft. 4 in. 
 
 19 ft. 
 
 26000 
 
 I500O 
 
 4IOOO 
 
 I2OO 
 
 13x20 
 
 55 
 
 7 ft. 9 in. 
 
 20 ft. 5 in. 
 
 29600 
 
 I82OO 
 
 47800 
 
 1300 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 I Oft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 I OO ft. 
 
 1 2 5 ft. 
 
 1 50 ft. 
 
 748 
 
 507 
 
 376 
 
 243 
 
 175 
 
 134 
 
 1 06 
 
 81 
 
 65 
 
 851 
 
 577 
 
 428 
 
 2 7 8 
 
 199 
 
 152 
 
 121 
 
 93 
 
 74 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 177 
 
 Mogul Locomotives 
 
 FOR FREIGHT. 
 
 Narrow Gauge Track. Fuel, Bituminous Coal. 
 
 General Design slioivn by Plate XXII. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 and 
 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 Driving 
 
 Wheels. 
 
 Total. 
 
 On 
 Driving 
 
 Wheels. 
 Ibs. 
 
 On 
 Truck. 
 
 Ibs. 
 
 Total. 
 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 I4X 18 
 
 37 
 
 12 ft. 4 in. 
 
 1 8 ft. 4 in. 
 
 43600 
 
 8700 
 
 52300 
 
 1400 
 
 15* 18 
 
 37 
 
 12 ft I O in 
 
 1 8 ft. loin. 
 
 45500 
 
 9OOO 
 
 54500 
 
 1500 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 10 ft 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 IOO ft. 
 
 125 ft. 
 
 iSoft. 
 
 1271 
 
 866 
 
 648 
 
 425 
 
 310 
 
 240 
 
 194 
 
 154 
 
 125 
 
 1326 
 
 94 
 
 676 
 
 442 
 
 323 
 
 251 
 
 203 
 
 1 60 
 
 131 
 
 12 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Mogul Locomotives 
 
 FOR FREIGHT. 
 
 Narrow Gau^e Track. Fuel, Bituminous Coal. 
 
 General Design shown by Plate XXII. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 
 Driving 
 
 Wheels. 
 
 Total. 
 
 On 
 Driving 
 Wheels. 
 Ibs. 
 
 On 
 Truck. 
 
 Ibs. 
 
 Total. 
 Ibs: 
 
 Capacity 
 of 
 Tank. 
 
 Gals. 
 
 I4X 18 
 
 41 
 
 13 ft. 
 
 1 9 ft. 3 in. 
 
 44500 
 
 8700 
 
 53200 
 
 I4OO 
 
 I5X 18 
 
 41 
 
 1 3 ft. 4 in. 
 
 1 9 ft. 7 in. 
 
 47000 
 
 9000 
 
 56000 
 
 I50O 
 
 I 
 
 Load in tons of 2OOO pounds in addition to Engine and Tender, 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 i oft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 I OO ft. 
 
 125 ft. 
 
 1 50 ft. 
 
 1297 
 
 884 
 
 66 1 
 
 432 
 
 3i6 
 
 245 
 
 193 
 
 157 
 
 128 
 
 2 
 
 1373 
 
 936 
 
 699 
 
 457 
 
 334 
 
 259 
 
 2IO 
 
 1 66 
 
 136 
 
 3 
 
 
 
 
 
 
 
 
 
 
 4 
 
 
 
 
 
 
 
 
 
 
 5 
 
 
 
 
 
 
 
 
 
 
i So 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 181 
 
 Mogul Locomotives 
 
 FOR FREIGHT. 
 Narrow Gauge Track. Fuel, Bituminous Coal. 
 
 General Design slioivn by Plate XXIII. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 
 Wheels. 
 
 Ibs. 
 
 On 
 FrontTruck 
 On~Each 
 TenderTr'k 
 Ibs. 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 13* 18 
 
 30 
 
 7 ft. 6 in. 
 
 33 ft. 3 in. 
 
 38000 
 
 C 9500 
 
 ( I2OOO 
 
 75000 
 
 1000 
 
 13X18 
 
 37 
 
 7 ft. 6 in. 
 
 33ft. 9 in. 
 
 39500 
 
 \ 9500 
 \ I2OOO 
 
 77000 
 
 IOOO 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 
 Level. 
 
 10 ft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 80 ft. 
 
 1 00 ft. 
 
 125 ft. 
 
 I 50 ft. 
 
 I IOO 
 
 748 
 
 557 
 
 362 
 
 262 
 
 202 
 
 162 
 
 126 
 
 I O2 
 
 1144 
 
 7/8 
 
 580 
 
 377 
 
 273 
 
 21 I 
 
 170 
 
 132 
 
 IO7 
 
 In this style of Engine the rear end of the Engine is connected to and supported 
 
 by the front end of the Tender. 
 
