Page:The New International Encyclopædia 1st ed. v. 12.djvu/435

* LOCOMOTIVE. 383 LOCOMOTIVE. carried at the other end. and the four wheels oc- cupied the space between the boiler and the cylinders. The cylinders were inclined, 8 inches in diameter, and 16 inches stroke, and coupled direct to the rear axle. The two pairs of wheels Fig. 4. DE WITT CLINTON, 1831. were coupled together by side rods. This loco- motive was destroyed after workinjr about six months by a boiler explosion. In 18.31 the West Point Foundry built a second engine, which was put at work on the Mohawk and Hudson Rail- road, now a part of the Xew York Central and Hudson River Railroad. This sec- ond engine, known as the De Witt Clinton, was very similar in gen- eral form to the first, but pos.sessed several improvements. During the same year an engine resembling very closely the Hedley engines previously described was built by Phineas Davis, of York, Pa., an<l Peter Cooper, of Xew Y'ork. ilr. Cooper's particular contribution to the engine was a vertical tubu- lar boiler. None of these locomo- tives was the equal of the English engines then in use, and they marked no changes from English practice. In 1832, however, an en- gine was built at the West Point Foundry after designs by .John B. .Jarvis, which had a pair of driving wheels and a four-wheeled swiveling truck. Ross Winans had already, in the previous year (1831), introduced the pas.senger-car with ner, of Yorfc, Pa., and Robert L. Stevens, of Ho- Ixjken, X. .J, The origin of locomotive-building as a com- mercial industry in America dates from 1832, when William Xorris started a shop in Phila- delphia, and from 1834, when Mathias Baldwin started a shop in the same city, Baldwin's first engine designed for actual railway operation was a close model of the English engines of the Planet class, but his second engine had a pair of driving wheels and a- four-wheeled swiveling leading truck. The Xorris engines were of the same general form as the second Baldwin loco- motive. Some few of the engines turned out by these two builders were outside connected, that is, the piston-rods and connecting-rods were out- side the driving wheels, but this construction did not become common practice until later, A novel type of engine, known as the 'grasshop- per' engine, was produced about this time, hav- ing a vertical boiler and vertical cylinders, the piston being connected to a beam pivoted at one end and having at the other a connecting- rod connecting by crank and gears with the driv- ing wheels. One of these engines weighed 6 14 tons each, and was operated at a speed of twelve to fifteen miles an hour, doing the work of forty- two horses at a cost of $16 for the round trip, as Fig. 5. BALDWIN'S ENGINE. 1833. swiveling trucks. The engine was designed to burn anthracite coal ; the English locomotives all burned bituminous coal. Other engines were built by William T. James of Xew York, Col. Stephen H. Long, of Philadelphia, Davis & Gart- AMKRICAN PASSENGER ENGINE, compared with 833 for horse haulage. In 1834 the Locks and Canals Company, of Lowell, Mass., and in 1840 Hinckley & Drury, of Boston, Mass., began building locomotives. 'The engines built by the latter firm were all outside-connected machines. The builders and inventors who have been named produced among them all the vari- ous features typical of the modern locomotive. It was necessarily given such form that it would work safely and efficiently on rough, ill-ballasted, and often sharply winding tracks; and it soon became evident that the two pairs of coupled driving wheels, the forward swiveling truck, the system of equalizing suspension bars by which the weight is distributed fairly among all the wheels, whatever the position of the engine or whatever the irregularity of the track, were essen- tial features of a locomotive working under such conditions. Time, moreover, has shown that they were also excellent features for smooth roads. The 'cow-catcher,' or pilot, placed in front to remove obstacles from the track, the bell, and the whistle were also American developments. The severity of the winter storms compelled the adop- tion of the 'cab,' and the use of wood for fuel led to the invention of the spark-arrester for wood- burning engines. The hea%'y grades of American