Ten-wheel engines were also constructed; they were, in general, 

 intended for freight service and were the second most frequently 

 produced type of engine in the period 1 850-1 865. Price mentioned 

 in his recollections that a lo-wheel engine built in 1851 for the 

 Nashville and Chattanooga Railroad, the IT. .V. W'atlerson, had a 

 very heavy outside frame. 



The Moore & Richardson locomotives were often said to he copies 

 of Rogers engines, but a close examination of existing photographs 

 has convinced me that this resemblance goes no further than the 

 general arrangement, viz, outside connection and the use of the 

 wagon-top boiler. Other particulars of the Moore & Richardson 

 engines, such as the large single steam dome placed forward on the 

 boiler and the position of the truck, were at variance with the stand- 

 ard Rogers product of the period, being more closely related to the 

 products of Taunton.'^' The association with the "Rogers pattern" 

 is probably due to the fact that the Paterson builders, especially 

 Rogers, were early advocates of outside-connected engines and that 

 those who accepted this arrangement, as opposed to the more 

 conservative New England builders who favored the inside connec- 

 tion, were thus said to copy Rogers. In a manner of speaking, 

 outside connections and Rogers engines became synonymous. 

 Naturally, Rogers built inside-connected engines as well to suit the 

 wishes of the buyer. 



The most striking feature of the Moore & Richardson engines 

 was the placement of the truck in front of, rather than centered on, 

 the cylinders. This arrangement probably originated with Griggs 

 in about 1845. ^^ threw more weight on the driving wheels, thus 

 improving traction, but it also extended the rigid wheelbase by 

 moving the center pin of the truck forward another 15 to 18 inches. 

 In addition, the cylinders had to be raised for clearance of the rear 

 truck wheel and then inclined so as to center on the driving axles. 

 Although this arrangement had decidedly gone out of favor by the 

 late 1850's, the 1855 lithograph (see endpapers) shows a spread 

 truck which is placed so that the cylinder must be inclined to 

 clear the rear truck wheel. As is witnessed by the Indianapolis, 



*^i A comparison of Taunton's New England and Chamberlin of the Delaware and 

 I ludson Railroad with Moore & Richardson's .,\V//. Jl'right reveals the remarkable 

 similarity of the products of these two builders. 



35 



