Northeast Historical Archaeology Volume 4 1974 Symposium on Industrial Archaeology, Article 4 Paterson, N.J.

1975 An Examination of the Technology that Evolved from the Rogers & Machine Company, Paterson, NJ Ralph J. Leo

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Recommended Citation Leo, Ralph J. (1975) "An Examination of the Technology that Evolved from the Rogers Locomotive & Machine Company, Paterson, NJ," Northeast Historical Archaeology: Vol. 4 4, Article 4. https://doi.org/10.22191/neha/vol4/iss1/4 Available at: http://orb.binghamton.edu/neha/vol4/iss1/4

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Ralph J.Leo

IN TROD UCTION when early canals wer'e still under con­ struction, several pioneers became inter­ ested in the railroad as the possible Until 1815, the southern agricultural primary transportation source for America plantations, northern iron plantations, (Taylor 1951 : 76). Already, some 100 and small community-oriented sawmills years earlier in Britain, Thomas Savery and gristmills supplied services and pro­ and Thomas Neucomens bad perfected the ducts on a very small scale (Taylor 1951: modern type of stationary steam engine; 5-6 ). When population increase and in­ within 50 years it had been improved flux required increased production of steadily and used regularly for power in the basic necessities, horne industry no mining operations. These engines gener­ longer sufficed. It became apparent that ally operated pumps that eliminated water the United States would become an active from the mines, but t hey soon began to participant in the growing international power l oaded cars on tracks for hauling trade. ore (Bruce 1952: 18-19). After the , the United Horse- drawn mining cars or wagons on States realized its potential to pro­ tracks were also used in Britain, and, duce certain basic, marketable products, in some instances, in America . One such such as iron, cotton, wood, and char­ early example was Silas Whitney's 1807 coal--components necessary to industri­ inclined railway used to move bricks and alization and economic and social growth. kiln products at Beacon Hill, Massachu­ But the country was still agrarian, with setts (Bruce 1952: 7). few large, densely populated areas (Tay­ With the English commercialization of lor 1951 : 6), a primitive transportation the railroad in the early 1820's (White system, and an almost nonexistent commer­ 1968: J), a handful of American survey­ cial transport network, consisting in ors and engineers began to realize the limited r iver travel . The lack of ade­ advantages of motive power for mass, rap­ quate transportation systems became in­ id, and overland transportation. On July creasingly evident with the growing need 4, 1828, construction of the to move people and goods (Taylor 1951: and Ohio Railroad began (Joseph 1975: 13-14 ). 146), and in 1829, the Ame r ican engineer One of the few solutions offered for John B. Jervis's 26-year- old agent in the problem of overland transportation England, Horatio Allen, in a transac­ was the construction of a networ k of tion for the Delaware and Hudson Canal canals. Overall, canals were a dismal Company, imported the first four loco­ failure . The tremendous sums of capital motives, including the Stourbridge Lion needed for construction and the long (Fitzsimons 1971: 86- 87; Bruce 1952~ 21). periods of time required for completion Some three years later, Jervis was to proved highly unsatisfactory for rapid­ contribute one of the most important in­ ly evolving industrial America (Taylor ventions to engineer­ 1951: 55) . ing--the leading truck (Fitzsimons 1971: In t he opinion of economist George R. 96). The leading truck Taylor, "It was the misfortune of most canals to become obsolete even before . . . is a frame supported by two pairs they were opened for traffic . The advan­ of small wheels. The frame itself is tages of the railroad were so great that attached by a swivel to another frame even the strongest canals could not long which supports t he front section of a retain a profitable share of the busi- locomotive's boiler. This arrangement 24 ness" (Taylor 1951: 55). Therefore, steadies and guides the locomotive on curved sections of track. (Fitzsimons for 100 pairs of wheels and axles for 25 1971: 86) Horatio Allen and the South Carolina The leading truck accomplishes the lead Railroad (Forney 1886: 2). Equipped now point on the necessary three-point sus­ with the patterns and drawings he com- pension. pleted during his assembly of the McNeiU, Despite the facts that hardly any Rogers responded to the demand for steam track had been laid in America and most locomotive engines by preparing to con­ railroad companies were rapidly organ­ struct a locomotive in his Paterson shops ized and financially unstable, the call (Nelson and Shriner 1920: 352). for railway service was unprecedented To understand Thomas Rogers' venture and immediate. The need for locomotive into locomotive construction, we should engines was directly related to this nev1 consider the condition of the field of demand for railroads. By 1830, the Brit­ steam engine building in America in ish manufacturers had already perfected 18J5. British industrialization was the basic design of their locomotive flourishing, whereas American industry (White 1968: 7), whereas America was not was in its earliest stages. In the yet equipped to produce engines. In United States, different climate, ter­ fact, the first locomotive produced in rain, finances, and experience from those the United States was in 1830, by the of Britain necessitated the evolution of West Point Foundry Association of New similar but different areas of technology York City. It was called the Best (White 1968: 7- 8). In understanding the Friend (Bruce 1952: 22-23). basic technology of steam locomotive But the rapid growth rate of early building during this early period, we 19th-century America was established, must remember that the mechanical, tech­ and the growth of railroads was corol­ nological, scientific, and engineering