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+The Project Gutenberg EBook of The 'Pioneer': Light Passenger Locomotive
+of 1851, by John H. White
+
+This eBook is for the use of anyone anywhere at no cost and with
+almost no restrictions whatsoever.  You may copy it, give it away or
+re-use it under the terms of the Project Gutenberg License included
+with this eBook or online at www.gutenberg.org
+
+
+Title: The 'Pioneer': Light Passenger Locomotive of 1851
+       United States Bulletin 240, Contributions from the Museum
+       of History and Technology, paper 42, 1964
+
+Author: John H. White
+
+Release Date: February 23, 2009 [EBook #28160]
+
+Language: English
+
+Character set encoding: ISO-8859-1
+
+*** START OF THIS PROJECT GUTENBERG EBOOK LIGHT PASSENGER LOCOMOTIVE ***
+
+
+
+
+Produced by Chris Curnow, Louise Pattison, Joseph Cooper
+and the Online Distributed Proofreading Team at
+http://www.pgdp.net
+
+
+
+
+
+[Transcriber's Notes:
+
+   This is Paper 42 from the Smithsonian Institution United States
+   National Museum Bulletin 240, comprising Papers 34-44, which will
+   also be available as a complete e-book.
+
+   The front material, introduction and relevant index entries from
+   the Bulletin are included in each single-paper e-book.
+
+   The Sections entitled "Alba F. Smith" and "Seth Wilmarth" appear
+   in the original as boxed "side bars". They have been moved, along
+   with Figure 13, from their original locations to the end of the
+   paper to preserve the flow of the text.
+
+   Typographical errors have been corrected as follows:
+      p259: "as late as 1880 and has been under steam" (was stream).
+      p267: "made with parabolic reflectors" (was parobolic).]
+
+
+
+
+SMITHSONIAN INSTITUTION
+
+UNITED STATES NATIONAL MUSEUM
+
+BULLETIN 240
+
+
+[Illustration]
+
+SMITHSONIAN PRESS
+
+
+MUSEUM OF HISTORY AND TECHNOLOGY
+
+CONTRIBUTIONS
+FROM THE
+MUSEUM
+OF HISTORY AND
+TECHNOLOGY
+
+_Papers 34-44_
+_On Science and Technology_
+
+SMITHSONIAN INSTITUTION · WASHINGTON, D.C. 1966
+
+
+
+
+_Publications of the United States National Museum_
+
+The scholarly and scientific publications of the United States National
+Museum include two series, _Proceedings of the United States National
+Museum_ and _United States National Museum Bulletin_.
+
+In these series, the Museum publishes original articles and monographs
+dealing with the collections and work of its constituent
+museums--The Museum of Natural History and the Museum of History
+and Technology--setting forth newly acquired facts in the fields of
+anthropology, biology, history, geology, and technology. Copies of each
+publication are distributed to libraries, to cultural and scientific
+organizations, and to specialists and others interested in the different
+subjects.
+
+The _Proceedings_, begun in 1878, are intended for the publication, in
+separate form, of shorter papers from the Museum of Natural History.
+These are gathered in volumes, octavo in size, with the publication date
+of each paper recorded in the table of contents of the volume.
+
+In the _Bulletin_ series, the first of which was issued in 1875, appear
+longer, separate publications consisting of monographs (occasionally in
+several parts) and volumes in which are collected works on related
+subjects. _Bulletins_ are either octavo or quarto in size, depending on
+the needs of the presentation. Since 1902 papers relating to the
+botanical collections of the Museum of Natural History have been
+published in the _Bulletin_ series under the heading _Contributions from
+the United States National Herbarium_, and since 1959, in _Bulletins_
+titled "Contributions from the Museum of History and Technology," have
+been gathered shorter papers relating to the collections and research of
+that Museum.
+
+The present collection of Contributions, Papers 34-44, comprises
+Bulletin 240. Each of these papers has been previously published in
+separate form. The year of publication is shown on the last page of each
+paper.
+
+FRANK A. TAYLOR
+_Director, United States National Museum_
+
+
+
+
+CONTRIBUTIONS FROM
+THE MUSEUM OF HISTORY AND TECHNOLOGY:
+PAPER 42
+
+
+THE "PIONEER": LIGHT PASSENGER LOCOMOTIVE OF 1851
+IN THE MUSEUM OF HISTORY AND TECHNOLOGY
+
+_John H. White_
+
+
+THE CUMBERLAND VALLEY RAILROAD           244
+
+SERVICE HISTORY OF THE "PIONEER"         249
+
+MECHANICAL DESCRIPTION OF THE "PIONEER"  251
+
+[FOOTNOTES]
+
+[INDEX]
+
+
+[Illustration: Figure 1.--THE "PIONEER," BUILT IN 1851, shown here as
+renovated and exhibited in the Museum of History and Technology, 1964.
+In 1960 the locomotive was given to the Smithsonian Institution by the
+Pennsylvania Railroad through John S. Fair, Jr. (Smithsonian photo
+63344B.)]
+
+
+_John H. White_
+
+
+The "PIONEER":
+LIGHT PASSENGER LOCOMOTIVE of 1851
+
+_In the Museum of History and Technology_
+
+
+    _In the mid-nineteenth century there was a renewed interest in
+    the light, single-axle locomotives which were proving so very
+    successful for passenger traffic. These engines were built in
+    limited number by nearly every well-known maker, and among the
+    few remaining is the 6-wheel "Pioneer," on display in the Museum
+    of History and Technology, Smithsonian Institution. This
+    locomotive is a true representation of a light passenger
+    locomotive of 1851 and a historic relic of the mid-nineteenth
+    century._
+
+    THE AUTHOR: _John H. White is associate curator of
+    transportation in the Smithsonian Institution's Museum of
+    History and Technology._
+
+
+The "PIONEER" is an unusual locomotive and on first inspection would
+seem to be imperfect for service on an American railroad of the 1850's.
+This locomotive has only one pair of driving wheels and no truck, an
+arrangement which marks it as very different from the highly successful
+standard 8-wheel engine of this period. All six wheels of the _Pioneer_
+are rigidly attached to the frame. It is only half the size of an
+8-wheel engine of 1851 and about the same size of the 4--2--0 so common
+in this country some 20 years earlier. Its general arrangement is that
+of the rigid English locomotive which had, years earlier, proven
+unsuitable for use on U.S. railroads.
+
+These objections are more apparent than real, for the _Pioneer_, and
+other engines of the same design, proved eminently successful when used
+in the service for which they were built, that of light passenger
+traffic. The _Pioneer's_ rigid wheelbase is no problem, for when it is
+compared to that of an 8-wheel engine it is found to be about four feet
+less; and its small size is no problem when we realize it was not
+intended for heavy service. Figure 2, a diagram, is a comparison of the
+_Pioneer_ and a standard 8-wheel locomotive.
+
+Since the service life of the _Pioneer_ was spent on the Cumberland
+Valley Railroad, a brief account of that line is necessary to an
+understanding of the service history of this locomotive.
+
+    _Exhibits of the "Pioneer"_
+
+    The _Pioneer_ has been a historic relic since 1901. In the fall
+    of that year minor repairs were made to the locomotive so that
+    it might be used in the sesquicentennial celebration at
+    Carlisle, Pennsylvania. On October 22, 1901, the engine was
+    ready for service, but as it neared Carlisle a copper flue
+    burst. The fire was extinguished and the _Pioneer_ was pushed
+    into town by another engine. In the twentieth century, the
+    _Pioneer_ was displayed at the Louisiana Purchase Exposition,
+    St. Louis, Missouri, in 1904, and at the Wheeling, West
+    Virginia, semicentennial in 1913. In 1927 it joined many other
+    historic locomotives at the Baltimore and Ohio Railroad's "Fair
+    of the Iron Horse" which commemorated the first one hundred
+    years of that company. From about 1913 to 1925 the _Pioneer_
+    also appeared a number of times at the Apple-blossom Festival
+    at Winchester, Virginia. In 1933-1934 it was displayed at the
+    World's Fair in Chicago, and in 1948 at the Railroad Fair in the
+    same city. Between 1934 and March 1947 it was exhibited at the
+    Franklin Institute, Philadelphia, Pennsylvania.
+
+
+The Cumberland Valley Railroad
+
+The Cumberland Valley Railroad (C.V.R.R.) was chartered on April 2,
+1831, to connect the Susquehanna and Potomac Rivers by a railroad
+through the Cumberland Valley in south-central Pennsylvania. The
+Cumberland Valley, with its rich farmland and iron-ore deposits, was a
+natural north-south route long used as a portage between these two
+rivers. Construction began in 1836, and because of the level valley some
+52 miles of line was completed between Harrisburg and Chambersburg by
+November 16, 1837. In 1860, by way of the Franklin Railroad, the line
+extended to Hagerstown, Maryland. It was not until 1871 that the
+Cumberland Valley Railroad reached its projected southern terminus, the
+Potomac River, by extending to Powells Bend, Maryland. Winchester,
+Virginia, was entered in 1890 giving the Cumberland Valley Railroad
+about 165 miles of line. The railroad which had become associated with
+the Pennsylvania Railroad in 1859, was merged with that company in 1919.
+
+By 1849 the Cumberland Valley Railroad was in poor condition; the
+strap-rail track was worn out and new locomotives were needed. Captain
+Daniel Tyler was hired to supervise rebuilding the line with T-rail, and
+easy grades and curves. Tyler recommended that a young friend of his,
+Alba F. Smith, be put in charge of modernizing and acquiring new
+equipment. Smith recommended to the railroad's Board of Managers on June
+25, 1851, that "much lighter engines than those now in use may be
+substituted for the passenger transportation and thereby effect a great
+saving both in point of fuel and road repairs...."[1] Smith may well
+have gone on to explain that the road was operating 3- and 4-car
+passenger trains with a locomotive weighing about 20 tons; the total
+weight was about 75 tons, equalling the uneconomical deadweight of 1200
+pounds per passenger. Since speed was not an important consideration (30
+mph being a good average), the use of lighter engines would improve the
+deadweight-to-passenger ratio and would not result in a slower schedule.
+
+The Board of Managers agreed with Smith's recommendations and instructed
+him "... to examine the two locomotives lately built by Mr. Wilmarth
+and now in the [protection?] of Captain Tyler at Norwich and if in his
+judgment they are adequate to our wants ... have them forwarded to the
+road."[2] Smith inspected the locomotives not long after this resolution
+was passed, for they were on the road by the time he made the following
+report[3] to the Board on September 24, 1851:
+
+    In accordance with a resolution passed at the last meeting of
+    your body relative to the small engines built by Mr. Wilmarth I
+    proceeded to Norwich to make trial of their capacity--fitness or
+    suitability to the Passenger transportation of our Road--and
+    after as thorough a trial as circumstances would admit (being on
+    another Road than our own) I became satisfied that with some
+    necessary improvements which would not be expensive (and are now
+    being made at our shop) the engines would do the business of
+    our Road not only in a manner satisfactory in point of speed and
+    certainty but with greater ultimate economy in Expenses than has
+    before been practised in this Country.
+
+[Illustration: Figure 2.--DIAGRAM COMPARING the _Pioneer_ (shaded
+drawing) with the _Columbia_, a standard 8-wheel engine of 1851.
+(Drawing by J. H. White.)]
+
+    _Columbia_
+
+    Hudson River Railroad
+    Lowell Machine Shop, 1852
+    Wt. 27-1/2 tons (engine only)
+    Cyl. 16-1/2 x 22 inches
+    Wheel diam. 84 inches
+
+    _Pioneer_
+
+    Cumberland Valley Railroad
+    Seth Wilmarth, 1851
+    12-1/2 tons
+    8-1/2 x 14 inches
+    54 inches
+
+    After making the above trial of the Engines--I stated to your
+    Hon. President the result of the trial--with my opinion of their
+    Capacity to carry our passenger trains at the speed required
+    which was decidedly in favor of the ability of the Engines. He
+    accordingly agreed that the Engines should at once be forwarded
+    to the Road in compliance with the Resolution of your Board. I
+    immediately ordered the Engines shipped at the most favorable
+    rates. They came to our Road safely in the Condition in which
+    they were shipped. One of the Engines has been placed on the
+    Road and I believe performed in such a manner as to convince all
+    who are able to judge of this ability to perform--although the
+    maximum duty of the Engines was not performed on account of some
+    original defects which are now being remedied as I before
+    stated.
+
+    Within ten days the Engine will be able to run regularly with a
+    train on the Road where in shall be enabled to judge correctly
+    of their merits.
+
+    An accident occurred during the trial of the Small Engine at
+    Norwich which caused a damage of about $300 in which condition
+    the Engine came here and is now being repaired--the cost of
+    which will be presented to your Board hereafter. As to the
+    fault or blame of parties connected with the accident as also
+    the question of responsibility for Repairs are questions for
+    your disposal. I therefore leave the matter until further called
+    upon.
+
+    The Expenses necessarily incurred by the trial of the Engines
+    and also the Expenses of transporting the same are not included
+    in the Statement herewith presented, the whole amount of which
+    will not probably exceed $400.00.
+
+These two locomotives became the Cumberland Valley Railroad's _Pioneer_
+(number 13) and _Jenny Lind_ (number 14). While Smith notes that one of
+the engines was damaged during the inspection trials, Joseph Winters, an
+employee of the Cumberland Valley who claimed he was accompanying the
+engine enroute to Chambersburg at the time of their delivery, later
+recalled that both engines were damaged in transit.[4] According to
+Winters a train ran into the rear of the _Jenny Lind_, damaging both it
+and the _Pioneer_, the accident occurring near Middletown, Pennsylvania.
+The _Jenny Lind_ was repaired at Harrisburg but the _Pioneer_, less
+seriously damaged, was taken for repairs to the main shops of the
+Cumberland Valley road at Chambersburg.
+
+[Illustration: Figure 3.--"PIONEER," ABOUT 1901, showing the sandbox and
+large headlamp. Note the lamp on the cab roof, now used as the
+headlight. (Smithsonian photo 49272.)]
+
+While there seems little question that these locomotives were not built
+as a direct order for the Cumberland Valley Railroad, an article[5]
+appearing in the _Railroad Advocate_ in 1855 credits their design to
+Smith. The article speaks of a 2--2--4 built for the Macon and Western
+Railroad and says in part:
+
+    This engine is designed and built very generally upon the ideas,
+    embodied in some small tank engines designed by A. F. Smith,
+    Esq., for the Cumberland Valley road. Mr. Smith is a strong
+    advocate of light engines, and his novel style and proportions
+    of engines, as built for him a few years since, by Seth
+    Wilmarth, at Boston, are known to some of our readers. Without
+    knowing all the circumstances under which these engines are
+    worked on the Cumberland Valley road, we should not venture to
+    repeat all that we have heard of their performances, it is
+    enough to say that they are said to do more, in proportion to
+    their weight, than any other engines now in use.
+
+The author believes that the _Railroad Advocate's_ claim of Smith's
+design of the _Pioneer_ has been confused with his design of the
+_Utility_ (figs. 6, 7). Smith designed this compensating-lever engine to
+haul trains over the C.V.R.R. bridge at Harrisburg. It was built by
+Wilmarth in 1854.
+
+[Illustration: Figure 4.--MAP OF THE CUMBERLAND VALLEY Railroad as it
+appeared in 1919.]
+
+According to statements of Smith and the Board of Managers quoted on
+page 244, the _Pioneer_ and the _Jenny Lind_ were not new when purchased
+from their maker, Seth Wilmarth. Although of recent manufacture,
+previous to June 1851, they were apparently doing service on a road in
+Norwich, Connecticut. It should be mentioned that both Smith and Tyler
+were formerly associated with the Norwich and Worcester Railroad and
+they probably learned of these two engines through this former
+association. It is possible that the engines were purchased from
+Wilmarth by the Cumberland Valley road, which had bought several other
+locomotives from Wilmarth in previous years. It was the practice of at
+least one other New England engine builder, the Taunton Locomotive
+Works, to manufacture engines on the speculation that a buyer would be
+found; if no immediate buyers appeared the engine was leased to a local
+road until a sale was made.[6]
+
+[Illustration: Figure 5.--AN EARLY BROADSIDE of the Cumberland Valley
+Railroad.]
+
+Regarding the _Jenny Lind_ and _Pioneer_, Smith reported[7] to the Board
+of Managers at their meeting of March 17, 1852:
+
+    The small tank engines which were purchased last year ... and
+    which I spoke in a former report as undergoing at that time some
+    necessary improvements have since that time been fairly tested
+    as to their capacity to run our passenger trains and proved to
+    be equal to the duty.
+
+    The improvements proposed to be made have been completed only on
+    one engine [_Jenny Lind_] which is now running regularly with
+    passenger trains--the cost of repairs and improvements on this
+    engine (this being the one accidentally broken on the trial)
+    amounted to $476.51. The other engine is now in the shop, not
+    yet ready for service but will be at an early day.
+
+[Illustration: Figure 6.--THE "UTILITY" AS REBUILT TO AN 8-WHEEL ENGINE,
+about 1863 or 1864. It was purchased by the Carlisle Manufacturing Co.
+in 1882 and was last used in 1896. (Smithsonian photo 36716F.)]
+
+[Illustration: Figure 7.--THE "UTILITY," DESIGNED BY SMITH A. F. and
+constructed by Seth Wilmarth in 1854, was built to haul trains across
+the bridge at Harrisburg, Pa.]
+
+[Illustration: Figure 8.--THE EARLIEST KNOWN ILLUSTRATION of the
+_Pioneer_, drawn by A. S. Hull, master mechanic of the Cumberland Valley
+Railroad in 1876. It depicts the engine as it appeared in 1871.
+(_Courtesy of Paul Westhaeffer._)]
+
+The _Pioneer_ and _Jenny Lind_ achieved such success in action that the
+president of the road, Frederick Watts, commented on their performance
+in the annual report of the Cumberland Valley Railroad for 1851. Watts
+stated that since their passenger trains were rarely more than a baggage
+car and two coaches, the light locomotives "... have been found to be
+admirably adapted to our business." The Cumberland Valley Railroad,
+therefore, added two more locomotives of similar design in the next few
+years. These engines were the _Boston_ and the _Enterprise_, also built
+by Wilmarth in 1854-1855.
+
+Watts reported the _Pioneer_ and _Jenny Lind_ cost $7,642. A standard
+8-wheel engine cost about $6,500 to $8,000 each during this period. In
+recent years, the Pennsylvania Railroad has stated the _Pioneer_ cost
+$6,200 in gold, but is unable to give the source for this information.
+The author can discount this statement for it does not seem reasonable
+that a light, cheap engine of the pattern of the _Pioneer_ could cost as
+much as a machine nearly twice its size.
+
+[Illustration: Figure 9.--ANNUAL PASS of the Cumberland Valley Railroad
+issued in 1863.]
+
+[Illustration: Figure 10.--TIMETABLE OF THE Cumberland Valley Railroad
+for 1878.]
+
+
+Service History of the _Pioneer_
+
+After being put in service, the _Pioneer_ continued to perform well and
+was credited as able to move a 4-car passenger train along smartly at 40
+mph.[8] This tranquility was shattered in October 1862 by a raiding
+party led by Confederate General J. E. B. Stuart which burned the
+Chambersburg shops of the Cumberland Valley Railroad. The _Pioneer_,
+_Jenny Lind_, and _Utility_ were partially destroyed. The Cumberland
+Valley Railroad in its report for 1862 stated:
+
+    The Wood-shop, Machine-shop, Black-smith-shop, Engine-house,
+    Wood-sheds, and Passenger Depot were totally consumed, and with
+    the Engine-house three second-class Engines were much injured by
+    the fire, but not so destroyed but that they may be restored to
+    usefulness.
+
+However, no record can be found of the extent or exact nature of the
+damage. The shops and a number of cars were burned so it is reasonable
+to assume that the cab and other wooden parts of the locomotive were
+damaged. One unverified report in the files of the Pennsylvania Railroad
+states that part of the roof and brick wall fell on the _Pioneer_ during
+the fire causing considerable damage. In June 1864 the Chambersburg
+shops were again burned by the Confederates, but on this occasion the
+railroad managed to remove all its locomotives before the raid. During
+the Civil War, the Cumberland Valley Railroad was obliged to operate
+longer passenger trains to satisfy the enlarged traffic. The _Pioneer_
+and its sister single-axle engines were found too light for these trains
+and were used only on work and special trains. Reference to table 1 will
+show that the mileage of the _Pioneer_ fell off sharply for the years
+1860-1865.
+
+TABLE 1.--YEARLY MILEAGE OF THE PIONEER
+
+(From Annual Reports of the Cumberland Valley Railroad)
+
+    _Year_:             _Miles_
+
+    1852                  3,182[a]
+    1853                 20,722[b]
+    1854                 18,087
+    1855                 14,151
+    1856                 20,998
+    1857                 22,779
+    1858                 29,094
+    1859                 29,571
+    1860                  4,824
+    1861                  4,346
+    1862                   ([c])
+    1863                  5,339
+    1864                    224
+    1865                  2,215
+    1866                 20,546
+    1867                  5,709
+    1868                 13,626
+    1869                  1,372
+    1870                    ...
+    1871                  2,102
+    1872                  4,002
+    1873                  3,721
+    1874                  3,466
+    1875                    636
+    1876                    870
+    1877                    406
+    1878                  4,433
+    1879                    ...
+    1880                  8,306
+    1881                   ([d])
+                       ---------
+    Total               244,727[e]
+
+FOOTNOTES TO TABLE 1:
+
+[a] Mileage 1852 for January to September (no record of mileage recorded
+in Annual Reports previous to 1852).
+
+[b] 15,000 to 20,000 miles per year was considered very high mileage for
+a locomotive of the 1850's.
+
+[c] No mileage reported for any engines due to fire.
+
+[d] Not listed on roster.
+
+[e] The Pennsylvania Railroad claims a total mileage of 255,675. This
+may be accounted for by records of mileages for 1862, 1870, and 1879.
+
+
+In 1871 the _Pioneer_ was remodeled by A. S. Hull, master mechanic of
+the railroad. The exact nature of the alterations cannot be determined,
+as no drawings or photographs of the engine previous to this time are
+known to exist. In fact, the drawing (fig. 8) prepared by Hull in 1876
+to show the engine as remodeled in 1871 is the oldest known illustration
+of the _Pioneer_. Paul Westhaeffer, a lifelong student of Cumberland
+Valley R. R. history, states that according to an interview with one of
+Hull's descendants the only alteration made to the _Pioneer_ during the
+1871 "remodeling" was the addition of a handbrake. The road's annual
+report of 1853 describes the _Pioneer_ as a six-wheel tank engine. The
+report of 1854 mentions that the _Pioneer_ used link motion. These
+statements are enough to give substance to the idea that the basic
+arrangement has survived unaltered and that it has not been extensively
+rebuilt, as was the _Jenny Lind_ in 1878.
+
+By the 1870's, the _Pioneer_ was too light for the heavier cars then in
+use and by 1880 it had reached the end of its usefulness for regular
+service. After nearly thirty years on the road it had run 255,675 miles.
+Two new passenger locomotives were purchased in 1880 to handle the
+heavier trains. In 1881 the _Pioneer_ was dropped from the roster, but
+was used until about 1890 for work trains. After this time it was stored
+in a shed at Falling Spring, Pennsylvania, near the Chambersburg yards
+of the C.V.R.R.
+
+
+Mechanical Description of the _Pioneer_
+
+[Illustration: Figure 11.--"PIONEER," ABOUT 1901, scene unknown. (_Photo
+courtesy of Thomas Norrell._)]
+
+After the early 1840's the single-axle locomotive, having one pair of
+driving wheels, was largely superseded by the 8-wheel engine. The
+desire to operate longer trains and the need for engines of greater
+traction to overcome the steep grades of American roads called for
+coupled driving wheels and machines of greater weight than the 4--2--0.
+After the introduction of the 4--4--0, the single-axle engine received
+little attention in this country except for light service or such
+special tasks as inspection or dummy engines.
+
+[Illustration: Figure 12.--THE "PIONEER" IN CARLISLE, PA., 1901. (_Photo
+courtesy of Thomas Norrell._)]
+
+There was, however, a renewed interest in "singles" in the early 1850's
+because of W. B. Adams' experiments with light passenger locomotives in
+England. In 1850 Adams built a light single-axle tank locomotive for the
+Eastern Counties Railway which proved very economical for light
+passenger traffic. It was such a success that considerable interest in
+light locomotives was generated in this country as well as in England.
+Nearly 100 single-axle locomotives were built in the United States
+between about 1845-1870. These engines were built by nearly every
+well-known maker, from Hinkley in Boston to the Vulcan Foundry in San
+Francisco. Danforth Cooke & Co. of Paterson built a standard pattern
+4--2--4 used by many roads. One of these, the _C. P. Huntington_,
+survives to the present time.
+
+The following paragraphs describe the mechanical details of the
+_Pioneer_ as it appears on exhibition in the Smithsonian Institution's
+new Museum of History and Technology.
+
+
+BOILER
+
+The boiler is the most important and costly part of a steam locomotive,
+representing one-fourth to one-third of the total cost. A poorly built
+or designed boiler will produce a poor locomotive no matter how well
+made the remainder of mechanism. The boiler of the _Pioneer_ is of the
+wagon-top, crownbar, fire-tube style and is made of a 5/16-inch thick,
+wrought-iron plate. The barrel is very small, in keeping with the size
+of the engine, being only 27 inches in diameter. While some readers may
+believe this to be an extremely early example of a wagon-top boiler, we
+should remember that most New England builders produced few locomotives
+with the Bury (dome) boiler and that the chief advocates of this later
+style were the Philadelphia builders. By the early 1850's the Bury
+boiler passed out of favor entirely and the wagon top became the
+standard type of boiler with all builders in this country.
+
+Sixty-three iron tubes, 1-7/8 inches by 85 inches long are used. The
+original tubes may have been copper or brass since these were easier to
+keep tight than the less malleable iron tubes. The present tube sheet is
+of iron but was originally copper. Its thickness cannot be conveniently
+measured, but it is greater than that of the boiler shell, probably
+about 1/2 to 5/8 inch. While copper tubes and tube sheets were not much
+used in this country after about 1870, copper was employed as recently
+as 1950 by Robert Stephenson & Hawthorns, Ltd., on some small industrial
+locomotives.