 The forward tender truck is provided with swing motion. 
 These Engines are specially adapted to sharp curves. 
 
182 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 183 
 
 Four Wheel Tank Locomotive 
 
 FOR SWITCHING. 
 
 Narrow Gauge Track. Fuel, Bituminous Coal. 
 
 General Design shown by Piate XXIV. 
 
 Cylinders. 
 
 Diameter 
 and 
 Stroke. 
 
 inches. 
 
 Dia'eter 
 of 
 Driving 
 Wheels. 
 
 inches. 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Tank on 
 Engine. 
 
 Of 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ibs. 
 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 8X 12 
 
 26 
 
 5 ft. 
 
 5 ft. 
 
 18000 
 
 
 I8OOO 
 
 175 
 
 8X 12 
 
 30 
 
 5 ft. 
 
 5 ft. 
 
 18500 
 
 
 18500 
 
 175 
 
 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 
 
 at 10 miles an hour, on a grade per mile of 
 
 
 On a 
 Level. 
 
 I Oft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 lOOft. 
 
 125 ft. 
 
 1 50 ft. 
 
 1 
 
 673 
 
 428 
 
 310 
 
 198 
 
 144 
 
 H3 
 
 92 
 
 74 
 
 62 
 
 2 
 
 692 
 
 440 
 
 319 
 
 2O4 
 
 149 
 
 116 
 
 95 
 
 77 
 
 64 
 
 3 
 
 
 
 
 
 
 
 
 
 
 4 
 
 
 
 
 
 
 
 
 
 
 5 
 
 
 
 
 
 
 
 
 
 
1 84 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Four Wheel Tank Locomotive 
 
 FOR SWITCHING. 
 
 Narrow Gauge Track. Fuel, Bituminous Coal. 
 General Design shown by Plate XXIV. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Tank on 
 Engine. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 Driving 
 Wheels. 
 
 Ibs. 
 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 (Jals. 
 
 9X 16 
 
 30 
 
 5 ft. 3 in. 
 
 5 ft- 3 n. 
 
 2800O 
 
 
 28OOO 
 
 275 
 
 9X 16 
 
 37 
 
 5 ft- 3 in- 
 
 5. ft. 3 in. 
 
 29OOO 
 
 
 29000 
 
 275 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 
 at 10 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 10 ft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 80 ft. 
 
 I OO ft. 
 
 125 ft. 
 
 iSoft. 
 
 1046 
 
 666 
 
 482 
 
 308 
 
 225 
 
 176 
 
 144 
 
 116 
 
 96 
 
 1083 
 
 689 
 
 499 
 
 319 
 
 232 
 
 181 
 
 148 
 
 1 20 
 
 99 
 
1 86 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Mogul Tank Locomotive 
 
 FOR FREIGHT. 
 
 Narrow Gauge Track. Fuel, Bituminous Coal. 
 
 General Design shown by Plate XXV. 
 
 Cylinders. 
 
 Diameter 
 and 
 Stroke. 
 
 inches. 
 
 Dia'eter 
 of 
 Driving 
 Wheels. 
 
 inches. 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Tank on 
 Engine. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 Driving 
 Wheels. 
 Ibs. 
 
 On 
 Truck. 
 
 Ibs. 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 13x18 
 
 30 
 
 9 ft. 
 
 13 ft. loin. 
 
 4IOOO 
 
 8000 
 
 49000 
 
 740 
 
 I 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 I Oft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 I 00 ft. 
 
 1 2 5 ft. 
 
 1 50 ft. 
 
 1209 
 
 829 
 
 624 
 
 413 
 
 306 
 
 241 
 
 197 
 
 159 
 
 132 
 
 2 
 
 
 
 
 
 
 
 
 
 
 3 
 
 
 
 
 
 
 
 
 
 
 4 
 
 
 
 
 
 
 
 
 
 
 5 
 
 
 
 
 
 
 
 
 
 
188 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 s 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 189 
 
 Eight Wheel Double-Ender Locomotive 
 
 FOR FREIGHT OR PASSENGERS 
 
 Narrow Gauge Track. Fuel, Bituminous Coal. 
 
 General Design shown by Plate XXVI. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Separate 
 Tender. 
 
 and 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 Driving 
 Wheels. 
 Ibs. 
 
 On Front 
 and 
 Rear Truck 
 Ibs. 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 Gals. 
 
 
 
 
 
 
 ^ I I OOO 
 
 
 
 12X20 
 
 44 
 
 6ft. 
 
 22 ft. I in. 
 
 3IOOO 
 
 
 5 1 ooo 
 
 I5OO 
 
 
 
 
 
 
 ( 9OOO 
 
 
 
 
 
 
 
 C i i ooo 
 
 
 
 I2X2O 
 
 49 
 
 6ft. 
 
 22 it. I in. 
 
 32OOO 
 
 { 9000 
 
 52000 
 
 I5OO 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 10 ft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft. 
 
