CHAPTER XXII
ROSS WINANS'S COMPARISONS
We will also take pleasure here in laying before our readers
the following highly-interesting letter from Ross Winans, Esq.,
the inventor of the friction-wheels in general use on the Baltimore
and Ohio Railroad. It gives a cooperative view of the performance
of the locomotive-engine of the Messrs. Stephenson, of England,
contrasted with that of Mr. Cooper:
Philip E. Thomas, Esq.
"Sir: The performance of the working model of experimental
locomotive-engine of Mr. Cooper has been such today as to induce
me to attempt a hasty comparison of its dimensions and performances
with some of the late celebrated English locomotives, having witnessed
the grand locomotive exhibition at Liverpool in October last,
for the £500 purse, and many other interesting experiments
by the Novelty and Rocket since that time. As Mr. Cooper's engine
has been got up in a temporary manner, and for experiment only,
and has been on the road but a few days, it will be no more than
justice to make the comparison with some of the early experiments
of the English engines. I have, therefore, selected the experiment
of the Rocket in October, on the result of which the premium of
£500 was awarded to Mr. Stephenson, its builder, for having
produced the most efficient locomotive-engine, etc.
"The Rocket is professedly an eight horsepower when working
at a moderate speed, but, when working at high velocities, she
is said to be more than eight horsepower. Its furnace is two feet
wide by three feet high; the boiler is six feet long and three
feet in diameter.
"The furnace is outside of the main boiler, and has an
external casing, between which and the fireplace there is a space
of three inches filled with water and communicating with the boiler.
The heated air from the furnace is circulated through the boiler
by means of twenty-five pipes of two inches internal diameter.
It has two working cylinders of eight inches internal diameter
and fifteen inches in length each, or thereabouts. The road-wheels
to which the motion is communicated are four feet eight and a
half inches in diameter. Mr. Cooper's engine has but one working
cylinder of three and one-fourth inches diameter, and fourteen
and a half inch stroke of piston, with a boiler proportionally
small, or nearly so. The wheels of the engine to which the motion
is communicated are two and a half feet in diameter, making it
necessary to gear with wheel and pinion to get speed, by which
means a considerable consumption of power is experienced. You
will perceive by the foregoing that the capacity, or number of
cubic inches, contained in the cylinder of Mr. Cooper's engine
is only about one fourteenth part of that contained in the two
cylinders of the Rocket; consequently, it can only use one-fourteenth
the quantity of steam under the same pressure when each engine
is making the same number of strokes per minute, which is nearly
the case when the two engines are going at equal speed on the
road. The total weight moved in the experiment above alluded to
by the Rocket, including her own weight, was seventeen tons on
the level road at an average speed of twelve and a half miles
the hour, thereby exhibiting (agreeably to Vignoles's late table
of the power of locomotive-engines) a little less than a six-horse
engine.