+
+The boiler shell is lagged with wooden tongue-and-groove strips about
+2-1/2 inches wide (felt also was used for insulation during this
+period). The wooden lagging is covered with Russia sheet iron which is
+held in place and the joints covered by polished brass bands. Russia
+sheet iron is a planish iron having a lustrous, metallic gray finish.
+
+[Illustration: Figure 14.--THE "FURY," BUILT FOR THE Boston and
+Worcester Railroad in 1849 by Wilmarth. It was known as a "Shanghai"
+because of its great height. (Smithsonian Chaney photo 6443.)]
+
+[Illustration: Figure 15.--THE "NEPTUNE," BUILT FOR THE Boston and
+Worcester in 1847 by Hinkley and Drury. Note the similarity of this
+engine and the _Fury_.]
+
+[Illustration: Figure 16.--THE "PIONEER" AS FIRST EXHIBITED in the Arts
+and Industries building of the Smithsonian Institution prior to
+restoration of the sandbox. (Smithsonian photo 48069D.)]
+
+The steam dome (fig. 18) is located directly over the firebox, inside
+the cab. It is lagged and jacketed in an identical manner to the boiler.
+The shell of the dome is of 5/16-inch wrought iron, the top cap is a
+cast-iron plate which also serves as a manhole cover offering access to
+the boiler's interior for inspection and repair.
+
+[Illustration: Figure 17.--"PIONEER" locomotive. (Drawing by J. H.
+White.)]
+
+[Illustration: Figure 18.--"PIONEER" LOCOMOTIVE, (1) Safety valve, (2)
+spring balance, (3) steam jet, (4) dry pipe, (5) throttle lever, (6)
+throttle, (7) crown bar, (8) front tube sheet, (9) check valve, (10) top
+rail, (11) rear-boiler bracket, (12) pedestal, (13) rocker bearing, (14)
+damper, (15) grate, (16) bottom rail, (17) pump heater valve, (18)
+cylinder lubricator, (19) reversing lever, (20) brake shoe, (21) mud
+ring, (22) blowoff cock, (23) ashpan. (Drawing by J. H. White.)]
+
+A round plate, 20 inches in diameter, riveted on the forward end of the
+boiler, just behind the bell stand, was found when the old jacket was
+removed in May 1963. The size and shape of the hole, which the plate
+covers, indicate that a steam dome or manhole was located at this point.
+It is possible that this was the original location of the steam dome
+since many builders in the early 1850's preferred to mount the dome
+forward of the firebox. This was done in the belief that there was less
+danger of priming because the water was less agitated forward of the
+firebox.
+
+The firebox is as narrow as the boiler shell and fits easily between the
+frame. It is a deep and narrow box, measuring 27 inches by 28 inches by
+about 40 inches deep, and is well suited to burning wood. A deep firebox
+was necessary because a wide, shallow box suitable for coal burning,
+allowed the fuel to burn so quickly it was difficult to fire the engine
+effectively. With the deep, narrow firebox, wood was filled up to the
+level of the fire door. In this way, the fire did not burn so furiously
+and did not keep ahead of the fireman; at the same time, since it burned
+so freely, a good fire was always on hand. The _Pioneer_ burned oak and
+hickory.[14] For the firebox 5/16-inch thick sheet was used, for heavier
+sheet would have blistered and flaked off because of the intense heat of
+the fire and the fibrous quality of wrought-iron sheet of the period.
+Sheet iron was fabricated from many small strips of iron rolled together
+while hot. These strips were ideally welded into a homogeneous sheet,
+but in practice it was found the thicker the sheet the less sure the
+weld.
+
+The fire grates are cast iron and set just a few inches above the bottom
+of the water space so that the water below the grates remains less
+turbulent and mud or other impurities in the water settle here. Four
+bronze mud plugs and a blowoff cock are fitted to the base of the
+firebox so that the sediment thus collected can be removed (figs. 17,
+18).
+
+The front of the boiler is attached to the frame by the smokebox, which
+is a cylinder, bolted on a light, cast-iron saddle (not part of the
+cylinder castings nor attached to them, but bolted directly to the top
+rail of the frame; it may be a hastily made repair put on at the shops
+of the C.V.R.R.). The rear of the boiler is attached to the frame by two
+large cast-iron brackets, one on each side of the firebox (fig. 18).
+These are bolted to the top rail of the frame but the holes in the
+brackets are undoubtedly slotted, so that they may slide since the
+boiler will expand about 1/4 inch when heated. In addition to the crown
+bars, which strengthen the crown sheet, the boiler is further
+strengthened by stay bolts and braces located in the wagon top over the
+firebox, where the boiler had been weakened by the large hole necessary
+for the steam dome. This boiler is a remarkably light, strong, and
+compact structure.
+
+
+BOILER FITTINGS
+
+Few boiler fittings are found on the _Pioneer_ and it appears that
+little was done to update the engine with more modern devices during its
+many years of service. With the exception of the steam gauge, it has no
+more boiler fitting than when it left the builder's shop in 1851.
+
+The throttle valve is a simple slide valve and must have been primitive
+for the time, for the balance-poppet throttle valve was in use in this
+country previous to 1851. It is located directly below the steam dome
+even though it was common practice to place the throttle valve at the
+front of the boiler in the smokebox. Considering the cramped condition
+inside the smokebox, there would seem to be little space for the
+addition of the throttle valve; hence its present location. The dry pipe
+projects up into the steam dome to gather the hottest, driest steam for
+the cylinders. The inverted, funnel-like cap on the top of the dry pipe
+is to prevent priming, as drops of water may travel up the sides of the
+pipe and then to the cylinders, with the possibility of great damage.
+After the steam enters the throttle valve it passes through the front
+end of the valve, through the top of the boiler via the dry pipe (fig.
+18), through the front tube sheet, and then to the cylinders via the
+petticoat pipes. The throttle lever is a simple arrangement readily
+understood from the drawings. It has no latch and the throttle lever is
+held in any desired setting by the wingnut and quadrant shown in figure
+18. The water level in the boiler is indicated by the three brass cocks
+located on the backhead. No gauge glass is used; they were not employed
+in this country until the 1870's, although they were commonly used in
+England at the time the _Pioneer_ was built.
+
+While two safety valves were commonly required, only one was used on the
+_Pioneer_. The safety valve is located on top of the steam dome.
+Pressure is exerted on the lever by a spring balance, fixed at the
+forward end by a knife-blade bearing. The pressure can be adjusted by
+the thumbscrew on the balance. The graduated scale on the balance gave a
+general but uncertain indication of the boiler pressure. The valve
+itself is a poppet held against the face of the valve seat by a second
+knife blade attached to the lever. The ornamental column forming the
+stand of the safety valve is cast iron and does much to decorate the
+interior of the cab. The pipe carrying the escaping steam projects
+through the cab roof. It is made of copper with a decorative brass band.
+This entire mechanism was replaced by a modern safety valve for use at
+the Chicago Railroad Fair (1949). Fortunately, the old valve was
+preserved and has since been replaced on the engine.
+
+The steam gauge is a later addition, but could have been put on as early
+as the 1860's, since the most recent patent date that it bears is 1859.
+It is an Ashcroft gauge having a handsome 4--4--0 locomotive engraved on
+its silver face.
+
+The steam jet (item 3, fig. 18) is one of the simplest yet most notable
+boiler fitting of the _Pioneer_, being nothing more than a valve tapped
+into the base of the steam dome with a line running under the boiler
+jacket to the smokestack. When the valve is opened a jet of steam goes
+up the stack, creating a draft useful for starting the fire or
+enlivening it as necessary. This device was the invention of Alba F.
+Smith in 1852, according to the eminent 19th-century technical writer
+and engineer Zerah Colburn.[15]
+
+The two feedwater pumps (fig. 20) are located beneath the cab deck (1,
+fig. 17). They are cast-iron construction and are driven by an eccentric
+on the driving-wheel axle (fig. 27). The airchamber or dome (1, fig. 27)
+imparts a more steady flow of the water to the boiler by equalizing the
+surges of water from the reciprocating pump plunger. A steam line (3,
+fig. 18), which heats the pump and prevents freezing in cold weather, is
+regulated by a valve in the cab (figs. 18, 27). Note that the line on
+the right side of the cab has been disconnected and plugged.
+
+The eccentric drive for the pumps is unusual, and the author knows of no
+other American locomotive so equipped. Eastwick and Harrison, it is
+true, favored an eccentric drive for feed pumps, but they mounted the
+eccentric on the crankpin of the rear driving wheel and thus produced in
+effect a half-stroke pump. This was not an unusual arrangement, though a
+small crank was usually employed in place of the eccentric. The
+full-stroke crosshead pump with which the _Jenny Lind_ (fig. 22) is
+equipped, was of course the most common style of feed pump used in this
+country in the 19th century.
+
+[Illustration: Figure 19.--BACKHEAD of the _Pioneer_. (Smithsonian photo
+48069F.)]
+
+Of all the mechanisms on a 19th-century locomotive, the feed pump was
+the most troublesome. If an engineer could think of nothing else to
+complain about, he could usually call attention to a defective pump and
+not be found a liar. Because of this, injectors were adopted after their
+introduction in 1860. It is surprising that the _Pioneer_, which was in
+regular service as late as 1880 and has been under steam many times
+since for numerous exhibitions, was never fitted with one of these
+devices. Because its stroke is short and the plunger is in less rapid
+motion, the present eccentric arrangement is more complex but less prone
+to disorder than the simpler but faster crosshead pump.
+
+[Illustration: Figure 20.--FEEDWATER PUMP of the _Pioneer_. (Smithsonian
+photo 63344.)]
+
+The check valves are placed slightly below the centerline of the boiler
+(fig. 18). These valves are an unfinished bronze casting and appear to
+be of a recent pattern, probably dating from the 1901 renovation. At the
+time the engine was built, it was usual to house these valves in an
+ornamental spun-brass casing. The smokestack is of the bonnet type
+commonly used on wood-burning locomotives in this country between about
+1845 and 1870. The exhaust steam from the cylinders is directed up the
+straight stack (shown in phantom in fig. 27) by the blast pipe. This
+creates a partial vacuum in the smokebox that draws the fire, gases,
+ash, and smoke through the boiler tubes from the firebox. The force of
+the exhausting steam blows them out the stack. At the top of the
+straight stack is a deflecting cone which slows the velocity of the
+exhaust and changes its direction causing it to go down into the
+funnel-shaped outer casing of the stack. Here, the heavy embers and
+cinders are collected and prevented from directly discharging into the
+countryside as dangerous firebrands. Wire netting is stretched overtop
+of the deflecting cone to catch the lighter, more volatile embers which
+may defy the action of the cone. The term "bonnet stack" results from
+the fact that this netting is similar in shape to a lady's bonnet. The
+cinders thus accumulated in the stack's hopper could be emptied by
+opening a plug at the base of the stack.
+
+While the deflecting cone was regarded highly as a spark arrester and
+used practically to the exclusion of any other arrangement, it had the
+basic defect of keeping the smoke low and close to the train. This was a
+great nuisance to passengers, as the low trailing smoke blew into the
+cars. If the exhaust had been allowed to blast straight out the stack
+high into the air, most of the sparks would have burned out before
+touching the ground.
+
+[Illustration: Figure 21.--"PIONEER" ON EXHIBIT in old Arts and
+Industries building of the Smithsonian Institution. In this view can be
+seen the bonnet screen of the stack and arrangement of the boiler-frame
+braces and other details not visible from the floor. (Smithsonian photo
+48069A.)]
+
+[Illustration: Figure 22.--"JENNY LIND," SISTER ENGINE of the _Pioneer_,
+shown here as rebuilt in 1878 for use as an inspection engine. It was
+scrapped in March 1905. (_Photo courtesy of E. P. Alexander._)]
+
+[Illustration: Figure 23.--CYLINDER head with valve box removed.]
+
+[Illustration: Figure 24.--BOTTOM of valve box with slide valve
+removed.]
+
+[Illustration: Figures 25 and 26.--CYLINDER with valve box removed,
+showing valve face.]
+
+
+FRAME
+
+The frame of the _Pioneer_ defies an exact classification but it more
+closely resembles the riveted- or sandwich-type frame than any other
+(figs. 18, 27). While the simple bar frame enjoyed the greatest
+popularity in the last century, riveted frames were widely used in this
+country, particularly by the New England builders between about 1840 and
+1860. The riveted frame was fabricated from two plates of iron, about
+5/8-inch thick, cut to the shape of the top rail and the pedestal. A bar
+about 2 inches square was riveted between the two plates. A careful
+study of photographs of Hinkley and other New England-built engines of
+the period will reveal this style of construction. The frame of the
+_Pioneer_ differs from the usual riveted frame in that the top rail is
+1-3/4 inches thick by 4-1/8 inches deep and runs the length of the
+locomotive. The pedestals are made of two 3/8-inch plates flush-riveted
+to each side of the top rail. The cast-iron shoes which serve as guides
+for the journal boxes also act as spacers between the pedestal plates.
+
+The bottom rail of the frame is a 1-1/8-inch diameter rod which is
+forged square at the pedestals and forms the pedestal cap. The frame is
+further stiffened by two diagonal rods running from the top of each
+truck-wheel pedestal to the base of the driving-wheel pedestal, forming
+a truss. Six rods, riveted to the boiler shell and bolted to the frame's
+top rail, strengthen the frame laterally. Four of these rods can be seen
+easily as they run from the frame to the middle of the boiler; the other
+two are riveted to the underside of the boiler. The attachment of these
+rods to the boiler was an undesirable practice, for the boiler shell
+was thus subjected to the additional strain of the locomotive's
+vibrations as it passed over the road. In later years, as locomotives
+grew in size, this practice was avoided and frames were made
+sufficiently strong to hold the engine's machinery in line without using
+the boiler shell.
+
+The front and rear frame beams are of flat iron plate bolted to the
+frame. The rear beam had been pushed in during an accident, and instead
+of its being replaced, another plate was riveted on and bent out in the
+opposite direction to form a pocket for the rear coupling pin. Note that
+there is no drawbar and that the coupler is merely bolted to the beams.
+Since the engine only pulled light trains, the arrangement was
+sufficiently strong.
+
+
+RUNNING GEAR
+
+The running gear is simply sprung with individual leaf springs for each
+axle; it is not connected by equalizing levers. To find an American
+locomotive not equipped with equalizers is surprising since they were
+almost a necessity to produce a reasonably smooth ride on the rough
+tracks of American railroads. Equalizers steadied the motion of the
+engine by distributing the shock received by any one wheel or axle to
+all the other wheels and axles so connected, thus minimizing the effects
+of an uneven roadbed. The author believes that the _Pioneer_ is a
+hard-riding engine.
+
+The springs of the main drives are mounted in the usual fashion. The
+rear boiler bracket (fig. 18) is slotted so that the spring hanger may
+pass through for its connection with the frame. The spring of the
+leading wheels is set at right angles to the frame (fig. 27) and bears
+on a beam, fabricated of iron plate, which in turn bears on the journal
+boxes. The springs of the trailing wheels are set parallel with the
+frame and are mounted between the pedestal plates (fig. 18).
+
+The center of the driving wheel is cast iron and has spokes of the old
+rib pattern, which is a T in cross section, and was used previous to the
+adoption of the hollow spoke wheel. In the mid-1830's Baldwin and others
+used this rib-pattern style of wheel, except that the rib faced inside.
+The present driving-wheel centers are unquestionably original. The
+sister engine _Jenny Lind_ (fig. 22) was equipped with identical driving
+wheels. The present tires are very thin and beyond their last turning.
+They are wrought iron and shrunk to fit the wheel centers. Flush rivets
+are used for further security. The left wheel, shown in figure 17, is
+cracked at the hub and is fitted with an iron ring to prevent its
+breaking.
+
+The truck wheels, of the hollow spoke pattern, are cast iron with
+chilled treads. They were made by Asa Whitney, one of the leading
+car-wheel manufacturers in this country, whose extensive plant was
+located in Philadelphia. Made under Whitney's patent of 1866, these
+wheels may well have been added to the _Pioneer_ during the 1871
+rebuilding. Railroad wheels were not cast from ordinary cast iron, which
+was too weak and brittle to stand the severe service for which they were
+intended, but from a high-quality cast iron similar to that used for
+cannons. Its tensile strength, which ranged from 31,000 to 36,000 psi,
+was remarkably high and very nearly approached that of the best
+wrought-iron plate.
+
+The cylinders are cast iron with an 8-1/2-inch bore about half the size
+of the cylinders of a standard 8-wheel engine. The cylinders are bolted
+to the frame but not to the saddle, and are set at a 9° angle to clear
+the leading wheels and at the same time to line up with the center of
+the driving-wheel axle. The wood lagging is covered with a decorative
+brass jacket. Ornamental brass jacketing was extensively used on
+mid-19th-century American locomotives to cover not only the cylinders
+but steam and sand boxes, check valves, and valve boxes. The greater
+expense for brass (Russia iron or painted sheet iron were a cheaper
+substitute) was justified by the argument that brass lasted the life of
+the engine, and could be reclaimed for scrap at a price approaching the
+original cost; and also that when brightly polished it reflected the
+heat, preventing loss by radiation, and its bright surface could be seen
+a great distance, thus helping to prevent accidents at grade crossings.
+The reader should be careful not to misconstrue the above arguments
+simply as rationalization on the part of master mechanics more intent on
+highly decorative machines than on the practical considerations
+involved.
+
+The valve box, a separate casting, is fastened to the cylinder casting
+by six bolts. The side cover plates when removed show only a small
+opening suitable for inspection and adjustment of the valve. The valve
+box must be removed to permit repair or removal of the valve. A better
+understanding of this mechanism and the layout of the parts can be
+gained from a study of figures 23-26, 28 (8, 8A, and 8B).
+
+[Illustration: Figure 27.--"PIONEER" LOCOMOTIVE. (1) Air chamber, (2)
+reversing lever, (3) counterweight, (4) reversing shaft, (5) link
+hanger, (6) rocker, (7) feedwater line to boiler, (8) link block, (9)
+link, (10) eccentric, (11) pump plunger, (12) pump steamheater line,
+(13) feedwater pump, (14) wire netting [bonnet], (15) deflecting cone,
+(16) stack, (17) stack hopper. (Drawing by J. H. White.)]
+
+[Illustration: Figure 28.--REAR ELEVATION of _Pioneer_ and detail of
+valve shifter; valve face and valve. (Drawing by J. H. White.)]
+
+Both crossheads were originally of cast iron but one of these has been
+replaced and is of steel. They run into steel guides, bolted at the
+forward end to the rear cylinder head and supported in the rear by a
+yoke. The yoke is one of the more finished and better made pieces on the
+entire engine (fig. 27). The main rod is of the old pattern, round in
+cross section, and only 1-1/2 inches in diameter at the largest point.
+
+
+VALVE GEAR
+
+The valve gear is of the Stephenson shifting-link pattern (see fig. 27),
+a simple and dependable motion used extensively in this country between
+about 1850 and 1900. The author believes that this is the original valve
+gear of the _Pioneer_, since the first mention (1854) in the _Annual
+Report_ of the Cumberland Valley Railroad of the style of valve gear
+used by each engine, states that the _Pioneer_ was equipped with a
+shifting-link motion. Assuming this to be the original valve gear of the
+_Pioneer_, it must be regarded as an early application, because the
+Stephenson motion was just being introduced into American locomotive
+practice in the early 1850's. Four eccentrics drive the motion; two are
+for forward motion and two for reverse. The link is split and made of
+two curved pieces. The rocker is fabricated of several forged pieces
+keyed and bolted together. On better made engines the rocker would be a
+one-piece forging. The lower arm of each rocker is curiously shaped,
+made with a slot so that the link block may be adjusted. Generally, the
+only adjustment possible was effected by varying the length of the valve
+stem by the adjusting nuts provided. A simple weight and lever attached
+to the reversing shaft serve as a counterbalance for the links and thus
+assist the engineer in shifting the valve motion. There are eight
+positions on the quadrant of the reversing lever.
+
+[Illustration: Figure 29.--"PIONEER" on exhibit in old Arts and
+Industries building, showing the tank and backhead. (Smithsonian photo
+48069E.)]
+
+
+MISCELLANEOUS NOTES
+
+The cab is solid walnut with a natural finish. It is very possible that
+the second cab was added to the locomotive after the 1862 fire. A brass
+gong used by the conductor to signal the engineer is fastened to the
+underside of the cab roof. This style of gong was in use in the 1850's
+and may well be original equipment.
+
+The water tank is in two sections, one part extending below the deck,
+between the frame. The tank holds 600 gallons of water. The tender holds
+one cord of wood.
+
+The small pedestal-mounted sandbox was used on several Cumberland Valley
+engines including the _Pioneer_. This box was removed from the engine
+sometime between 1901 and 1904. It was on the engine at the time of the
+Carlisle sesquicentennial but disappeared by the time of the St. Louis
+exposition. Two small sandboxes, mounted on the driving-wheel splash
+guards, replaced the original box. The large headlamp (fig. 3)
+apparently disappeared at the same time and was replaced by a crudely
+made lamp formerly mounted on the cab roof as a backup light. Headlamps
+of commercial manufacture were carefully finished and made with
+parabolic reflectors, elaborate burners, and handsomely fitted cases.
+Such a lamp could throw a beam of light for 1000 feet. The present lamp
+has a flat cone-shaped piece of tin for a reflector.
+
+The brushes attached to the pilot were used in the winter to brush snow
+and loose ice off the rail and thus improve traction. In good weather
+the brushes were set up to clear the tracks.
+
+[Illustration: Figure 30.--RECONSTRUCTED SANDBOX replaced on the
+locomotive, August 1962. (Drawing by J. H. White.)]
+
+After the _Pioneer_ had come to the National Museum, it was decided that
+some refinishing was required to return it as nearly as possible to the
+state of the original engine. Replacing the sandbox was an obvious
+change.[20] The brass cylinder jackets were also replaced. The cab was
+stripped and carefully refinished as natural wood. The old safety valve
+was replaced, as already mentioned. Rejacketing the boiler with
+simulated Russia iron produced a most pleasing effect, adding not only
+to the authenticity of the display but making the engine appear lighter
+and relieving the somber blackness which was not characteristic of a
+locomotive of the 1850's. Several minor replacements are yet to be done;
+chiefly among these are the cylinder-cock linkage and a proper headlamp.
+
+The question arises, has the engine survived as a true and accurate
+representation of the original machine built in 1851? In answer, it can
+be said that although the _Pioneer_ was damaged en route to the
+Cumberland Valley Railroad, modified on receipt, burned in 1862, and
+operated for altogether nearly 40 years, surprisingly few new appliances
+have been added, nor has the general arrangement been changed.
+Undoubtedly, the main reason the engine is so little changed is that its
+small size and odd framing did not invite any large investment for
+extensive alteration for other uses. But there can be no positive answer
+as to its present variance from the original appearance as represented
+in the oldest known illustration of it--the Hull drawing of 1871 (fig.
+8). There are few, if any, surviving 19th-century locomotives that have
+not suffered numerous rebuildings and are not greatly altered from the
+original. The _John Bull_, also in the U.S. National Museum collection,
+is a good example of a machine many times rebuilt in its 30 years of
+service.[21] Unless other information is uncovered to the contrary, it
+can be stated that the _Pioneer_ is a true representation of a light
+passenger locomotive of 1851.
+
+
+_Alba F. Smith_
+
+Alba F. Smith, the man responsible for the purchase of the _Pioneer_,
+was born in Lebanon, Connecticut, June 28, 1817.[9] Smith showed promise
+as a mechanic at an early age and by the time he was 22 had established
+leadpipe works in Norwich. His attention was drawn particularly to
+locomotives since the tracks of the Norwich and Worcester Railroad
+passed his shop. His attempts to develop a spark arrester for
+locomotives brought Smith to the favorable attention of Captain Daniel
+Tyler (1799-1882), president of the Norwich and Worcester Railroad. When
+Tyler was hired by the Cumberland Valley Railroad in 1850 to supervise
+the line's rebuilding, he persuaded the managers of that road to hire
+Smith as superintendent of machinery.[10] Smith was appointed as
+superintendent of the machine shop of the Cumberland Valley Railroad on
+July 22, 1850.[11] On January 1, 1851, he became superintendent of the
+road.
+
+In March of 1856 Smith resigned his position with the Cumberland Valley
+Railroad and became superintendent of the Hudson River Railroad, where
+he remained for only a year. During that time he designed the
+coal-burning locomotive _Irvington_, rebuilt the Waterman condensing
+dummy locomotive for use in hauling trains through city streets, and
+developed a superheater.[12]
+
+After retiring from the Hudson River Railroad he returned to Norwich and
+became active in enterprises in that area, including the presidency of
+the Norwich and Worcester Railroad. While the last years of Smith's life
+were devoted to administrative work, he found time for mechanical
+invention as well. In 1862 he patented a safety truck for locomotives,
+and became president of a concern which controlled the most important
+patents for such devices.[13] Alba F. Smith died on July 21, 1879, in
+Norwich, Connecticut.
+
+
+[Illustration:
+
+UNION WORKS,
+
+SOUTH BOSTON,
+
+SETH WILMARTH, Proprietor,
+
+[Illustration]
+
+MANUFACTURER OF
+
+LOCOMOTIVES,
+
+STATIONARY STEAM ENGINES AND STEAM BOILERS,
+
+OF THE VARIOUS SIZES REQUIRED,
+
+_Parts connected with Railroads, including Frogs, Switches, Chairs and
+Hand Cars._
+
+MACHINISTS' TOOLS, of all descriptions, including _TURNING LATHES_, of
+sizes varying from 6 feet to 50 feet in length, and weighing from 500
+pounds to 40 tons each; the latter capable of turning a wheel or pulley,
+_thirty feet in diameter_.
+
+PLANING MACHINES,
+
+Varying from 2 feet to 60 feet in length, and weighing from 200 lbs. to
+70 tons each, and will plane up to 55 feet long and 7 feet square.
+
+Boring Mills, Vertical and Horizontal Drills, Slotting Machines,
+Punching Presses, Gear and Screw Cutting Machines, &c. &c. Also,
+
+Mill Gearing and Shafting.
+
+JOBBING AND REPAIRS, and any kind of work usually done in Machine Shops,
+executed at short notice.
+
+Figure 13.--ADVERTISEMENT OF SETH WILMARTH appearing in Boston city
+directory for 1848-1849.]
