The steep inclination of the cylinders of the Stephenson engines caused the machine to rise and sink on the springs at every double stroke, and at moderately high speeds the unsteadiness thus occasioned was considerable. Timothy seems to have been the first to con ceive of the plan of avoiding this trouble by placing the cylinders horizontal. On Alareh 1830, he made plans for a horizontal cylinder engine for the Stockton and Darlington Railway. and laid them before the with orders to build an engine in conformity with them. These plans called for an engine with the follow ing essential characteristics: The boiler was a horizontal cylinder with a single internal flue carrying a grate in one end. and the wheels were four in number, five feet in diameter and coupled. A copper steam-dome was placed on the boiler, and from this feature the engine received its name of the Globe. The forward axle was the driving axle, and it had two cranks between or inside the wheels. The cylinders were horizontal and were located underneath the rear end of the boiler between or inside the rear wheels. De fined briefly as to its cylinders, the Globe was a horizontal, inside cylinder, direct connected lo comotive. The Globe, according to Zcrab Col burn, was not delivered to the Stockton and Dar lington Railway until after the Stephensons, by whom it was being built, had embodied its ar rangement of cylinders and driving axle in the Planet. the first inside-cylinder engine made by that firm for the Liverpool and Manchester Rail way. This engine left Newcastle on September 3, 1930, and was placed in operation on October 4, 1830. Before the Planet had left Newcastle, how ever, Edward Bary. of Liverpool, had placed an inside cylinder engine designed by Mr. Kennedy, his shop foreman and subsequent partner, on the Liverpool and :\lanchester Railway. This engine, known as the Lirerpool. had four wheels of the then great diameter of six feet. The cylinders were placed nearly horizontally and side by side; the boiler contained a number of convoluted flues, and the fire was urged by bellows worked from beneath the tender. The Lirerpool commenced working on July 22. 1830. Of the three loco motives the Globe, the Lirerpool, and the Planet, the last was the only one which combined hori zontal inside cylinders, a cranked axle, and a multitubular boiler. The Planet was the proto type of the modern English locomotive, and in it the locomotive engine assumed a definite and per manent form. It was the standard model of the locomotives built by the Stephensons for many years. and also the model from which both Brit ish and American engineers copied freely and minutely. The main dimensions of the Planet were as follows: Weight, loaded, 9 tons; weight of tender. 4 tons; cylinders. 11 X 16 inches; di ameter of driving wheels, 5 feet ; diameter of leading wheels, 3 feet : length of boiler. 6 feet; diameter of boiler. 3 feet; fire-box heating sur face. square feet; number of tubes. 129; diameter of tubes. 15, inches; tube heating sur face, 370 square feet; net load hauled, 76 tons at a maximum speed of miles per hour. To summarize briefly, the three inven tors who stand highest in the long roll of those who have developed the railway locomotive are Richard Trevithick. Timothy Hackworth, and George Stephenson. As a true inventor Trevi thick ranks first: as a noted authority well remarks, "it was he who first broke through the trammels of Watt's system of construction and low, if not negative pressure; it was be who first employed the internal fire-place and internal heating surface; he was the first to create or promote a chimney draught by means of exhaust steam—the first to employ a hori zontal cylinder and cranked axle, and to propose two such cylinders with the cranks at right angles to each other, the first to surround the cylinder with hot air, the first to draw a load by the adhesion of a smooth wheel upon a smooth iron bar, and the first to make and work a rail way engine." Notwithstanding this note of its merits, Trevithick's genius was of an imprac ticable kind, and the practical engineering and business ability of Hackworth and Stephenson were necessary to develop the locomotive into a practical commercial machine. Hackworth stamped a character upon the structure of the locomotive engine which it still retains, while it is as the champion in that great contest against the ignorance and prejudice of the public which finally made the steam locomotive the unchal lenged means of motive power for railways, that the name of George Stephenson must ever shine above the others.
The development of the locomotive engine in America dates from 1830, when the Best Friend, designed by Adam Hall, and built at the West Point Foundry in New York City, was put at work on the Baltimore and Ohio Railroad. Loco motives had been previously used on American railways, but they were imported from England, while the Best Friend was of American construc tion and design. The Best Friend had a vertical tubular boiler, carried at one end of a horizon tal platform or frame, while the cylinders were carried at the other end. and the four wheels oc cupied the space between the boiler and the cylinders. The cylinders were inclined, S inches in diameter, and 16 inches stroke, and coupled direct to the rear axle. The two pairs of wheels were coupled together by side rods. This loco motive was destroyed after working about AN months by a boiler explosion. In 1831 the West Point Foundry built a second engine, which was put at work on the Mohawk and Hudson Rail road, now a part of the New York Central and Hudson River Railroad. This see and engine, known as the De Witt Clinton, was very similar in gen eral form to the first, but possessed several improvements. During the same year an engine resembling very closely the Hedley engines previously described was built by Phineas Davis. of York, Pa., and Peter Cooper, of New York. Mr. Cooper's particular contribution to the engine was a vertical tubu lar boiler. None of these locomo tives was the equal of the English engines then in use, and they • _ marked no changes from English practice. In 1832. however, an en gine was built at the West Point Foundry after designs by John B. Jarvis. which had a pair of driving wheels and a four-wheeled swiveling truck. Ross Winans had already. in the previous year (1831 ), introduced the passenger-car with swiveling trucks. The engine was designed to burn anthracite coal; the English locomotives all burned bituminous coal. Other engines were built by William T. James of New York. Col. Stephen H. Long, of Philadelphia. Davis & ner, of York, Pa., and Robert L. Stevens, of Ho boken, N. J.
The origin of locomotive-building as a com mercial industry in America dates from 1832, when William Norris started a shop in Phila delphia. and from 1S34, when Mathias Baldwin started a shop in the same city. Baldwin's first engine designed for actual railway operation was a close model of the English engines of the Planet class, hut his second engine had a pair of driving wheels and a- four-wheeled swiveling leading truck. The Norris engines were of the same general form as the second Baldwin loco motive. Some few of the engines turned out by these two builders were outside connected, that is, the piston-rods and connecting-rods were out side the driving wheels, but this construction did not become common practice until later. A novel type of engine, known as the 'grasshop per' engine, was produced about this time, hav ing a vertical boiler and vertical cylinders, the piston being connected to a beam pivoted at one end and having at the other a connecting rod connecting by crank and gears with the driv ing wheels. One of these engines weighed tons each and was operated at a speed of twelve to fifteen miles an hour, doing the work of forty two horses at a cost of $16 for the round trip, as compared with $33 for horse haulage. In 1S34 the Locks and Canals Company. of 1.owell, Mass., and in 1S40 Hinckley & Drury, of Boston, Mass., began building locomotives. The engines built by the latter firm were all outside-connected machines. The builders and inventors who have been named produced among them all the vari ous features typical of the modern locomotive. It was necessarily given such form that it would work safely and efficiently on rough, ill-ballasted, and often sharply winding tracks; and it soon became evident that the two pairs of coupled driving wheels, the forward swiveling truck, the system of equalizing suspension bars by which the weight is distributed fairly among all the wheels, whatever the position of the engine or whatever the irregularity of the track, were essen tial features of a locomotive working under such conditions. Time, moreover, has shown that they were also excellent features for smooth roads.