lary. As the processes of industrial­ fields were in their infancy, primarily ization took place in America, increas­ concerned with the use of iron as the ing numbers of locomotive engines were major component in the developing indus­ needed and imported from Britain. "In tries of the Industrial Revolution (Tay­ all, between 1829 and 1841, about one lor 1951: 5) . Also, these early American hundred and twenty were im­ industries were still water powered; en­ ported" (White 1968: 7). ergy produced from other elements was In 1833, "Judge Dickerson, then Pres­ virtually negligible. ident of Paterson and Rail­ In these considerations we must also road, ordered a locomotive, which was realize that steam locomotive technol­ called the McNeitZ, from George Stephen­ ogy, like all technologies , developed son . .. " (Forney 1886: 10). Stephenson over a period of time, having many con­ and his gifted son Robert exerted the tributors in many fields and areas of major influence in British locomotive study and correlating past successes and construction during this early period failures with present designs. As infor­ (Fitzsimons 1971: 87). Several features mation concerning locomotive construction that eventually contributed to the dis­ evolved from raw data to proven fact, and tinction of American engineering, with as channels developed to communicate this respect to the basic British design, were knowledge, the realm of steam locomotive actually surviving, or reevolving, de­ engineering was created. "The boring tails of early Stephenson engines (War­ machine had been introduced in England ren 1970: 309). in 1775, the shaper in 1808, and the The Paterson and Hudson River Rail­ planer a decade later . .. '' (Comstock road received the McNeill in components 1971: 51). In America, (The Railway and Locomotive Historical Society Bulletin 44 1937: 43) and be­ The first steam locomotives were nec­ cause of their previous orders for struc­ essarily very crude in design and tural iron from the firm of Rogers, Ket­ construction, since there was little chum and Grosvenor for the then under or no accumulated engineering know­ construction railway, hired Thomas Rogers ledge to draw upon, and no means to assemble the engine (Trumbull 1882: available to produce and machine 114). It took Rogers nearly a month to heavy castings and forgings cr to complete the work, but when he delivered roll and fabricate large boiler it it was in good running order and was plates, all the parts entering into well received (Lucas 1933 : 34). the construction of the locomotives Therefore, by 1835, Thomas Rogers had were shaped by hand, requiring time been introduced to locomotive construc­ and patience as well as skilled tion. In 1832, he had filled an order c~aftsmen. (Bruce 1952: 26) 26 Despite these conditions, many indi- In commenting on this first engine in viduals and organizations brought prog­ 1882, John Cooke, a Paterson locomotive ress to t he field of locomotive con­ builder, noted the following: "With its struction. Certainly one of the major round- top boiler, two drivers and wooden contr i butors to the design of the loco­ frame, it was quite a differ ent affair motive that became the standard for from the locomotive of the present day" Amer ican railroads in the mid- 19th cen­ (Trumbull 1882: 116). But the Sandusky tury was the Roger s Locomotive and Ma­ should not be dismissed solely as Rogers' chine Company. (Upon the death of Thomas first engine. It marks Roger s' intro­ Rogers in 1856, Rogers, Ketchum and duction into the field of locomotive Grosvenor reor ganized, changing its name construction, and has a mechanical si g­ to the Rogers Locomotive and Machine nificance of its own as well. The San­ Company . ) dusky illustrates Rogers' mechanical The following pages chronicle the creativity-- his ability to innovate on a development of the steam locomotive product. technology employed in the shops of the During the year and a half it took to Pater son, N.J. locomotive builders, fo­ complete the Sandusky, Rogers made some cusing on the Rogers Locomotive and Ma­ very significant advances on the pattern chine Company's progressive, innovative and dr awings of the Stephenson engine he design. They attempt to show some of the had previously assembled. The Sandusky valuable efforts championed by Thomas was a basic 4-2-0 with a wooden frame and Rogers and William S. Hudson, his chief two driving wheels about 4.5 ft . in diam­ engineer. eter, which were situated in front of the furnace (Trumbull 1882: 116; Bruce 1952: THE SANDUSKY- - 26); the truck had four JO-in. wheels ROGERS' FIRST LOCOMOTIVE (Nelson and Shriner 1920: 352). "The furnace, in plan, was semi-circular at In 1835 some additional buildings were the rear part, and it had a hemispheri­ begun by Rogers, Ketchum and Grosvenor cal top surmounted with a dome" {For- with a view to the manufacture of lo­ ney 1886 : 14). The cylinders were ll in. comotives; it was not, however, until in diameter with a 16-in. (Nel­ eighteen months afterward that the son and Shriner 1920: 352), and the main first locomotive, the Sandusky, was valves were of the ordinary D- patter n, turned out after many difficulties employing a simple hook-motion type of had been surmounted. On the 6th of valve gearing (Forney 1886: 52). "The October, 1837, the Sandusky was final­ eccentrics were outside the frame, the ly completed and a trip made from eccentric rods extending back to the rock Paterson to Jersey City and New Bruns­ shafts, which were situated under the wick and back .• .. The time actually foot-board; the smokepipe was of the bon­ required for the construction of the net kind .. • " (Trumbull 1882: ll5). (See Sandusky was sixteen months , during Fig. which tools had to be made , numberless 3-l. ) experiments tried and men instr ucted in the work . . . . The performance of this first engine was perfectly sat­ isfactor y . . .. It was continued in service many years, until the traffic of the road required a larger class of engines to do the work. (Trumbull 1882 : 114)