+
+
+_Seth Wilmarth_
+
+Little is known of the builder of the _Pioneer_, Seth Wilmarth, and
+nothing in the way of a satisfactory history of his business is
+available. For the reader's general interest the following information
+is noted.[16]
+
+Seth Wilmarth was born in Brattleboro, Vermont, on September 8, 1810. He
+is thought to have learned the machinist trade in Pawtucket, Rhode
+Island, before coming to Boston and working for the Boston Locomotive
+Works, Hinkley and Drury proprietors. In about 1836 he opened a machine
+shop and, encouraged by an expanding business, in 1841 he built a new
+shop in South Boston which became known as the Union Works.[17] Wilmarth
+was in the general machine business but his reputation was made in the
+manufacture of machine tools, notably lathes. He is believed to have
+built his first locomotive in 1842, but locomotive building never became
+his main line of work. Wilmarth patterned his engines after those of
+Hinkley and undoubtedly, in common with the other New England builders
+of this period, favored the steady-riding, inside-connection engines.
+The "Shanghais," so-called because of their great height, built for the
+Boston and Worcester Railroad by Wilmarth in 1849, were among the best
+known inside-connection engines operated in this country (fig. 14).
+While the greater part of Wilmarth's engines was built for New England
+roads, many were constructed for lines outside that area, including the
+Pennsylvania Railroad, Ohio and Pennsylvania Railroad, and the Erie.
+
+A comparison of the surviving illustrations of Hinkley and Wilmarth
+engines of the 1850's reveals a remarkable similarity in their details
+(figs. 14 and 15). Notice particularly the straight boiler, riveted
+frame, closely set truck wheels, feedwater pump driven by a pin on the
+crank of the driving wheel, and details of the dome cover. All of the
+features are duplicated exactly by both builders. This is not surprising
+considering the proximity of the plants and the fact that Wilmarth had
+been previously employed by Hinkley.
+
+In 1854 Wilmarth was engaged by the New York and Erie Railroad to build
+fifty 6-foot gauge engines.[18] After work had been started on these
+engines, and a large store of material had been purchased for their
+construction, Wilmarth was informed that the railroad could not pay cash
+but that he would have to take notes in payment.[19] There was at this
+time a mild economic panic and notes could be sold only at a heavy
+discount. This crisis closed the Union Works. The next year, 1855, Seth
+Wilmarth was appointed master mechanic of the Charlestown Navy Yard,
+Boston, where he worked for twenty years. He died in Malden,
+Massachusetts, on November 5, 1886.
+
+
+Footnotes
+
+[1] _Minutes of the Board of Managers of the Cumberland Valley
+Railroad._ This book may be found in the office of the Secretary,
+Pennsylvania Railroad, Philadelphia, Pa., June 25, 1851. Hereafter cited
+as "Minutes C.V.R.R."
+
+[2] Ibid.
+
+[3] Minutes C.V.R.R.
+
+[4] _Franklin Repository_ (Chambersburg, Pa.), August 26, 1909.
+
+[5] _Railroad Advocate_ (December 29, 1855), vol. 2, p. 3.
+
+[6] C. E. FISHER, "Locomotives of the New Haven Railroad," _Railway and
+Locomotive Historical Society Bulletin_ (April 1938), no. 46, p. 48.
+
+[7] Minutes C.V.R.R.
+
+[8] _Evening Sentinel_ (Carlisle, Pa.), October 23, 1901.
+
+[9] _Norwich Bulletin_ (Norwich, Conn.), July 24, 1879. All data
+regarding A. F. Smith is from this source unless otherwise noted.
+
+[10] _Railway Age_ (September 13, 1889), vol. 14, no. 37. Page 600 notes
+that Tyler worked on C.V.R.R. 1851-1852; Smith's obituary (footnote 9)
+mentions 1849 as the year; and minutes of C.V.R.R. mention Tyler as
+early as 1850.
+
+[11] Minutes C.V.R.R.
+
+[12] A. F. HOLLEY, _American and European Railway Practice_ (New York:
+1861). An illustration of Smith's superheater is shown on plate 58,
+figure 13.
+
+[13] JOHN H. WHITE, "Introduction of the Locomotive Safety Truck,"
+(Paper 24, 1961, in _Contributions from the Museum of History and
+Technology: Papers 19-30_, U.S. National Museum Bulletin 228;
+Washington: Smithsonian Institution, 1963), p. 117.
+
+[14] _Annual Report_, C.V.R.R., 1853.
+
+[15] ZERAH COLBURN, _Recent Practice in Locomotive Engines_ (1860), p.
+71.
+
+[16] _Railroad Gazette_ (September 27, 1907), vol. 43, no. 13, pp.
+357-360. These notes on Wilmarth locomotives by C. H. Caruthers were
+printed with several errors concerning the locomotives of the Cumberland
+Valley Railroad and prompted the preparation of these present remarks on
+the history of Wilmarth's activities. Note that on page 359 it is
+reported that only one compensating-lever engine was built for the
+C.V.R.R. in 1854, and not two such engines in 1852. The _Pioneer_ is
+incorrectly identified as a "Shanghai," and as being one of three such
+engines built in 1871 by Wilmarth.
+
+[17] The author is indebted to Thomas Norrell for these and many of the
+other facts relating to Wilmarth's Union Works.
+
+[18] _Railroad Gazette_ (October 1907), vol. 43, p. 382.
+
+[19] _Boston Daily Evening Telegraph_ (Boston, Mass.), August 11, 1854.
+The article stated that one engine a week was built and that 10 engines
+were already completed for the Erie. Construction had started on 30
+others.
+
+[20] The restoration work has been ably handled by John Stine of the
+Museum staff. Restoration started in October 1961.
+
+[21] S. H. OLIVER, _The First Quarter Century of the Steam Locomotive in
+America_ (U.S. National Museum Bulletin 210; Washington: Smithsonian
+Institution, 1956), pp. 38-46.
+
+
+U.S. GOVERNMENT PRINTING OFFICE: 1964
+
+For sale by the Superintendent of Documents, U.S. Government Printing
+Office Washington, D.C., 20402--Price 30 cents.
+
+
+Index
+
+
+Adams, W. B., 252
+
+
+Baldwin, Matthias William, 264
+
+Boston Locomotive Works, 260
+
+
+Colburn, Zerah, 259
+
+
+Danforth Cooke & Co., 252
+
+Drury, Gardner P., 260
+
+
+Eastwick, Andrew M., 259
+
+
+Harrison, Joseph, Jr., 259
+
+Hinkley, Holmes, 252, 260, 263
+
+Hull, A. S., 251, 268
+
+
+Smith, Alba F., 244, 246, 247, 259
+
+Stephenson, Robert, & Hawthorns, Ltd., 253
+
+Stuart, J. E. B., 249
+
+
+Taunton Locomotive Works, 247
+
+Tyler, Daniel, 244, 253
+
+
+Union Works, 260
+
+
+Vulcan Foundry, 252
+
+
+Watts, Frederick, 249
+
+
+
+
+
+
+End of the Project Gutenberg EBook of The 'Pioneer': Light Passenger
+Locomotive of 1851, by John H. White
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+
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+</head>
+
+<body>
+
+
+<pre>
+
+The Project Gutenberg EBook of The 'Pioneer': Light Passenger Locomotive
+of 1851, by John H. White
+
+This eBook is for the use of anyone anywhere at no cost and with
+almost no restrictions whatsoever.  You may copy it, give it away or
+re-use it under the terms of the Project Gutenberg License included
+with this eBook or online at www.gutenberg.org
+
+
+Title: The 'Pioneer': Light Passenger Locomotive of 1851
+       United States Bulletin 240, Contributions from the Museum
+              of History and Technology, paper 42, 1964
+
+Author: John H. White
+
+Release Date: February 23, 2009 [EBook #28160]
+
+Language: English
+
+Character set encoding: ISO-8859-1
+
+*** START OF THIS PROJECT GUTENBERG EBOOK LIGHT PASSENGER LOCOMOTIVE ***
+
+
+
+
+Produced by Chris Curnow, Louise Pattison, Joseph Cooper
+and the Online Distributed Proofreading Team at
+http://www.pgdp.net
+
+
+
+
+
+
+</pre>
+
+
+<div class="tnote">
+<p>This is Paper 42 from the Smithsonian Institution United States
+National Museum Bulletin 240, comprising Papers 34-44, which will
+also be available as a complete e-book.</p>
+
+<p>The front material, introduction and relevant index entries from
+the Bulletin are included in each single-paper e-book.</p>
+
+<p>Underlined Figure numbers link to high resolution copies of selected images.</p>
+
+<p><a href="#corrections_42">Corrections</a> to typographical errors are underlined
+<ins class="mycorr" title="Original: like thsi">like this</ins>. Mouse over to view the original text.</p>
+</div>
+
+<h1>SMITHSONIAN INSTITUTION<br />
+UNITED STATES NATIONAL MUSEUM<br />
+BULLETIN 240</h1>
+
+<div class="figright">
+  <img src="images/i_002.png" alt="Smithsonian Press Logo" title="" />
+</div>
+
+<p class="right" style="clear:both;">SMITHSONIAN PRESS<br /></p>
+
+<p>MUSEUM OF HISTORY AND TECHNOLOGY</p>
+
+<p style="font-size: 2em; font-weight: bold;" class="smcap">Contributions<br />
+From the<br />
+Museum<br />
+of History and<br />
+Technology</p>
+
+<p style="font-size: 1.25em;"><em>Papers 34-44<br />
+On Science and Technology</em></p>
+
+<p>SMITHSONIAN INSTITUTION &middot; WASHINGTON, D.C. 1966</p>
+
+<hr style="width: 65%;" />
+
+<p class="center" style="font-size: 1.25em;"><em>Publications of the United States National Museum</em></p>
+
+<p>The scholarly and scientific publications of the United States National Museum
+include two series, <cite>Proceedings of the United States National Museum</cite> and <cite>United States
+National Museum Bulletin</cite>.</p>
+
+<p>In these series, the Museum publishes original articles and monographs dealing
+with the collections and work of its constituent museums&mdash;The Museum of Natural
+History and the Museum of History and Technology&mdash;setting forth newly acquired
+facts in the fields of anthropology, biology, history, geology, and technology. Copies
+of each publication are distributed to libraries, to cultural and scientific organizations,
+and to specialists and others interested in the different subjects.</p>
+
+<p>The <cite>Proceedings</cite>, begun in 1878, are intended for the publication, in separate
+form, of shorter papers from the Museum of Natural History. These are gathered
+in volumes, octavo in size, with the publication date of each paper recorded in the
+table of contents of the volume.</p>
+
+<p>In the <cite>Bulletin</cite> series, the first of which was issued in 1875, appear longer, separate
+publications consisting of monographs (occasionally in several parts) and volumes
+in which are collected works on related subjects. <cite>Bulletins</cite> are either octavo or
+quarto in size, depending on the needs of the presentation. Since 1902 papers relating
+to the botanical collections of the Museum of Natural History have been
+published in the <cite>Bulletin</cite> series under the heading <cite>Contributions from the United States
+National Herbarium</cite>, and since 1959, in <cite>Bulletins</cite> titled &ldquo;Contributions from the Museum
+of History and Technology,&rdquo; have been gathered shorter papers relating to the collections
+and research of that Museum.</p>
+
+<p>The present collection of Contributions, Papers 34-44, comprises Bulletin 240.
+Each of these papers has been previously published in separate form. The year of
+publication is shown on the last page of each paper.</p>
+
+<p class="right"><span class="smcap">Frank A. Taylor</span><br />
+<em>Director, United States National Museum</em></p>
+
+<hr style="width: 65%;" />
+
+<p><span class="pagenum"><a name="Page_241" id="Page_241">[Pg 241]</a></span><br />
+
+<a name="Paper_42" id="Paper_42"></a></p><h1><span class="smcap">Contributions from <br />The Museum of History and Technology</span>:
+<br /><span class="smcap">Paper</span> 42<br /><br />
+<br /><span class="smcap">The</span> &ldquo;<span class="smcap">Pioneer</span>&rdquo;: <span class="smcap">Light Passenger Locomotive of 1851<br />
+In the Museum of History and Technology</span></h1>
+
+<p><span class="rnum" style="font-size: larger;"><em>John H. White</em></span><br /><br /><br /><br /></p>
+
+<p>THE CUMBERLAND VALLEY RAILROAD  <span class="rnum"><a href="#CVRR">244</a></span></p>
+
+<p>SERVICE HISTORY OF THE &ldquo;PIONEER&rdquo;  <span class="rnum"><a href="#Service">249</a></span></p>
+
+<p>MECHANICAL DESCRIPTION OF THE &ldquo;PIONEER&rdquo;  <span class="rnum"><a href="#Mechanical">251</a></span></p>
+
+<p><a href="#FOOTNOTES">FOOTNOTES</a></p>
+
+<p><a href="#INDEX">INDEX</a></p>
+
+<p><span class="pagenum"><a name="Page_242" id="Page_242">[Pg 242]</a></span></p>
+
+<div class="figcenter" style="width: 600px;">
+<img src="images/i002.jpg" width="600" height="526" alt="Figure 1.&mdash;The &quot;Pioneer.&quot;" title="Figure 1.&mdash;The &quot;Pioneer.&quot;" />
+<p class="caption2">Figure 1.&mdash;<span class="smcap">The</span> &ldquo;<span
+class="smcap">Pioneer</span>,&rdquo; <span class="smcap">built in 1851</span>, shown here as
+renovated and exhibited in the Museum of History and Technology, 1964.
+In 1960 the locomotive was given to the Smithsonian Institution by the
+Pennsylvania Railroad through John S. Fair, Jr. (Smithsonian photo
+63344B.)</p>
+</div>
+
+<hr style="width: 65%;" />
+
+<p><span class="pagenum"><a name="Page_243" id="Page_243">[Pg 243]</a></span><span class="rnum"><em>John H. White</em></span><br /></p>
+
+<h2>The &ldquo;PIONEER&rdquo;:<br />LIGHT PASSENGER LOCOMOTIVE<br />of 1851<br />
+<small><em>In the Museum of History and Technology</em></small></h2>
+
+<div class="blockquotn"><p><em>In the mid-nineteenth century there was a renewed interest in
+the light, single-axle locomotives which were proving so very
+successful for passenger traffic. These engines were built in
+limited number by nearly every well-known maker, and among the
+few remaining is the 6-wheel &ldquo;Pioneer,&rdquo; on display in the Museum
+of History and Technology, Smithsonian Institution. This
+locomotive is a true representation of a light passenger
+locomotive of 1851 and a historic relic of the mid-nineteenth
+century.</em></p>
+
+<p><span class="smcap">The Author</span>: <em>John H. White is associate curator of
+transportation in the Smithsonian Institution&rsquo;s Museum of
+History and Technology.</em></p></div>
+
+<p>The &ldquo;Pioneer&rdquo; is an unusual locomotive and on first inspection would
+seem to be imperfect for service on an American railroad of the 1850&rsquo;s.
+This locomotive has only one pair of driving wheels and no truck, an
+arrangement which marks it as very different from the highly successful
+standard 8-wheel engine of this period. All six wheels of the <em>Pioneer</em>
+are rigidly attached to the frame. It is only half the size of an
+8-wheel engine of 1851 and about the same size of the<span class="nowrap"> 4&mdash;2&mdash;0 </span>so common
+in this country some 20 years earlier. Its general arrangement is that
+of the rigid English locomotive which had, years earlier, proven
+unsuitable for use on U.S. railroads.</p>
+
+<p>These objections are more apparent than real, for the <em>Pioneer</em>, and
+other engines of the same design, proved eminently successful when used
+in the service for which they were built, that of light passenger
+traffic. The <em>Pioneer&rsquo;s</em> rigid wheelbase is no problem, for when it is
+compared to that of an 8-wheel engine it is found to be about four feet
+less; and its small size is no problem when we realize it was not
+intended for heavy service. Figure 2, a diagram, is a comparison of the
+<em>Pioneer</em> and a standard 8-wheel locomotive.</p>
+
+<p>Since the service life of the <em>Pioneer</em> was spent on the Cumberland
+Valley Railroad, a brief account of that line is necessary to an
+understanding of the service history of this locomotive.</p>
+
+<p><span class="pagenum"><a name="Page_244" id="Page_244">[Pg 244]</a></span></p>
+
+<div class="sidebar_rt">
+<p class="center"><em>Exhibits of the &ldquo;Pioneer&rdquo;</em></p>
+
+<p>The <em>Pioneer</em> has been a historic relic since 1901. In the fall
+of that year minor repairs were made to the locomotive so that
+it might be used in the sesquicentennial celebration at
+Carlisle, Pennsylvania. On October 22, 1901, the engine was
+ready for service, but as it neared Carlisle a copper flue
+burst. The fire was extinguished and the <em>Pioneer</em> was pushed
+into town by another engine. In the twentieth century, the
+<em>Pioneer</em> was displayed at the Louisiana Purchase Exposition,
+St. Louis, Missouri, in 1904, and at the Wheeling, West
+Virginia, semicentennial in 1913. In 1927 it joined many other
+historic locomotives at the Baltimore and Ohio Railroad&rsquo;s &ldquo;Fair
+of the Iron Horse&rdquo; which commemorated the first one hundred
+years of that company. From about 1913 to 1925 the <em>Pioneer</em>
+also appeared a number of times at the Apple-blossom Festival
+at Winchester, Virginia. In 1933-1934 it was displayed at the
+World&rsquo;s Fair in Chicago, and in 1948 at the Railroad Fair in the
+same city. Between 1934 and March 1947 it was exhibited at the
+Franklin Institute, Philadelphia, Pennsylvania.</p></div>
+
+<h3><a name="CVRR" id="CVRR"></a>The Cumberland Valley Railroad</h3>
+
+<p>The Cumberland Valley Railroad (C.V.R.R.) was chartered on April 2,
+1831, to connect the Susquehanna and Potomac Rivers by a railroad
+through the Cumberland Valley in south-central Pennsylvania. The
+Cumberland Valley, with its rich farmland and iron-ore deposits, was a
+natural north-south route long used as a portage between these two
+rivers. Construction began in 1836, and because of the level valley some
+52 miles of line was completed between Harrisburg and Chambersburg by
+November 16, 1837. In 1860, by way of the Franklin Railroad, the line
+extended to Hagerstown, Maryland. It was not until 1871 that the
+Cumberland Valley Railroad reached its projected southern terminus, the
+Potomac River, by extending to Powells Bend, Maryland. Winchester,
+Virginia, was entered in 1890 giving the Cumberland Valley Railroad
+about 165 miles of line. The railroad which had become associated with
+the Pennsylvania Railroad in 1859, was merged with that company in 1919.</p>
+
+<p>By 1849 the Cumberland Valley Railroad was in poor condition; the
+strap-rail track was worn out and new locomotives were needed. Captain
+Daniel Tyler was hired to supervise rebuilding the line with T-rail, and
+easy grades and curves. Tyler recommended that a young friend of his,
+Alba F. Smith, be put in charge of modernizing and acquiring new
+equipment. Smith recommended to the railroad&rsquo;s Board of Managers on June
+25, 1851, that &ldquo;much lighter engines than those now in use may be
+substituted for the passenger transportation and thereby effect a great
+saving both in point of fuel and road repairs....&rdquo;<a name="FNanchor_42_1" id="FNanchor_42_1"></a><a href="#Footnote_42_1" class="fnanchor">[1]</a> Smith may well
+have gone on to explain that the road was operating 3- and 4-car
+passenger trains with a locomotive weighing about 20 tons; the total
+weight was about 75 tons, equalling the uneconomical deadweight of 1200
+pounds per passenger. Since speed was not an important consideration (30
+mph being a good average), the use of lighter engines would improve the
+deadweight-to-passenger ratio and would not result in a slower schedule.</p>
+
+<p>The Board of Managers agreed with Smith&rsquo;s recommendations and instructed
+him &ldquo;... to examine the two locomotives lately built by Mr. Wilmarth
+and now in the [protection?] of Captain Tyler at Norwich and if in his
+judgment they are adequate to our wants ... have them forwarded to the
+road.&rdquo;<a name="FNanchor_42_2" id="FNanchor_42_2"></a><a href="#Footnote_42_2" class="fnanchor">[2]</a> Smith inspected the locomotives not long after this resolution
+was passed, for they were on the road by the time he made the following
+report<a name="FNanchor_42_3" id="FNanchor_42_3"></a><a href="#Footnote_42_3" class="fnanchor">[3]</a> to the Board on September 24, 1851:</p>
+
+<div class="blockquot"><p>In accordance with a resolution passed at the last meeting of
+your body relative to the small engines built by Mr. Wilmarth I
+proceeded to Norwich to make trial of their capacity&mdash;fitness or
+suitability to the Passenger transportation of our Road&mdash;and
+after as thorough a trial as circumstances would admit (being on
+another Road than our own) I became satisfied that with some
+necessary improvements which would not be expensive (and are now
+being made at our shop)<span class="pagenum"><a name="Page_245" id="Page_245">[Pg 245]</a></span> the engines would do the business of our Road not only in a
+manner satisfactory in point of speed and certainty but with
+greater ultimate economy in Expenses than has before been
+practised in this Country.</p></div>
+
+<div class="figcenter" style="width: 600px;">
+<img src="images/i008.jpg" width="600" height="264" alt="Figure 2.&mdash;Diagram comparing the Pioneer with the Columbia."
+   title="Figure 2.&mdash;Diagram comparing the Pioneer with the Columbia." />
+<p class="caption2"><a href="images/i008_high.png" title="High resolution image.">Figure 2.</a>&mdash;<span class="smcap">Diagram comparing</span> the <em>Pioneer</em> (shaded
+drawing) with the <em>Columbia</em>, a standard 8-wheel engine of 1851.
+(Drawing by J. H. White.)</p>
+</div>
+<table id="layout1" summary="">
+<tr>
+<td style="padding-right: 2em;">
+<p>
+<em>Columbia</em><br />
+<br />
+Hudson River Railroad<br />
+Lowell Machine Shop, 1852<br />
+Wt. 27-1/2 tons (engine only)<br />
+Cyl. 16-1/2 x 22 inches<br />
+Wheel diam. 84 inches<br />
+</p>
+</td>
+<td style="padding-left: 2em;">
+<p>
+<em>Pioneer</em><br />
+<br />
+Cumberland Valley Railroad<br />
+Seth Wilmarth, 1851<br />
+12-1/2 tons<br />
+8-1/2 x 14 inches<br />
+54 inches<br />
+</p>
+</td>
+</tr>
+</table>
+
+<div class="blockquot"><p>After making the above trial of the Engines&mdash;I stated to your
+Hon. President the result of the trial&mdash;with my opinion of their
+Capacity to carry our passenger trains at the speed required
+which was decidedly in favor of the ability of the Engines. He
+accordingly agreed that the Engines should at once be forwarded
+to the Road in compliance with the Resolution of your Board. I
+immediately ordered the Engines shipped at the most favorable
+rates. They came to our Road safely in the Condition in which
+they were shipped. One of the Engines has been placed on the
+Road and I believe performed in such a manner as to convince all
+who are able to judge of this ability to perform&mdash;although the
+maximum duty of the Engines was not performed on account of some
+original defects which are now being remedied as I before
+stated.</p>
+
+<p>Within ten days the Engine will be able to run regularly with a
+train on the Road where in shall be enabled to judge correctly
+of their merits.</p>
+
+<p>An accident occurred during the trial of the Small Engine at
+Norwich which caused a damage of about $300 in which condition
+the Engine came here and is now being repaired&mdash;the cost of
+which will be presented to your Board hereafter. As to the
+fault or blame of parties connected with the accident as also
+the question of responsibility for Repairs are questions for
+your disposal. I therefore leave the matter until further called
+upon.</p>
+
+<p>The Expenses necessarily incurred by the trial of the Engines
+and also the Expenses of transporting the same are not included
+in the Statement herewith presented, the whole amount of which
+will not probably exceed $400.00.</p></div>
+
+<p>These two locomotives became the Cumberland Valley Railroad&rsquo;s <em>Pioneer</em>
+(number 13) and <em>Jenny Lind</em> (number 14). While Smith notes that one of
+the engines was damaged during the inspection trials, Joseph Winters, an
+employee of the Cumberland Valley who claimed he was accompanying the
+engine enroute to Chambersburg at the time of their delivery, later
+recalled that both engines were damaged in transit.<a name="FNanchor_42_4" id="FNanchor_42_4"></a><a href="#Footnote_42_4" class="fnanchor">[4]</a> According to
+Winters a train ran into the rear of the <em>Jenny Lind</em>, damaging both it
+and the <em>Pioneer</em>, the accident occurring near Middletown, Pennsylvania.