 100 ft. 
 
 125 ft. 
 
 1 50 ft. 
 
 908 
 
 620 
 
 465 
 
 305 
 
 224 
 
 i?5 
 
 142 
 
 H3 
 
 93 
 
 938 
 
 641 
 
 480 
 
 3i6 
 
 232 
 
 181 
 
 H7 
 
 118 
 
 97 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 a 
 
 ^ 
 5! 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 Ten Wheel Double-Ender Locomotive 
 
 WITH TANK OVER REAR TRUCK. 
 
 Narrow Gauge Track. Fuel, Bituminous Coal. 
 
 General Design shown by Plate XX VI I. 
 
 Cylinders. 
 
 Diameter 
 and 
 Stroke. 
 
 inches. 
 
 Dia'eter 
 of 
 Driving 
 Wheels. 
 
 inches. 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Tank on 
 Engine. 
 
 Of 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 
 Driving 
 Wheels. 
 Ibs. 
 
 On Front 
 and 
 RearTruck 
 Ibs. 
 
 Total. 
 
 Ibs. 
 
 Capacity 
 of 
 Tank. 
 
 Gals. 
 
 9X 12 
 
 30 
 
 6ft. 
 
 24ft. 
 
 2OOOO 
 
 C 5000 
 
 ( I400O 
 
 39000 
 
 6OO 
 
 QX 12 
 
 36 
 
 6ft. 
 
 26ft. 
 
 21500 
 
 C 5000 
 
 ( I4OOO 
 
 40500 
 
 60O 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 
 Level. 
 
 I Oft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 Soft 
 
 I OO ft. 
 
 125 ft. ' 150 ft. 
 
 582 
 
 397 
 
 296 
 
 194 
 
 I 4 I 
 
 109 
 
 88 
 
 70 56 
 
 624 
 
 425 
 
 318 
 
 2O9 
 
 152 
 
 119 
 
 96 
 
 76 
 
 62 
 
192 
 
 THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
THE ROGERS LOCOMOTIVE AND MACHINE WORKS. 
 
 193 
 
 Fourteen Wheel Double-Ender Locomotive 
 
 WITH SIX DRIVERS AND TANK OVER REAR TRUCK. 
 
 Narrow Gauge Track. Fuel, Bituminous Coal. 
 
 General Design sliown by Plate XXVIII. 
 
 Cylinders. 
 Diameter 
 
 Dia'eter 
 of 
 
 Wheel Base. 
 
 Weight, in running order. 
 POUNDS. 
 
 Tank on 
 Engine. 
 
 and 
 
 Stroke. 
 
 inches. 
 
 Driving 
 Wheels. 
 
 inches. 
 
 Of 
 
 Driving 
 Wheels. 
 
 Total. 
 
 On 
 Driving 
 Wheels. 
 Ibs. 
 
 On Front 
 and 
 
 Rear Truck 
 Ibs. 
 
 Total. 
 Ibs. 
 
 Capacity 
 of 
 Tank, 
 (jals. 
 
 I2X 16 
 
 34 
 
 9 ft. 3 in. 
 
 31 ft. ~\y 2 in. 
 
 39000 
 
 ^ 80OO 
 \ 250OO 
 
 72OOO 
 
 1200 
 
 13^X16 
 
 34 
 
 9 ft. 3 in. 
 
 3 i ft. I 1 4 in. 
 
 4OOOO 
 
 C 8200 
 
 ( 26OOO 
 
 74200 
 
 1300 
 
 Load in tons of 2000 pounds in addition to Engine and Tender, 
 at 20 miles an hour, on a grade per mile of 
 
 On a 
 Level. 
 
 10 ft. 
 
 20 ft. 
 
 40 ft. 
 
 60 ft. 
 
 80 ft. 
 
 I OO ft. 
 
 125 ft. 
 
 I 50 ft. 
 
 1138 
 
 7/6 
 
 5 8l 
 
 380 
 
 278 
 
 216 
 
 175 
 
 139 
 
 113 
 
 i 167 
 
 796 
 
 595 
 
 390 
 
 285 
 
 222 
 
 179 
 
 142 
 
 116 
 
INDEX. 
 
 A. 
 
 Adams, Charles Francis, 3, 4. 
 Adhesion of Locomotives, 93, 94. 
 Advertisement in American Railroad Journal, 3, 1 1 
 "Aiken, William," the, 9. 
 Alabama & Great Southern R. R., 65. 
 Albany, 8. 
 
 Allen & Hudson's grate, 34. 
 Allen, Horatio, 2, 4, 6, 7, 9 ; letter from, 2. 
 Allen link-motion, 55, 56. 
 Allen valve, 59. 
 American cars, 94. 
 American locomotives, u, 15. 
 American Railroad Journal, 3, 10. 
 advertisement in, 3, II. 
 article from, II, 14, 15. 
 American Railway Times, report in, 19, 20. 
 " American " type of locomotive, 17. 
 Anthracite coal burners, 92. 
 
