﻿MECHANICAL 
  TKANSPOKT 
  MITMAN 
  539 
  

  

  In 
  the 
  midst 
  of 
  this 
  confusion 
  Baldwin 
  undertook 
  his 
  second 
  loco- 
  

   motive. 
  In 
  spite 
  of 
  his 
  intentions 
  to 
  stay 
  away 
  from 
  locomotives, 
  

   the 
  subject 
  fascinated 
  him 
  so 
  much 
  that 
  when 
  E. 
  L. 
  Miller 
  came 
  to 
  

   him 
  with 
  an 
  order 
  to 
  build 
  a 
  locomotive 
  for 
  the 
  Charleston 
  & 
  Hamburg 
  

   Railroad, 
  he 
  accepted 
  immediately. 
  In 
  the 
  period 
  between 
  the 
  com- 
  

   pletion 
  of 
  Old 
  Ironsides 
  and 
  the 
  receipt 
  of 
  this 
  order 
  Baldwin 
  had 
  

   spent 
  a 
  good 
  deal 
  of 
  time 
  and 
  thought 
  on 
  locomotives, 
  and 
  had 
  

   examined 
  another 
  English 
  engine, 
  the 
  Robert 
  Fulton, 
  placed 
  on 
  the 
  

   Mohawk 
  & 
  Hudson 
  Railroad 
  in 
  1832. 
  

  

  He 
  was 
  particularly 
  impressed 
  with 
  the 
  alteration 
  made 
  on 
  this 
  

   locomotive 
  by 
  John 
  B. 
  Jervis, 
  chief 
  engineer 
  of 
  the 
  Mohawk, 
  in 
  the 
  

   substitution 
  of 
  a 
  four-wheeled 
  smvehng 
  truck 
  for 
  the 
  original 
  two 
  

   front 
  wheels. 
  So, 
  when 
  the 
  opportunity 
  came 
  to 
  build 
  another 
  loco- 
  

   motive 
  Baldwin 
  adopted 
  this 
  design. 
  He 
  also 
  incorporated 
  some 
  

   improvements 
  of 
  his 
  own, 
  such 
  as 
  the 
  half 
  crank. 
  But 
  in 
  the 
  main 
  

   he 
  simply 
  combined 
  old 
  forms 
  in 
  a 
  shape 
  that 
  produced 
  the 
  best 
  loco- 
  

   motive 
  then 
  built. 
  It 
  had 
  a 
  boiler 
  that 
  anyone 
  could 
  understand 
  and 
  

   that 
  any 
  boilermaker 
  could 
  repair 
  a 
  valve 
  motion 
  which 
  was 
  not 
  a 
  

   mystery, 
  a 
  running 
  gear 
  of 
  combined 
  strength 
  and 
  simplicity, 
  and 
  a 
  

   pair 
  of 
  cylinders 
  firmly 
  attached 
  between 
  smoke 
  box 
  and 
  frame. 
  Sim- 
  

   plicity 
  was 
  his 
  prime 
  object 
  and 
  with 
  the 
  completion 
  of 
  the 
  E. 
  L. 
  

   Miller 
  as 
  it 
  was 
  called, 
  on 
  February 
  18, 
  1834, 
  a 
  national 
  type 
  of 
  loco- 
  

   motive 
  was 
  established 
  from 
  which 
  the 
  American 
  locomotive 
  of 
  to-day 
  

   has 
  come. 
  

  

  Thereafter 
  Baldwin 
  remained 
  in 
  the 
  locomotive 
  business, 
  spending 
  

   his 
  time 
  in 
  perfecting 
  improvements 
  not 
  only 
  in 
  engine 
  design, 
  but 
  

   also 
  in 
  manufacturing 
  methods. 
  At 
  the 
  time 
  of 
  his 
  death 
  in 
  1866 
  his 
  

   company 
  had 
  built 
  over 
  a 
  thousand 
  locomotives, 
  and 
  there 
  was 
  left 
  

   to 
  his 
  successors 
  one 
  of 
  the 
  greatest 
  industrial 
  establishments 
  ever 
  

   built 
  by 
  the 
  genius 
  and 
  enterprise 
  of 
  one 
  man. 
  

  

  TRAIN 
  BRAKES 
  AND 
  COUPLERS 
  

  

  The 
  first 
  five 
  years 
  of 
  the 
  railroad 
  era 
  saw 
  an 
  increase 
  in 
  tracks 
  laid 
  

   from 
  23 
  miles 
  in 
  1830 
  to 
  over 
  1,000 
  in 
  1835. 
  To 
  build 
  locomotives 
  

   and 
  passenger 
  and 
  freight 
  cars 
  to 
  keep 
  pace 
  with 
  such 
  leaps 
  was 
  no 
  

   easy 
  task. 
  So 
  intent 
  were 
  the 
  builders 
  on 
  turning 
  out 
  satisfactory 
  

   engines 
  — 
  locomotives 
  that 
  could 
  be 
  depended 
  on 
  to 
  move 
  and 
  pull 
  the 
  

   cars— 
  that 
  little 
  or 
  no 
  attention 
  was 
  paid 
  to 
  the 
  problem 
  of 
  stopping 
  

   them,* 
  

  

  This 
  minor 
  matter 
  was 
  left 
  in 
  the 
  beginning 
  to 
  the 
  ingenuity 
  of 
  

   crews. 
  Some 
  of 
  the 
  schemes 
  devised 
  were 
  ludicrous 
  enough. 
  On 
  one 
  

   or 
  two 
  of 
  the 
  railroads, 
  as 
  a 
  train 
  approached 
  a 
  stopping 
  point 
  the 
  

   fireman 
  opened 
  the 
  safety 
  valve 
  and 
  the 
  hiss 
  of 
  the 
  escaping 
  steam 
  

   (the 
  whistle 
  had 
  not 
  yet 
  been 
  invented) 
  warned 
  everybody 
  at 
  the 
  

   station 
  to 
  stand 
  by. 
  The 
  engineer 
  closed 
  the 
  throttle 
  and 
  coasted 
  

  

  