+The <em>Jenny Lind</em> was repaired at Harrisburg but the <em>Pioneer</em>, less
+seriously damaged, was taken for repairs to the main shops of the
+Cumberland Valley road at Chambersburg.</p>
+
+<p><span class="pagenum"><a name="Page_246" id="Page_246">[Pg 246]</a></span></p>
+<div class="figcenter" style="width: 600px;">
+<img src="images/i013.jpg" width="600" height="419" alt="Figure 3.&mdash;&ldquo;Pioneer,&rdquo; about 1901, showing the sandbox and large headlamp." title="Figure 3.&mdash;&ldquo;Pioneer,&rdquo; about 1901, showing the sandbox and large headlamp." />
+<p class="caption2">Figure 3.&mdash;&ldquo;<span class="smcap">Pioneer</span>,&rdquo; <span class="smcap">about 1901</span>, showing the sandbox and
+large headlamp. Note the lamp on the cab roof, now used as the
+headlight. (Smithsonian photo 49272.)</p>
+</div>
+
+<p>While there seems little question that these locomotives were not built
+as a direct order for the Cumberland Valley Railroad, an
+article<a name="FNanchor_42_5" id="FNanchor_42_5"></a><a href="#Footnote_42_5" class="fnanchor">[5]</a>
+appearing in the <cite>Railroad Advocate</cite> in 1855 credits their design to
+Smith. The article speaks of a<span class="nowrap"> 2&mdash;2&mdash;4 </span>built for the Macon and Western
+Railroad and says in part:</p>
+
+<div class="blockquot"><p>This engine is designed and built very generally upon the ideas,
+embodied in some small tank engines designed by A. F. Smith,
+Esq., for the Cumberland Valley road. Mr. Smith is a strong
+advocate of light engines, and his novel style and proportions
+of engines, as built for him a few years since, by Seth
+Wilmarth, at Boston, are known to some of our readers. Without
+knowing all the circumstances under which these engines are
+worked on the Cumberland Valley road, we should not venture to
+repeat all that we have heard of their performances, it is
+enough to say that they are said to do more, in proportion to
+their weight, than any other engines now in use.</p></div>
+
+<p>The author believes that the <cite>Railroad Advocate&rsquo;s</cite> claim of Smith&rsquo;s
+design of the <em>Pioneer</em> has been confused with his design of the
+<em>Utility</em> (figs. 6, 7). Smith designed this compensating-lever engine to
+haul trains over the C.V.R.R. bridge at Harrisburg. It was built by
+Wilmarth in 1854.</p>
+
+<div class="figcenter" style="width: 620px;">
+<div class="figleft" style="width: 300px;">
+<img src="images/i016.png" alt="Figure 4.&mdash;Map of the Cumberland Valley Railroad as it appeared in 1919." title="Figure 4.&mdash;Map of the Cumberland Valley Railroad as it appeared in 1919." />
+<p class="caption2"><a href="images/i016_high.png" title="High resolution image.">Figure 4.</a>&mdash;<span class="smcap">Map of the Cumberland Valley</span> Railroad as it
+appeared in 1919.</p>
+</div>
+
+<div class="figright" style="width: 276px;">
+<img src="images/i017.png" alt="Figure 5.&mdash;An early broadside of the Cumberland Valley Railroad." title="Figure 5.&mdash;An early broadside of the Cumberland Valley Railroad." />
+<p class="caption2">Figure 5.&mdash;<span class="smcap">An early broadside</span> of the Cumberland Valley
+Railroad.</p></div>
+</div>
+
+<p style="clear:both;">According to statements of Smith and the Board of Managers quoted on
+page 244, the <em>Pioneer</em> and the <em>Jenny Lind</em> were not new when purchased
+from their maker, Seth Wilmarth. Although of recent manufacture,
+previous to June 1851, they were apparently doing service on a road in
+Norwich, Connecticut. It<span class="pagenum"><a name="Page_247" id="Page_247">[Pg 247]</a></span> should be mentioned that both Smith and Tyler
+were formerly associated with the Norwich and Worcester Railroad and
+they probably learned of these two engines through this former
+association. It is possible that the engines were purchased from
+Wilmarth by the Cumberland Valley road, which had bought several other
+locomotives from Wilmarth in previous years. It was the practice of at
+least one other New England engine builder, the Taunton Locomotive
+Works, to manufacture engines on the speculation that a buyer would be
+found; if no immediate buyers appeared the engine was leased to a local
+road until a sale was made.<a name="FNanchor_42_6" id="FNanchor_42_6"></a><a href="#Footnote_42_6" class="fnanchor">[6]</a></p>
+
+<p>Regarding the <em>Jenny Lind</em> and <em>Pioneer</em>, Smith reported<a name="FNanchor_42_7" id="FNanchor_42_7"></a><a href="#Footnote_42_7" class="fnanchor">[7]</a> to the Board
+of Managers at their meeting of March 17, 1852:</p>
+
+<div class="blockquot"><p>The small tank engines which were purchased last year ... and
+which I spoke in a former report as undergoing at that time some
+necessary improvements have since that time been fairly tested
+as to their capacity to run our passenger trains and proved to
+be equal to the duty.</p>
+
+<p>The improvements proposed to be made have been completed only on
+one engine [<em>Jenny Lind</em>] which is now running regularly with
+passenger trains&mdash;the cost of repairs and improvements on this
+engine (this being the one accidentally broken on the trial)
+amounted to $476.51. The other engine is now in the shop, not
+yet ready for service but will be at an early day.</p></div>
+
+<p><span class="pagenum"><a name="Page_248" id="Page_248">[Pg 248]</a></span></p>
+<div class="figcenter" style="width: 600px;">
+<img src="images/i018a.jpg" width="600" height="333" alt="Figure 6.&mdash;The &quot;Utility&quot; as rebuilt to an 8-wheel engine."
+   title="Figure 6.&mdash;The &quot;Utility&quot; as rebuilt to an 8-wheel engine."/>
+<p class="caption2">Figure 6.&mdash;<span class="smcap">The</span> &ldquo;<span class="smcap">Utility</span>&rdquo; <span class="smcap">as rebuilt to an 8-wheel engine</span>,
+about 1863 or 1864. It was purchased by the Carlisle Manufacturing Co.
+in 1882 and was last used in 1896. (Smithsonian photo 36716F.)</p>
+</div>
+
+<div class="figcenter" style="width: 600px;">
+<img src="images/i018b.png" width="600" height="336" alt="Figure 7.&mdash;The &quot;Utility,&quot; designed by Smith A. F. and constructed by Seth Wilmarth in 1854."
+   title="Figure 7.&mdash;The &quot;Utility,&quot; designed by Smith A. F. and constructed by Seth Wilmarth in 1854." />
+<p class="caption2">Figure 7.&mdash;<span class="smcap">The</span> &ldquo;<span class="smcap">Utility</span>,&rdquo; <span class="smcap">designed by Smith A. F.</span> and
+constructed by Seth Wilmarth in 1854, was built to haul trains across the bridge at Harrisburg, Pa.</p>
+</div>
+
+<p><span class="pagenum"><a name="Page_249" id="Page_249">[Pg 249]</a></span></p>
+<div class="figcenter" style="width: 600px;">
+<img src="images/i019.jpg" width="600" height="325" alt="Figure 8.&mdash;The earliest known illustration of the Pioneer, 1876."
+   title="Figure 8.&mdash;The earliest known illustration of the Pioneer, 1876." />
+<p class="caption2">Figure 8.&mdash;<span class="smcap">The earliest known illustration</span> of the
+<em>Pioneer</em>, drawn by A. S. Hull, master mechanic of the Cumberland Valley
+Railroad in 1876. It depicts the engine as it appeared in 1871.
+(<em>Courtesy of Paul Westhaeffer.</em>)</p>
+</div>
+
+<p>The <em>Pioneer</em> and <em>Jenny Lind</em> achieved such success in action that the
+president of the road, Frederick Watts, commented on their performance
+in the annual report of the Cumberland Valley Railroad for 1851. Watts
+stated that since their passenger trains were rarely more than a baggage
+car and two coaches, the light locomotives &ldquo;... have been found to be
+admirably adapted to our business.&rdquo; The Cumberland Valley Railroad,
+therefore, added two more locomotives of similar design in the next few
+years. These engines were the <em>Boston</em> and the <em>Enterprise</em>, also built
+by Wilmarth in 1854-1855.</p>
+
+<p>Watts reported the <em>Pioneer</em> and <em>Jenny Lind</em> cost $7,642. A standard
+8-wheel engine cost about $6,500 to $8,000 each during this period. In
+recent years, the Pennsylvania Railroad has stated the <em>Pioneer</em> cost
+$6,200 in gold, but is unable to give the source for this information.
+The author can discount this statement for it does not seem reasonable
+that a light, cheap engine of the pattern of the <em>Pioneer</em> could cost as
+much as a machine nearly twice its size.</p>
+
+<div class="figcenter" style="width: 300px;">
+<img src="images/i021.jpg" width="300" height="179" alt="Figure 9.&mdash;Annual pass of the Cumberland Valley Railroad issued in 1863."
+   title="Figure 9.&mdash;Annual pass of the Cumberland Valley Railroad issued in 1863." />
+<p class="caption2">Figure 9.&mdash;<span class="smcap">Annual pass</span> of the Cumberland Valley Railroad
+issued in 1863.</p>
+</div>
+
+<p><span class="pagenum"><a name="Page_250" id="Page_250">[Pg 250]</a></span></p>
+<div class="figcenter" style="width: 582px;">
+<img src="images/i022.png" width="582" height="507" alt="Figure 10.&mdash;Timetable of the Cumberland Valley Railroad for 1878." title="Figure 10.&mdash;Timetable of the Cumberland Valley Railroad for 1878." />
+<p class="caption2"><a href="images/i022_high.png" title="High resolution image.">Figure 10.</a>&mdash;<span class="smcap">Timetable of the</span> Cumberland Valley Railroad
+for 1878.</p>
+</div>
+
+
+<h3><a name="Service" id="Service"></a>Service History of the <em>Pioneer</em></h3>
+
+
+<p>After being put in service, the <em>Pioneer</em> continued to perform well and
+was credited as able to move a 4-car passenger train along smartly at 40
+mph.<a name="FNanchor_42_8" id="FNanchor_42_8"></a><a href="#Footnote_42_8" class="fnanchor">[8]</a> This tranquility was shattered in October 1862 by a raiding
+party led by Confederate General J. E. B. Stuart which <span class="pagenum"><a name="Page_251" id="Page_251">[Pg 251]</a></span>burned the
+Chambersburg shops of the Cumberland Valley Railroad. The <em>Pioneer</em>,
+<em>Jenny Lind</em>, and <em>Utility</em> were partially destroyed. The Cumberland
+Valley Railroad in its report for 1862 stated:</p>
+
+<div class="blockquot"><p>The Wood-shop, Machine-shop, Black-smith-shop, Engine-house,
+Wood-sheds, and Passenger Depot were totally consumed, and with
+the Engine-house three second-class Engines were much injured by
+the fire, but not so destroyed but that they may be restored to
+usefulness.</p></div>
+
+<p>However, no record can be found of the extent or exact nature of the
+damage. The shops and a number of cars were burned so it is reasonable
+to assume that the cab and other wooden parts of the locomotive were
+damaged. One unverified report in the files of the Pennsylvania Railroad
+states that part of the roof and brick wall fell on the <em>Pioneer</em> during
+the fire causing considerable damage. In June 1864 the Chambersburg
+shops were again burned by the Confederates, but on this occasion the
+railroad managed to remove all its locomotives before the raid. During
+the Civil War, the Cumberland Valley Railroad was obliged to operate
+longer passenger trains to satisfy the enlarged traffic. The <em>Pioneer</em>
+and its sister single-axle engines were found too light for these trains
+and were used only on work and special trains. Reference to table 1 will
+show that the mileage of the <em>Pioneer</em> fell off sharply for the years
+1860-1865.</p>
+
+<p class="center">
+<span class="smcap">Table 1.&mdash;Yearly Mileage of the Pioneer</span><br />
+(From Annual Reports of the Cumberland Valley Railroad)</p>
+<table id="table_1" summary="Yearly Mileage of the Pioneer">
+<tr><td style="width:4em"><em>Year</em>:</td><td style="width:7em" class="right"><em>Miles</em></td></tr>
+<tr><td>1852</td><td class="right"><a name="FNanchor_42_a" id="FNanchor_42_a"></a><a href="#Footnote_42_a" class="fntable">[a]</a> 3,182</td></tr>
+<tr><td>1853</td><td class="right"><a name="FNanchor_42_b" id="FNanchor_42_b"></a><a href="#Footnote_42_b" class="fntable">[b]</a> 20,722</td></tr>
+<tr><td>1854</td><td class="right">18,087</td></tr>
+<tr><td>1855</td><td class="right">14,151</td></tr>
+<tr><td>1856</td><td class="right">20,998</td></tr>
+<tr><td>1857</td><td class="right">22,779</td></tr>
+<tr><td>1858</td><td class="right">29,094</td></tr>
+<tr><td>1859</td><td class="right">29,571</td></tr>
+<tr><td>1860</td><td class="right">4,824</td></tr>
+<tr><td>1861</td><td class="right">4,346</td></tr>
+<tr><td>1862</td><td class="right">( <a name="FNanchor_42_c" id="FNanchor_42_c"></a><a href="#Footnote_42_c" class="fntable">[c]</a> )</td></tr>
+<tr><td>1863</td><td class="right">5,339</td></tr>
+<tr><td>1864</td><td class="right">224</td></tr>
+<tr><td>1865</td><td class="right">2,215</td></tr>
+<tr><td>1866</td><td class="right">20,546</td></tr>
+<tr><td>1867</td><td class="right">5,709</td></tr>
+<tr><td>1868</td><td class="right">13,626</td></tr>
+<tr><td>1869</td><td class="right">1,372</td></tr>
+<tr><td>1870</td><td class="right">...</td></tr>
+<tr><td>1871</td><td class="right">2,102</td></tr>
+<tr><td>1872</td><td class="right">4,002</td></tr>
+<tr><td>1873</td><td class="right">3,721</td></tr>
+<tr><td>1874</td><td class="right">3,466</td></tr>
+<tr><td>1875</td><td class="right">636</td></tr>
+<tr><td>1876</td><td class="right">870</td></tr>
+<tr><td>1877</td><td class="right">406</td></tr>
+<tr><td>1878</td><td class="right">4,433</td></tr>
+<tr><td>1879</td><td class="right">...</td></tr>
+<tr><td>1880</td><td class="right">8,306</td></tr>
+<tr><td>1881</td><td class="right">( <a name="FNanchor_42_d" id="FNanchor_42_d"></a><a href="#Footnote_42_d" class="fntable">[d]</a> )</td></tr>
+<tr><td>&nbsp;</td><td class="right">&mdash;&mdash;&mdash;&mdash;&mdash;</td></tr>
+<tr><td>Total</td><td class="right"><a name="FNanchor_42_e" id="FNanchor_42_e"></a><a href="#Footnote_42_e" class="fntable">[e]</a> 244,727</td></tr>
+</table>
+<div class="footnote">
+<p><a name="Footnote_42_a" id="Footnote_42_a"></a><a href="#FNanchor_42_a"><span class="label">[a]</span></a> Mileage 1852 for January to September (no record of mileage
+recorded in Annual Reports previous to 1852).</p>
+<p><a name="Footnote_42_b" id="Footnote_42_b"></a><a href="#FNanchor_42_b"><span class="label">[b]</span></a> 15,000 to 20,000 miles per year was considered very high
+mileage for a locomotive of the 1850&rsquo;s.</p>
+<p><a name="Footnote_42_c" id="Footnote_42_c"></a><a href="#FNanchor_42_c"><span class="label">[c]</span></a> No mileage reported for any engines due to fire.</p>
+<p><a name="Footnote_42_d" id="Footnote_42_d"></a><a href="#FNanchor_42_d"><span class="label">[d]</span></a> Not listed on roster.</p>
+<p><a name="Footnote_42_e" id="Footnote_42_e"></a><a href="#FNanchor_42_e"><span class="label">[e]</span></a> The Pennsylvania Railroad claims a total mileage of
+255,675. This may be accounted for by records of mileages for 1862, 1870, and 1879.</p>
+</div>
+
+<p>In 1871 the <em>Pioneer</em> was remodeled by A. S. Hull, master mechanic of
+the railroad. The exact nature of the alterations cannot be determined,
+as no drawings or photographs of the engine previous to this time are
+known to exist. In fact, the drawing (fig. 8) prepared by Hull in 1876
+to show the engine as remodeled in 1871 is the oldest known illustration
+of the <em>Pioneer</em>. Paul Westhaeffer, a lifelong student of Cumberland
+Valley R. R. history, states that according to an interview with one of
+Hull&rsquo;s descendants the only alteration made to the <em>Pioneer</em> during the
+1871 &ldquo;remodeling&rdquo; was the addition of a handbrake. The road&rsquo;s annual
+report of 1853 describes the <em>Pioneer</em> as a six-wheel tank engine. The
+report of 1854 mentions that the <em>Pioneer</em> used link motion. These
+statements are enough to give substance to the idea that the basic
+arrangement has survived unaltered and that it has not been extensively
+rebuilt, as was the <em>Jenny Lind</em> in 1878.</p>
+
+<p>By the 1870&rsquo;s, the <em>Pioneer</em> was too light for the heavier cars then in
+use and by 1880 it had reached the end of its usefulness for regular
+service. After nearly thirty years on the road it had run 255,675 miles.
+Two new passenger locomotives were purchased in 1880 to handle the
+heavier trains. In 1881 the <em>Pioneer</em> was dropped from the roster, but
+was used until about 1890 for work trains. After this time it was stored
+in a shed at Falling Spring, Pennsylvania, near the Chambersburg yards
+of the C.V.R.R.</p>
+
+<h3><a name="Mechanical" id="Mechanical"></a>Mechanical Description of the <em>Pioneer</em></h3>
+
+<div class="figcenter" style="width: 600px;">
+<img src="images/i025.jpg" width="600" height="323" alt="Figure 11.&mdash;&quot;Pioneer,&quot; about 1901, scene unknown." title="Figure 11.&mdash;&quot;Pioneer,&quot; about 1901, scene unknown." />
+<p class="caption2">Figure 11.&mdash;&ldquo;<span class="smcap">Pioneer</span>,&rdquo; <span class="smcap">about 1901</span>, scene unknown. (<em>Photo
+courtesy of Thomas Norrell.</em>)</p>
+</div>
+
+<p>After the early 1840&rsquo;s the single-axle locomotive, having one pair of
+driving wheels, was largely <span class="pagenum"><a name="Page_252" id="Page_252">[Pg 252]</a></span>superseded by the 8-wheel engine. The
+desire to operate longer trains and the need for engines of greater
+traction to overcome the steep grades of American roads called for
+coupled driving wheels and machines of greater weight than the<span class="nowrap"> 4&mdash;2&mdash;0.</span>
+After the introduction of the<span class="nowrap"> 4&mdash;4&mdash;0,</span> the single-axle engine received
+little attention in this country except for light service or such
+special tasks as inspection or dummy engines.</p>
+
+<div class="figcenter" style="width: 600px;">
+<img src="images/i026.jpg" width="600" height="323" alt="Figure 12.&mdash;The &quot;Pioneer&quot; in Carlisle, Pa., 1901." title="Figure 12.&mdash;The &quot;Pioneer&quot; in Carlisle, Pa., 1901." />
+<p class="caption2">Figure 12.&mdash;<span class="smcap">The</span> &ldquo;<span class="smcap">Pioneer</span>&rdquo; <span class="smcap">in Carlisle, Pa.</span>, 1901. (<em>Photo
+courtesy of Thomas Norrell.</em>)</p>
+</div>
+
+<p>There was, however, a renewed interest in &ldquo;singles&rdquo; in the early 1850&rsquo;s
+because of W. B. Adams&rsquo; experiments with light passenger locomotives in
+England. In 1850 Adams built a light single-axle tank locomotive for the
+Eastern Counties Railway which proved very economical for light
+passenger traffic. It was such a success that considerable interest in
+light locomotives was generated in this country as well as in England.
+Nearly 100 single-axle locomotives were built in the United States
+between about 1845-1870. These engines were built by nearly every
+well-known maker, from Hinkley in Boston to the Vulcan Foundry in San
+Francisco. Danforth Cooke &amp; Co. of Paterson built a standard pattern
+<span class="nowrap">4&mdash;2&mdash;4 </span>used by many roads. One of these, the <em>C. P. Huntington</em>,
+survives to the present time.</p>
+
+<p>The following paragraphs describe the mechanical details of the
+<em>Pioneer</em> as it appears on exhibition in the Smithsonian Institution&rsquo;s
+new Museum of History and Technology.</p>
+
+
+<h4>BOILER</h4>
+
+<p>The boiler is the most important and costly part of a steam locomotive,
+representing one-fourth to one-third of the total cost. A poorly built
+or designed boiler will produce a poor locomotive no matter how well
+made the remainder of mechanism. The boiler of the <em>Pioneer</em> is of the
+wagon-top, crownbar, fire-tube<span class="pagenum"><a name="Page_253" id="Page_253">[Pg 253]</a></span> style and is made of a 5/16-inch thick,
+wrought-iron plate. The barrel is very small, in keeping with the size
+of the engine, being only 27 inches in diameter. While some readers may
+believe this to be an extremely early example of a wagon-top boiler, we
+should remember that most New England builders produced few locomotives
+with the Bury (dome) boiler and that the chief advocates of this later
+style were the Philadelphia builders. By the early 1850&rsquo;s the Bury
+boiler passed out of favor entirely and the wagon top became the
+standard type of boiler with all builders in this country.</p>
+
+<p>Sixty-three iron tubes, 1-7/8 inches by 85 inches long are used. The
+original tubes may have been copper or brass since these were easier to
+keep tight than the less malleable iron tubes. The present tube sheet is
+of iron but was originally copper. Its thickness cannot be conveniently
+measured, but it is greater than that of the boiler shell, probably
+about 1/2 to 5/8 inch. While copper tubes and tube sheets were not much
+used in this country after about 1870, copper was employed as recently
+as 1950 by Robert Stephenson &amp; Hawthorns, Ltd., on some small industrial
+locomotives.</p>
+
+<p>The boiler shell is lagged with wooden tongue-and-groove strips about
+2-1/2 inches wide (felt also was used for insulation during this
+period). The wooden lagging is covered with Russia sheet iron which is
+held in place and the joints covered by polished brass bands. Russia
+sheet iron is a planish iron having a lustrous, metallic gray finish.</p>
+
+<div class="sidebar">
+<h3><em>Alba F. Smith</em></h3>
+
+<p>Alba F. Smith, the man responsible for the purchase of the <em>Pioneer</em>,
+was born in Lebanon, Connecticut, June 28, 1817.<a name="FNanchor_42_9" id="FNanchor_42_9"></a><a href="#Footnote_42_9" class="fnanchor">[9]</a> Smith showed promise
+as a mechanic at an early age and by the time he was 22 had established
+leadpipe works in Norwich. His attention was drawn particularly to
+locomotives since the tracks of the Norwich and Worcester Railroad
+passed his shop. His attempts to develop a spark arrester for
+locomotives brought Smith to the favorable attention of Captain Daniel
+Tyler (1799-1882), president of the Norwich and Worcester Railroad. When
+Tyler was hired by the Cumberland Valley Railroad in 1850 to supervise
+the line&rsquo;s rebuilding, he persuaded the managers of that road to hire
+Smith as superintendent of machinery.<a name="FNanchor_42_10" id="FNanchor_42_10"></a><a href="#Footnote_42_10" class="fnanchor">[10]</a> Smith was appointed as
+superintendent of the machine shop of the Cumberland Valley Railroad on
+July 22, 1850.<a name="FNanchor_42_11" id="FNanchor_42_11"></a><a href="#Footnote_42_11" class="fnanchor">[11]</a> On January 1, 1851, he became superintendent of the
+road.</p>
+
+<p>In March of 1856 Smith resigned his position with the Cumberland Valley
+Railroad and became superintendent of the Hudson River Railroad, where
+he remained for only a year. During that time he designed the
+coal-burning locomotive <em>Irvington</em>, rebuilt the Waterman condensing
+dummy locomotive for use in hauling trains through city streets, and
+developed a superheater.<a name="FNanchor_42_12" id="FNanchor_42_12"></a><a href="#Footnote_42_12" class="fnanchor">[12]</a></p>
+
+<p>After retiring from the Hudson River Railroad he returned to Norwich and
+became active in enterprises in that area, including the presidency of
+the Norwich and Worcester Railroad. While the last years of Smith&rsquo;s life
+were devoted to administrative work, he found time for mechanical
+invention as well. In 1862 he patented a safety truck for locomotives,
+and became president of a concern which controlled the most important
+patents for such devices.<a name="FNanchor_42_13" id="FNanchor_42_13"></a><a href="#Footnote_42_13" class="fnanchor">[13]</a> Alba F. Smith died on July 21, 1879, in
+Norwich, Connecticut.</p>
+</div>
+
+<p><span class="pagenum"><a name="Page_254" id="Page_254">[Pg 254]</a></span></p>
+
+<div class="figcenter" style="width: 400px;">
+<img src="images/i033_low.jpg" width="400" height="577"
+   alt= "UNION WORKS, SOUTH BOSTON, SETH WILMARTH, Proprietor,
+   MANUFACTURER OF LOCOMOTIVES, STATIONARY STEAM ENGINES AND STEAM
+   BOILERS, OF THE VARIOUS SIZES REQUIRED, Parts connected with
+   Railroads, including Frogs, Switches, Chairs and Hand
+   Cars.MACHINISTS' TOOLS, of all descriptions, including TURNING
+   LATHES, of sizes varying from 6 feet to 50 feet in length, and
+   weighing from 500 pounds to 40 tons each; the latter capable of
+   turning a wheel or pulley, thirty feet in diameter. PLANING
+   MACHINES, Varying from 2 feet to 60 feet in length, and weighing
+   from 200 lbs. to 70 tons each, and will plane up to 55 feet long
+   and 7 feet square. Boring Mills, Vertical and Horizontal Drills,
+   Slotting Machines, Punching Presses, Gear and Screw Cutting
+   Machines, &amp;c. &amp;c. Also, Mill Gearing and Shafting.
+   JOBBING AND REPAIRS, and any kind of work usually done in Machine
+   Shops, executed at short notice."
+   title="Figure 13.&mdash;Advertisement of Seth Wilmarth appearing in Boston city directory for 1848-1849." />
+<p class="caption2">Figure 13.&mdash;<span class="smcap">Advertisement of Seth Wilmarth</span> appearing in Boston city
+directory for 1848-1849.</p>
+</div>
+
+<p><span class="pagenum"><a name="Page_255" id="Page_255">[Pg 255]</a></span></p>
+
+<div class="figcenter" style="width: 600px;">
+<img src="images/i034.jpg" width="600" height="431" alt="Figure 14.&mdash;The &quot;Fury,&quot; built for the Boston and Worcester Railroad in 1849 by Wilmarth."
+   title="Figure 14.&mdash;The &quot;Fury,&quot; built for the Boston and Worcester Railroad in 1849 by Wilmarth." />
+<p class="caption2">Figure 14.&mdash;<span class="smcap">The</span> &ldquo;<span class="smcap">Fury</span>,&rdquo; <span class="smcap">built for the</span> Boston and
+Worcester Railroad in 1849 by Wilmarth. It was known as a &ldquo;Shanghai&rdquo; because of its great height. (Smithsonian Chaney photo 6443.)</p>
+</div>
+
+<div class="figcenter" style="width: 600px;">
+<img src="images/i035.jpg" width="600" height="426" alt="Figure 15.&mdash;The &quot;Neptune,&quot; built for the Boston and Worcester in 1847 by Hinkley and Drury."