Figure 3-1. The Sandusky, Thomas Rogers' fir st loco­ motive, 1837, (White 1972: Plate 16, ) 27

Figure 3-2. Driving wheels produced at the Grant Locomotive Works , Paterson, N.J., in 1871. Note the counterbalancing weights and the broken section of hollow-cast rim and spoke. (A Deseription of Loeomotives • •• 18?1.)

Rogers did not invent the American In 1882, Trumbull wrote the following 4- 2- 0; it was a design that evolved from concerning counterbalancing: "Among the the Stephenson 2- 2-0 Planet types (Reed improvements introduced in this first 1971: 73), and was displayed by John B. engine perhaps the most important was Jervis on the Experiment, built by the counterbalancing, . .. " (Trumbull 1882: West Point Foundry in 1831 (White 1968: 115 ). Thomas Rogers patented counter ­ 33). Nor did he invent the round boiler, balancing July 12, 1837: "The nature of or any of the other basics from the Brit­ my improvement consists in providing the ish design; in fact, the wooden frames section of the wheel opposite the crank with outside bearings and the D-shaped with sufficient weight to counter balance firebox are directly evolved from Ste­ the weight of the crank and connecting phenson engines (Warren 1970: 309). rods, making the resistance of the engine However, Rogers did create new methods less in starting and in running .• •• " (For­ of technology for achieving a better con­ ney 1886: 12). Rogers achieved this by structed 4-2-0. Some of those improve­ solid casting the rim of the wheel oppo­ ments survived better than 50 years as site the crank, whereas the rest of the the accepted mode of locomotive build­ wheel was hollow, as was the wheel on the ing. Of these advances, the two most crank side (Forney 1886: 12). "The impor­ important were (1) a new scheme for the tance of counterbalancing was not gener al­ construction of locomotive wheels, and ly recognized as being necessary until (2) the introduction of the idea of several ~ears after i t had been intro­ counterbalancing- -i.e., supplying com­ duced by Mr. Rogers, and when· attention plementary weight to offset the weight was finally attracted to its importance of the crank, rods, and piston. "The many yet doubted the necessity of balanc­ driving wheels of the engine were made ing anything more than the cranks" (Trum­ of cast iron, with hollow spokes and rim, bull 1882: 115). Yet, in 1890 Forney re­ which at the time was a remarkable nov­ lates that counterbalancing is the method elty" (Forney 1886: 12). Not only was to be employed in overcoming the weight this scheme adopted in the locomotive of the valve gearing (Forney 1890: 264). centers of Philadelphia and Paterson Two lesser, but still noteworthy, im­ (Norris 1853 : 268; Ferrell 1971 ), but provements introduced in the Sandusky Matthias Forney, in his 1890 Catechism were a steam whistle and a bonnet-type of the Locomotive, instructs that the stack on the boiler. The whistl e was a central portion of the wheel--i.e., the steam-operated cup type, located on the hub, spokes, and rim--are cast in one top rear of the boiler; it was small and piece. Usually the hub and the rim, and shrill (Comstock 1971: 94). The smoke­ sometimes the spokes , are cast hollow pipe rose from the front end and had a (Forney 1890: 285- 86; see Fig. 3-2). bonnet-type cap, with"· · · a deflecting 28 cone curled over at the edge in the formula that would incorporate the tech­ centre, so as to deflect the sparks down­ nical improvements necessary to meet the ward and thus prevent their passing fast-moving demand for train and locomo­ through the wire bonnet .... " (Trumbull tive service. "The necessity of securing 1882: 115 ). regularity in the transport of trains, A last consideration in this brief whether passenger or goods, was pressing examination of the Sandusky is the pro­ and paramount, and afforded sufficient gressive design in locating the driving materials for thought and experiment" wheels. At this early stage, Rogers (Norris 1853 : 208). However, the crafts­ realized that the power of a locomotive manship of these early Rogers engines related directly to the amount of adhe­ was attested to in the American Railroad sion its driving wheels had to the rails, Journal and Mechanics Magazine , December and that this adhesion drew directly from 15, 1839: the amount of weight exerted downward up­ The truck frames, whether of wood or on the driving wheels (Roper 1888: 101). iron, were admirably stiffened by Therefore, he located the driving wheels diagonal braces, and where the crank between the furnace and the and axle is used, the large frame is very let the weight of the furnace hang over strongly plated in manner of Stephen­ behind the wheels. He obtained hanging son's engines ... as a last remark we weight forward from the cylinders, valve would observe, that there is more fin­ gearing, smokebox, etc., establishing a ish on the engines of Messrs. Rogers , method for the engine's entire weight to Ketchum, and Grosvenor than we are in be exerted downward on the driving wheels (Forney 1886: 21). the habit of seeing; some parts usual ­ The success of the Sandusky was unpar­ ly painted black being highly pol­ ished. (Forney 1886: 14-15 ) alleled. In an 1882 account, Rogers' first engine was still reported in serv­ iceable condition some 45 years after its THE 4-4-Q LOCOMOTIVE construction (Trumbull 1882 : 114). In Philadelphia in 1836, the chief engi­ After the completi on of the Sandusky neer for the Philadelphia, Germantown and and until 1840, Rogers, Ketchum and Gros­ Norristown Railway, Henry R. Campbell, venor produced approximately 25 more lo­ introduced a second pair of driving comotive engines (Trumbull 1882: 147), wheels on a locomotive he patented (Bruce most of which were the basic Sandusky­ 1952: 25) . This engine had a four­ type 4-2- 0's. The Stockbridge, completed wheeled leading truck and f our- coupled in 1842, is 4-2- 2, incorporating the use driving wheels--a 4-4-0 (Forney 1886: 16). of two trailing wheels behind the drivers This first 4-4- 0- type engine was huge for (Forney 1886: 16). its time and particularly stiff in oper­ Rogers experimented wi th ating; by and large, it was highly un­ positioning and methods to increase adhe­ successful (Bruce 1952: 25; see Fig. sion (Trumbull 1882: 119); he also ex­ 3-J). It was not until a series of basic perimented with and rod posi­ tioning as well as general lengths and sizes of various systems and components. But, like all other major locomotive builders, Rogers had yet to arrive at a