"Mr. Cooper's engine has today moved a gross weight of
four and a half tons from the depot to Ellicott's Mills and back
in the space of two hours and ten minutes, which, as you are aware,
the distance being twenty-six miles, gives an average speed of
twelve miles to the hour. As the engine returned with its load
to the same point whence it started, the acclivity's and declivity's
of the road were, of course, balanced; and at least as much time
and power (if not more) were required to traverse the whole distance
as would have been on a level road; therefore (agreeably to the
aforesaid tables of Mr. Vignoles) Mr. Cooper's engine exhibited
an average force during the time it was running of 1.43 horse
power, or nearly one and a half, which is more than three
times as much power as the Rocket exhibited during the experiment
above described, in proportion to the cylindrical capacity of
the respective engines. This, no doubt, originated in a considerable
degree from the steam being used in Mr. Cooper's engine at a higher
pressure than in the Rocket. We are, however, not able to come
to any very correct conclusion as to what extent this cause prevailed
(Mr. Cooper's steam-gauge not being accurately weighed), which
prevents a more minute comparison being made. It may be said that
subsequent practice and experience with the Rocket have enabled
her constructor to produce more favorable results, which is no
doubt the case; but we have every reason to expect a similar effect
with regard to Mr. Cooper's engine, judging from what we have
witnessed, each exhibition of its power being, as yet, an improvement
upon the one that preceded it. It is, however, too small and too
temporary in its construction to expect a great deal, from the
friction of the parts; the heat lost in a small engine being much
greater in proportion to the power than in a large one. But today's
experiments must, I think, establish, beyond a doubt, the practicability
of using locomotive steam-power on the Baltimore and Ohio Railroad
for the conveyance of passengers and goods at such speed and with
such safety (when compared with other modes) as will be perfectly
satisfactory to all parties concerned, and with such economy as
must be highly flattering to the interests of the company. It
has been doubted by many whether the unavoidable numerous short
curves on the line of your road and inclined planes would not
render the use of locomotive-power impracticable; but the velocity
with which we have been propelled today by steam-power round some
of the shortest curves (to wit, from fifteen to eighteen miles
per hour) without the slightest appearance of danger, and with
very little, if any, increased resistance's as there was no appreciable
falling off in the rate of speed, and the slight diminution in
speed in passing up the inclined planes, some of which were nearly
twenty feet to the mile, must, I think, put an end to such doubts,
and at once show the capability of the Baltimore and Ohio Railroad
to do much more than was at first anticipated or promised by its
projectors and supporters.
As much as we have written and quoted respecting this first
experimental locomotive of Mr. Peter Cooper, we still cannot leave
the subject without giving our readers a description of that first
trip, from the pen of H. B. Latrobe, Esq., the counselor of the
company, who was one of the passengers on that occasion. In a
lecture before the Maryland Institute, in 1868, Mr. Latrobe, after
speaking of the numerous starves that existed on the line of the
Baltimore and Ohio Railroad, thus continues:
"For a brief season it was believed that this feature
of the early American roads would prevent the use of locomotive-engines.
The contrary was demonstrated by a gentleman still living in an
active and ripe old age, honored and beloved, distinguished for
his private worth and for his public benefactions; one of those
to whom wealth seems to have been granted by Providence that men
might know how wealth might be used to benefit one's fellow creatures.
The speaker refers to Mr. Peter Cooper, of New York. Mr. Cooper
was satisfied that steam might be adapted to the curved roads
which he saw would be built in the United States; and he came
to Baltimore, which then possessed the only one on which he could
experiment to vindicate his belief, and he built an engine to
demonstrate his belief. The machine was not larger than the handcars
used by workmen to transfer themselves from place to place; and,
as the speaker now recalls its appearance, the only wonder is,
that so apparently insignificant a contrivance could ever have
been regarded as competent to the smallest results. But Mr. Cooper
was wiser than many of the wisest around him. His engine could
not have weighed a ton, but he saw in it a principle which the
forty-ton engines of today have but served to develop and demonstrate.
"The boiler of Mr. Cooper's engine was not as large as
the kitchen boiler attached to many a range in modern mansions;
it was of about the same diameter, but not much more than half
as high. It stood upright in the car, and was filled above the
furnace, which occupied the lower section, with vertical tubes.
The cylinder was but three and a half inches in diameter, and
speed was gotten up by gearing. No natural draught could have
been sufficient to keep up steam in so small a boiler; and Mr.
Cooper used, therefore, a blowing-aparatus, driven by a drum attached
to one of the cartwheels, over which passed a cord that in its
turn worked a pulley on the shaft of the blower. Among the first
buildings erected at Mount Clair was a large garage, in which
railroad tracks were laid at right angles with the road-track,
communicating with the latter by a turn-table, a Lilliputian affair
indeed compared with the revolving platforms, its successors,
now in use.