+   title="Figure 15.&mdash;The &quot;Neptune,&quot; built for the Boston and Worcester in 1847 by Hinkley and Drury." />
+<p class="caption2">Figure 15.&mdash;<span class="smcap">The</span> &ldquo;<span class="smcap">Neptune</span>,&rdquo; <span class="smcap">built for the</span> Boston and
+Worcester in 1847 by Hinkley and Drury. Note the similarity of this
+engine and the <em>Fury</em>.</p>
+</div>
+
+<div class="figcenter" style="width: 600px;">
+<img src="images/i036.jpg" width="600" height="314" alt="Figure 16.&mdash;The &quot;Pioneer&quot; as first exhibited in the Arts and Industries building."
+   title="Figure 16.&mdash;The &quot;Pioneer&quot; as first exhibited in the Arts and Industries building." />
+<p class="caption2">Figure 16.&mdash;<span class="smcap">The</span> &ldquo;<span class="smcap">Pioneer</span>&rdquo; <span class="smcap">as first exhibited</span> in the Arts
+and Industries building of the Smithsonian Institution prior to
+restoration of the sandbox. (Smithsonian photo 48069D.)</p>
+</div>
+
+<h4>[BOILER continued]</h4>
+
+<p>The steam dome (fig. 18) is located directly over the firebox, inside
+the cab. It is lagged and jacketed in an identical manner to the boiler.
+The shell of the dome is of 5/16-inch wrought iron, the top cap is a
+cast-iron plate which also serves as a manhole cover offering access to
+the boiler&rsquo;s interior for inspection and repair.</p>
+
+<p><span class="pagenum"><a name="Page_256" id="Page_256">[Pg 256]</a></span></p>
+<div class="figcenter" style="width: 600px;">
+<img src="images/i039.png" width="600" height="363" alt="Figure 17.&mdash;&ldquo;Pioneer&rdquo; locomotive. (Drawing by J. H. White.)" title="Figure 17.&mdash;&ldquo;Pioneer&rdquo; locomotive. (Drawing by J. H. White.)" />
+<p class="caption2"><a href="images/i039_high.png"
+title="High resolution image.">Figure 17.</a>&mdash;&ldquo;<span class="smcap">Pioneer</span>&rdquo; locomotive. (Drawing by J. H.
+White.)</p>
+</div>
+
+<p><span class="pagenum"><a name="Page_257" id="Page_257">[Pg 257]</a></span></p>
+<div class="figcenter" style="width: 600px;">
+<img src="images/i040.png" width="600" height="303" alt="Figure 18.&mdash;&ldquo;Pioneer&rdquo;  locomotive, (Drawing by J. H. White.)" title="Figure 18.&mdash;&ldquo;Pioneer&rdquo;  locomotive, (Drawing by J. H. White.)" />
+<p class="caption2"><a href="images/i040_high.png"
+title="High resolution image.">Figure 18.</a>&mdash;&ldquo;<span class="smcap">Pioneer</span>&rdquo; <span class="smcap">locomotive</span>, (1) Safety valve, (2)
+spring balance, (3) steam jet, (4) dry pipe, (5) throttle lever, (6)
+throttle, (7) crown bar, (8) front tube sheet, (9) check valve, (10) top
+rail, (11) rear-boiler bracket, (12) pedestal, (13) rocker bearing, (14)
+damper, (15) grate, (16) bottom rail, (17) pump heater valve, (18)
+cylinder lubricator, (19) reversing lever, (20) brake shoe, (21) mud
+ring, (22) blowoff cock, (23) ashpan. (Drawing by J. H. White.)</p>
+</div>
+
+<p>A round plate, 20 inches in diameter, riveted on the forward end of the
+boiler, just behind the bell stand, was found when the old jacket was
+removed in May 1963. The size and shape of the hole, which the plate<span class="pagenum"><a name="Page_258" id="Page_258">[Pg 258]</a></span>
+covers, indicate that a steam dome or manhole was located at this point.
+It is possible that this was the original location of the steam dome
+since many builders in the early 1850&rsquo;s preferred to mount the dome
+forward of the firebox. This was done in the belief that there was less
+danger of priming because the water was less agitated forward of the
+firebox.</p>
+
+<p>The firebox is as narrow as the boiler shell and fits easily between the
+frame. It is a deep and narrow box, measuring 27 inches by 28 inches by
+about 40 inches deep, and is well suited to burning wood. A deep firebox
+was necessary because a wide, shallow box suitable for coal burning,
+allowed the fuel to burn so quickly it was difficult to fire the engine
+effectively. With the deep, narrow firebox, wood was filled up to the
+level of the fire door. In this way, the fire did not burn so furiously
+and did not keep ahead of the fireman; at the same time, since it burned
+so freely, a good fire was always on hand. The <em>Pioneer</em> burned oak and
+hickory.<a name="FNanchor_42_14" id="FNanchor_42_14"></a><a href="#Footnote_42_14" class="fnanchor">[14]</a> For the firebox 5/16-inch thick sheet was used, for heavier
+sheet would have blistered and flaked off because of the intense heat of
+the fire and the fibrous quality of wrought-iron sheet of the period.
+Sheet iron was fabricated from many small strips of iron rolled together
+while hot. These strips were ideally welded into a homogeneous sheet,
+but in practice it was found the thicker the sheet the less sure the
+weld.</p>
+
+<p>The fire grates are cast iron and set just a few inches above the bottom
+of the water space so that the water below the grates remains less
+turbulent and mud or other impurities in the water settle here. Four
+bronze mud plugs and a blowoff cock are fitted to the base of the
+firebox so that the sediment thus collected can be removed (figs. 17,
+18).</p>
+
+<p>The front of the boiler is attached to the frame by the smokebox, which
+is a cylinder, bolted on a light, cast-iron saddle (not part of the
+cylinder castings nor attached to them, but bolted directly to the top
+rail of the frame; it may be a hastily made repair put on at the shops
+of the C.V.R.R.). The rear of the boiler is attached to the frame by two
+large cast-iron brackets, one on each side of the firebox (fig. 18).
+These are bolted to the top rail of the frame but the holes in the
+brackets are undoubtedly slotted, so that they may slide since the
+boiler will expand about 1/4 inch when heated. In addition to the crown
+bars, which strengthen the crown sheet, the boiler is further
+strengthened by stay bolts and braces located in the wagon top over the
+firebox, where the boiler had been weakened by the large hole necessary
+for the steam dome. This boiler is a remarkably light, strong, and
+compact structure.</p>
+
+
+<h4>BOILER FITTINGS</h4>
+
+<p>Few boiler fittings are found on the <em>Pioneer</em> and it appears that
+little was done to update the engine with more modern devices during its
+many years of service. With the exception of the steam gauge, it has no
+more boiler fitting than when it left the builder&rsquo;s shop in 1851.</p>
+
+<div class="figright" style="width: 300px;">
+<img src="images/i044.jpg" width="300" height="600" alt="Figure 19.&mdash;Backhead of the Pioneer." title="Figure 19.&mdash;Backhead of the Pioneer. " />
+<p class="caption2">Figure 19.&mdash;<span class="smcap">Backhead</span> of the <em>Pioneer</em>. (Smithsonian photo
+48069F.)</p></div>
+
+<p>The throttle valve is a simple slide valve and must have been primitive
+for the time, for the balance-poppet throttle valve was in use in this
+country previous to 1851. It is located directly below the steam dome
+even though it was common practice to place the throttle valve at the
+front of the boiler in the smokebox. Considering the cramped condition
+inside the smokebox, there would seem to be little space for the
+addition of the throttle valve; hence its present location. The dry pipe
+projects up into the steam dome to gather the hottest, driest steam for
+the cylinders. The inverted, funnel-like cap on the top of the dry pipe
+is to prevent priming, as drops of water may travel up the sides of the
+pipe and then to the cylinders, with the possibility of great damage.
+After the steam enters the throttle valve it passes through the front
+end of the valve, through the top of the boiler via the dry pipe (fig.
+18), through the front tube sheet, and then to the cylinders via the
+petticoat pipes. The throttle lever is a simple arrangement readily
+understood from the drawings. It has no latch and the throttle lever is
+held in any desired setting by the wingnut and quadrant shown in figure
+18. The water level in the boiler is indicated by the three brass cocks
+located on the backhead. No gauge glass is used; they were not employed
+in this country until the 1870&rsquo;s, although they were commonly used in
+England at the time the <em>Pioneer</em> was built.</p>
+
+<p>While two safety valves were commonly required, only one was used on the
+<em>Pioneer</em>. The safety valve is located on top of the steam dome.
+Pressure is exerted on the lever by a spring balance, fixed at the
+forward end by a knife-blade bearing. The pressure can be adjusted by
+the thumbscrew on the balance. The graduated scale on the balance gave a
+general but uncertain indication of the boiler pressure. The valve
+itself is a poppet held against the face of the valve seat by a second
+knife blade attached to the<span class="pagenum"><a name="Page_259" id="Page_259">[Pg 259]</a></span> lever. The ornamental column forming the
+stand of the safety valve is cast iron and does much to decorate the
+interior of the cab. The pipe carrying the escaping steam projects
+through the cab roof. It is made of copper with a decorative brass band.
+This entire mechanism was replaced by a modern safety valve for use at
+the Chicago Railroad Fair (1949). Fortunately, the old valve was
+preserved and has since been replaced on the engine.</p>
+
+
+<p>The steam gauge is a later addition, but could have been put on as early
+as the 1860&rsquo;s, since the most recent patent date that it bears is 1859.
+It is an Ashcroft gauge having a handsome<span class="nowrap"> 4&mdash;4&mdash;0 </span>locomotive engraved on
+its silver face.</p>
+
+<p>The steam jet (item 3, fig. 18) is one of the simplest yet most notable
+boiler fitting of the <em>Pioneer</em>, being nothing more than a valve tapped
+into the base of the steam dome with a line running under the boiler
+jacket to the smokestack. When the valve is opened a jet of steam goes
+up the stack, creating a draft useful for starting the fire or
+enlivening it as necessary. This device was the invention of Alba F.
+Smith in 1852, according to the eminent 19th-century technical writer
+and engineer Zerah Colburn.<a name="FNanchor_42_15" id="FNanchor_42_15"></a><a href="#Footnote_42_15" class="fnanchor">[15]</a></p>
+
+<p>The two feedwater pumps (fig. 20) are located beneath the cab deck (1,
+fig. 17). They are cast-iron construction and are driven by an eccentric
+on the driving-wheel axle (fig. 27). The airchamber or dome (1, fig. 27)
+imparts a more steady flow of the water to the boiler by equalizing the
+surges of water from the reciprocating pump plunger. A steam line (3,
+fig. 18), which heats the pump and prevents freezing in cold weather, is
+regulated by a valve in the cab (figs. 18, 27). Note that the line on
+the right side of the cab has been disconnected and plugged.</p>
+
+<p>The eccentric drive for the pumps is unusual, and the author knows of no
+other American locomotive so equipped. Eastwick and Harrison, it is
+true, favored an eccentric drive for feed pumps, but they mounted the
+eccentric on the crankpin of the rear driving wheel and thus produced in
+effect a half-stroke pump. This was not an unusual arrangement, though a
+small crank was usually employed in place of the eccentric. The
+full-stroke crosshead pump with which the <em>Jenny Lind</em> (fig. 22) is
+equipped, was of course the most common style of feed pump used in this
+country in the 19th century.</p>
+
+<p>Of all the mechanisms on a 19th-century locomotive, the feed pump was
+the most troublesome. If an engineer could think of nothing else to
+complain about, he could usually call attention to a defective pump and
+not be found a liar. Because of this, injectors were adopted after their
+introduction in 1860. It is surprising that the <em>Pioneer</em>, which was in
+regular service as late as 1880 and has been under <a id="corr_42_1a" name="corr_42_1a"></a>
+<ins id="corr_42_1" class="mycorr" title="Original: stream">steam</ins> many times
+since for numerous exhibitions, was never fitted with one of these
+devices. Because its stroke is<span class="pagenum"><a name="Page_260" id="Page_260">[Pg 260]</a></span> short and the plunger is in less rapid
+motion, the present eccentric arrangement is more complex but less prone
+to disorder than the simpler but faster crosshead pump.</p>
+
+<div class="sidebar" style="clear:both;">
+<h3><em>Seth Wilmarth</em></h3>
+
+<p>Little is known of the builder of the <em>Pioneer</em>, Seth Wilmarth, and
+nothing in the way of a satisfactory history of his business is
+available. For the reader&rsquo;s general interest the following information
+is noted.<a name="FNanchor_42_16" id="FNanchor_42_16"></a><a href="#Footnote_42_16" class="fnanchor">[16]</a></p>
+
+<p>Seth Wilmarth was born in Brattleboro, Vermont, on September 8, 1810. He
+is thought to have learned the machinist trade in Pawtucket, Rhode
+Island, before coming to Boston and working for the Boston Locomotive
+Works, Hinkley and Drury proprietors. In about 1836 he opened a machine
+shop and, encouraged by an expanding business, in 1841 he built a new
+shop in South Boston which became known as the Union Works.<a name="FNanchor_42_17" id="FNanchor_42_17"></a><a href="#Footnote_42_17" class="fnanchor">[17]</a> Wilmarth
+was in the general machine business but his reputation was made in the
+manufacture of machine tools, notably lathes. He is believed to have
+built his first locomotive in 1842, but locomotive building never became
+his main line of work. Wilmarth patterned his engines after those of
+Hinkley and undoubtedly, in common with the other New England builders
+of this period, favored the steady-riding, inside-connection engines.
+The &ldquo;Shanghais,&rdquo; so-called because of their great height, built for the
+Boston and Worcester Railroad by Wilmarth in 1849, were among the best
+known inside-connection engines operated in this country (fig. 14).
+While the greater part of Wilmarth&rsquo;s engines was built for New England
+roads, many were constructed for lines outside that area, including the
+Pennsylvania Railroad, Ohio and Pennsylvania Railroad, and the Erie.</p>
+
+<p>A comparison of the surviving illustrations of Hinkley and Wilmarth
+engines of the 1850&rsquo;s reveals a remarkable similarity in their details
+(figs. 14 and 15). Notice particularly the straight boiler, riveted
+frame, closely set truck wheels, feedwater pump driven by a pin on the
+crank of the driving wheel, and details of the dome cover. All of the
+features are duplicated exactly by both builders. This is not surprising
+considering the proximity of the plants and the fact that Wilmarth had
+been previously employed by Hinkley.</p>
+
+<p>In 1854 Wilmarth was engaged by the New York and Erie Railroad to build
+fifty 6-foot gauge engines.<a name="FNanchor_42_18" id="FNanchor_42_18"></a><a href="#Footnote_42_18" class="fnanchor">[18]</a> After work had been started on these
+engines, and a large store of material had been purchased for their
+construction, Wilmarth was informed that the railroad could not pay cash
+but that he would have to take notes in payment.<a name="FNanchor_42_19" id="FNanchor_42_19"></a><a href="#Footnote_42_19" class="fnanchor">[19]</a> There was at this
+time a mild economic panic and notes could be sold only at a heavy
+discount. This crisis closed the Union Works. The next year, 1855, Seth
+Wilmarth was appointed master mechanic of the Charlestown Navy Yard,
+Boston, where he worked for twenty years. He died in Malden,
+Massachusetts, on November 5, 1886.</p>
+</div>
+
+<p><span class="pagenum"><a name="Page_261" id="Page_261">[Pg 261]</a></span></p>
+<h4>[BOILER FITTINGS continued]</h4>
+
+<div class="figcenter" style="width: 600px;">
+<img src="images/i048.jpg" width="600" height="421" alt="Figure 20.&mdash;Feedwater pump of the Pioneer." title="Figure 20.&mdash;Feedwater pump of the Pioneer." />
+<p class="caption2">Figure 20.&mdash;<span class="smcap">Feedwater pump</span> of the <em>Pioneer</em>. (Smithsonian
+photo 63344.)</p></div>
+
+<p>The check valves are placed slightly below the centerline of the boiler
+(fig. 18). These valves are an unfinished bronze casting and appear to
+be of a recent pattern, probably dating from the 1901 renovation. At the
+time the engine was built, it was usual to house these valves in an
+ornamental spun-brass casing. The smokestack is of the bonnet type
+commonly used on wood-burning locomotives in this country between about
+1845 and 1870. The exhaust steam from the cylinders is directed up the
+straight stack (shown in phantom in fig. 27) by the blast pipe. This
+creates a partial vacuum in the smokebox that draws the fire, gases,
+ash, and smoke through the boiler tubes from the firebox. The force of
+the exhausting steam blows them out the stack. At the top of the
+straight stack is a deflecting cone which slows the velocity of the
+exhaust and changes its direction causing it to go down into the
+funnel-shaped outer casing of the stack. Here, the heavy embers and
+cinders are collected and prevented from directly discharging into the
+countryside as dangerous firebrands. Wire netting is stretched overtop
+of the deflecting cone to catch the lighter, more volatile embers which
+may defy the action of the cone. The term &ldquo;bonnet stack&rdquo; results from
+the fact that this netting is similar in shape to a lady&rsquo;s bonnet. The
+cinders thus accumulated in the stack&rsquo;s hopper could be emptied by
+opening a plug at the base of the stack.</p>
+
+<p>While the deflecting cone was regarded highly as a spark arrester and
+used practically to the exclusion of any other arrangement, it had the
+basic defect of keeping the smoke low and close to the train. This was a
+great nuisance to passengers, as the low trailing smoke blew into the
+cars. If the exhaust had been allowed to blast straight out the stack
+high into the air, most of the sparks would have burned out before
+touching the ground.</p>
+
+<p><span class="pagenum"><a name="Page_262" id="Page_262">[Pg 262]</a></span></p>
+<div class="figcenter" style="width: 600px;">
+<img src="images/i051.jpg" width="600" height="392" alt="Figure 21.&mdash;&ldquo;Pioneer&rdquo; on exhibit in old Arts and Industries building of the Smithsonian Institution." title="Figure 21.&mdash;&ldquo;Pioneer&rdquo; on exhibit in old Arts and Industries building of the Smithsonian Institution." />
+<p class="caption2">Figure 21.&mdash;&ldquo;<span class="smcap">Pioneer</span>&rdquo; <span class="smcap">on exhibit</span> in old Arts and
+Industries building of the Smithsonian Institution. In this view can be
+seen the bonnet screen of the stack and arrangement of the boiler-frame
+braces and other details not visible from the floor. (Smithsonian photo
+48069A.)</p></div>
+
+<div class="figcenter" style="width: 600px;">
+<img src="images/i052.jpg" width="600" height="392" alt="Figure 22.&mdash;&ldquo;Jenny Lind,&rdquo; sister engine of the Pioneer."
+  title="Figure 22.&mdash;&ldquo;Jenny Lind,&rdquo; sister engine of the Pioneer." />
+<p class="caption2">Figure 22.&mdash;&ldquo;<span class="smcap">Jenny Lind</span>,&rdquo; <span class="smcap">sister engine</span> of the <em>Pioneer</em>,
+shown here as rebuilt in 1878 for use as an inspection engine. It was
+scrapped in March 1905. (<em>Photo courtesy of E. P. Alexander.</em>)</p></div>
+
+<div style="width:628px;" class="figcenter">
+<p><span class="pagenum"><a name="Page_263" id="Page_263">[Pg 263]</a></span></p>
+<div class="figleft" style="width: 300px;">
+<img src="images/i053.jpg" width="300" height="237" alt="Figure 23.&mdash;Cylinder head with valve box removed." title="Figure 23.&mdash;Cylinder head with valve box removed." />
+<p class="caption">Figure 23.&mdash;<span class="smcap">Cylinder</span> head with valve box removed.</p>
+</div>
+
+<div class="figright" style="width: 300px;">
+<img src="images/i054.jpg" width="300" height="236" alt="Figure 24.&mdash;Bottom of valve box with slide valve removed." title="Figure 24.&mdash;Bottom of valve box with slide valve removed." />
+<p class="caption">Figure 24.&mdash;<span class="smcap">Bottom</span> of valve box with slide valve
+removed.</p>
+</div>
+
+<div class="figleft" style="width: 300px;">
+<img src="images/i055a.jpg" width="300" height="222" alt="Figures 25 and 26.&mdash;Cylinder with valve box removed, showing valve face." title="Figures 25 and 26.&mdash;Cylinder with valve box removed, showing valve face." />
+</div>
+<div class="figright" style="width: 300px;">
+<img src="images/i055b.jpg" width="300" height="222" alt="Figures 25 and 26.&mdash;Cylinder with valve box removed, showing valve face." title="Figures 25 and 26.&mdash;Cylinder with valve box removed, showing valve face." />
+</div>
+<p class="caption" style="clear:both;">Figures 25 and 26.&mdash;<span class="smcap">Cylinder</span> with valve box removed,
+showing valve face.</p>
+</div>
+
+
+<h4>FRAME</h4>
+
+<p>The frame of the <em>Pioneer</em> defies an exact classification but it more
+closely resembles the riveted- or sandwich-type frame than any other
+(figs. 18, 27). While the simple bar frame enjoyed the greatest
+popularity in the last century, riveted frames were widely used in this
+country, particularly by the New England builders between about 1840 and
+1860. The riveted frame was fabricated from two plates of iron, about
+5/8-inch thick, cut to the shape of the top rail and the pedestal. A bar
+about 2 inches square was riveted between the two plates. A careful
+study of photographs of Hinkley and other New England-built engines of
+the period will reveal this style of construction. The frame of the
+<em>Pioneer</em> differs from the usual riveted frame in that the top rail is
+1-3/4 inches thick by 4-1/8 inches deep and runs the length of the
+locomotive. The pedestals are made of two 3/8-inch plates flush-riveted
+to each side of the top rail. The cast-iron shoes which serve as guides
+for the journal boxes also act as spacers between the pedestal plates.</p>
+
+<p>The bottom rail of the frame is a 1-1/8-inch diameter rod which is
+forged square at the pedestals and forms the pedestal cap. The frame is
+further stiffened by two diagonal rods running from the top of each
+truck-wheel pedestal to the base of the driving-wheel pedestal, forming
+a truss. Six rods, riveted to the boiler shell and bolted to the frame&rsquo;s
+top rail, strengthen the frame laterally. Four of these rods can be seen
+easily as they run from the frame to the middle of the boiler; the other
+two are riveted to the underside of the boiler. The attachment of these
+rods to the boiler was an undesirable practice, for the boiler shell<span class="pagenum"><a name="Page_264" id="Page_264">[Pg 264]</a></span>
+was thus subjected to the additional strain of the locomotive&rsquo;s
+vibrations as it passed over the road. In later years, as locomotives
+grew in size, this practice was avoided and frames were made
+sufficiently strong to hold the engine&rsquo;s machinery in line without using
+the boiler shell.</p>
+
+<p>The front and rear frame beams are of flat iron plate bolted to the
+frame. The rear beam had been pushed in during an accident, and instead
+of its being replaced, another plate was riveted on and bent out in the
+opposite direction to form a pocket for the rear coupling pin. Note that
+there is no drawbar and that the coupler is merely bolted to the beams.
+Since the engine only pulled light trains, the arrangement was
+sufficiently strong.</p>
+
+
+<h4>RUNNING GEAR</h4>
+
+<p>The running gear is simply sprung with individual leaf springs for each
+axle; it is not connected by equalizing levers. To find an American
+locomotive not equipped with equalizers is surprising since they were
+almost a necessity to produce a reasonably smooth ride on the rough
+tracks of American railroads. Equalizers steadied the motion of the
+engine by distributing the shock received by any one wheel or axle to
+all the other wheels and axles so connected, thus minimizing the effects
+of an uneven roadbed. The author believes that the <em>Pioneer</em> is a
+hard-riding engine.</p>
+
+<p>The springs of the main drives are mounted in the usual fashion. The
+rear boiler bracket (fig. 18) is slotted so that the spring hanger may
+pass through for its connection with the frame. The spring of the
+leading wheels is set at right angles to the frame (fig. 27) and bears
+on a beam, fabricated of iron plate, which in turn bears on the journal
+boxes. The springs of the trailing wheels are set parallel with the
+frame and are mounted between the pedestal plates (fig. 18).</p>
+
+<p>The center of the driving wheel is cast iron and has spokes of the old
+rib pattern, which is a T in cross section, and was used previous to the
+adoption of the hollow spoke wheel. In the mid-1830&rsquo;s Baldwin and others
+used this rib-pattern style of wheel, except that the rib faced inside.
+The present driving-wheel centers are unquestionably original. The
+sister engine <em>Jenny Lind</em> (fig. 22) was equipped with identical driving
+wheels. The present tires are very thin and beyond their last turning.
+They are wrought iron and shrunk to fit the wheel centers. Flush rivets
+are used for further security. The left wheel, shown in figure 17, is
+cracked at the hub and is fitted with an iron ring to prevent its
+breaking.</p>
+
+<p>The truck wheels, of the hollow spoke pattern, are cast iron with
+chilled treads. They were made by Asa Whitney, one of the leading
+car-wheel manufacturers in this country, whose extensive plant was
+located in Philadelphia. Made under Whitney&rsquo;s patent of 1866, these
+wheels may well have been added to the <em>Pioneer</em> during the 1871
+rebuilding. Railroad wheels were not cast from ordinary cast iron, which
+was too weak and brittle to stand the severe service for which they were
+intended, but from a high-quality cast iron similar to that used for
+cannons. Its tensile strength, which ranged from 31,000 to 36,000 psi,
+was remarkably high and very nearly approached that of the best
+wrought-iron plate.</p>
+
+<p>The cylinders are cast iron with an 8-1/2-inch bore about half the size
+of the cylinders of a standard 8-wheel engine. The cylinders are bolted
+to the frame but not to the saddle, and are set at a 9&deg; angle to clear
+the leading wheels and at the same time to line up with the center of
+the driving-wheel axle. The wood lagging is covered with a decorative
+brass jacket. Ornamental brass jacketing was extensively used on
+mid-19th-century American locomotives to cover not only the cylinders
+but steam and sand boxes, check valves, and valve boxes. The greater
+expense for brass (Russia iron or painted sheet iron were a cheaper
+substitute) was justified by the argument that brass lasted the life of
+the engine, and could be reclaimed for scrap at a price approaching the
+original cost; and also that when brightly polished it reflected the
+heat, preventing loss by radiation, and its bright surface could be seen
+a great distance, thus helping to prevent accidents at grade crossings.