 " " fire-box, 25. 
 
 " " grate for, 38. 
 
 " Arresseoh No. 2," 13. 
 " Atlantic " the, 8. 
 Attica & Buffalo R. R., 29. 
 
 B. 
 
 Baldwin, Mr., patent by, 15. 
 
 Baltimore, 3, 4, 5. 
 
 Baltimore & Ohio R. R , 4, 7, 8, 23. 
 
 Baltimore & Susquehanna R. R.. 10. 
 
 Bar frames, 61. 
 
 " Batavia " the, 14. 
 
 Battle of the Locomotive, 3. 
 
 Beaver Mill, I. 
 
 Bed plate, 51. 
 
 Belleview, 13. 
 
 Belpaire fire-box, 26. 
 
 " Best Friend," the, 7. 
 
 Bissell's truck, 20, 21, 71, 72, 73. 
 
 " inclined planes, 75. 
 Bituminous coal, 33. 
 
 '' burners, 92. 
 Bonnet, 44. 
 
 " stack, 45. 
 
 Boiler, the, 23-27. 
 
 capacity of, 96. 
 
 plates, 31. 
 
 seams, 32. 
 
 shells, 31, 32. 
 Bordentown, 5. 
 Boston, 3. 
 
 Boston & Lowell R. R., 5. 
 Boston & Providence R. R., 5. 
 Boston & Worcester R. R., 5. 
 Brandt, John, 29. 
 Brass tubes, 27. 
 Brick- arch, 26, 27. 
 Bridge, water, 25. 
 Bristol roller slide-valve, 59. 
 " Brother Jonathan " the, 9. 
 Buchanan fire-box, 26. 
 Buffalo & State Line R. R. , 20. 
 Bury's frame, 60. 
 Bury, Mr., 23, 
 
 c. 
 
 Cam, 55. 
 
 Camden & Amboy, 5, 8. 
 
 Campbell's locomotive, 16. 
 
 Capacity of locomotives, tables of, 99-193. 
 
 Carbondale, 6. 
 
 Carbondale R. R., 4. 
 
 Cars, American, 94. 
 
 Catalogue, last, 78. 
 
 Catechism of the Locomotive, 96. 
 
 Caulking edges, 32. 
 
 Caulking tool, 28. 
 
 Cayuga Lake, 5. 
 
 Cayuga & Susquehanna R. R., 5. 
 
 Centennial exhibition, 8. 
 
 Central R. R. of New Jersey, 55. 
 
 Channelling, 32. 
 
 Charles Carroll, of Carrollton, 4. 
 
 Charleston, 3. 
 
 Charleston & Columbia R. R., 9. 
 
 Chicago, Burlington & Quincy R. R., 25. 
 
 Childs, Mr., 8. 
 
 Chimney, 46. 
 
 Chimney damper, 49. 
 
 Cinders. 40. 
 
196 
 
 I N D K X . 
 
 Clark's, D. K., Manual, 93. 
 
 Clark, John, Jr., I. 
 
 Clark & Rogers, I. 
 
 Clinker, 53. 
 
 "Clinton," the, 13. 
 
 Coal, for fuel, 24. 
 
 Collision, 62. 
 
 Combustion chambers, 25. 
 
 Compound locomotive, Hudson's, 22. 
 
 Compression, 55- 
 
 Cone, deflecting, 12, 45; inverted, 14, 44, 47, 
 
 Connecting-rods, 65-68. 
 
 Consolidation locomotives, 20. 
 
 springs for, 64. 
 
 tables and plates of, 134-137. 
 Cooper, Peter, 7 ; locomotive by, 7. 
 Cooper, William K., 13 
 Copper thimble, 29. 
 Copper tubes, 27. 
 Corrosion, 32. 
 
 Cotton duck, manufacture of, i. 
 Cotton, spinning of, I, 2. 
 
 Counterbalancing of wheels, 15, 16 ; of cranks, 
 Counterweights for links, 56, 57- 
 Covering strips, 32. 
 Crank-axle, 13, 14, 15, 16. 
 Crank, half, 15. 
 Cranks, location of, 14. 
 Crown -bars, 24. 
 Crown-sheets, staying of, 24. 
 Crum Creek, 4. 
 Cullen, James, 65. 
 Cumberland Valley R. R., 26. 
 Curves, effect of, 95 ; radius of, 95. 
 Cut-off valve, 54. 
 Cylinders, 50-52. 
 
 capacity of, 96. 
 
 insitle, 13. 
 
 position of, 69. 
 Cylindrical top of furnace, 24. 
 
 D. 
 
 Damper, chimney, 49. 
 Davis & Gartner, 8. 
 Declaration of Independence, 4. 
 Deflecting cone, 45. 
 " plate, 40.. 
 