Figure 3-3. This drawing demonstrates Henry R. Campbell' s 18)6 patent for four-coupled driving wheels. (White 1972: Plate 17. ) 4-4-0, and from 1838 to 1840 the Phila- 29 delphia firm of Eastwick and Harrison was the only producer of coupled- driving wheeled locomotives, with less than 20 in service in the United States. By 1840, Rogers recognized the sig­ nificance of this coupled-wheel design and quickly began to produce it. Between 1840 and 1844, he constructed nearly 20 of these 4-4-0's of all sizes and capac­ ities (White 1968: 48) . This type of locomotive engine rapidly became the most popular on American railroads. It was well suited for all types of service, Figure 3-4. Joseph Harrison's equalizing competent and reliable because of its lever, patented 1838. (Comstock 19?1: 66; few parts, inexpensive in its initial redPawn by Lynda de Victoria.) cost , and easily maintained. It also provided ampl e power with its coupled driving wheels (White 1968: 46). advances were made in the design of sus­ By 1844, Rogers had adopted the 4-4-0 pension and running gears that the 4-4-0- as his basic design, and had set to work type locomotive became suitable for Amer­ to improve it. In the late 1840's, he ican railway service. Running gear of a experimented with positioning of driv­ locomotive consists in those parts- ­ ing wheels, locations of springs and truck, wheels, axles, and frames--that equalizers, and several variations in carry the rest of the engine (Forney bearing positions, inside or outside. 1890: 268). With the rear weight r est­ He had also adopted independent cutoffs ing on one point on each side of the on the valves (Forney 1886: 17-18). But, locomotive and the front end resting on generally, the basic design of the 4-4-0 one point in the center of the leading remained constant from 1840 to 1850: truck, there is formed the desired boilers were built and set low on the three-point suspension (Forney 1890: frames; the leading trucks employed a lJ). "Now it is a well known fact that short wheelbase; and the Bury firebox and any tripod . . . will adjust itself to any hook-motion valve gearing commanded the surface . .. therefore it is of the ut­ most attention (~~ite 1968: 52; see Fig. most importance that a locomotive should J-5 ). be able to adjust itself on its points of support .• • " (Forney 1890: 14). THE "AMERICAN-T YPE" For this adjustment to occur on three 4-4-0 points, over uneven track, ·Joseph Harri­ In the early 1850's a new, modern, loco­ son, a Philadelphia locomotive builder, motive was introduced. perfected the locomotive equalizing lev­ er in April 1838 (Reed 1971: 74). The During the first few years after the equalizing lever enabled the entire opening of the railroads the class of weight of the locomotive to be spread improvements comprising the gradual equally over the driving wheels, creat­ enlargement of dimensions, as neces­ ing maximum adhesion and minimum wear on sary for maintaining higher rate.s of bearings (Kirkman 1902: 82) and effecting speed and the transport of heavy bo­ smoothness of ride by keeping all wheels dies, the better disposition and pro­ in firm contact with the rails (Com­ port ionment of the component parts, stock 1971: 66; see Fig. 3-4). "Nine­ and the selection of suitable materi­ teenth-century American locomotive build­ als capable of resisting heavy strains ing was distinguished by conservatism and and various other causes of derange­ a steadfast resistance to the acceptance ment and decay, demanded, in conse­ of novel, or 'new fangled, 1 designs. quence of their direct influence upon This conservatism was essentially an in­ the traffic of the companies, unre­ telligent rejection of many foolish re­ lenting attention. (Norris 1853: 208) forms and patents eagerly promoted by im­ Although this new locomotive was still practical or even fraudulent inventors .•• the basic 4-4-0, several very important however . .. genuine improvements were changes had occurred: a new shaped boil­ recognized and freely adopted as they er appeared; the wheelbase of the leading slowly evolved . • • • " (White 1968: 4). truck had been increased, allowing room This was t~e case with tbe perfected for the cylinder to be lowered parallel I" -===---..,. 30

Figure 3-5. Typical example of basic 4- 4- 0 locomotive com­ mon until 1850. (White 1972: Plate 24.)

_r

to the track; and the adopt ion of the new this position for nearly ten years {White smoother shifting link motion replaced 1968 : 14 ). the old hook- motion form of valve gearing. There were many predisposing and pre­ This type of engine was first produced by cipitating factors for the evolution of the Rogers Locomotive and Machine Company the 1852 design and for its success in in 1852 ( Forney 1886: 19), and although becoming the American locomotive. By Rogers himself did not invent these in­ 1850, locomotive construction technology di vidual features, he was the first to haG reached a point, with other coinci­ realize their combined importance, and dental industries, that allowed complex therefore rightfully deserves credit for castings to be accomplished and incr eased their combined introduction (White 1968: the availabil ity of manufactured iron 52). "It would be difficult to exagger­ stock. In other areas of construction ate the importance of this single class technology, McQueen's cylinder saddle of of l ocomotive to the nineteenth- century 1848 allowed the locomotive's cylinders American railway. No other general pur­ to be mounted between the truck wheels pose locomotive enjoyed a greater popu­ (White 1968: 207); heretofore, cylinders larity, and few proved as useful or satis­ had to be mounted on the smokebox (Reed factory in performing the work t hey were 1971: 75; see Fig. 3-7). The use and required to do" (White 1968 : 57). These perfection of cast iron in America proved locomotives were very popular, and be­ to offset the lack of good wrought iron cause of their overwhelming success were manufactured i n the country. In fact, i n t remendous demand; within three years, cast i ron was the major material used in every major locomotive manufacturer was wheel and tire production for the Ameri­ constructing American-type 4-4-0's (Reed can-type locomotive {Reed 1971: 87). In 1971: 77; see Fig. 3- 6). 1834, only one iron planer existed in the Rogers Locomotive Works production whole state of in t he shops rose from 1 i n 1837 to 103 in 1854 (Trum­ of Coleman Sellers and Sons (Comstock bull 1882: 120). In the early 1850's, 1971 : 63), and production of such things Rogers became t he nation' s leader in l ocomotive construction and maintained

Figure 3-6. "American- type" 4- 4- 0, a standard product of the Rogers Locomotive and Ma­ chine Company, aa. 1865. Note t he wheel positioning, link motion, and wagon-top boiler. (White 1972: PLate 27.) 31