"In this car-shop, Mr. Cooper had his engine, and here
steam was first raised; and it seems as though it were within
the last week that the speaker saw Mr. George Brown, the treasurer
of the company, one of our most estimable citizens, his father
Mr. Alexander Browns Mr. Philip E. Thomas, and one or two more,
watch Mr. Cooper, as with his own hands he opened the throttle,
admitted the steam into the cylinder, and saw the crank-substitute
operate successfully with a clacking noise, while the machine
moved slowly forward with some of the bystanders, who had stepped
upon it. And this was the first locomotive for railroad purposes
ever built in America; and this was the first transportation of
persons by steam that had ever taken place on this side of the
Atlantic, on an American-built locomotive.
"Mr. Cooper's success was such as to induce him to try
a trip to Ellicott's Mills, on which occasion an open car, the
first used upon the road already mentioned, having been attached
to the engine, and filled with the directors and some friends,
the speaker among the rest, the first journey by steam in America
on an American locomotive was commenced. The trip was most interesting.
Tile curves were passed without difficulty, at a speed of fifteen
miles an hour; the grades were ascended with comparative ease;
the day was fine, the company in the highest spirits, and some
excited gentlemen of the party pulled out memorandum-books, and
when at the highest speed, which was eighteen miles an hour, wrote
their names and some connected sentences, to prove that even at
that great velocity it was possible to do so. The return-trip
from the Mills, a distance of thirteen miles, was made in fifty-seven
minutes. This was in the summer of 1830, but the triumph of this
Tom Thumb engine was not altogether without a drawback. The great
stage proprietors of the day were Stockton and Stokes; and on
that occasion a gallant gray, of great beauty and power, was driven
by them from town, attached to another car on the second trackfor
the company had begun by making two tracks to the Millsand
met the engine at the Relay House, on its way back.
From this point it was determined to have a race home; and,
the start being even, away went horse and engine, the snort of
the one and the puff of the other keeping time and time.
"At first the gray had the best of it, for his steam would
be applied to the greatest advantage on the instant, while the
engine had to wait until the rotation of the wheels set the blower
to work. The horse was perhaps a quarter of a mile ahead, when
the safety-valve of the engine lifted, and the thin blue vapor
issuing from it showed an excess of steam. The blower whistled,
the steam blew of in vapor clouds, the pace increased, the passengers
shouted, the engine gained on the horse, soon it lapped him
the silk was placed the race was neck and neck, nose and
nose then the engine passed the horse, and a great hurrah
hailed the victory. But it was not repeated, for just at this
time, when the gray master was about giving up, the band which
drove the pulley, which moved the blower, slipped from the drum,
the safety-valve ceased to scream, and the engine, for want of
breath, began to wheeze and pant. In vain Mr. Cooper, who was
his own engineer and fireman, lacerated his hands in attempting
to replace the band upon the wheel; in vain he tried to urge the
fire with light wood: the horse gained on the machine and passed
it, and, although the band was presently replaced, and steam again
did its best, the horse was too far ahead to be overtaken, and
came in the winner of the race. But the real victory was with
Mr. Cooper, notwithstanding. He had held fast to the faith that
was in him, and had demonstrated its truth beyond peradventure.
All honor to his name! In a patent-case, tried many years afterward,
the boiler of Mr. Cooper's engine became, in some connection which
has been forgotten, important as a piece of evidence. It was hunted
for and found among some old rubbish at Mount Clair. It was difficult
to imagine that it had ever generated steam enough to drive a
coffee-mill, much less that it had performed the feats here narrated.
In the d' Irtillerie at Paris there are preserved old cannon,
contemporary, almost, with Crecy and Poictiers. In some great
museum of internal improvement, and some such will at a future
day be gotten up, Mr. Peter Cooper's boiler should hold an equally
prominent and far more honored place; for while the old weapons
of destruction were ministers of mall's wrath, the contrivance
we have described was one of the most potential instruments in
making available, in America, that vast system which unites remote
people, and promotes that peace on earth and goodwill to men which
angels have proclaimed."
Table of Contents
| Antebellum Page | Site
Contents
|