 Deflector, 46, 47, 48; for furnace doors, 31. 
 " Delaware," the, 9. 
 Delaware & Hudson Canal Co., 4, 6. 
 Delaware County, Pa., 4. 
 Development of the locomotive, 10, 23, 76. 
 " De Witt Clinton," the, 8. 
 Diagram from schedule board, 83. 
 Diamond stack, 45. 
 Dickerson, Judge, 10. 
 
 Dimensions of Locomotives, 82 ; tables of, 99-193 
 Dome, hemispherical, 14. 
 Domes, 32. 
 
 Double-ender locomotive, 75. 
 Hudson's, 21. 
 
 plates and tables of, 160-169, 188-193. 
 Driving-wheels, 65 ; first form of, 12. 
 Driving-wheel springs, 76. 
 Drop-door for grates, 33. 
 Dudgeon's expander, 30. 
 49. Duplicate parts, 78. 
 
 D-valves, 52. 
 
 E. 
 
 Early history of railroads, 3-5. 
 
 Eccentrics, outside, 52. 
 
 "Edgefield," the, 9. 
 
 Eight-wheel double-ender locomotive, plates and 
 
 tables of, 160-163. 
 Eight-wheel Forney locomotives, plates and 
 
 table of, 1 88, 189. 
 Eight-wheel (n.g. ) double-ender tank locomotive, 
 
 plate and table of, 188, 189. 
 Eight-wheel standard locomotives, plates and 
 
 table of, 102-1 13. 
 Eight-wheel standard (n. g. ) locomotives, plates 
 
 and table of, 174, 175. 
 Ellicott's Mills, 5 
 Engines, 50. 
 English engines, 9, 10. 
 Equalizing levers, 17, 63, 64. 
 
 Hudson's, 22, 74. 
 
 for truck, 76. 
 
 from front driving axle to truck, first use 
 
 of, 17. 
 
 Erie Canal, 3, 4. 
 Erie R. R., 29. 
 
 Exhaust ports, 57, 58 ; double, 59. 
 Expander, Dudgeon's, 30 ; Prossers, 30. 
 Expansion and contraction of tubes, 28. 
 Expansion of steam, 52. 
 " Experiment," the, 13. 
 Extended smoke-box, 40. 
 Extraordinary feat, 15. 
 
 F. 
 
 Feed water heater, 42. 
 Finger grate, 35, 36, 37. 
 Finish of engines, 15. 
 Fire-box, Belpaire's, 26. 
 
 " Buchanan's, 26. 
 
 " for anthracite coal, 25. 
 
 " overhang of, 13, 
 
 " semi-circular, 14. 
 Fire-brick, 27. 
 
INDEX. 
 
 197 
 
 Fontaine stack, 47. 
 
 Forney's Catechism of the Locomotive, 96. 
 ' ' locomotive, 21. 
 
 plate and table of, 170, 171. 
 Foster, Rastrick & Co., 6. 
 Four-wheel locomotives, 23. 
 
 plates and tables of, 152-154. 
 Four-wheel (n. g) double-ender tank locomotive, 
 
 plate and table of, 192, 193. 
 Four-wheel tank (n. g.) locomotive, plate and 
 
 table of, 182-184. 
 Four-wheel tank locomotives, plates and tables 
 
 of, 152-154. 
 
 Frames, 60-64 ; Bury's, 60 ; Hudson's, 62. 
 Friction, co-efficient of, 93. 
 Fry, Howard, 92. 
 Furnace door deflector, 31. 
 " semi-circular, 14. 
 
 G. 
 
 Gallon, Capt, paper on brakes, 93. 
 
 Gauge, five feet, 65 ; of roads in Ohio, 13. 
 
 Gauges, 78- 
 
 Gleason's valve, 58. 
 
 Godwin, Abraham, Jr., I. 
 
 Godwin, Rogers & Co., I. 
 
 Grate, Allen &. Hudson's, 34. 
 
 " finger, 35-37. 
 
 " for anthracite coal, 38. 
 
 " "plain, "33. 
 
 " rocking, 36, 37. 
 
 " water, 25 40. 
 Grate-bars, 33. 
 Grates, 33-40 ; shaking, 33. 
 Grooving, 32. 
 Grosvenor, Jasper, 2. 
 
 H. 
 
 Hack worth valve, 57, 58. 
 
 Half crank, 18. 
 
 Harper's Ferry, 5. 
 
 Headden, John, 78. 
 
 Helical spring, 57. 
 
 Hemispherical dome, 14. 
 
 Hemispherical furnace, 23, 24. 
 
 Hightstown, 5. 
 
 History of locomotive building, II. 
 
 " locomotives, 6-10. 
 
 " railroads, 3-5. 
 Hogg, Thomas, 13. 
 Honesdale, Pa., 4, 6. 
 Hood, 45. 
 Horizontal cylinders, 69. 
 
