Statement of the Number and Names of Wood-burning Engines that have been changed to Anthracite Coal-burners; when 
done; the number of Miles run, and the Duty these Engines are doing 





When altered to No. of 
Names of Engines. Coal-burners. Miles | 
Run. 
Pilea en yawpenctetenerer tlleceieteds ele) sceiedesci<1is= 168, 588 | Freight Train Main Road. 
Gowen and Marx..| January 1855 | 25, 385 
MuscarOra cr... «- 2. = June 1855 | 28,708 | Assorting at Reading. 
Shamokin......... November 1855 | 43,969 | Running at Palo Alto. 
IUPUPE a jers ae oa cies os February 1856 35, 363 | Pusher, Richmond Wharves. 
Mahanoy......... June 1856 56, 045 | Work on Lateral Roads, Coal Region (on grades over 100 feet to the mile). 
PATIAZOMeps srsieeiey ss June 1856 54, 182 i ae G sc “ce 
VWGARO\NNG pao DEE November 1856 | 51, 701 as st sé ce % 
Columbus......... November 1856 31, 782 se se se 
Rio Grande....... June 1857 35, 020 | City Coal Trade, Philadelphia Branch. 
G@arolinaeee sacs June 1857 41,626 | Work on Lateral Roads, Coal Trade (on grades over 100 feet to the mile). 
IM GROWS O 5 com aane July 1857 35, 049 oe s ss ee - 
BNEW ODIE ors. cle-ors.c August 1857 |) 7303722 re s ss 
Manatawny....... May 1858 | 27,011 | Passenger Train, Valley Railroad. 
Black Diamond... .| May 1858 | 32,590 | Freight Train, Lebanon Valley Branch. 
BIKEX AS eyoyctereva suse a June 1858 | 38,457 | Freight Train, Main Line. 
New England...... August 1858 | 30, 540 | « « 
WWiatnlOrscis sis 2 = 3a): October 1858 | 31, 386 s ss 
OheOlponuodoowae December 1858 14, 098 | Freight Train, &c. 
IPAS he oa Hoon AOe May 1859 7, 364 ss ‘ 
@TTtamlO marine verses oe aichistekelepe atersheys recelllenst s ctelensters Assorting Cars at Harrisburg. 
| 

doubt as good results will be had from others fitted 
in the same way. I have now on trial, in a boiler 
with vertical sides, and same sized firebox as before 
mentioned, with closed back, and side and end sheets 
five-sixteenths of an inch thick, made of Mr. Clay’s 
homogeneous steel, which is doing well; it has run 
14,381 miles. Most of the fireboxes of the boilers of 
engines we have built in our own shops, and of those 
we have made to take the place of wood-burning 
boilers, differ somewhat in shape from those I have 
mentioned, and have a combustion chamber attached, 
extending from eighteen to thirty-six inches into the 
cylindrical part of the boiler; and some of the fire- 
boxes are much wider than they are long at the bot- 
tom, which makes the side-sheets incline towards the 
fire. Iron has been used in all these with one ex- 
ception, which is five feet long and five feet wide, 
making a grate area of twenty-five square feet. In 
this I put copper side-sheets, to ascertain if the shape 
had any influence on the wear. The experiment 
showed that copper would last longer in this shape 
with cast iron grate-bars, and the back end partly 
open, as they lasted to run 38,292 miles, while those 
with back end partly open run but 29,391 miles. 
The iron sheets, however, in other fireboxes, with 
inclined sides, show that this plan of constructing is 
much the best, as the side-sheets show little or no 
wear, and are not much thinner when taken out than 
they were originally, and the only cause for removing 
them arises from imperfect welding of the iron, which 
gives rise to blistering and cracking around the stay- 
bolts, so as to cause leaks; but they last much longer 
than the copper sheets in the vertical sides, and have 
run an average of 59,866 miles. 
I think, from an experiment with an iron sheet in a 
firebox with vertical sides, that I have hit upon a plan 
that will prevent the radiating cracks around the 
staybolts. It is to indent the sheet at the hole the 
staybolt passes through, a little more than will receive 
the riveting of the end of the staybolt; this places the 
iron in such a shape in the sheet as to allow it to 
spring, when the expansion of the sheet and staybolt 
takes place. The experiment clearly shows an ad- 
vantage from the indentation, as the opposite sheet, 
in the same firebox, is cracked and leaks, whilst the 
staybolts in this are as perfect as the day they were 
PAPER 69: JAMES MILLHOLLAND AND EARLY RAILROAD ENGINEERING 35 
