The History of the First Locomotives in America; From Original Documents 
and the Testimony of Living Witnesses, by William H. Brown

Published: New York, D. Appleton and Company, 1871

Note: When we proof-read this one we were unable to compare it with the
original copy. The few words missing or unsure of, are noted in the text

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                               THE HISTORY
                                  OF THE
                       FIRST LOCOMOTIVES IN AMERICA
       FROM ORIGINAL DOCUMENTS AND THE TESTIMONY OF LIVING WITNESSES

                                    BY
                             WILLIAM H. BROWN

                                 NEW YORK:
                         D. APPLETON AND COMPANY,
                            549 & 551 BROADWAY.

                                   1871.




CONTENTS.

CHAPTER I [1].--DEDICATION.
CHAPTER II [2].--EARLY RAILROADS.
CHAPTER III [3].--FIRST HEAD OF STEAM.
CHAPTER IV [4].--FIRST STEAMBOATS.
CHAPTER V [5].--FIRST STEAM-CARRIAGE.
CHAPTER VI [6].--TREVITHICK'S ENGINE.
CHAPTER VII [7].--GEORGE STEPHENSON.
CHAPTER VIII [8].--STEPHENSON'S ENGINE.
CHAPTER IX [9].--FIRST TRAINS.
CHAPTER X [10].--FIRST DELIBERATIONS ON RAILROADS.
CHAPTER XI [11].--COMPETITION FOR THE PRIZE.
CHAPTER XII [12].--RAILROADS IN AMERICA.
CHAPTER XIII [13].--FIRST ENGLISH LOCOMOTIVE.
CHAPTER XIV [14].--DATE OF ITS RUNNING.
CHAPTER XV [15].--LANDING IN AMERICA.
CHAPTER XVI [16].--MORE FACTS ON THE "STOURBRIDGE LION".
CHAPTER XVII [17].--FIRST MEETING OF THE BALTIMORE AND OHIO RAILROAD CO.
CHAPTER XVIII [18].--FIRST BRIGADE OF CARS.
CHAPTER XIX [19].--ROSS WINANS'S IMPROVEMENTS.
CHAPTER XX [20].--EXPERIMENTAL LOCOMOTIVES.
CHAPTER XXI [21].--PETER COOPER'S LOCOMOTIVE.
CHAPTER XXII [22].--ROSS WONANS'S COMPARISONS.
CHAPTER XXIII [23].--HORSE AND SAILING CARS.
CHAPTER XXIV [24].--PETER COOPER.
CHAPTER XXV [25].--ADDRESS OF THE GRADUATES.
CHAPTER XXVI [26].--PRIZE FOR THE BEST LOCOMOTIVE.
CHAPTER XXVII [27].--FIRST AMERICAN LOCOMOTIVES.
CHAPTER XXVIII [28].--FURTHER TRAILS.
CHAPTER XXIX [29].--EXPLOSION OF "BEST FRIEND".
CHAPTER XXX [30].--SECOND AMERICAN LOCOMOTIVES.
CHAPTER XXXI [31].--FIRST LOCOMOTIVE ENGINEER.
CHAPTER XXXII [32].--HORATION ALLEN'S LETTER.
CHAPTER XXXIII [33].--CLAIMS TO FIRST LOCOMOTIVES.
CHAPTER XXXIV [34].--FIRST LOCOMOTIVE IN NEW YORK.
CHAPTER XXXV [35].--FURTHER EVIDENCES.
CHAPTER XXXVI [36].--THE JUDGE'S FIRST RIDE.
CHAPTER XXXVII [37].--LETTERS FROM OFFICIALS.
CHAPTER XXXVIII [38].--ADDITIONAL LETTERS.
CHAPTER XXXIX [39].--THE AUTHOR'S ART.



CHAPTER I.
INTRODUCTION.

THERE is, perhaps, at the present day, no subject upon which the community 
at large is so poorly in formed as the history of the first locomotives in 
America-in what year they were built, where they were constructed, and 
upon what railroad they were first introduced and employed in actual 
service. 