 Hudson, William S., 31, 75, 76, 78. 
 " appointment of, 20. 
 '' death of, 22. 
 " obituary notice of, 22. 
 Hudson's compound locomotive, 22. 
 
 " design of link motion, 54. 
 
 '' double-ender locomotive, 21. 
 
 " experiments with tubes, 29. 
 
 " feed water heater, 42. 
 
 " frames, 62. 
 
 " patents, 22. 
 
 " patent for double-ender locomotive, 21. 
 
 " patent grate, 34. 
 
 " patent on equalizing levers, 74. 
 
 " patent on trucks, 73. 
 
 " spark arrester, 47. 
 Hudson river, 3. 
 Hudson River R. R., 53. 
 Hughes, R. S., 65. 
 
 I. 
 
 Independent cut-off valves, 17, 18, 54. 
 
 Injectors, 44. 
 
 Inside connected engines, 16. 
 
 Inside cylinders, 13, 18, 50. 
 
 Intel-changeability, 78. 
 
 Iron boiler plates, 31. 
 
 Iron tubes, 27. 
 
 J- 
 
 James, J. H., 13. 
 
 Jefferson Works, 2. 
 
 "Jersey Blue," letter of, 15, 16. 
 
 Jervis, John B., 6, 8, 9, 10. 
 
 "John Bull" the, 8. 
 
 Journal bearings, outside, 60. 
 
 Ketchum, Morris, 2. 
 
 K. 
 
 L. 
 
 Lateral moving trucks, 73. 
 Layng. J. D., 80, 92. 
 Leaky tubes, 27, 28, 29. 
 Lifting-shaft, 53, 54. 
 Lehigh Valley Canal, 4. 
 Link-motion, 53-56. 
 
 Allen's, 55, 56. 
 
 first use of, 18. 
 
 Links, counterweighting of, 56, 57. 
 Liverpool & Manchester Railway, 3, 16, 23. 
 Load an_ engine will draw, 95, 96. 
 Lockport & Niagara Falls R. R., 13. 
 
198 
 
 INDEX 
 
 Locomotive, battle of, 3. 
 
 development of, 76. 
 
 double-ender, 75. 
 
 Hudson's patent, 76. 
 Locomotives, adhesion of, 94. 
 
 consolidation, plates, and tables of, 
 
 134-I37. 
 
 dimensions of, 82. 
 " eight-wheel double-ender, plates 
 
 and tables of, 160-163. 
 eight-wheel " Forney," plate and 
 
 table of, 170-171. 
 " four-wheel (n. g.) tank, plates and 
 
 tables of, 182-184. 
 '" eight-wheel standard, plates and 
 
 tables of, 102-113. 
 ' eight- wheel standard (n. g. ), plates 
 
 and tables of, 174, 175. 
 four-wheel, plates and tables of, 138- 
 
 142. 
 " four-wheel tank, plates and tables 
 
 of, 152-154. 
 
 " mogul, plates and tables of, 114-120 
 
 n. g., plates and tables of, 173-195. 
 
 " n. g., eight-wheel double-ender 
 
 tank, plate and table of, 188, 189. 
 " n. g., fourteen-wheel double-ender 
 
 tank, plate and table of, 192, 193. 
 " n. g., mogul, plates and tables of, 
 
 176-181. 
 " n. g. mogul, tank, plates and tables 
 
 of, 186, 187. 
 " n. g. tank, plates and tables of, 182- 
 
 193- 
 
 " n. g. ten-wheel double ender tank, 
 
 plate and table of, 190, 191. 
 " number built by Roger's Works, 
 
 76, 77- 
 six-wheel, plates and tables of, 144- 
 
 150. 
 " six-wheel tank, plates and tables of, 
 
 156-158. 
 " tables of dimensions and capacity of, 
 
 94-193- 
 " ten-wheel double-ender, plates and 
 
 tables of, 164-169. 
 " ten- wheel, plates and tables of, 122- 
 
 132. 
 tractive power of, 93. 
 
 M. 
 
 Mad River & Lake Erie R. R., 13. 
 Mandril, for expanding tubes, 28, 30. 
 Map of Roger's Works, 78, 79. 
 " Maryland " the, 9. 
 Massachusetts, 5. 
 
 Matanzas R. R., 26. 
 
 Mauch Chunk, 4. 
 
 " McNeill" the, 10. 
 
 Men, number employed, 78. 
 
 Mexico, I. 
 
 Milholland's fire-box, 25. 
 
 Miller, E. L., 7. 
 
 Mogul locomotive, 73. 
 
 " first, 20. 
 
 " plates and tables of, 114-120. 
 
 " n. g. plates and tables of, 176-181. 
 
 " n. g. tank, plates and tables of, 186, 187. 
 
 " truck for, 75. 
 
 Mohawk & Hudson R. R., 5, 8, 9. 
 Molesworth's Pocket-Book, 93. 
 