Figure 3-7, Cylinder saddle and cylinders, produced at Grant Locomotive Works, Paterson, N.J. , in 1871, (A Description of Locomotives ••• 1871,) as locomotive cylinders was incredibly by the locomotive without the wheels time-consuming. But by the mid-1850's, slipping {Fitzsimons 1971: 88). a locomotive cylinder 15 in. in diameter Another predisposing factor in the could be produced in approximately 20 success of the American-type 4-4-0 is the hours (White 1968: 206). direct influence the large commercial lo­ Meanwhile , improved methods and mate­ comotive builders had on mechanical de­ rials in building the roadbeds had devel­ velopments (White 1968: lJ). The larger, oped. Until 1840, over half the rail­ more economically powerful industries roads operating in America were still could dominate design by sheer production using strap iron on wood rails and wood­ numbers. en crossties (Reed 1971: 74), but the The Civil War was a major factor in demand for larger and more powerful en­ boosting the Rogers 1852 design to prom­ gines caused more substantial roads to inence. Before the war, many 4-4-0 en­ be built, more in the style of today's gines were used in the North and the r oadbed (see Fig J-8). Also, the prob­ South. During the conflict, southern lem of enough downward force on the driv­ locomotive construction was greatly in­ ers had been temporarily overcome by the hibited, whereas northern builders pro­ use of coupled driving wheels, and the duced many engines for the U.S. Military focus turned toward tractive force as the Railroad. Approximately 300 locomotives need for larger machines was realized. were in military service during the war, Tractive force is the ratio of the load nearly 95% of which were of the American of the train on the locomotive drive 4-4-0 design (Reed 1971: 79). One order wheels to the weight that can be pulled from the U.S. Government to the Rogers

Figure 3-8, Example of wrought-iron cap on wooden rail, found in archeological excavations of Rogers boiler shop, 1974. Inset: Closeup of rail and spike. (Courtesy of G.F.D. Arche­ oZogy Project, Lynda de Victoria.) 32 Locomotive and Machine Company was for and upgraded reliability of engines (For­ 19 engines, at $20,000 each (Bishop 1868: ney 1886: 22). 224 ). Until his death in 1881, Hudson con­ Perhaps the most important precipi­ tinued the innovative engineering of tating factor involved in the develop­ steam locomotives that became a trade­ ment of the 4- 4-0 design of 1852 was the mark of the Rogers Locomotive and Machine hir ing of 42- year -old English-born Wil­ Company. As Matthias N. Forney, the liamS. Hudson. As John H. White, Jr., noted 19th- century author on steam loco­ of the Smithsonian Institution points moti ves, relates in 1886, out, " ... it should be noted that Wil­ liam S. Hudson became superintendent of .. . the per fection of the moder n Amer­ the Rogers works precisely when the first ican type of locomotive is due t o the modern engines were built, in 1852" ingenuity, mechanical skill, and sound (White 1968 : 53). In 1850, Hudson at­ judgment of .. . Mr . Thomas Rogers, and t r acted Thomas Rogers' attention when, to his successor--Mr. William S. Hud­ as master mechanic of the Attica and son. Both of them have l eft a record Buffalo Railroad, he devised a plan to of their genius and ability in their repair leaky boiler flues, a problem designs, which are imi tated today, and that had always plagued the steam loco­ which pr omise to survive until loco­ motive boiler (Forney 1886 : 29). As motives are superceded. ( Forney 1886: noted in The Science of Railways, Pr eface) The reason flues leak when exposed to As previously stated, this new, Ameri ­ cold ai r is that the fire expands the can- type modern locomotive featured a flues and flue sheet (to which the level cylinder, employed i n a spread­ flues are fastened), and when the cold wheeled leading truck; a wagon- top boi l ­ air strikes them they contract, and er; and the link-motion type of valve the flues being lighter than the flue gearing. British author Brian Reed has sheet, they contract faster, leaving an stated the following: opening between the flue and its hole The Rogers prototype was a front- drive in the flue sheet. Pumping a great locomotive with increased coupled quantity of cold water rapidly into a wheelbase i nto which was dropped a hot boiler will have the same effect. deep round- top firebox; a wagon- top (Kirkman 1902: 36) or coned boiler barrel; a long- spread truck wheelbase that allowed the cyl­ Other builders complained of this se­ inders to be brought down ... to the rious problem (Roper 1888: 223), and most horizontal; ample distance between agr eed that employing tube-rings or thim­ truck and fir st coupled axle, which bles would par tially remedy it (Nor ris permitted connecting rods of a length 1853: 249-50). The r emedy was partial seven to eight times the cr ank throw because the thimbles were exclusively and so gave light up and down thrusts wrought iron, and would react in the same on the slide bars; and three-poi nt way if massive doses of cold air or water compensated suspension, the Harrison prevailed in the boiler. After much ex­ patent for which had by then expir ed. perimentation, Hudson realized that cast­ (Reed 1971 : 77) i r on thimbles would r eact in congruity with the f l ues and flue sheets, thus The locomotive also had supplementary out­ eliminating the need for r ecaulking, once side frames to support the and running done (Forney 1886 : 29). This design was board, and employed both outside and in­ so effective and it so impressed Rogers, side bearings. The valve gearing was a that later in t he same year a locomotive shif ting- link motion hung from below (For­ was pr oduced with cast- iron thimbles on ney 1886: 19). A closer examination of its boiler flues (Bishop 1868: 223) . these features is required, for their com­ When Thomas Roger s died in 1856, Wil­ bination applied to a basic 4-4- 0 loco­ liam Hudson was appointed super intendent motive became the most successful engine of the works, and thus became chief of ever developed. design and engineering of locomotives The leading truck served several major (Forney 1886: 20). Hudson continued to functions on the steam locomotive . It pr oduce and impr ove the Amer ican 4-4-0 was mainly the front-end support for the design that he and Rogers had i ntroduced weight of the f r ame, boiler, smokestack, in 1852 (Reed 1971: 77). His many i m­ smokebox, and cylinders, all of which provements principally concerned mechan­ rested on the truck's center pin, thus ics and logical integrations of moving accomplishing the lead point in the par ts, improved construction techniques, thr ee- point suspension (Forney 1886: 82, 84). The truck could guide the engine lower, parallel to, and between the now 33 through switches, curves, and uneven spread wheels of the truck. On most lo­ track because the axles were not held comotives, the wheels were spread from rigidly at right angles to the frame but 5 to 6ft. apart (Forney 1890: 280-81). could swivel to assume positions equal This new spread truck not only distrubuted to that of the curves (Forney 1890: 269). the front weight of the locomotive more According to Forney's Catechism of the evenly over a greater area, but also in­ Locomotive, a leading truck construction creased front-end stability because of consisted in the wider stance (Reed 1971: 87). The ... two pairs of wheels .•.. attached lower cylinder not only delivered more to a frame, ... . The axles have truck­ power but also reduced wear on recipro­ boxes, and brass bearings ... . These cating parts. By 1855, most builders boxes work in jaws .... The frame had adopted this design (White 1968: . .. is of rectangular form and is 207) . forged in one piece. The legs which Another major feature of the American­ form the jaws for the boxes, are type 4-4-0 design was the wagon-top added bolted to the frame . . .. To the lower to the basic straight boiler. Steam was end of these legs a brace is bolted, generated in the boiler, where water came in contact with the heated surfaces. It which thus unites them together. On each side one spring is placed under then rose to the top of the boiler, where the frame and in the reverse or in­ it was drawn off and utilized. As more verted position to that of the driv­ power was desired and as fuel changed ing springs. A pair of equalizing from wood to coal, the size and shape of levers is placed on each side of the the firebox also changed. The firebox truck, one of them on the inside of end was made larger t han the cylindrical the frame and the other on the out­ section, making more room for steam to side ••.. The ends of these equalizers collect (Kirkman 1902: 50-51). This rest on the top of the truck-boxes, additional steam room, and thus more and the springs are attached to the steam, was well received because the ex­ levers by the hangers. The truck tra power moved more freight on heavier frame rests on the top of the spring trains (Roper 1888: 173). Builders strap, which is ... rounded ... so gained the additional space by raising that it can move freely about the the iron plates comprising the boiler point of support. (Forney 1890: top sheet by some 4 to 12, or even 18 in. above the cylindrical part (Forney 1890: 314-16) 109-10). These iron plates were wrought This frame was of wrought iron, with and about 1/4-in. thick on the cylindrical either cast- or wrought-iron pedestals sections, with 5/16-in. plate used for bolted to it (Forney 1886: 69-70; see the wagon-top (Reed 1971: 87). Fig. J-9 ). The advantages of the wagon-top boiler As the need for larger and more power­ over the straight-top boiler were many, ful locomotives prevailed, it was certain beyond the fact that more steam room was that larger cylinders would be used. created. When impure water was used, a Mounting and positioning of the larger condition known as foaming could occur-­ cylinder were problems, but the cylinder i.e., the impurities would bubble up and saddle allowed the cylinder to be placed be drawn off with the steam. This water in the steam would introduce water into the cylinder, a serious condition known Figure 3-9. A leading truck, as produced by as p~~ng. The additional space in the the Grant Locomotive Works, Paterson, N.J., wagon-top afforded gr eater control of 1871. (A Description of Locomotives ••• 1871.) foaming, thus reducing the chance of priming. Another problem in boilers was the cr own sheet, which received the major heat and needed constant repair and clean­ ing. The additional space in the boiler top allowed more room for workmen to make repairs . Also, this longer boiler spread the weight more evenly on the drivers and over a greater area, relieving some of the weight on the front truck. This dis­ tribution increased adhesion on the driving wheels and lessened wear on the truck's center pin. 34 Figure 3-10. Typical wagon-top boiler. (Com­ stock 1971: 102; redr(]L)n by Lynda de Victoria. )