Especially less informed upon this subject are the very men who, above all 
others, should be thorough) conversant with all the particulars in the 
history of that wonderful machine-the actual means which non contribute so 
much toward the maintenance and em employment of a large class of the 
industrial portion ox our community; we mean the officers, engineers, fire 
men, machinists, mechanics, laborers, and, in short, al employee connected 
with railroad service. This melancholy lack of information can only be 
attributed to a want oil an opportunity to obtain the requisite fact from 
some reliable source, where they are in such form as would bring them 
within the reach of the masses of the community. True it is, volumes have 
been published, giving accurate accounts of the early experiments and 
subsequent improvements in self-pro pelting machines, or locomotives, in 
England; but these works are too rare, voluminous, and expensive, to be in 
general circulation, and entirely beyond the reach of a large class who 
are interested in the subject; and even then, they bring the history down 
only to a period anterior to the date of railroad enterprise in this 
country; while all the information upon the subject since that time (a 
period of a little over twoscore years in duration) seems to be wrapped in 
impenetrable mystery To obviate, therefore, this difficulty for the 
future, and to give to the public all the information upon the subject 
from the most reliable sources, and also to place it in such a form as to 
bring it within the reach of every one, are the objects of the author of 
the present work, now offered to the public. 

Another reason which influences the author in publishing his present work 
arises from the fact that, within the short period of ten or fifteen 
years, and especially within the last few years, under a variety of forms, 
he has seen and read in our public journals nearly as many different 
accounts of the early locomotives in America, as the number of years which 
have elapsed since their first introduction, all of them purporting to be 
"true histories of the first engine ever built and run in America." But 
not one of these accounts, claiming priority for its different engines and 
roads, produces the slightest evidence to sustain their claim of being the 
pioneers in this great mechanical achievement, which within the last half 
century has revolutionized the trade and commerce of the civilized world. 
One claim to the credit of having introduced the first American 
locomotive, we saw in an article published in the Philadelphia Public 
Ledger, of the 18th January, 1869. Another claim to the same honor, we saw 
in an article in the columns of the Boston Advertiser, January 28, 1869. 
These articles we will copy in full in our work, when we come in its pages 
to the proper place to describe early locomotives in America, when they 
were built, where constructed, and upon what railroad put into practical 
service. 

Again, some seven or eight years ago, a lithograph picture representing a 
locomotive, and two cars filled with passengers, was issued from the 
lithographic establishment of Messrs. Sage & Sons, of Buffalo, and 
copyrighted by Thomas Jarmy. This lithograph (a copy of which is now 
before the author) purports to have been copied from an original picture 
in the possession of the Connecticut Historical Society. It has been 
widely circulated throughout the country, and is said to represent "the 
first locomotive train in America." The engine is said to be the "John 
Bull, an English machine; and the engineer, who is represented at his post 
upon the platform of the engine," John Hampson, an Englishman, etc. 

Again, in 1810, this same original picture in the rooms of the Connecticut 
Historical Society was lithographed by a concern in Boston, styled the
"Antique Publishing (company of Boston." In this lithograph the locomotive 
and train are represented precisely like the one executed in Buffalo, and 
are here for the second time said to be a sketch of the first locomotive 
and train in America, and the engine named the "John Bull," an English 
engine, and the engineer "John Hampson." 

The original picture, now in the Connecticut Historical Society, was 
executed by the author of this work, and presented to the Society forty 
years ago. 

The full particulars respecting this original picture will be given 
hereafter; and the author, for the present, will only state that the 
original of the picture was not the English locomotive "John Bull," nor 
was the engineer on the occasion, John Hampson, an Englishman; but an 
American-built locomotive and an American engineer. 