 N. 
 
 Narrow gauge locomotive, 64. 
 
 plates and tables of, 173-193. 
 Nashville & Chattanooga R. R., 40. 
 Nashville, Chatanooga <fc St. Louis R. R., 15. 
 Newcastle & French town R. R., 8. 
 Newcastle-upon-Tyne, 8, 9. 
 New York, State of, 5. 
 New York& Erie R. R., 18. 
 New York Central R. R., 5. 
 New York, West Shore & Buffalo R. R., 80, 92, 
 New Jersey R. R. & Transportation Co., 12, 13. 
 
 25, 40, 78. 
 
 Netting, 45, 46, 47, 48. 
 Northern Central R. R,, 10. 
 
 o. 
 
 Ohio river, 3, 4, 5. 
 
 Organic development of locomotion, 23. 
 
 Oscillation, 16. 
 
 Outside connected engines, 16. 
 
 " cylinders, 50. 
 
 " frames, 19. 
 
 " journal bearings, 60. 
 
 P. 
 
 Pambour's Treatise on Locomotives, 93. 
 
 Paris & Lyons R. R., 93. 
 
 Patent for counterbalancing wheels, 12, 15. 
 
 " for double-ender locomotive, 21. 
 
 " grate, 34. 
 
 " Hudson's locomotive, 76. 
 
 " Hudson's on trucks, 73. 
 
 " Hudson's on equalizing levers, 74. 
 
 " on Allen valve, 59. 
 
 " on Bissell's truck, 71. 
 Paterson & Hudson River R. R., 5, 10, 18. 
 
INDEX. 
 
 199 
 
 Patillas Railway, 55. 
 
 Paul & Beggs, 2, u. 
 
 Pedestals, 62. 
 
 " Pennsylvania " the, 9. 
 
 Pennsylvania R. R., 78. 
 
 Perforated sheet-iron cone, 49. 
 
 Philadelphia, 3, 4. 
 
 Philadelphia & Columbia R. R., 5. 
 
 Philadelphia & Reading R. R., 25, 38. 
 
 Pittsburgh, 5. 
 
 " Plain " grate, 33. 
 
 Plan of Rogers Works, 78, 79. 
 
 " Planet " the, 9. 
 
 Plates of locomotives, 102-193. 
 
 Poiree, M., experiments by, 93. 
 
 Pony truck, 20, 71. 
 
 Poores' Railroad Manual, 4. 
 
 Portage R. R., 5. 
 
 Presser's expander, 30. 
 
 Q. 
 
 Quincy granite quarries, 4. 
 
 R. 
 
 Radius-bar, 73. 
 
 Radius of curve, 95. 
 
 Radley & Hunter stack, 46. 
 
 " Railroad Era," 6. 
 
 Railroad mania, 4. 
 
 Railroad Gazette, extract from, 22 ; letter to, 80. 
 
 Rainhill contest, 3. 
 
 Receptacle for sparks, 47, 48. 
 
 Record, running table of, 84, 85, 89. 
 
 Reinforcing ring, 32. 
 
 Remarkable run, 80. 
 
 Rensselaer & Saratoga R. R., 5. 
 
 Resistance of trains, 94, 95. 
 
 Reversing gear, 15. 
 
 Richardson valve, 59. 
 
 Ridley Creek, 4. 
 
 Rivets, 32. 
 
 " Rocket" the, 6, 9. 
 
 Rocking grate, 36, 37. 
 
 Rocking shaft, 53, 54, 55. 
 
 Rogers, J. S., 23. 
 
 Rogers Locomotive & Machine Works, 20. 
 
 Rogers, Ketchum, & Grosvenor, 2, 3, n, 14, 15, 
 
 16, 20, 76. 
 Rogers, Thomas, I, 5, 14, 29. 
 
 advocate of the link, 53. 
 
 death of, 20. 
 
 patent for counter-balancing crank, etc., 12- 
 Run, a remarkable, 80. 
 Running gear, 60. 
 Running record, table of, 84, 85. 
 
 s. 
 
 Saddle on valve, 58. 
 
 Safety-valves, 44. 
 
 Sand, effect of, 94. 
 
 "Sandusky," the, 12, 13, 78; boiler of, 23. 
 
 Saratoga & Schenectady R. R. , 5, 9. 
 
 Savanilla R. R., 17, 18. 
 
 Schedule board, 81, 83. 
 
 Schenectady, 8. 
 
 Scoop shovel, 31. 
 
 Screw stays, 25. 
 
 Seams of boilers, 32. 
 
 Shaking grates, 33. 
 
 Shield, 47. 
 
 Shifting-link motion, 53; first use of, 18. 
 
 Six-wheeled coupled locomotives, 19, 21. 
 
 tables and plates of, 144-150. 
 
 with tank, 156-158. 
 Slide valves, 57-60. 
 