Crown

The other advantages were in areas not and eccentrics that worked in an inte­ then fully understood--fuel economy and grated way with motion of the valve, preheating of water to reduce the amount during the proper portion of the piston's of fuel needed to make steam. With a stroke. The main objectives were saving larger boiler and more steam space, more steam, economizing fuel, gaining maximum water was kept hot in the boiler, reduc­ force from available energy, and having ing the need to overcome large amounts a smooth operation of the valves, so that of cold water introduced into the boiler. the piston's stroke was smooth (see Figs. Also, this higher top space allowed dryer J-11 and 3-12). steam to collect, effecting fuel economy Locomotive builders understood that a and providing more powerful steam (Roper type of variable control was required to 1888: 169- 70). Rogers introduced the meet the demands of different operating wagon-top boiler on locomotives in 1850, conditions. Leaving the intake ports and rarely strayed from this type of open throughout the entire stroke of the boiler design (Forney 1886: 24; see Fig. piston ensured maximum power for starting J-10). and hauling on grades. However, under The final new addition to Rogers' and normal conditions and at a higher rate Hudson's 1852 4-4-0 design we shall dis­ of speed, the large portions of steam cuss was a new type of valve gearing; it admitted to the cylinder did not have marked an important step for the Rogers enough time to escape, which resulted in Locomotive and Machine Company, as well back pressure and engine bucking (Corn­ as for locomotive engineering in general. stock 1971: 109- 10). "Thus at anything Actually, Rogers may have applied this above a crawl it was desirable to admit form of valve gearing on locomotives for steam during only a portion of the the Eastern Railway of.Maine in 1848 and strokes. This not only insured smoother the Hudson River Railroad in 1849 (Trum­ motion but allowed the steam to work ex­ bull 1882: 142). At this time, Rogers pansively while it was trapped in the departs from the old hook-motion form of cylinders . .. " (Comstock 1971: 109-10). valve gearing and champions a new design. The earlier hook-motion valve gears were Born and applied in controversy, it was not sufficiently adjustable to meet the later regarded as one of the most impor­ requirements of enough, but not too much, tant advances in steam locomotive tech­ steam, and builders compromised by lim­ nology (Warren 1970: 359), equal perhaps iting the intake to one-half the piston with the invention of the multitube boil­ strokes. This was called a 50% cutoff er or the blast-pipe exhaust (Reed 1971: (Comstock 1971: 110). The link-motion 153-54). As Whi te points out, "Rogers' form of valve gearing"··· combined all reputation as a first-rate practical the desirable f eatures of locomotive mechanic and the position of his company in a remarkably simple and as one of the largest locomotive works rugged arrangement. It was r eversible had an unquestioned bearing on the suc­ and offered a variable cutoff in both cessful introduction of the link-motion forward and reverse-- all with less than to American practice" (White 1968: 197). half the number of parts required in most Valve gearing on a steam locomotive hook-motion variable cutoff gears" (White consisted in a series of levers, rods, 1968: 195 ). 35

