SAME 
S MILLHOLLAND'S ANTHRACITS DOAL-BURNIVE 
LOCOMD Tivg 
bnilt at the 
R.R.R. WORKS, READING, PA. 
855. 



Figure 12.—TuHe Juniata, A PAWNEE-CLASS FREIGHT LOCOMOTIVE BUILT IN 1855 at the Reading Shops. Note 
(From the Reading Company.) 
the misspelling of Juniata in this contemporary lithograph. 
The table indicates that a large quantity of wood was 
burned with the coal, testifying to the inability of 
Millholland’s boiler to make steam. The combina- 
tion of wood and coal was not unusual, having been 
used as early as the 1830’s by the Philadelphia and 
The failure of Millholland’s 
boiler was noted by the American Railroad Journal, 
June 3, 1854, which explained that because of in- 
sufficient steam the cylinders of the Illinois had been 
reduced in diameter by 2 inches.*”” After the I/linozs 
and the Michigan, no other engines were built on this 
Columbia Railroad. 
design. 
Not many months after the J/linois entered service, 
Millholland brought out another new locomotive 
named the Wyomissing; it was the first of the Pawnee 
class and an odd-looking machine.*! A six-wheel, 
connected engine intended for freight service, its 
°0'The American Railroad Journal does not specifically name the 
Illinois but mentions an express locomotive built by Millholland. 
The article erroneously gives the original cylinder diameter as 
15 rather than 17 inches. 
*1 Although the Wyomissing was the first Pawnee-class locomo- 
tive, the class was named for the Pawnee, the second of the 
design. 
16 BULLETIN 252: 
boiler was built on the 1852 patent, and like the 
Unfortunately, no 
pertinent information or drawings exist for the 
Wyomissing. ‘Two well-detailed lithographs were is- 
sued in 1855, however, of a sister machine, the 
Juniata (figs. 12 and 13). One view shows the com- 
plete machine, the other a longitudinal section of the 
locomotive. Again, the lithographs are thought to 
be attempts to promote Millholland’s boiler patent. 
The backward-sloping outer wrapper of the firebox is 
the most remarkable feature shown in the illustra- 
tions. This distinctive form of firebox (adopted at 
about the same time by Winans) became the favored 
design for all subsequent locomotives built by Mill- 
holland. The elimination of crown bars and _ the 
substitution of stay bolts to support the crown (or top 
inside sheet) of the firebox was a progressive step. 
Unfortunately, the designer continued to use the 
abortive central combustion chamber. The boiler’s 
efficiency was aided by a feedwater heater, a steam 
jet (meant to improve draft when the engine was 
stationary), and a variable exhaust. Millholland’s 
use of these devices—none original with him—reveals 
his awareness of the innovations of other skilled 
mechanics. 
Illinois it was a poor steamer. 
CONTRIBUTIONS FROM THE MUSEUM OF HISTORY AND TECHNOLOGY 
