provided on the Qjdgley (fig. 15) by a bearing bracket, on wliicli the 

 valve stem extends behind the rocker ratlier tlian througli the valve 

 box, and by the connection, effected by a Scotch yoke, between the 

 stem and rocker. 



In addition to building new engines, Moore & Richardson was 

 active in rebuilding locomotives; it is probable that after i860 

 rebuilding constituted a large portion of the firm's activities. The 

 annual reports of the Louisville, New Albany and Chicago Railroad 

 for 1 858 and 1 859 mention that the locomotives Planet, Comet, Meteor^ 

 and Rocket were rebuilt by Moore & Richardson. The firm regularly 

 advertised its facilities for rebuilding; an example of such an ad- 

 vertisement can be seen on page 46. (In 1856 the Railroad Advocate 

 published two articles describing Moore & Richardson's shops and 

 engines. They are reproduced as Appendix i .) 



Several investigators have been confused by the annual reports 

 of the Little Miami Railroad, whicli list a number of machines as 

 having been built at its Pendleton Shops, just east of Cincinnati. 

 But for the most part, these were only extensive rebuildings; many 

 Moore & Richardson products were rebuilt there during the i86o's. 

 The Columbus (see fig. 16) was reported to have been built in 1865 by 

 Richard Bromley at Pendleton. Yet, it seems unlikely that a pro- 

 gressive master mechanic would build new an inside-connected 

 engine when that type of connection had been out of favor for nearly 

 ten years. The specifications of 4-6-o's built for the Little Miami 

 by Moore & Richardson in the 1850's agree exactly with those of 

 the Columbus. A careful study of figure 1 6 and a comparison of it 

 with other illustrations indicate that the Columbus was rebuilt from 

 a Moore & Richardson 4-6-0 built in the early or mid- 1850's. 

 Recalling the earlier discussion of the mechanical particulars of 

 Moore & Richardson engines, notice the low-crowned wagon-top 

 boiler, the large steam dome, the safety-v^alve column, and the cab, 

 particularly in reference to figure 13. The cylinders of the Columbus 

 were 15 by 20 inches, the wheels 48 inches in diameter, and it 

 weighed 23 tons. 



Anthony Harkness died of cancer on May 10, 1858, after a long 

 and painful illness. A lengthy obituary appeared in the Cincmnati 



40 