Figure 3-11. Link-motion type of valve gearing attached to eccentrics and frame, produced by the Grant Locomotive Works, Paterson, N.J., in 1871. Note individual link, lower left . (A Desaription of Loaomotives ••• 1871 . )

The link-motion valve gearing was de­ The major feature of the link motion veloped in the early 1840's, in the shops was its efficiency or capacity to work of in Newcastle, England steam expansively. At first, it was not (Warren 1970: J6J-64). It was first ap­ fully understood or accepted as reason­ plied to a locomotive in 1842 (Trumbull able by railroaders. "The history of the 1882 : 142), and was used so widely by locomotive engine may ... be divided into Robert Stephenson that many people adopted two periods-- the first a period of in­ his name to it-- i.e . , the "Stephenson­ creasing, the second a period of decreas­ link motion" (Warren 1970: J6J). In the ing consumption, as respects the article mid- 1840's, Rogers received a working of fuel" (Norris 1853: 208). The link model of the Stephenson-link motion from motion enabled the locomotive engine to his agent in England, and began to study be worked, to an extent, expansively it with his friend and competitor, Pater­ (Norris 1853: 276). Working a steam en­ son locomotive builder John Cooke (Trum­ gine expansively means to set the valves bull 1882 : 142). When Rogers first in­ in a prescribed manner so that the steam troduced the link motion on his engines, in the cylinder will complete the re­ most other builders opposed it for one quired work when the valves cut off the reason or another (Forney 1886: 53), but supply, thus economizing fuel (Kirkman Rogers, later joined by Hudson, realized 1902: 89 ). the many benefits of the simplicity, An excellent mechanical description smoothness, and efficiency of the Stephen­ of the Stephenson-link is offered in The son-link. Iron Horse:

Figure 3-12. Eccentrics, produced in 1871 by the Grant Locomotive Works, Paterson, N.J. (A Desaription of Loaomotives ••• 1871.) 36 Its prime movers were two pairs of rangement was the infinite choice of eccentrics mounted on an engine's main intermediate positions. A throttle axle. Each pair controlled the action artist could re-adjust the setting, of one of the locomotive's two slide notch by notch, until mere wisps of valves. In turn, one of each pair was steam flicked into and out of the set for forward running, the other for cylinders at high speeds. (Comstock reverse operation. The far ends of 1971: 110-11) the rods to which they imparted a push-pull motion were attached to the The link motion effected a great saving top and bottom of a crescent-shaped of fuel and freely utilized the steam member called a "link," whose central available (see Fig. 3-13). slot accommodated a sliding block con­ Another fuel-saving accomplishment of nected to the valve rod. When the the link motion was that it allowed in­ engineer's reversing lever was in a numerable settings of the timing for the vertical position, both links were valves, and accomplished the concept of held at a height which placed the lead. Lead was a valve refinement that horizontal axes upon which they rocked enabled steam to enter into the end of at a level with the blocks, and those the cylinder a split second before the parts remained idle. But if the lever piston reversed direction, cushioning the was thrown all the way forward, the shock of reversal and providing a com­ links were lowered until the blocks pletely open valve port for peak per­ were at the upper ends of the slots. formance at the onset of the next stroke There the full motion of the "for­ (Comstock 1971: 112). By the late 19th ward eccentrics" was delivered to century, the link motion is established them and they passed it along to the as the valve gearing for all types and valves. Conversely, when the links classes of locomotives (Roper 1888: 136- were fully raised by drawing the lever 37). to the rear, the "reverse eccentrics" The innovative practicality of the gave the blocks and valves comparably engineering that evolved from the Rogers long travel for backing up with max­ shops is evident in their adoption of imum power. The beauty of the ar- new designs; other manufacturers tended

Forward --

Forward-motion eccentric rod

Figure 3-13. Example of the simplistic move­ ments of the link-motion valve gearing, in forward and reverse. (Comstock 1971: 110; redrawn by Lynda de Victoria.) ._.- Reverse