+The reader should be careful not to misconstrue the above arguments
+simply as rationalization on the part of master mechanics more intent on
+highly decorative machines than on the practical considerations
+involved.</p>
+
+<p>The valve box, a separate casting, is fastened to the cylinder casting
+by six bolts. The side cover plates when removed show only a small
+opening suitable for inspection and adjustment of the valve. The valve
+box must be removed to permit repair or removal of the valve. A better
+understanding of this mechanism and the layout of the parts can be
+gained from a study of figures 23-26, 28 (8, 8<span class="smcap">A</span>, and 8<span class="smcap">B</span>).</p>
+
+<p><span class="pagenum"><a name="Page_265" id="Page_265">[Pg 265]</a></span></p>
+<div class="figcenter" style="width: 600px;">
+<img src="images/i060.png" width="600" height="310" alt="Figure 27.&mdash;&ldquo;Pioneer&rdquo; locomotive." title="Figure 27.&mdash;&ldquo;Pioneer&rdquo; locomotive." />
+<p class="caption2"><a href="images/i060_high.png"  title="High resolution image.">
+Figure 27.</a>&mdash;&ldquo;<span class="smcap">Pioneer</span>&rdquo;
+<span class="smcap">locomotive</span>. (1) Air chamber, (2)
+reversing lever, (3) counterweight, (4) reversing shaft, (5) link
+hanger, (6) rocker, (7) feedwater line to boiler, (8) link block, (9)
+link, (10) eccentric, (11) pump plunger, (12) pump steamheater line,
+(13) feedwater pump, (14) wire netting [bonnet], (15) deflecting cone,
+(16) stack, (17) stack hopper. (Drawing by J. H. White.)</p>
+</div>
+
+<p><span class="pagenum"><a name="Page_266" id="Page_266">[Pg 266]</a></span></p>
+<div class="figcenter" style="width: 600px;">
+<img src="images/i061.png" width="600" height="416" alt="Figure 28.&mdash;Rear elevation of Pioneer and detail of valve shifter; valve face and valve." title="Figure 28.&mdash;Rear elevation of Pioneer and detail of valve shifter; valve face and valve." />
+<p class="caption2"><a href="images/i061_high.png" title="High resolution image.">
+Figure 28.</a>&mdash;<span class="smcap">Rear elevation</span> of <em>Pioneer</em> and detail of
+valve shifter; valve face and valve. (Drawing by J. H. White.)</p>
+
+</div>
+
+<p>Both crossheads were originally of cast iron but one of these has been
+replaced and is of steel. They run into steel guides, bolted at the
+forward end to the rear cylinder head and supported in the rear by a
+yoke. The yoke is one of the more finished and better made pieces on the
+entire engine (fig. 27). The main rod is of the old pattern, round in
+cross section, and only 1-1/2 inches in diameter at the largest point.</p>
+
+
+<h4>VALVE GEAR</h4>
+
+<p>The valve gear is of the Stephenson shifting-link pattern (see fig. 27),
+a simple and dependable motion used extensively in this country between
+about 1850 and 1900. The author believes that this is the original valve
+gear of the <em>Pioneer</em>, since the first mention (1854) in the <cite>Annual
+Report</cite> of the Cumberland Valley Railroad of the style of valve gear
+used by each engine, states that the <em>Pioneer</em> was equipped with a
+shifting-link motion. Assuming this to be the original valve gear of the
+<em>Pioneer</em>, it must be regarded as an early application, because the
+Stephenson motion was just being introduced into American locomotive
+practice in the early 1850&rsquo;s. Four eccentrics drive the motion; two are
+for forward motion and two for reverse. The link is split and made of
+two curved pieces. The rocker is fabricated of several forged pieces
+keyed and bolted together. On better made engines the rocker would be a
+one-piece forging. The lower arm of each rocker is curiously shaped,
+made with a slot so that the link block may be adjusted. Generally, the
+only adjustment possible was effected by varying the length of the valve
+stem by the adjusting nuts provided. A simple weight and lever attached
+to the reversing shaft serve as a counterbalance for the links and thus
+assist the engineer in shifting the valve motion. There are eight
+positions on the quadrant of the reversing lever.</p>
+
+<div class="figcenter" style="width: 600px;">
+<img src="images/i064.jpg" width="600" height="412" alt="Figure 29.&mdash;&ldquo;Pioneer&rdquo; on exhibit in old Arts and
+Industries building." title="Figure 29.&mdash;&ldquo;Pioneer&rdquo; on exhibit in old Arts and
+Industries building." />
+<p class="caption2">Figure 29.&mdash;&ldquo;<span class="smcap">Pioneer</span>&rdquo; on exhibit in old Arts and
+Industries building, showing the tank and backhead. (Smithsonian photo
+48069E.)</p></div>
+
+
+<h4>MISCELLANEOUS NOTES</h4>
+
+<p>The cab is solid walnut with a natural finish. It is very possible that
+the second cab was added to the locomotive after the 1862 fire. A brass
+gong used by the<span class="pagenum"><a name="Page_267" id="Page_267">[Pg 267]</a></span> conductor to signal the engineer is fastened to the
+underside of the cab roof. This style of gong was in use in the 1850&rsquo;s
+and may well be original equipment.</p>
+
+<p>The water tank is in two sections, one part extending below the deck,
+between the frame. The tank holds 600 gallons of water. The tender holds
+one cord of wood.</p>
+
+<p>The small pedestal-mounted sandbox was used on several Cumberland Valley
+engines including the <em>Pioneer</em>. This box was removed from the engine
+sometime between 1901 and 1904. It was on the engine at the time of the
+Carlisle sesquicentennial but disappeared by the time of the St. Louis
+exposition. Two small sandboxes, mounted on the driving-wheel splash
+guards, replaced the original box. The large headlamp (fig. 3)
+apparently disappeared at the same time and was replaced by a crudely
+made lamp formerly mounted on the cab roof as a backup light. Headlamps
+of commercial manufacture were carefully finished and made with
+<a id="corr_42_2a" name="corr_42_2a"></a><ins id="corr_42_2" class="mycorr" title="Original: parobolic">parabolic</ins> reflectors, elaborate burners, and handsomely fitted cases.
+Such a lamp could throw a beam of light for 1000 feet. The present lamp
+has a flat cone-shaped piece of tin for a reflector.</p>
+
+<p>The brushes attached to the pilot were used in the winter to brush snow
+and loose ice off the rail and thus improve traction. In good weather
+the brushes were set up to clear the tracks.</p>
+
+<div class="figcenter" style="width: 600px;">
+<img src="images/i067.png" width="600" height="361" alt="Figure 30.&mdash;Reconstructed sandbox replaced on the locomotive, August 1962." title="Figure 30.&mdash;Reconstructed sandbox replaced on the locomotive, August 1962. " />
+<p class="caption2"><a href="images/i067_high.png" title="High resolution image.">
+Figure 30.</a>&mdash;<span class="smcap">Reconstructed sandbox</span> replaced on the
+locomotive, August 1962. (Drawing by J. H. White.)</p>
+</div>
+
+<p>After the <em>Pioneer</em> had come to the National Museum, it was decided that
+some refinishing was required to return it as nearly as possible to the
+state of the original engine. Replacing the sandbox was an obvious
+change.<a name="FNanchor_42_20" id="FNanchor_42_20"></a><a href="#Footnote_42_20" class="fnanchor">[20]</a> The brass cylinder jackets were also replaced. The cab was
+stripped and carefully refinished as natural wood. The old safety valve
+was replaced, <span class="pagenum"><a name="Page_268" id="Page_268">[Pg 268]</a></span>as already mentioned. Rejacketing the boiler with
+simulated Russia iron produced a most pleasing effect, adding not only
+to the authenticity of the display but making the engine appear lighter
+and relieving the somber blackness which was not characteristic of a
+locomotive of the 1850&rsquo;s. Several minor replacements are yet to be done;
+chiefly among these are the cylinder-cock linkage and a proper headlamp.</p>
+
+<p>The question arises, has the engine survived as a true and accurate
+representation of the original machine built in 1851? In answer, it can
+be said that although the <em>Pioneer</em> was damaged en route to the
+Cumberland Valley Railroad, modified on receipt, burned in 1862, and
+operated for altogether nearly 40 years, surprisingly few new appliances
+have been added, nor has the general arrangement been changed.
+Undoubtedly, the main reason the engine is so little changed is that its
+small size and odd framing did not invite any large investment for
+extensive alteration for other uses. But there can be no positive answer
+as to its present variance from the original appearance as represented
+in the oldest known illustration of it&mdash;the Hull drawing of 1871 (fig.
+8). There are few, if any, surviving 19th-century locomotives that have
+not suffered numerous rebuildings and are not greatly altered from the
+original. The <em>John Bull</em>, also in the U.S. National Museum collection,
+is a good example of a machine many times rebuilt in its 30 years of
+service.<a name="FNanchor_42_21" id="FNanchor_42_21"></a><a href="#Footnote_42_21" class="fnanchor">[21]</a> Unless other information is uncovered to the contrary, it
+can be stated that the <em>Pioneer</em> is a true representation of a light
+passenger locomotive of 1851.</p>
+
+<div class="footnotes">
+<h3><a name="FOOTNOTES" id="FOOTNOTES"></a>Footnotes</h3>
+
+<div class="footnote"><p><a name="Footnote_42_1" id="Footnote_42_1"></a><a href="#FNanchor_42_1"><span class="label">[1]</span></a> <cite>Minutes of the Board of Managers of the Cumberland Valley
+Railroad.</cite> This book may be found in the office of the Secretary,
+Pennsylvania Railroad, Philadelphia, Pa., June 25, 1851. Hereafter cited
+as &ldquo;Minutes C.V.R.R.&rdquo;</p></div>
+
+<div class="footnote"><p><a name="Footnote_42_2" id="Footnote_42_2"></a><a href="#FNanchor_42_2"><span class="label">[2]</span></a> Ibid.</p></div>
+
+<div class="footnote"><p><a name="Footnote_42_3" id="Footnote_42_3"></a><a href="#FNanchor_42_3"><span class="label">[3]</span></a> Minutes C.V.R.R.</p></div>
+
+<div class="footnote"><p><a name="Footnote_42_4" id="Footnote_42_4"></a><a href="#FNanchor_42_4"><span class="label">[4]</span></a> <cite>Franklin Repository</cite> (Chambersburg, Pa.), August 26,
+1909.</p></div>
+
+<div class="footnote"><p><a name="Footnote_42_5" id="Footnote_42_5"></a><a href="#FNanchor_42_5"><span class="label">[5]</span></a> <cite>Railroad Advocate</cite> (December 29, 1855), vol. 2, p. 3.</p></div>
+
+<div class="footnote"><p><a name="Footnote_42_6" id="Footnote_42_6"></a><a href="#FNanchor_42_6"><span class="label">[6]</span></a> <span class="smcap">C. E. Fisher</span>, &ldquo;Locomotives of the New Haven Railroad,
+&rdquo; <cite>Railway and Locomotive Historical Society Bulletin</cite> (April 1938), no.
+46, p. 48.</p></div>
+
+<div class="footnote"><p><a name="Footnote_42_7" id="Footnote_42_7"></a><a href="#FNanchor_42_7"><span class="label">[7]</span></a> Minutes C.V.R.R.</p></div>
+
+<div class="footnote"><p><a name="Footnote_42_8" id="Footnote_42_8"></a><a href="#FNanchor_42_8"><span class="label">[8]</span></a> <cite>Evening Sentinel</cite> (Carlisle, Pa.), October 23, 1901.</p></div>
+
+<div class="footnote"><p><a name="Footnote_42_9" id="Footnote_42_9"></a><a href="#FNanchor_42_9"><span class="label">[9]</span></a> <cite>Norwich Bulletin</cite> (Norwich, Conn.), July 24, 1879. All
+data regarding A. F. Smith is from this source unless otherwise noted.</p></div>
+
+<div class="footnote"><p><a name="Footnote_42_10" id="Footnote_42_10"></a><a href="#FNanchor_42_10"><span class="label">[10]</span></a> <cite>Railway Age</cite> (September 13, 1889), vol. 14, no. 37. Page
+600 notes that Tyler worked on C.V.R.R. 1851-1852; Smith&rsquo;s obituary
+(footnote 9) mentions 1849 as the year; and minutes of C.V.R.R. mention
+Tyler as early as 1850.</p></div>
+
+<div class="footnote"><p><a name="Footnote_42_11" id="Footnote_42_11"></a><a href="#FNanchor_42_11"><span class="label">[11]</span></a> Minutes C.V.R.R.</p></div>
+
+<div class="footnote"><p><a name="Footnote_42_12" id="Footnote_42_12"></a><a href="#FNanchor_42_12"><span class="label">[12]</span></a> <span class="smcap">A. F. Holley</span>, <cite>American and European Railway Practice</cite>
+(New York: 1861). An illustration of Smith&rsquo;s superheater is shown on
+plate 58, figure 13.</p></div>
+
+<div class="footnote"><p><a name="Footnote_42_13" id="Footnote_42_13"></a><a href="#FNanchor_42_13"><span class="label">[13]</span></a> <span class="smcap">John H. White</span>, &ldquo;Introduction of the Locomotive Safety
+Truck,&rdquo; (Paper 24, 1961, in <cite>Contributions from the Museum of History
+and Technology: Papers 19-30</cite>, U.S. National Museum Bulletin 228;
+Washington: Smithsonian Institution, 1963), p. 117.</p></div>
+
+<div class="footnote"><p><a name="Footnote_42_14" id="Footnote_42_14"></a><a href="#FNanchor_42_14"><span class="label">[14]</span></a> <cite>Annual Report</cite>, C.V.R.R., 1853.</p></div>
+
+<div class="footnote"><p><a name="Footnote_42_15" id="Footnote_42_15"></a><a href="#FNanchor_42_15"><span class="label">[15]</span></a> <span class="smcap">Zerah Colburn</span>, <cite>Recent Practice in Locomotive Engines</cite>
+(1860), p. 71.</p></div>
+
+<div class="footnote"><p><a name="Footnote_42_16" id="Footnote_42_16"></a><a href="#FNanchor_42_16"><span class="label">[16]</span></a> <cite>Railroad Gazette</cite> (September 27, 1907), vol. 43, no. 13,
+pp. 357-360. These notes on Wilmarth locomotives by C. H. Caruthers were
+printed with several errors concerning the locomotives of the Cumberland
+Valley Railroad and prompted the preparation of these present remarks on
+the history of Wilmarth&rsquo;s activities. Note that on page 359 it is
+reported that only one compensating-lever engine was built for the
+C.V.R.R. in 1854, and not two such engines in 1852. The <em>Pioneer</em> is
+incorrectly identified as a &ldquo;Shanghai,&rdquo; and as being one of three such
+engines built in 1871 by Wilmarth.</p></div>
+
+<div class="footnote"><p><a name="Footnote_42_17" id="Footnote_42_17"></a><a href="#FNanchor_42_17"><span class="label">[17]</span></a> The author is indebted to Thomas Norrell for these and
+many of the other facts relating to Wilmarth&rsquo;s Union Works.</p></div>
+
+<div class="footnote"><p><a name="Footnote_42_18" id="Footnote_42_18"></a><a href="#FNanchor_42_18"><span class="label">[18]</span></a> <cite>Railroad Gazette</cite> (October 1907), vol. 43, p. 382.</p></div>
+
+<div class="footnote"><p><a name="Footnote_42_19" id="Footnote_42_19"></a><a href="#FNanchor_42_19"><span class="label">[19]</span></a> <cite>Boston Daily Evening Telegraph</cite> (Boston, Mass.), August
+11, 1854. The article stated that one engine a week was built and that
+10 engines were already completed for the Erie. Construction had started
+on 30 others.</p></div>
+
+<div class="footnote"><p><a name="Footnote_42_20" id="Footnote_42_20"></a><a href="#FNanchor_42_20"><span class="label">[20]</span></a> The restoration work has been ably handled by John Stine
+of the Museum staff. Restoration started in October 1961.</p></div>
+
+<div class="footnote"><p><a name="Footnote_42_21" id="Footnote_42_21"></a><a href="#FNanchor_42_21"><span class="label">[21]</span></a> <span class="smcap">S. H. Oliver</span>, <cite>The First Quarter Century of the Steam
+Locomotive in America</cite> (U.S. National Museum Bulletin 210; Washington:
+Smithsonian Institution, 1956), pp. 38-46.</p></div>
+</div>
+
+<p class="center" style="font-size:0.8em"><br /><br /><br />U.S. GOVERNMENT PRINTING OFFICE: 1964</p>
+<hr style="width: 45%;" />
+<p class="center">For sale by the Superintendent of Documents, U.S. Government Printing
+Office<br />Washington, D.C., 20402&mdash;Price 30 cents.</p>
+
+<hr style="width: 65%;" />
+
+<h3><a name="INDEX" id="INDEX"></a>Index</h3>
+
+<p>Adams, W. B., <a href="#Page_252">252</a><br /><br /></p>
+<p>Baldwin, Matthias William, <a href="#Page_264">264</a></p>
+<p>Boston Locomotive Works, <a href="#Page_260">260</a><br /><br /></p>
+<p>Colburn, Zerah, <a href="#Page_259">259</a><br /><br /></p>
+<p>Danforth Cooke &amp; Co., <a href="#Page_252">252</a></p>
+<p>Drury, Gardner P., <a href="#Page_260">260</a><br /><br /></p>
+<p>Eastwick, Andrew M., <a href="#Page_259">259</a><br /><br /></p>
+<p>Harrison, Joseph, Jr., <a href="#Page_259">259</a></p>
+<p>Hinkley, Holmes, <a href="#Page_252">252</a>, <a href="#Page_260">260</a>, <a href="#Page_263">263</a></p>
+<p>Hull, A. S., <a href="#Page_251">251</a>, <a href="#Page_268">268</a><br /><br /></p>
+<p>Smith, Alba F., <a href="#Page_244">244</a>, <a href="#Page_246">246</a>, <a href="#Page_247">247</a>, <a href="#Page_259">259</a></p>
+<p>Stephenson, Robert, &amp; Hawthorns, Ltd., <a href="#Page_253">253</a></p>
+<p>Stuart, J. E. B., <a href="#Page_249">249</a><br /><br /></p>
+<p>Taunton Locomotive Works, <a href="#Page_247">247</a></p>
+<p>Tyler, Daniel, <a href="#Page_244">244</a>, <a href="#Page_253">253</a><br /><br /></p>
+<p>Union Works, <a href="#Page_260">260</a><br /><br /></p>
+<p>Vulcan Foundry, <a href="#Page_252">252</a><br /><br /></p>
+<p>Watts, Frederick, <a href="#Page_249">249</a></p>
+<p>Westhaeffer, Paul, <a href="#Page_251">251</a></p>
+<p>Wilmarth, Seth, <a href="#Page_244">244</a>, <a href="#Page_246">246</a>, <a href="#Page_247">247</a>, <a href="#Page_249">249</a>, <a href="#Page_260">260</a></p>
+<p>Winters, Joseph, <a href="#Page_244">244</a><br /><br /></p>
+
+<div class="tnote">
+<a id="corrections_42" name="corrections_42"></a>
+<p>Transcriber's corrections:</p>
+<p>P. <a href="#corr_42_1">259</a>: &lsquo;1880 and has been under steam&rsquo;&mdash;was &lsquo;1880 and has been under stream.&rsquo;</p>
+<p>P. <a href="#corr_42_2">267</a>: &lsquo;made with parabolic reflectors&rsquo;&mdash;was &lsquo;made with parobolic reflectors.&rsquo;</p>
+</div>
+
+
+
+
+
+
+
+
+<pre>
+
+
+
+
+
+End of the Project Gutenberg EBook of The 'Pioneer': Light Passenger
+Locomotive of 1851, by John H. White
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+</html>
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+The Project Gutenberg EBook of The 'Pioneer': Light Passenger Locomotive
+of 1851, by John H. White
+
+This eBook is for the use of anyone anywhere at no cost and with
+almost no restrictions whatsoever.  You may copy it, give it away or
+re-use it under the terms of the Project Gutenberg License included
+with this eBook or online at www.gutenberg.org
+
+
+Title: The 'Pioneer': Light Passenger Locomotive of 1851
+       United States Bulletin 240, Contributions from the Museum
+       of History and Technology, paper 42, 1964
+
+Author: John H. White
+
+Release Date: February 23, 2009 [EBook #28160]
+
+Language: English
+
+Character set encoding: ASCII
+
+*** START OF THIS PROJECT GUTENBERG EBOOK LIGHT PASSENGER LOCOMOTIVE ***
+
+
+
+
+Produced by Chris Curnow, Louise Pattison, Joseph Cooper
+and the Online Distributed Proofreading Team at
+http://www.pgdp.net
+
+
+
+
+
+[Transcriber's Notes:
+
+   This is Paper 42 from the Smithsonian Institution United States
+   National Museum Bulletin 240, comprising Papers 34-44, which will
+   also be available as a complete e-book.
+
+   The front material, introduction and relevant index entries from
+   the Bulletin are included in each single-paper e-book.
+
+   The Sections entitled "Alba F. Smith" and "Seth Wilmarth" appear
+   in the original as boxed "side bars". They have been moved, along
+   with Figure 13, from their original locations to the end of the
+   paper to preserve the flow of the text.
+
+   Typographical errors have been corrected as follows:
+      p259: "as late as 1880 and has been under steam" (was stream).
+      p267: "made with parabolic reflectors" (was parobolic).]
+
+
+
+
+SMITHSONIAN INSTITUTION
+
+UNITED STATES NATIONAL MUSEUM
+
+BULLETIN 240
+
+
+[Illustration]
+
+SMITHSONIAN PRESS
+
+
+MUSEUM OF HISTORY AND TECHNOLOGY
+
+CONTRIBUTIONS
+FROM THE
+MUSEUM
+OF HISTORY AND
+TECHNOLOGY
+
+_Papers 34-44_
+_On Science and Technology_
+
+SMITHSONIAN INSTITUTION . WASHINGTON, D.C. 1966
+
+
+
+
+_Publications of the United States National Museum_
+
+The scholarly and scientific publications of the United States National
+Museum include two series, _Proceedings of the United States National
+Museum_ and _United States National Museum Bulletin_.
+
+In these series, the Museum publishes original articles and monographs
+dealing with the collections and work of its constituent
+museums--The Museum of Natural History and the Museum of History
+and Technology--setting forth newly acquired facts in the fields of
+anthropology, biology, history, geology, and technology. Copies of each
+publication are distributed to libraries, to cultural and scientific
+organizations, and to specialists and others interested in the different
+subjects.
+
+The _Proceedings_, begun in 1878, are intended for the publication, in
+separate form, of shorter papers from the Museum of Natural History.
+These are gathered in volumes, octavo in size, with the publication date
+of each paper recorded in the table of contents of the volume.
+
+In the _Bulletin_ series, the first of which was issued in 1875, appear
+longer, separate publications consisting of monographs (occasionally in
+several parts) and volumes in which are collected works on related
+subjects. _Bulletins_ are either octavo or quarto in size, depending on
+the needs of the presentation. Since 1902 papers relating to the
+botanical collections of the Museum of Natural History have been
+published in the _Bulletin_ series under the heading _Contributions from
+the United States National Herbarium_, and since 1959, in _Bulletins_
+titled "Contributions from the Museum of History and Technology," have
+been gathered shorter papers relating to the collections and research of
+that Museum.
+
+The present collection of Contributions, Papers 34-44, comprises
+Bulletin 240. Each of these papers has been previously published in
+separate form. The year of publication is shown on the last page of each
+paper.
+
+FRANK A. TAYLOR
+_Director, United States National Museum_
+
+
+
+
+CONTRIBUTIONS FROM
+THE MUSEUM OF HISTORY AND TECHNOLOGY:
+PAPER 42
+
+
+THE "PIONEER": LIGHT PASSENGER LOCOMOTIVE OF 1851
+IN THE MUSEUM OF HISTORY AND TECHNOLOGY
+
+_John H. White_
+
+
+THE CUMBERLAND VALLEY RAILROAD           244
+
+SERVICE HISTORY OF THE "PIONEER"         249
+
+MECHANICAL DESCRIPTION OF THE "PIONEER"  251
+
+[FOOTNOTES]
+
+[INDEX]
+
+
+[Illustration: Figure 1.--THE "PIONEER," BUILT IN 1851, shown here as
+renovated and exhibited in the Museum of History and Technology, 1964.
+In 1960 the locomotive was given to the Smithsonian Institution by the
+Pennsylvania Railroad through John S. Fair, Jr. (Smithsonian photo
+63344B.)]
+
+
+_John H. White_
+
+
+The "PIONEER":
+LIGHT PASSENGER LOCOMOTIVE of 1851
+
+_In the Museum of History and Technology_
+
+
+    _In the mid-nineteenth century there was a renewed interest in
+    the light, single-axle locomotives which were proving so very
+    successful for passenger traffic. These engines were built in
+    limited number by nearly every well-known maker, and among the
+    few remaining is the 6-wheel "Pioneer," on display in the Museum
+    of History and Technology, Smithsonian Institution. This
+    locomotive is a true representation of a light passenger
+    locomotive of 1851 and a historic relic of the mid-nineteenth
+    century._
+
+    THE AUTHOR: _John H. White is associate curator of
+    transportation in the Smithsonian Institution's Museum of
+    History and Technology._
+
+
+The "PIONEER" is an unusual locomotive and on first inspection would
+seem to be imperfect for service on an American railroad of the 1850's.
+This locomotive has only one pair of driving wheels and no truck, an
+arrangement which marks it as very different from the highly successful
+standard 8-wheel engine of this period. All six wheels of the _Pioneer_
+are rigidly attached to the frame. It is only half the size of an
+8-wheel engine of 1851 and about the same size of the 4--2--0 so common
+in this country some 20 years earlier. Its general arrangement is that
+of the rigid English locomotive which had, years earlier, proven
+unsuitable for use on U.S. railroads.
+
+These objections are more apparent than real, for the _Pioneer_, and
+other engines of the same design, proved eminently successful when used
+in the service for which they were built, that of light passenger
+traffic. The _Pioneer's_ rigid wheelbase is no problem, for when it is
+compared to that of an 8-wheel engine it is found to be about four feet
+less; and its small size is no problem when we realize it was not
+intended for heavy service. Figure 2, a diagram, is a comparison of the
+_Pioneer_ and a standard 8-wheel locomotive.
+
+Since the service life of the _Pioneer_ was spent on the Cumberland
+Valley Railroad, a brief account of that line is necessary to an
+understanding of the service history of this locomotive.