Such blunders and misstatements as we have just alluded to are calculated 
to mislead the public, and involve the early history of the locomotive in 
America in a cloud of obscurity; and the author unhesitatingly believes 
that, if the true history of this now indispensable machine is left 
unestablished for another half century, we may find the great Union and 
Central Pacific Railroads credited by some (without a shadow of evidence, 
like others) with the introduction of the first locomotive upon a railroad 
in America, and with as much chance of establishing that claim as they no 
doubt have to sustain the credit of being the first in uniting the East 
with the far Western boundaries of our great continent by their 
interminable belt of railroad-iron, annihilating distance, just as the 
lightning-telegraph annihilates time. 

The deep and intense interest always manifested, by railroad men in 
particular, when on frequent occasions the author has explained his 
knowledge of the facts connected with the early history of the locomotive 
in America, and the reliable sources from which his information was 
derived, often induced him to determine that, when a favorable opportunity 
presented itself, he would write out and publish a work like the present 
but he has hitherto been prevented from carrying out his desire, from his 
isolated position, far away from the facilities requisite for such a task. 

These difficulties are now removed, and, the opportunity being presented, 
his long-cherished determination will no further be delayed. In compiling 
this history, all the authorities upon which his information is based will 
be set forth in such a manner that it must put at rest forever the oft-
disputed question, "When and where was the first locomotive built and run 
in America, in the actual service of a company?"

These are questions oftentimes heard, when groups of engineers and other 
railroad-men are congregated together and discoursing upon their universal 
topic, the merits and achievements of their favorite machines; and how 
often is there one in the group who will pretend to answer the questions, 
and, if answered at all, how often are they answered correctly? There is 
scarcely a State in the Union (especially where railroads existed at an 
early day) which has not enjoyed the credit on these occasions of being 
the pioneer in the introduction of this most wonderful auxiliary to 
successful railroad transportation. Sometimes we have heard the credit 
awarded to the State of New York, sometimes to Pennsylvania, and as a 
matter of course oftentimes to the States of Massachusetts and 
Connecticut. Some, who profess to be well posted upon this point, claim 
the honor for the old Portage Railroad of Pennsylvania; while others, 
equally certain and conversant upon the subject, in their opinion, give 
the credit to the Germantown and Norristown Railroad; and so on, through 
the catalogue of railroads (not very voluminous at that early day): but 
none of these are correct. True it is, that several companies, even at an 
early day, had locomotives constructed for their use, and put them in 
practical service upon their several roads, those very roads just alluded 
to, but not, however, until the experiment had been tried and successfully 
inaugurated and reduced to a fixed fact in another quarter. Therefore, the 
honor of being the pioneer in having the first American locomotive 
constructed and put in actual service in the United States belongs 
elsewhere, as we are prepared to substantiate as we progress in our 
present work. If, however, in doing this, we should be compelled to 
descend too much into minutiae, so as to bring upon us the charge of 
egotism from our readers, we will claim their forbearance in our anxiety 
to leave no stone unturned, to withhold no facts, and to bring to our aid 
every item, however trifling it may appear, to establish the truth. In 
recording the facts contained in this history, therefore, the author will 
accompany each position he may assume with all the evidence upon which his 
information is based. These authorities are from the statements of living 
witnesses, who are at this day (though far advanced in years) endowed with 
all the vigor of mind which characterized them in the early period of 
their lives, and are now enjoying an enviable share of the confidence and 
esteem of their fellow-citizens.