 Smith, A. F., 20; truck, 72: swing links, 75. 
 Smith, Timothy, 13. 
 
 Smoke-boxes, 40-42, 50-52 ; extended, 40. 
 Smoke prevention, 31. 
 Smoke-stacks, 44-49. 
 South Amboy, 5. 
 "South Carolina," the, 7. 
 South Carolina R. R., 2, 5, 7, 9, 13. 
 Southern R. R., of Chili, 42. 
 Spark catcher, 14. 
 Spark arrester, 44-49. 
 Sparks, 40. 
 
 Speed between stations, table of, 86, 87. 
 Speed, influence of, 94. 
 
 memorandum of, 92. 
 
 table of, 90. 
 Spiral spring, 57. 
 Spokes, hollow, 12, 14; oval, 13. 
 Springs, 63-64. 
 Springs, driving-wheel, 76. 
 Staying of wagon top boiler, 24. 
 Steam-gauges, use of, 27. 
 Steam-chests, inclosed, 18 
 Steam-ports, 59. 
 Steam room, 24. 
 Stephenson, 3. 
 Stephenson engines, 13. 
 Stephenson, George. 10. 
 Stephenson, George & Robert, 8. 
 Stephenson, R. & Co., 9, 10. 
 " Stevens," the, 9. 
 " Stockbridge," the, 16. 
 Stockton & Darlington R. R., 3. 
 Stourbridge, 6. 
 Stourbridge Lion, 4, 6. 
 Straight stack, 47, 48, 49. 
 
20O 
 
 INDEX. 
 
 Stricture, 48. 
 
 Summarized running record, 89. 
 Summarized speed record, 90. 
 Super-heater for compound locomotive, 22. 
 Supplementary rocking-shaft, 55. 
 Supplementary steam-ports, 57. 
 Susquehanna river, 5- 
 Swing-motion truck, 21, 73, 76- 
 Swing-links, 72, 73, 75. 
 Switching engines, 21. 
 
 T. 
 
 Table of characteristics of road, 91. 
 
 " of dimensions of locomotives, 82. 
 
 " of running record, 84, 85, 89. 
 
 " of speed, 92. 
 
 " of speed between stations, 86, 87. 
 
 " of speed record, 90. 
 
 " of weight of train, 88. 
 
 " showing locomotives built from 1837 to '86. 
 Tables of dimensions and capacity of locomotives, 
 
 99-193- 
 Tank locomotives, patents for, 22. 
 
 " plates and tables of, 152-171. 
 
 " n. g., 182-193. 
 Templates, 78. 
 Ten-wheel locomotive, first, 17, 18. 
 
 " locomotives, tables and plates of, 122- 
 
 132. 
 Ten-wheel double-ender locomotives, table and 
 
 plates of, 164-169. 
 Thimbles, 28, 29. 
 Toledo & Adrian R. R., 13. 
 Tonawanda R. R., 14. 
 Tools, 78. 
 
 Tractive power of locomotives, 93, 94. 
 Train, make up and weight of, 88. 
 Transcript from schedule board, 83. 
 Tramways, 4. 
 Truck, Bissell's, 20, 71, 75. 
 
 *' first invention of, 9, 10. 
 
 " frames, 14. 
 
 " pony, 71, 76. 
 
 " swing motion, 73> 7^- 
 
 " with inside and outside bearings, 7- 
 
 Trucks, 69 ; Hudson's patent, 73. 
 Tubes, 27-30. 
 
 expansion and contraction of, 28. 
 
 fastening of, 28. 
 
 u. 
 
 Uhry & Lutgen's valve-gearing, 55. 
 
 V. 
 
 Valve, Allen's, 59. 
 
 Bristol's, 59. 
 
 Hackworth's, 58. 
 
 Gleason's, 58. 
 
 Richardson's, 59- 
 
 Valves and valve-gearing, 52, 57) 60. 
 V-hooks, 17, 1 8. 
 Volute spring, 57. 
 " Vulcan," the, 20. 
 
 w. 
 
 Wagon top boiler, 24, 
 
 Ward, Captain, I. 
 
 Washington Branch, 5. 
 
 Water-bridge, 25. 
 
 Water-grate, 25, 40. 
 
 Water-leg, 25. 
 
 Water-tubes, 27. 
 
 Weight of train, table of, 88. 
 
 Welt, 32. 
 
 W r est Point" Foundry Association, 2, 7, 
 
 Wheatly, W. H., letter from, 80. 
 
 Winans, Ross, 10. 
 
 Wind, effect of, 94. 
 
 Wire netting, 45, 48. 
 
 Wood fuel, 33. 
 
 Wood's papers on locomotives, 15. 
 
 treatise on railroads, 9. 
 Wrought-iron grate bars. 33. 
 
 Y. 
 
 York, Pa. , 8. 
 "York," the, 8. 
 
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