+
+    _Exhibits of the "Pioneer"_
+
+    The _Pioneer_ has been a historic relic since 1901. In the fall
+    of that year minor repairs were made to the locomotive so that
+    it might be used in the sesquicentennial celebration at
+    Carlisle, Pennsylvania. On October 22, 1901, the engine was
+    ready for service, but as it neared Carlisle a copper flue
+    burst. The fire was extinguished and the _Pioneer_ was pushed
+    into town by another engine. In the twentieth century, the
+    _Pioneer_ was displayed at the Louisiana Purchase Exposition,
+    St. Louis, Missouri, in 1904, and at the Wheeling, West
+    Virginia, semicentennial in 1913. In 1927 it joined many other
+    historic locomotives at the Baltimore and Ohio Railroad's "Fair
+    of the Iron Horse" which commemorated the first one hundred
+    years of that company. From about 1913 to 1925 the _Pioneer_
+    also appeared a number of times at the Apple-blossom Festival
+    at Winchester, Virginia. In 1933-1934 it was displayed at the
+    World's Fair in Chicago, and in 1948 at the Railroad Fair in the
+    same city. Between 1934 and March 1947 it was exhibited at the
+    Franklin Institute, Philadelphia, Pennsylvania.
+
+
+The Cumberland Valley Railroad
+
+The Cumberland Valley Railroad (C.V.R.R.) was chartered on April 2,
+1831, to connect the Susquehanna and Potomac Rivers by a railroad
+through the Cumberland Valley in south-central Pennsylvania. The
+Cumberland Valley, with its rich farmland and iron-ore deposits, was a
+natural north-south route long used as a portage between these two
+rivers. Construction began in 1836, and because of the level valley some
+52 miles of line was completed between Harrisburg and Chambersburg by
+November 16, 1837. In 1860, by way of the Franklin Railroad, the line
+extended to Hagerstown, Maryland. It was not until 1871 that the
+Cumberland Valley Railroad reached its projected southern terminus, the
+Potomac River, by extending to Powells Bend, Maryland. Winchester,
+Virginia, was entered in 1890 giving the Cumberland Valley Railroad
+about 165 miles of line. The railroad which had become associated with
+the Pennsylvania Railroad in 1859, was merged with that company in 1919.
+
+By 1849 the Cumberland Valley Railroad was in poor condition; the
+strap-rail track was worn out and new locomotives were needed. Captain
+Daniel Tyler was hired to supervise rebuilding the line with T-rail, and
+easy grades and curves. Tyler recommended that a young friend of his,
+Alba F. Smith, be put in charge of modernizing and acquiring new
+equipment. Smith recommended to the railroad's Board of Managers on June
+25, 1851, that "much lighter engines than those now in use may be
+substituted for the passenger transportation and thereby effect a great
+saving both in point of fuel and road repairs...."[1] Smith may well
+have gone on to explain that the road was operating 3- and 4-car
+passenger trains with a locomotive weighing about 20 tons; the total
+weight was about 75 tons, equalling the uneconomical deadweight of 1200
+pounds per passenger. Since speed was not an important consideration (30
+mph being a good average), the use of lighter engines would improve the
+deadweight-to-passenger ratio and would not result in a slower schedule.
+
+The Board of Managers agreed with Smith's recommendations and instructed
+him "... to examine the two locomotives lately built by Mr. Wilmarth
+and now in the [protection?] of Captain Tyler at Norwich and if in his
+judgment they are adequate to our wants ... have them forwarded to the
+road."[2] Smith inspected the locomotives not long after this resolution
+was passed, for they were on the road by the time he made the following
+report[3] to the Board on September 24, 1851:
+
+    In accordance with a resolution passed at the last meeting of
+    your body relative to the small engines built by Mr. Wilmarth I
+    proceeded to Norwich to make trial of their capacity--fitness or
+    suitability to the Passenger transportation of our Road--and
+    after as thorough a trial as circumstances would admit (being on
+    another Road than our own) I became satisfied that with some
+    necessary improvements which would not be expensive (and are now
+    being made at our shop) the engines would do the business of
+    our Road not only in a manner satisfactory in point of speed and
+    certainty but with greater ultimate economy in Expenses than has
+    before been practised in this Country.
+
+[Illustration: Figure 2.--DIAGRAM COMPARING the _Pioneer_ (shaded
+drawing) with the _Columbia_, a standard 8-wheel engine of 1851.
+(Drawing by J. H. White.)]
+
+    _Columbia_
+
+    Hudson River Railroad
+    Lowell Machine Shop, 1852
+    Wt. 27-1/2 tons (engine only)
+    Cyl. 16-1/2 x 22 inches
+    Wheel diam. 84 inches
+
+    _Pioneer_
+
+    Cumberland Valley Railroad
+    Seth Wilmarth, 1851
+    12-1/2 tons
+    8-1/2 x 14 inches
+    54 inches
+
+    After making the above trial of the Engines--I stated to your
+    Hon. President the result of the trial--with my opinion of their
+    Capacity to carry our passenger trains at the speed required
+    which was decidedly in favor of the ability of the Engines. He
+    accordingly agreed that the Engines should at once be forwarded
+    to the Road in compliance with the Resolution of your Board. I
+    immediately ordered the Engines shipped at the most favorable
+    rates. They came to our Road safely in the Condition in which
+    they were shipped. One of the Engines has been placed on the
+    Road and I believe performed in such a manner as to convince all
+    who are able to judge of this ability to perform--although the
+    maximum duty of the Engines was not performed on account of some
+    original defects which are now being remedied as I before
+    stated.
+
+    Within ten days the Engine will be able to run regularly with a
+    train on the Road where in shall be enabled to judge correctly
+    of their merits.
+
+    An accident occurred during the trial of the Small Engine at
+    Norwich which caused a damage of about $300 in which condition
+    the Engine came here and is now being repaired--the cost of
+    which will be presented to your Board hereafter. As to the
+    fault or blame of parties connected with the accident as also
+    the question of responsibility for Repairs are questions for
+    your disposal. I therefore leave the matter until further called
+    upon.
+
+    The Expenses necessarily incurred by the trial of the Engines
+    and also the Expenses of transporting the same are not included
+    in the Statement herewith presented, the whole amount of which
+    will not probably exceed $400.00.
+
+These two locomotives became the Cumberland Valley Railroad's _Pioneer_
+(number 13) and _Jenny Lind_ (number 14). While Smith notes that one of
+the engines was damaged during the inspection trials, Joseph Winters, an
+employee of the Cumberland Valley who claimed he was accompanying the
+engine enroute to Chambersburg at the time of their delivery, later
+recalled that both engines were damaged in transit.[4] According to
+Winters a train ran into the rear of the _Jenny Lind_, damaging both it
+and the _Pioneer_, the accident occurring near Middletown, Pennsylvania.
+The _Jenny Lind_ was repaired at Harrisburg but the _Pioneer_, less
+seriously damaged, was taken for repairs to the main shops of the
+Cumberland Valley road at Chambersburg.
+
+[Illustration: Figure 3.--"PIONEER," ABOUT 1901, showing the sandbox and
+large headlamp. Note the lamp on the cab roof, now used as the
+headlight. (Smithsonian photo 49272.)]
+
+While there seems little question that these locomotives were not built
+as a direct order for the Cumberland Valley Railroad, an article[5]
+appearing in the _Railroad Advocate_ in 1855 credits their design to
+Smith. The article speaks of a 2--2--4 built for the Macon and Western
+Railroad and says in part:
+
+    This engine is designed and built very generally upon the ideas,
+    embodied in some small tank engines designed by A. F. Smith,
+    Esq., for the Cumberland Valley road. Mr. Smith is a strong
+    advocate of light engines, and his novel style and proportions
+    of engines, as built for him a few years since, by Seth
+    Wilmarth, at Boston, are known to some of our readers. Without
+    knowing all the circumstances under which these engines are
+    worked on the Cumberland Valley road, we should not venture to
+    repeat all that we have heard of their performances, it is
+    enough to say that they are said to do more, in proportion to
+    their weight, than any other engines now in use.
+
+The author believes that the _Railroad Advocate's_ claim of Smith's
+design of the _Pioneer_ has been confused with his design of the
+_Utility_ (figs. 6, 7). Smith designed this compensating-lever engine to
+haul trains over the C.V.R.R. bridge at Harrisburg. It was built by
+Wilmarth in 1854.
+
+[Illustration: Figure 4.--MAP OF THE CUMBERLAND VALLEY Railroad as it
+appeared in 1919.]
+
+According to statements of Smith and the Board of Managers quoted on
+page 244, the _Pioneer_ and the _Jenny Lind_ were not new when purchased
+from their maker, Seth Wilmarth. Although of recent manufacture,
+previous to June 1851, they were apparently doing service on a road in
+Norwich, Connecticut. It should be mentioned that both Smith and Tyler
+were formerly associated with the Norwich and Worcester Railroad and
+they probably learned of these two engines through this former
+association. It is possible that the engines were purchased from
+Wilmarth by the Cumberland Valley road, which had bought several other
+locomotives from Wilmarth in previous years. It was the practice of at
+least one other New England engine builder, the Taunton Locomotive
+Works, to manufacture engines on the speculation that a buyer would be
+found; if no immediate buyers appeared the engine was leased to a local
+road until a sale was made.[6]
+
+[Illustration: Figure 5.--AN EARLY BROADSIDE of the Cumberland Valley
+Railroad.]
+
+Regarding the _Jenny Lind_ and _Pioneer_, Smith reported[7] to the Board
+of Managers at their meeting of March 17, 1852:
+
+    The small tank engines which were purchased last year ... and
+    which I spoke in a former report as undergoing at that time some
+    necessary improvements have since that time been fairly tested
+    as to their capacity to run our passenger trains and proved to
+    be equal to the duty.
+
+    The improvements proposed to be made have been completed only on
+    one engine [_Jenny Lind_] which is now running regularly with
+    passenger trains--the cost of repairs and improvements on this
+    engine (this being the one accidentally broken on the trial)
+    amounted to $476.51. The other engine is now in the shop, not
+    yet ready for service but will be at an early day.
+
+[Illustration: Figure 6.--THE "UTILITY" AS REBUILT TO AN 8-WHEEL ENGINE,
+about 1863 or 1864. It was purchased by the Carlisle Manufacturing Co.
+in 1882 and was last used in 1896. (Smithsonian photo 36716F.)]
+
+[Illustration: Figure 7.--THE "UTILITY," DESIGNED BY SMITH A. F. and
+constructed by Seth Wilmarth in 1854, was built to haul trains across
+the bridge at Harrisburg, Pa.]
+
+[Illustration: Figure 8.--THE EARLIEST KNOWN ILLUSTRATION of the
+_Pioneer_, drawn by A. S. Hull, master mechanic of the Cumberland Valley
+Railroad in 1876. It depicts the engine as it appeared in 1871.
+(_Courtesy of Paul Westhaeffer._)]
+
+The _Pioneer_ and _Jenny Lind_ achieved such success in action that the
+president of the road, Frederick Watts, commented on their performance
+in the annual report of the Cumberland Valley Railroad for 1851. Watts
+stated that since their passenger trains were rarely more than a baggage
+car and two coaches, the light locomotives "... have been found to be
+admirably adapted to our business." The Cumberland Valley Railroad,
+therefore, added two more locomotives of similar design in the next few
+years. These engines were the _Boston_ and the _Enterprise_, also built
+by Wilmarth in 1854-1855.
+
+Watts reported the _Pioneer_ and _Jenny Lind_ cost $7,642. A standard
+8-wheel engine cost about $6,500 to $8,000 each during this period. In
+recent years, the Pennsylvania Railroad has stated the _Pioneer_ cost
+$6,200 in gold, but is unable to give the source for this information.
+The author can discount this statement for it does not seem reasonable
+that a light, cheap engine of the pattern of the _Pioneer_ could cost as
+much as a machine nearly twice its size.
+
+[Illustration: Figure 9.--ANNUAL PASS of the Cumberland Valley Railroad
+issued in 1863.]
+
+[Illustration: Figure 10.--TIMETABLE OF THE Cumberland Valley Railroad
+for 1878.]
+
+
+Service History of the _Pioneer_
+
+After being put in service, the _Pioneer_ continued to perform well and
+was credited as able to move a 4-car passenger train along smartly at 40
+mph.[8] This tranquility was shattered in October 1862 by a raiding
+party led by Confederate General J. E. B. Stuart which burned the
+Chambersburg shops of the Cumberland Valley Railroad. The _Pioneer_,
+_Jenny Lind_, and _Utility_ were partially destroyed. The Cumberland
+Valley Railroad in its report for 1862 stated:
+
+    The Wood-shop, Machine-shop, Black-smith-shop, Engine-house,
+    Wood-sheds, and Passenger Depot were totally consumed, and with
+    the Engine-house three second-class Engines were much injured by
+    the fire, but not so destroyed but that they may be restored to
+    usefulness.
+
+However, no record can be found of the extent or exact nature of the
+damage. The shops and a number of cars were burned so it is reasonable
+to assume that the cab and other wooden parts of the locomotive were
+damaged. One unverified report in the files of the Pennsylvania Railroad
+states that part of the roof and brick wall fell on the _Pioneer_ during
+the fire causing considerable damage. In June 1864 the Chambersburg
+shops were again burned by the Confederates, but on this occasion the
+railroad managed to remove all its locomotives before the raid. During
+the Civil War, the Cumberland Valley Railroad was obliged to operate
+longer passenger trains to satisfy the enlarged traffic. The _Pioneer_
+and its sister single-axle engines were found too light for these trains
+and were used only on work and special trains. Reference to table 1 will
+show that the mileage of the _Pioneer_ fell off sharply for the years
+1860-1865.
+
+TABLE 1.--YEARLY MILEAGE OF THE PIONEER
+
+(From Annual Reports of the Cumberland Valley Railroad)
+
+    _Year_:             _Miles_
+
+    1852                  3,182[a]
+    1853                 20,722[b]
+    1854                 18,087
+    1855                 14,151
+    1856                 20,998
+    1857                 22,779
+    1858                 29,094
+    1859                 29,571
+    1860                  4,824
+    1861                  4,346
+    1862                   ([c])
+    1863                  5,339
+    1864                    224
+    1865                  2,215
+    1866                 20,546
+    1867                  5,709
+    1868                 13,626
+    1869                  1,372
+    1870                    ...
+    1871                  2,102
+    1872                  4,002
+    1873                  3,721
+    1874                  3,466
+    1875                    636
+    1876                    870
+    1877                    406
+    1878                  4,433
+    1879                    ...
+    1880                  8,306
+    1881                   ([d])
+                       ---------
+    Total               244,727[e]
+
+FOOTNOTES TO TABLE 1:
+
+[a] Mileage 1852 for January to September (no record of mileage recorded
+in Annual Reports previous to 1852).
+
+[b] 15,000 to 20,000 miles per year was considered very high mileage for
+a locomotive of the 1850's.
+
+[c] No mileage reported for any engines due to fire.
+
+[d] Not listed on roster.
+
+[e] The Pennsylvania Railroad claims a total mileage of 255,675. This
+may be accounted for by records of mileages for 1862, 1870, and 1879.
+
+
+In 1871 the _Pioneer_ was remodeled by A. S. Hull, master mechanic of
+the railroad. The exact nature of the alterations cannot be determined,
+as no drawings or photographs of the engine previous to this time are
+known to exist. In fact, the drawing (fig. 8) prepared by Hull in 1876
+to show the engine as remodeled in 1871 is the oldest known illustration
+of the _Pioneer_. Paul Westhaeffer, a lifelong student of Cumberland
+Valley R. R. history, states that according to an interview with one of
+Hull's descendants the only alteration made to the _Pioneer_ during the
+1871 "remodeling" was the addition of a handbrake. The road's annual
+report of 1853 describes the _Pioneer_ as a six-wheel tank engine. The
+report of 1854 mentions that the _Pioneer_ used link motion. These
+statements are enough to give substance to the idea that the basic
+arrangement has survived unaltered and that it has not been extensively
+rebuilt, as was the _Jenny Lind_ in 1878.
+
+By the 1870's, the _Pioneer_ was too light for the heavier cars then in
+use and by 1880 it had reached the end of its usefulness for regular
+service. After nearly thirty years on the road it had run 255,675 miles.
+Two new passenger locomotives were purchased in 1880 to handle the
+heavier trains. In 1881 the _Pioneer_ was dropped from the roster, but
+was used until about 1890 for work trains. After this time it was stored
+in a shed at Falling Spring, Pennsylvania, near the Chambersburg yards
+of the C.V.R.R.
+
+
+Mechanical Description of the _Pioneer_
+
+[Illustration: Figure 11.--"PIONEER," ABOUT 1901, scene unknown. (_Photo
+courtesy of Thomas Norrell._)]
+
+After the early 1840's the single-axle locomotive, having one pair of
+driving wheels, was largely superseded by the 8-wheel engine. The
+desire to operate longer trains and the need for engines of greater
+traction to overcome the steep grades of American roads called for
+coupled driving wheels and machines of greater weight than the 4--2--0.
+After the introduction of the 4--4--0, the single-axle engine received
+little attention in this country except for light service or such
+special tasks as inspection or dummy engines.
+
+[Illustration: Figure 12.--THE "PIONEER" IN CARLISLE, PA., 1901. (_Photo
+courtesy of Thomas Norrell._)]
+
+There was, however, a renewed interest in "singles" in the early 1850's
+because of W. B. Adams' experiments with light passenger locomotives in
+England. In 1850 Adams built a light single-axle tank locomotive for the
+Eastern Counties Railway which proved very economical for light
+passenger traffic. It was such a success that considerable interest in
+light locomotives was generated in this country as well as in England.
+Nearly 100 single-axle locomotives were built in the United States
+between about 1845-1870. These engines were built by nearly every
+well-known maker, from Hinkley in Boston to the Vulcan Foundry in San
+Francisco. Danforth Cooke & Co. of Paterson built a standard pattern
+4--2--4 used by many roads. One of these, the _C. P. Huntington_,
+survives to the present time.
+
+The following paragraphs describe the mechanical details of the
+_Pioneer_ as it appears on exhibition in the Smithsonian Institution's
+new Museum of History and Technology.
+
+
+BOILER
+
+The boiler is the most important and costly part of a steam locomotive,
+representing one-fourth to one-third of the total cost. A poorly built
+or designed boiler will produce a poor locomotive no matter how well
+made the remainder of mechanism. The boiler of the _Pioneer_ is of the
+wagon-top, crownbar, fire-tube style and is made of a 5/16-inch thick,
+wrought-iron plate. The barrel is very small, in keeping with the size
+of the engine, being only 27 inches in diameter. While some readers may
+believe this to be an extremely early example of a wagon-top boiler, we
+should remember that most New England builders produced few locomotives
+with the Bury (dome) boiler and that the chief advocates of this later
+style were the Philadelphia builders. By the early 1850's the Bury
+boiler passed out of favor entirely and the wagon top became the
+standard type of boiler with all builders in this country.
+
+Sixty-three iron tubes, 1-7/8 inches by 85 inches long are used. The
+original tubes may have been copper or brass since these were easier to
+keep tight than the less malleable iron tubes. The present tube sheet is
+of iron but was originally copper. Its thickness cannot be conveniently
+measured, but it is greater than that of the boiler shell, probably
+about 1/2 to 5/8 inch. While copper tubes and tube sheets were not much
+used in this country after about 1870, copper was employed as recently
+as 1950 by Robert Stephenson & Hawthorns, Ltd., on some small industrial
+locomotives.
+
+The boiler shell is lagged with wooden tongue-and-groove strips about
+2-1/2 inches wide (felt also was used for insulation during this
+period). The wooden lagging is covered with Russia sheet iron which is
+held in place and the joints covered by polished brass bands. Russia
+sheet iron is a planish iron having a lustrous, metallic gray finish.
+
+[Illustration: Figure 14.--THE "FURY," BUILT FOR THE Boston and
+Worcester Railroad in 1849 by Wilmarth. It was known as a "Shanghai"
+because of its great height. (Smithsonian Chaney photo 6443.)]
+
+[Illustration: Figure 15.--THE "NEPTUNE," BUILT FOR THE Boston and
+Worcester in 1847 by Hinkley and Drury. Note the similarity of this
+engine and the _Fury_.]
+
+[Illustration: Figure 16.--THE "PIONEER" AS FIRST EXHIBITED in the Arts
+and Industries building of the Smithsonian Institution prior to
+restoration of the sandbox. (Smithsonian photo 48069D.)]
+
+The steam dome (fig. 18) is located directly over the firebox, inside
+the cab. It is lagged and jacketed in an identical manner to the boiler.
+The shell of the dome is of 5/16-inch wrought iron, the top cap is a
+cast-iron plate which also serves as a manhole cover offering access to
+the boiler's interior for inspection and repair.
+
+[Illustration: Figure 17.--"PIONEER" locomotive. (Drawing by J. H.
+White.)]
+
+[Illustration: Figure 18.--"PIONEER" LOCOMOTIVE, (1) Safety valve, (2)
+spring balance, (3) steam jet, (4) dry pipe, (5) throttle lever, (6)
+throttle, (7) crown bar, (8) front tube sheet, (9) check valve, (10) top
+rail, (11) rear-boiler bracket, (12) pedestal, (13) rocker bearing, (14)
+damper, (15) grate, (16) bottom rail, (17) pump heater valve, (18)
+cylinder lubricator, (19) reversing lever, (20) brake shoe, (21) mud
+ring, (22) blowoff cock, (23) ashpan. (Drawing by J. H. White.)]
+
+A round plate, 20 inches in diameter, riveted on the forward end of the
+boiler, just behind the bell stand, was found when the old jacket was
+removed in May 1963. The size and shape of the hole, which the plate
+covers, indicate that a steam dome or manhole was located at this point.
+It is possible that this was the original location of the steam dome
+since many builders in the early 1850's preferred to mount the dome
+forward of the firebox. This was done in the belief that there was less
+danger of priming because the water was less agitated forward of the
+firebox.
+
+The firebox is as narrow as the boiler shell and fits easily between the
+frame. It is a deep and narrow box, measuring 27 inches by 28 inches by
+about 40 inches deep, and is well suited to burning wood. A deep firebox
+was necessary because a wide, shallow box suitable for coal burning,
+allowed the fuel to burn so quickly it was difficult to fire the engine
+effectively. With the deep, narrow firebox, wood was filled up to the
+level of the fire door. In this way, the fire did not burn so furiously
+and did not keep ahead of the fireman; at the same time, since it burned
+so freely, a good fire was always on hand. The _Pioneer_ burned oak and
+hickory.[14] For the firebox 5/16-inch thick sheet was used, for heavier
+sheet would have blistered and flaked off because of the intense heat of
+the fire and the fibrous quality of wrought-iron sheet of the period.
+Sheet iron was fabricated from many small strips of iron rolled together
+while hot. These strips were ideally welded into a homogeneous sheet,
+but in practice it was found the thicker the sheet the less sure the
+weld.
+
+The fire grates are cast iron and set just a few inches above the bottom
+of the water space so that the water below the grates remains less
+turbulent and mud or other impurities in the water settle here. Four
+bronze mud plugs and a blowoff cock are fitted to the base of the
+firebox so that the sediment thus collected can be removed (figs. 17,
+18).
+
+The front of the boiler is attached to the frame by the smokebox, which
+is a cylinder, bolted on a light, cast-iron saddle (not part of the
+cylinder castings nor attached to them, but bolted directly to the top
+rail of the frame; it may be a hastily made repair put on at the shops
+of the C.V.R.R.). The rear of the boiler is attached to the frame by two
+large cast-iron brackets, one on each side of the firebox (fig. 18).
+These are bolted to the top rail of the frame but the holes in the
+brackets are undoubtedly slotted, so that they may slide since the
+boiler will expand about 1/4 inch when heated. In addition to the crown
+bars, which strengthen the crown sheet, the boiler is further
+strengthened by stay bolts and braces located in the wagon top over the
+firebox, where the boiler had been weakened by the large hole necessary
+for the steam dome. This boiler is a remarkably light, strong, and
+compact structure.
+
+
+BOILER FITTINGS
+
+Few boiler fittings are found on the _Pioneer_ and it appears that
+little was done to update the engine with more modern devices during its
+many years of service. With the exception of the steam gauge, it has no
+more boiler fitting than when it left the builder's shop in 1851.
+
+The throttle valve is a simple slide valve and must have been primitive
+for the time, for the balance-poppet throttle valve was in use in this
+country previous to 1851. It is located directly below the steam dome
+even though it was common practice to place the throttle valve at the
+front of the boiler in the smokebox. Considering the cramped condition
+inside the smokebox, there would seem to be little space for the
+addition of the throttle valve; hence its present location. The dry pipe
+projects up into the steam dome to gather the hottest, driest steam for
+the cylinders. The inverted, funnel-like cap on the top of the dry pipe
+is to prevent priming, as drops of water may travel up the sides of the
+pipe and then to the cylinders, with the possibility of great damage.
+After the steam enters the throttle valve it passes through the front
+end of the valve, through the top of the boiler via the dry pipe (fig.
+18), through the front tube sheet, and then to the cylinders via the
+petticoat pipes. The throttle lever is a simple arrangement readily
+understood from the drawings. It has no latch and the throttle lever is
+held in any desired setting by the wingnut and quadrant shown in figure
+18. The water level in the boiler is indicated by the three brass cocks
+located on the backhead. No gauge glass is used; they were not employed
+in this country until the 1870's, although they were commonly used in
+England at the time the _Pioneer_ was built.
+
+While two safety valves were commonly required, only one was used on the
+_Pioneer_. The safety valve is located on top of the steam dome.
+Pressure is exerted on the lever by a spring balance, fixed at the
+forward end by a knife-blade bearing. The pressure can be adjusted by
+the thumbscrew on the balance. The graduated scale on the balance gave a
+general but uncertain indication of the boiler pressure. The valve
+itself is a poppet held against the face of the valve seat by a second
+knife blade attached to the lever. The ornamental column forming the
+stand of the safety valve is cast iron and does much to decorate the
+interior of the cab. The pipe carrying the escaping steam projects
+through the cab roof. It is made of copper with a decorative brass band.
+This entire mechanism was replaced by a modern safety valve for use at
+the Chicago Railroad Fair (1949). Fortunately, the old valve was
+preserved and has since been replaced on the engine.
+
+The steam gauge is a later addition, but could have been put on as early
+as the 1860's, since the most recent patent date that it bears is 1859.