Reverse-motion eccentric rod to retain their old designs. Rogers and vised a plan for equalizing the truck to 37 Hudson contributed greatly to creative the front drivers. His plan was success- locomotive construction, and to the ful and employed a heayY equalizer be- evolving technology that made mechani­ tween the truck and the drivers on the cal advancement possible. In 1888, engine's centerlir.e. The front of the Roper wrote, "Though locomotive building lever rested on the truck frame, and the has long ceased to be considered an art, other end was attached to a transverse yet it requires the utmost attention in bar connected to the front spring hang- respect to general design, construction, ers (White 1968: 174). and the selection of materials ... " Other specific examples of the Rogers (Roper 1888: 118). shops ingenuity follow. (1) Driving The shops that Thomas Roger s began, wheel brakes were applied as early as and William Hudson so ably directed, con­ 1872 (Hudson 1872: 5). Almost no other tinued to produce locomotives into the builder used brakes on locomotives be­ early part of the 20th century. They fore 1875, and only half the nation's then merged with American Locomotive locomotives had brakes by 1889 (White Company and relocated out of Paterson. 1968: 184). (2) Cylinder jackets ap­ peared on Rogers locomotives as early OTHER PROGRESSIVE TECHNOLOGY as l84J. Cylinder s were insulated, AT THE ROGERS LOCOMOTIVE SHOPS thereby conserving steam and fuel (White 1968: 207). (J) Hudson experimented A brief look at some other examples of in 1859 with feed-water heacers to the creative technology employed in the effect fuel economy (White 1968: 137- Roger s Locomotive and Machine Company's 38). (4) Hudson designed a boring mill, shops is a fitting conclusion to this built by William Sellers & Company and study. In the area of boiler construc­ acquired by the Rogers Works in 1871. tion, the generally accepted manner of The mill could a 16 by 24-in. cyl­ fastening boiler plates together was a inder in eight hours (White 1968: 206). lap of the plates wide enough for appli­ The technological contributions of cation of a double row of rivets. This the Rogers shops cannot be compar ed with had evolved from the method of single the development of locomotive-industrial riveting used on lower-pressur e boilers technology as a whole . However, given (Roper 1888: 181). In 1852, Rogers en­ larged the lap of boiler plates enough the time span in which the Rogers inno­ vations occurred, few other manufacturers to add a third r ow of rivets, while ap­ approached the performance of these Pat­ plying a covering strip inside the plates for added strength (Forney 1886: 32 )., erson shops. Another gener al practice in boiler construction was the application of REFERENCES wrought- iron plates with the fibers of the wrought iron running in the directi on A Description of Locomotives Manufactured by of the greatest stress (Norri s 185J: the Gr>ant Locomotive Works of Paterson, N.J. 240). "In making boilers with iron 1871 James Sutton & Co., . plates, Mr. Hudson always took great Bishop, Leander J. pains to ha'e the plates of such sizes 1868 A History of American Manufacturing and proportions that the 'grain' or from 1608 to 1860, Vol. J. Edward fibres of the iron around the barrel of Young & Co., Phila. the boiler would be i n the direction to Bruce, Alfred W, resist the greatest strain" (Forney 1952 The Steam Locomotive in America. w.w. 1886: Jl ). Norton & Co,, Inc., New York. With the invention of the two-wheeled Comstock, Henry B. leading truck and the advent of 2-6-0 lo­ 1971 The Iron Horse. Thomas Y. Crowell comotives, Hudson became involved in i m­ Co., New York. proving the two-wheeled truck. Two­ Ferrell, Mallory Hope wheeled trucks were constructed under 1971 Centennial Limited Edition of the 1871 the same general principles as four­ Grant Locomotive Works Catalog. Pru­ wheeled trucks, except that the frame ett Publishing Co., Boulder, Colo. extended some distance behind the axle Fitzsimons, Neal and the center pin was placed at the 1971 The Reminiscences of John B. JePVis . rear end, with the locomotive's weight Syracuse University Press, Syracuse, resting over the axles (Forney 1890: N.Y. 430). The early 2-6-0 ' s were too light Forney, M. N. in the truck and frequently derailed 1886 Locomotives and Locomotive BuiLding, (White 1968: 63-64). In 1864, Hudson de- Being a Brief Sketch of the Growth of 38 the Raitroad System of the Various Norris, Sept imus Improvements in Locomotive Buitding 1853 Norris's Handbook for Locomotive En­ in America Together With a History of gineers and Machinists. Henry Garey the Origin and Growth of the Rogers Baird, Phila. Locomotive and Machine Works, Pater­ The Raitway and Locomotive Historical Society son, New Jersey, from 1831 to 1886. Wm. S. Gottsberger, New York. (Re­ Buttetin 44 produced in 1963 by Howell-North 1937 The Railway and Locomotive Historical Books, Berkeley, Calif.) Society. Boston. Oct. 1890 Catechism of the Locomotive. The Reed, Brian (ed.) Railroad Gazette, New York. 1971 Locomotives in Profile, Vol. 1. Dou­ bleday & Co., Inc., Garden City, N.Y. Hudson, William 1872 Improvement in Locomotives, No. 129, Roper, Stephen 233. Patent from U.S. Patent Office. 1888 Hand-Book of the Locomotive, 13th ed. Paterson, N.J. July 16. Edward Meeks, Phila. Taylor, George Rogers Joseph, Richard 1951 The Transportation Revolution, 1815- 1975 Independence Summer--The C&O Canal. 1860. In The Economic History of the Esquire, Vol. 83, No. 5, p. 146. United States, Vol. 4. Holt, Rine­ Chicago. hart & Winston, Inc., New York, Kirkman, Marshall M. Trumbull , L.R. 1902 The Science of RaiUuays, Vol. 12. 1882 A Ristory of Industrial Paterson. World Railway Publishing Co., New Carleton M. Herrick, Paterson. York. Warren, J.G.H. · 1970 A Century of Locomotive Buitding by Lucas, Walter A. Stephenson & Co. David & Charles, 1933 City of Iron Horses. Raitroad Maga­ North Pomfret, Vt. zine. New York. June. White, Jolm H., Jr. Nelson, William, and Charles A. Shriner 1968 An Engineering History 1830-1880. 1920 History of Paterson and Its Environs Jolm Hopkins Press, Baltimore. (The Sitk City), Vol. 1. Lewis His­ 1972 Earty Amel'ican Locomotives. Dover torical Publishing Co., New York. Publications, Inc., New York.