Rogers Locomotives and Locomotive Machine Works Building in America 1831-1886

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Rogers Locomotives and Locomotive Machine Works Building in America 1831-1886
Rogers Locomotive and Machine Works Illustrated Catalogue
One photo is loose, some staining, some writing on a few pages, binding is starting to become loose.   .
Hard Cover
Copyright 1886
Includes the history, origin and growth of the Company from 1831-1886.
CONTENTS
Chapter I.
The Origin Of The Rogers Locomotive And Machine Works, 1
Chapter Ii.
The Early History Of Railroads In This Country,3
Chapter Iii.
The Early History Of Locomotives In This Country, 6
Chapter Iv.
History Of Locomotive Building At The Rogers Locomotive And Machine Works,11
Chapter V.
The Organic Development Of The Locomotive: The Boiler: The
Engines: The Running Gear, 23
Chapter Vi.
The Rogers Locomotive And Machine Works In 1886,76
Chapter Vii.
A Remarkable Run Of 426.6 Miles By Rogers' Locomotives On The New York, West Shore And Buffalo Railway, 80
Chapter Viii.
The Tractive Power Of Locomotives, 93
Chapter Ix.
Plates And Tables Of Dimensions And Capacity Of Locomotives Of 4 Ft., 8y, In. Gauge Or Wider, 101
Chapter X
Plates And Tables Of Dimensions And Capacity Of Narrow Gauge Locomotives, 173
Index,195
The last catalogue of the Rogers Locomotive and Machine Works with a sketch of the origin and growth of that establishment, was published in 1876.
Since then many changes have been made in the equipment of these Works and in the character, design, and dimensions of the locomotives turned out. To describe these adequately it was necessary to rewrite nearly the whole of the former volume. This work was entrusted to my hands by the officers of the Rogers Locomotive and Machine Works. As it was commenced during the fiftieth year that the establishment had been engaged in the manufacture of locomotives, it seemed a suitable time to give a somewhat full account of the origin and history of the Works, and of the evolution of the locomotives built in them during that period. Such an account has been carefully prepared, and consists very largely of what may be called a mechanical history of the work which has been done; which, it is thought, will be interesting to many readers, as it shows the successive steps which have led to the wonderful development of the locomotive in this country. It also indicates the extent to which the perfection of the modern American type of locomotive is due to the ingenuity, mechanical skill, and sound judgment of the founder of this establishment - Mr. Thomas Rogers, and to his successor- Mr. William S. Hudson. Both of them have left a record of their genius and ability in their designs, which are imitated to-day, and which promise to survive until locomotives are superceded.
Very complete data concerning the dimensions and performance of the locomotives which this establishment is now prepared to furnish are given by illustrations and tables in the latter part of the book, and as there is still considerable difference of opinion and practice in calculating the capacity of locomotives, an explanatory chapter is given showing just how the calculations were made.
Little did Thomas Rogers know, when he was approached by Horatio Allen, who was the first man in America to drive a locomotive, that the name ROGERS would go down in history as having been the manufacturer of probably the most famous locomotive in American history, The General. This ill-fated but glorious chapter in the annals of Civil War railroading, involving The General and The Texas brought undying fame to Paterson, New Jersey.
The South Carolina railroad needed railroad wheels and axles. Allen, after a personal interview with Mr. Rogers at his Paterson plant, decided this firm had the organization and machinery necessary to fill the order and also the inclination to enter this new field-locomotive building. The future of the "Rogers Locomotive Works" was assured.
Organized in 1832, the firm of Rogers, Ketchum and Grosvenor built cotton mill machinery, spinning wheels and iron work for bridges. Their first locomotive Sandusky had its trial run October 3, 1837. Rogers Engines were to be built for sixty-four years. Their plant was unusual in that it did not have connections with a railroad and all productions had to traverse the streets of Paterson to the Erie Railroad. In the beginning this was accomplished by horse power. As time went on the tracks of the local street railway were used. This rather awkward means of delivery eventually spelled the end of the Paterson plant.
The year 1949 marked finis to one of the most colorful chapters of American industrial development. In that year the last steam engine to be manufactured in the United States rolled off the assembly line. It was exactly 12o years since the first American made locomotive raised a head of steam. In that period approximately 175,00o steam engines were manufactured in this country by over 15o different firms. To pay homage to any single firm without mentioning the fact that others existed would be an insult to the industry as a whole. However, the firm of Rogers must stand apart from the rest. Through the efforts of Thomas Rogers and William Hudson, who succeeded him, the firm built and maintained a reputation for the excellence of its locomotives that has yet to be bettered. A Rogers engine was considered to personify perfection and beauty and Rogers locomotives became well known throughout the United States as well as the world.
The steam locomotive is becoming an oddity. The present generation may consider it an antique. They may see an appeal in the sleek snakelike Diesels slithering effortlessly across the country with nary a sound of their coming and going. M. N. Forney, who wrote the foreword to this book in i886, was a far sighted man. While he extolled the steam engine he thought at that time that they might be outmoded. Sixty-three years later his prediction came true! Rogers engines will forever go down in the annals of locomotive building. Thomas Rogers, although he may not have known nor understood his part in the development of this new era in transport, will nevertheless be remembered as one of the industrial giants of the time.
The days when his steam engines panted up the grade or ran like frightened deer across the prairie will never come again. The sound of their whistles wailing like banshees, we'll never hear again. Such is a changing world.
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