+It is an Ashcroft gauge having a handsome 4--4--0 locomotive engraved on
+its silver face.
+
+The steam jet (item 3, fig. 18) is one of the simplest yet most notable
+boiler fitting of the _Pioneer_, being nothing more than a valve tapped
+into the base of the steam dome with a line running under the boiler
+jacket to the smokestack. When the valve is opened a jet of steam goes
+up the stack, creating a draft useful for starting the fire or
+enlivening it as necessary. This device was the invention of Alba F.
+Smith in 1852, according to the eminent 19th-century technical writer
+and engineer Zerah Colburn.[15]
+
+The two feedwater pumps (fig. 20) are located beneath the cab deck (1,
+fig. 17). They are cast-iron construction and are driven by an eccentric
+on the driving-wheel axle (fig. 27). The airchamber or dome (1, fig. 27)
+imparts a more steady flow of the water to the boiler by equalizing the
+surges of water from the reciprocating pump plunger. A steam line (3,
+fig. 18), which heats the pump and prevents freezing in cold weather, is
+regulated by a valve in the cab (figs. 18, 27). Note that the line on
+the right side of the cab has been disconnected and plugged.
+
+The eccentric drive for the pumps is unusual, and the author knows of no
+other American locomotive so equipped. Eastwick and Harrison, it is
+true, favored an eccentric drive for feed pumps, but they mounted the
+eccentric on the crankpin of the rear driving wheel and thus produced in
+effect a half-stroke pump. This was not an unusual arrangement, though a
+small crank was usually employed in place of the eccentric. The
+full-stroke crosshead pump with which the _Jenny Lind_ (fig. 22) is
+equipped, was of course the most common style of feed pump used in this
+country in the 19th century.
+
+[Illustration: Figure 19.--BACKHEAD of the _Pioneer_. (Smithsonian photo
+48069F.)]
+
+Of all the mechanisms on a 19th-century locomotive, the feed pump was
+the most troublesome. If an engineer could think of nothing else to
+complain about, he could usually call attention to a defective pump and
+not be found a liar. Because of this, injectors were adopted after their
+introduction in 1860. It is surprising that the _Pioneer_, which was in
+regular service as late as 1880 and has been under steam many times
+since for numerous exhibitions, was never fitted with one of these
+devices. Because its stroke is short and the plunger is in less rapid
+motion, the present eccentric arrangement is more complex but less prone
+to disorder than the simpler but faster crosshead pump.
+
+[Illustration: Figure 20.--FEEDWATER PUMP of the _Pioneer_. (Smithsonian
+photo 63344.)]
+
+The check valves are placed slightly below the centerline of the boiler
+(fig. 18). These valves are an unfinished bronze casting and appear to
+be of a recent pattern, probably dating from the 1901 renovation. At the
+time the engine was built, it was usual to house these valves in an
+ornamental spun-brass casing. The smokestack is of the bonnet type
+commonly used on wood-burning locomotives in this country between about
+1845 and 1870. The exhaust steam from the cylinders is directed up the
+straight stack (shown in phantom in fig. 27) by the blast pipe. This
+creates a partial vacuum in the smokebox that draws the fire, gases,
+ash, and smoke through the boiler tubes from the firebox. The force of
+the exhausting steam blows them out the stack. At the top of the
+straight stack is a deflecting cone which slows the velocity of the
+exhaust and changes its direction causing it to go down into the
+funnel-shaped outer casing of the stack. Here, the heavy embers and
+cinders are collected and prevented from directly discharging into the
+countryside as dangerous firebrands. Wire netting is stretched overtop
+of the deflecting cone to catch the lighter, more volatile embers which
+may defy the action of the cone. The term "bonnet stack" results from
+the fact that this netting is similar in shape to a lady's bonnet. The
+cinders thus accumulated in the stack's hopper could be emptied by
+opening a plug at the base of the stack.
+
+While the deflecting cone was regarded highly as a spark arrester and
+used practically to the exclusion of any other arrangement, it had the
+basic defect of keeping the smoke low and close to the train. This was a
+great nuisance to passengers, as the low trailing smoke blew into the
+cars. If the exhaust had been allowed to blast straight out the stack
+high into the air, most of the sparks would have burned out before
+touching the ground.
+
+[Illustration: Figure 21.--"PIONEER" ON EXHIBIT in old Arts and
+Industries building of the Smithsonian Institution. In this view can be
+seen the bonnet screen of the stack and arrangement of the boiler-frame
+braces and other details not visible from the floor. (Smithsonian photo
+48069A.)]
+
+[Illustration: Figure 22.--"JENNY LIND," SISTER ENGINE of the _Pioneer_,
+shown here as rebuilt in 1878 for use as an inspection engine. It was
+scrapped in March 1905. (_Photo courtesy of E. P. Alexander._)]
+
+[Illustration: Figure 23.--CYLINDER head with valve box removed.]
+
+[Illustration: Figure 24.--BOTTOM of valve box with slide valve
+removed.]
+
+[Illustration: Figures 25 and 26.--CYLINDER with valve box removed,
+showing valve face.]
+
+
+FRAME
+
+The frame of the _Pioneer_ defies an exact classification but it more
+closely resembles the riveted- or sandwich-type frame than any other
+(figs. 18, 27). While the simple bar frame enjoyed the greatest
+popularity in the last century, riveted frames were widely used in this
+country, particularly by the New England builders between about 1840 and
+1860. The riveted frame was fabricated from two plates of iron, about
+5/8-inch thick, cut to the shape of the top rail and the pedestal. A bar
+about 2 inches square was riveted between the two plates. A careful
+study of photographs of Hinkley and other New England-built engines of
+the period will reveal this style of construction. The frame of the
+_Pioneer_ differs from the usual riveted frame in that the top rail is
+1-3/4 inches thick by 4-1/8 inches deep and runs the length of the
+locomotive. The pedestals are made of two 3/8-inch plates flush-riveted
+to each side of the top rail. The cast-iron shoes which serve as guides
+for the journal boxes also act as spacers between the pedestal plates.
+
+The bottom rail of the frame is a 1-1/8-inch diameter rod which is
+forged square at the pedestals and forms the pedestal cap. The frame is
+further stiffened by two diagonal rods running from the top of each
+truck-wheel pedestal to the base of the driving-wheel pedestal, forming
+a truss. Six rods, riveted to the boiler shell and bolted to the frame's
+top rail, strengthen the frame laterally. Four of these rods can be seen
+easily as they run from the frame to the middle of the boiler; the other
+two are riveted to the underside of the boiler. The attachment of these
+rods to the boiler was an undesirable practice, for the boiler shell
+was thus subjected to the additional strain of the locomotive's
+vibrations as it passed over the road. In later years, as locomotives
+grew in size, this practice was avoided and frames were made
+sufficiently strong to hold the engine's machinery in line without using
+the boiler shell.
+
+The front and rear frame beams are of flat iron plate bolted to the
+frame. The rear beam had been pushed in during an accident, and instead
+of its being replaced, another plate was riveted on and bent out in the
+opposite direction to form a pocket for the rear coupling pin. Note that
+there is no drawbar and that the coupler is merely bolted to the beams.
+Since the engine only pulled light trains, the arrangement was
+sufficiently strong.
+
+
+RUNNING GEAR
+
+The running gear is simply sprung with individual leaf springs for each
+axle; it is not connected by equalizing levers. To find an American
+locomotive not equipped with equalizers is surprising since they were
+almost a necessity to produce a reasonably smooth ride on the rough
+tracks of American railroads. Equalizers steadied the motion of the
+engine by distributing the shock received by any one wheel or axle to
+all the other wheels and axles so connected, thus minimizing the effects
+of an uneven roadbed. The author believes that the _Pioneer_ is a
+hard-riding engine.
+
+The springs of the main drives are mounted in the usual fashion. The
+rear boiler bracket (fig. 18) is slotted so that the spring hanger may
+pass through for its connection with the frame. The spring of the
+leading wheels is set at right angles to the frame (fig. 27) and bears
+on a beam, fabricated of iron plate, which in turn bears on the journal
+boxes. The springs of the trailing wheels are set parallel with the
+frame and are mounted between the pedestal plates (fig. 18).
+
+The center of the driving wheel is cast iron and has spokes of the old
+rib pattern, which is a T in cross section, and was used previous to the
+adoption of the hollow spoke wheel. In the mid-1830's Baldwin and others
+used this rib-pattern style of wheel, except that the rib faced inside.
+The present driving-wheel centers are unquestionably original. The
+sister engine _Jenny Lind_ (fig. 22) was equipped with identical driving
+wheels. The present tires are very thin and beyond their last turning.
+They are wrought iron and shrunk to fit the wheel centers. Flush rivets
+are used for further security. The left wheel, shown in figure 17, is
+cracked at the hub and is fitted with an iron ring to prevent its
+breaking.
+
+The truck wheels, of the hollow spoke pattern, are cast iron with
+chilled treads. They were made by Asa Whitney, one of the leading
+car-wheel manufacturers in this country, whose extensive plant was
+located in Philadelphia. Made under Whitney's patent of 1866, these
+wheels may well have been added to the _Pioneer_ during the 1871
+rebuilding. Railroad wheels were not cast from ordinary cast iron, which
+was too weak and brittle to stand the severe service for which they were
+intended, but from a high-quality cast iron similar to that used for
+cannons. Its tensile strength, which ranged from 31,000 to 36,000 psi,
+was remarkably high and very nearly approached that of the best
+wrought-iron plate.
+
+The cylinders are cast iron with an 8-1/2-inch bore about half the size
+of the cylinders of a standard 8-wheel engine. The cylinders are bolted
+to the frame but not to the saddle, and are set at a 9 deg. angle to clear
+the leading wheels and at the same time to line up with the center of
+the driving-wheel axle. The wood lagging is covered with a decorative
+brass jacket. Ornamental brass jacketing was extensively used on
+mid-19th-century American locomotives to cover not only the cylinders
+but steam and sand boxes, check valves, and valve boxes. The greater
+expense for brass (Russia iron or painted sheet iron were a cheaper
+substitute) was justified by the argument that brass lasted the life of
+the engine, and could be reclaimed for scrap at a price approaching the
+original cost; and also that when brightly polished it reflected the
+heat, preventing loss by radiation, and its bright surface could be seen
+a great distance, thus helping to prevent accidents at grade crossings.
+The reader should be careful not to misconstrue the above arguments
+simply as rationalization on the part of master mechanics more intent on
+highly decorative machines than on the practical considerations
+involved.
+
+The valve box, a separate casting, is fastened to the cylinder casting
+by six bolts. The side cover plates when removed show only a small
+opening suitable for inspection and adjustment of the valve. The valve
+box must be removed to permit repair or removal of the valve. A better
+understanding of this mechanism and the layout of the parts can be
+gained from a study of figures 23-26, 28 (8, 8A, and 8B).
+
+[Illustration: Figure 27.--"PIONEER" LOCOMOTIVE. (1) Air chamber, (2)
+reversing lever, (3) counterweight, (4) reversing shaft, (5) link
+hanger, (6) rocker, (7) feedwater line to boiler, (8) link block, (9)
+link, (10) eccentric, (11) pump plunger, (12) pump steamheater line,
+(13) feedwater pump, (14) wire netting [bonnet], (15) deflecting cone,
+(16) stack, (17) stack hopper. (Drawing by J. H. White.)]
+
+[Illustration: Figure 28.--REAR ELEVATION of _Pioneer_ and detail of
+valve shifter; valve face and valve. (Drawing by J. H. White.)]
+
+Both crossheads were originally of cast iron but one of these has been
+replaced and is of steel. They run into steel guides, bolted at the
+forward end to the rear cylinder head and supported in the rear by a
+yoke. The yoke is one of the more finished and better made pieces on the
+entire engine (fig. 27). The main rod is of the old pattern, round in
+cross section, and only 1-1/2 inches in diameter at the largest point.
+
+
+VALVE GEAR
+
+The valve gear is of the Stephenson shifting-link pattern (see fig. 27),
+a simple and dependable motion used extensively in this country between
+about 1850 and 1900. The author believes that this is the original valve
+gear of the _Pioneer_, since the first mention (1854) in the _Annual
+Report_ of the Cumberland Valley Railroad of the style of valve gear
+used by each engine, states that the _Pioneer_ was equipped with a
+shifting-link motion. Assuming this to be the original valve gear of the
+_Pioneer_, it must be regarded as an early application, because the
+Stephenson motion was just being introduced into American locomotive
+practice in the early 1850's. Four eccentrics drive the motion; two are
+for forward motion and two for reverse. The link is split and made of
+two curved pieces. The rocker is fabricated of several forged pieces
+keyed and bolted together. On better made engines the rocker would be a
+one-piece forging. The lower arm of each rocker is curiously shaped,
+made with a slot so that the link block may be adjusted. Generally, the
+only adjustment possible was effected by varying the length of the valve
+stem by the adjusting nuts provided. A simple weight and lever attached
+to the reversing shaft serve as a counterbalance for the links and thus
+assist the engineer in shifting the valve motion. There are eight
+positions on the quadrant of the reversing lever.
+
+[Illustration: Figure 29.--"PIONEER" on exhibit in old Arts and
+Industries building, showing the tank and backhead. (Smithsonian photo
+48069E.)]
+
+
+MISCELLANEOUS NOTES
+
+The cab is solid walnut with a natural finish. It is very possible that
+the second cab was added to the locomotive after the 1862 fire. A brass
+gong used by the conductor to signal the engineer is fastened to the
+underside of the cab roof. This style of gong was in use in the 1850's
+and may well be original equipment.
+
+The water tank is in two sections, one part extending below the deck,
+between the frame. The tank holds 600 gallons of water. The tender holds
+one cord of wood.
+
+The small pedestal-mounted sandbox was used on several Cumberland Valley
+engines including the _Pioneer_. This box was removed from the engine
+sometime between 1901 and 1904. It was on the engine at the time of the
+Carlisle sesquicentennial but disappeared by the time of the St. Louis
+exposition. Two small sandboxes, mounted on the driving-wheel splash
+guards, replaced the original box. The large headlamp (fig. 3)
+apparently disappeared at the same time and was replaced by a crudely
+made lamp formerly mounted on the cab roof as a backup light. Headlamps
+of commercial manufacture were carefully finished and made with
+parabolic reflectors, elaborate burners, and handsomely fitted cases.
+Such a lamp could throw a beam of light for 1000 feet. The present lamp
+has a flat cone-shaped piece of tin for a reflector.
+
+The brushes attached to the pilot were used in the winter to brush snow
+and loose ice off the rail and thus improve traction. In good weather
+the brushes were set up to clear the tracks.
+
+[Illustration: Figure 30.--RECONSTRUCTED SANDBOX replaced on the
+locomotive, August 1962. (Drawing by J. H. White.)]
+
+After the _Pioneer_ had come to the National Museum, it was decided that
+some refinishing was required to return it as nearly as possible to the
+state of the original engine. Replacing the sandbox was an obvious
+change.[20] The brass cylinder jackets were also replaced. The cab was
+stripped and carefully refinished as natural wood. The old safety valve
+was replaced, as already mentioned. Rejacketing the boiler with
+simulated Russia iron produced a most pleasing effect, adding not only
+to the authenticity of the display but making the engine appear lighter
+and relieving the somber blackness which was not characteristic of a
+locomotive of the 1850's. Several minor replacements are yet to be done;
+chiefly among these are the cylinder-cock linkage and a proper headlamp.
+
+The question arises, has the engine survived as a true and accurate
+representation of the original machine built in 1851? In answer, it can
+be said that although the _Pioneer_ was damaged en route to the
+Cumberland Valley Railroad, modified on receipt, burned in 1862, and
+operated for altogether nearly 40 years, surprisingly few new appliances
+have been added, nor has the general arrangement been changed.
+Undoubtedly, the main reason the engine is so little changed is that its
+small size and odd framing did not invite any large investment for
+extensive alteration for other uses. But there can be no positive answer
+as to its present variance from the original appearance as represented
+in the oldest known illustration of it--the Hull drawing of 1871 (fig.
+8). There are few, if any, surviving 19th-century locomotives that have
+not suffered numerous rebuildings and are not greatly altered from the
+original. The _John Bull_, also in the U.S. National Museum collection,
+is a good example of a machine many times rebuilt in its 30 years of
+service.[21] Unless other information is uncovered to the contrary, it
+can be stated that the _Pioneer_ is a true representation of a light
+passenger locomotive of 1851.
+
+
+_Alba F. Smith_
+
+Alba F. Smith, the man responsible for the purchase of the _Pioneer_,
+was born in Lebanon, Connecticut, June 28, 1817.[9] Smith showed promise
+as a mechanic at an early age and by the time he was 22 had established
+leadpipe works in Norwich. His attention was drawn particularly to
+locomotives since the tracks of the Norwich and Worcester Railroad
+passed his shop. His attempts to develop a spark arrester for
+locomotives brought Smith to the favorable attention of Captain Daniel
+Tyler (1799-1882), president of the Norwich and Worcester Railroad. When
+Tyler was hired by the Cumberland Valley Railroad in 1850 to supervise
+the line's rebuilding, he persuaded the managers of that road to hire
+Smith as superintendent of machinery.[10] Smith was appointed as
+superintendent of the machine shop of the Cumberland Valley Railroad on
+July 22, 1850.[11] On January 1, 1851, he became superintendent of the
+road.
+
+In March of 1856 Smith resigned his position with the Cumberland Valley
+Railroad and became superintendent of the Hudson River Railroad, where
+he remained for only a year. During that time he designed the
+coal-burning locomotive _Irvington_, rebuilt the Waterman condensing
+dummy locomotive for use in hauling trains through city streets, and
+developed a superheater.[12]
+
+After retiring from the Hudson River Railroad he returned to Norwich and
+became active in enterprises in that area, including the presidency of
+the Norwich and Worcester Railroad. While the last years of Smith's life
+were devoted to administrative work, he found time for mechanical
+invention as well. In 1862 he patented a safety truck for locomotives,
+and became president of a concern which controlled the most important
+patents for such devices.[13] Alba F. Smith died on July 21, 1879, in
+Norwich, Connecticut.
+
+
+[Illustration:
+
+UNION WORKS,
+
+SOUTH BOSTON,
+
+SETH WILMARTH, Proprietor,
+
+[Illustration]
+
+MANUFACTURER OF
+
+LOCOMOTIVES,
+
+STATIONARY STEAM ENGINES AND STEAM BOILERS,
+
+OF THE VARIOUS SIZES REQUIRED,
+
+_Parts connected with Railroads, including Frogs, Switches, Chairs and
+Hand Cars._
+
+MACHINISTS' TOOLS, of all descriptions, including _TURNING LATHES_, of
+sizes varying from 6 feet to 50 feet in length, and weighing from 500
+pounds to 40 tons each; the latter capable of turning a wheel or pulley,
+_thirty feet in diameter_.
+
+PLANING MACHINES,
+
+Varying from 2 feet to 60 feet in length, and weighing from 200 lbs. to
+70 tons each, and will plane up to 55 feet long and 7 feet square.
+
+Boring Mills, Vertical and Horizontal Drills, Slotting Machines,
+Punching Presses, Gear and Screw Cutting Machines, &c. &c. Also,
+
+Mill Gearing and Shafting.
+
+JOBBING AND REPAIRS, and any kind of work usually done in Machine Shops,
+executed at short notice.
+
+Figure 13.--ADVERTISEMENT OF SETH WILMARTH appearing in Boston city
+directory for 1848-1849.]
+
+
+_Seth Wilmarth_
+
+Little is known of the builder of the _Pioneer_, Seth Wilmarth, and
+nothing in the way of a satisfactory history of his business is
+available. For the reader's general interest the following information
+is noted.[16]
+
+Seth Wilmarth was born in Brattleboro, Vermont, on September 8, 1810. He
+is thought to have learned the machinist trade in Pawtucket, Rhode
+Island, before coming to Boston and working for the Boston Locomotive
+Works, Hinkley and Drury proprietors. In about 1836 he opened a machine
+shop and, encouraged by an expanding business, in 1841 he built a new
+shop in South Boston which became known as the Union Works.[17] Wilmarth
+was in the general machine business but his reputation was made in the
+manufacture of machine tools, notably lathes. He is believed to have
+built his first locomotive in 1842, but locomotive building never became
+his main line of work. Wilmarth patterned his engines after those of
+Hinkley and undoubtedly, in common with the other New England builders
+of this period, favored the steady-riding, inside-connection engines.
+The "Shanghais," so-called because of their great height, built for the
+Boston and Worcester Railroad by Wilmarth in 1849, were among the best
+known inside-connection engines operated in this country (fig. 14).
+While the greater part of Wilmarth's engines was built for New England
+roads, many were constructed for lines outside that area, including the
+Pennsylvania Railroad, Ohio and Pennsylvania Railroad, and the Erie.
+
+A comparison of the surviving illustrations of Hinkley and Wilmarth
+engines of the 1850's reveals a remarkable similarity in their details
+(figs. 14 and 15). Notice particularly the straight boiler, riveted
+frame, closely set truck wheels, feedwater pump driven by a pin on the
+crank of the driving wheel, and details of the dome cover. All of the
+features are duplicated exactly by both builders. This is not surprising
+considering the proximity of the plants and the fact that Wilmarth had
+been previously employed by Hinkley.
+
+In 1854 Wilmarth was engaged by the New York and Erie Railroad to build
+fifty 6-foot gauge engines.[18] After work had been started on these
+engines, and a large store of material had been purchased for their
+construction, Wilmarth was informed that the railroad could not pay cash
+but that he would have to take notes in payment.[19] There was at this
+time a mild economic panic and notes could be sold only at a heavy
+discount. This crisis closed the Union Works. The next year, 1855, Seth
+Wilmarth was appointed master mechanic of the Charlestown Navy Yard,
+Boston, where he worked for twenty years. He died in Malden,
+Massachusetts, on November 5, 1886.
+
+
+Footnotes
+
+[1] _Minutes of the Board of Managers of the Cumberland Valley
+Railroad._ This book may be found in the office of the Secretary,
+Pennsylvania Railroad, Philadelphia, Pa., June 25, 1851. Hereafter cited
+as "Minutes C.V.R.R."
+
+[2] Ibid.
+
+[3] Minutes C.V.R.R.
+
+[4] _Franklin Repository_ (Chambersburg, Pa.), August 26, 1909.
+
+[5] _Railroad Advocate_ (December 29, 1855), vol. 2, p. 3.
+
+[6] C. E. FISHER, "Locomotives of the New Haven Railroad," _Railway and
+Locomotive Historical Society Bulletin_ (April 1938), no. 46, p. 48.
+
+[7] Minutes C.V.R.R.
+
+[8] _Evening Sentinel_ (Carlisle, Pa.), October 23, 1901.
+
+[9] _Norwich Bulletin_ (Norwich, Conn.), July 24, 1879. All data
+regarding A. F. Smith is from this source unless otherwise noted.
+
+[10] _Railway Age_ (September 13, 1889), vol. 14, no. 37. Page 600 notes
+that Tyler worked on C.V.R.R. 1851-1852; Smith's obituary (footnote 9)
+mentions 1849 as the year; and minutes of C.V.R.R. mention Tyler as
+early as 1850.
+
+[11] Minutes C.V.R.R.
+
+[12] A. F. HOLLEY, _American and European Railway Practice_ (New York:
+1861). An illustration of Smith's superheater is shown on plate 58,
+figure 13.
+
+[13] JOHN H. WHITE, "Introduction of the Locomotive Safety Truck,"
+(Paper 24, 1961, in _Contributions from the Museum of History and
+Technology: Papers 19-30_, U.S. National Museum Bulletin 228;
+Washington: Smithsonian Institution, 1963), p. 117.
+
+[14] _Annual Report_, C.V.R.R., 1853.
+
+[15] ZERAH COLBURN, _Recent Practice in Locomotive Engines_ (1860), p.
+71.
+
+[16] _Railroad Gazette_ (September 27, 1907), vol. 43, no. 13, pp.
+357-360. These notes on Wilmarth locomotives by C. H. Caruthers were
+printed with several errors concerning the locomotives of the Cumberland
+Valley Railroad and prompted the preparation of these present remarks on
+the history of Wilmarth's activities. Note that on page 359 it is
+reported that only one compensating-lever engine was built for the
+C.V.R.R. in 1854, and not two such engines in 1852. The _Pioneer_ is
+incorrectly identified as a "Shanghai," and as being one of three such
+engines built in 1871 by Wilmarth.
+
+[17] The author is indebted to Thomas Norrell for these and many of the
+other facts relating to Wilmarth's Union Works.
+
+[18] _Railroad Gazette_ (October 1907), vol. 43, p. 382.
+
+[19] _Boston Daily Evening Telegraph_ (Boston, Mass.), August 11, 1854.
+The article stated that one engine a week was built and that 10 engines
+were already completed for the Erie. Construction had started on 30
+others.
+
+[20] The restoration work has been ably handled by John Stine of the
+Museum staff. Restoration started in October 1961.
+
+[21] S. H. OLIVER, _The First Quarter Century of the Steam Locomotive in
+America_ (U.S. National Museum Bulletin 210; Washington: Smithsonian
+Institution, 1956), pp. 38-46.
+
+
+U.S. GOVERNMENT PRINTING OFFICE: 1964
+
+For sale by the Superintendent of Documents, U.S. Government Printing
+Office Washington, D.C., 20402--Price 30 cents.
+
+
+Index
+
+
+Adams, W. B., 252
+
+
+Baldwin, Matthias William, 264
+
+Boston Locomotive Works, 260
+
+
+Colburn, Zerah, 259
+
+
+Danforth Cooke & Co., 252
+
+Drury, Gardner P., 260
+
+
+Eastwick, Andrew M., 259
+
+
+Harrison, Joseph, Jr., 259
+
+Hinkley, Holmes, 252, 260, 263
+
+Hull, A. S., 251, 268
+
+
+Smith, Alba F., 244, 246, 247, 259
+
+Stephenson, Robert, & Hawthorns, Ltd., 253
+
+Stuart, J. E. B., 249
+
+
+Taunton Locomotive Works, 247
+
+Tyler, Daniel, 244, 253
+
+
+Union Works, 260
+
+
+Vulcan Foundry, 252
+
+
+Watts, Frederick, 249
+
+
+
+
+
+
+End of the Project Gutenberg EBook of The 'Pioneer': Light Passenger
+Locomotive of 1851, by John H. White
+
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