The names of John B. Jervis, Esq., Horatio Allen, Esq., Benjamin H. 
Latrobe, Esq., Ross Winans, Esq., and Peter Cooper, Esq., are well known 
and familiar to our railroad communities, as identified in the early days 
with railroad enterprise in America. To those of our readers, however, who 
may not be acquainted with the character and reputation of these 
accomplished engineers and gentlemen, we will briefly state that John B. 
Jervis, Esq., for many years a resident of Rome, in the State of New York, 
is one of the oldest (being now nearly seventy-five years of age) and most 
skillful engineers of the period of which we write. He was the chief 
engineer of the railroad that imported from England the first locomotive 
which turned a drivingwheel upon the American Continent. He has been 
engaged upon some of the most important works of improvement in our 
country, and his reputation as an accomplished engineer is widely known, 
not only in this country, but in Europe. Among the most important public 
works upon which Mr. Jervis was employed as chief engineer, we enumerate 
the Delaware and Hudson Canal and Railroad; the Mohawk and Hudson 
Railroad; the Saratoga and Schenectady Railroad; the Chenango Canal of New 
York; the Eastern Division of the Erie-Canal enlargement; the Croton 
Aqueduct; the Hudson River Railroad; the Michigan Southern and Northern 
Indiana Railroad; and the Pittsburgh and Chicago Railroad. He was 
president of the Chicago and Rock Island Railroad, and consulting engineer 
of the Boston Water-works, and other important improvements. Mr. Jervis 
was also the inventor of the plan of having the truck under the front part 
of the locomotive, to assist in sustaining the weight of the boiler, and 
in giving direction to the machine in running upon curves, a plan nova 
universally adopted, and found to be indispensably necessary in engines of 
eight or more wheels, and especially upon the short-curved railroads of 
America. Mr. Jervis is still living at Rome, New York, in the full 
possession of his vigor of mind, and we trust he may live for many years, 
to enjoy the reputation he has so richly earned by his valuable services 
to the railroad enterprise of America. 

Horatio Allen, Esq., is another eminent engineer of America, and his 
evidence contributes much valuable information to our history, which our 
readers will see from his various communications to the author. 

Mr. Allen graduated at Columbia College, in the State of New York, in 
1823, commenced his professional life in 1824, as civil engineer with 
Benjamin Wright on the Chesapeake and Delaware banal. In 1825 he was 
engaged on the Delaware and Hudson Canal as resident engineer under John 
B. Jervis, Esq., chief engineer, in 1827 resigned his connection with the 
Delaware and Hudson Canal, in order to visit England in search of 
professional information on railroad matters, that new era in 
intercommunication and transportation being then in process of 
development. During his visit to England, he leas requested to take charge 
of the contract for the iron for the Delaware and Hudson Canal Company's 
coal-road, and also for three locomotives, being the first ever ordered 
and brought to this country. On his return, in 1829, Mr. Allen had charge 
of the fitting up and putting in operation the first locomotive, "the 
Stourbridge Lion," ever put on a railroad in this country, and alone he 
stood upon its platform on the first experimental trip, and his hand 
opened the throttle-valve upon the engine that turned the first driving-
wheel in America. 

In 1899 Mr. Allen was engaged as chief engineer on the South Carolina 
Railroad, running from Charleston to Augusta, Georgia, 136 miles. On this 
road was put the first one hundred miles of iron in one continuous line in 
the world. Another fact in connection with this road, and to the credit of 
Mr. Allen, is of interest: the road was built within the estimate of its 
cost. 

In 1834 Mr. Allen went abroad, and was in Egypt nearly three years. On 
returning, in 1837, he was engaged as principal assistant engineer on the 
Croton Aqueduct, under John B. Jervis, the chief engineer. On completion 
of the aqueduct, Mr. Allen was one of the Croton Aqueduct commissioners, 
and its engineer for the introduction and distribution of the water. In 
1842 Mr. Fallen became one of the proprietors of the Novelty Iron Works in 
New York. In this establishment he continued as one of its managers and 
president until 1870, when the works were closed. Prior to Mr. Allen's 
connection with the Novelty Works, he was president of the New York and 
Erie Railroad, and was consulting engineer of the road at the period of 
its opening in 1845. In 1870 Mr. Allen became consulting engineer of the 
East River Bridge, now in course of construction, and which when completed 
will be looked upon as a wonder of the age. Of this great work Washington 
A. Roebling, Esq., is chief engineer. 

To Benjamin H. Latrobe, Esq., we are also largely indebted for the early 
history of the locomotive enterprise upon the Baltimore and Ohio Railroad; 
for the drawing and full description of the sailing car, invented by Mr. 
Thomas; and for the drawing of the little experimental machine, built to 
demonstrate the principle of the practicability of locomotives upon short 
curves, and the subsequent results from them. 

Mr. Latrobe has constantly been in active employment upon some important 
public work in its engineer department. Among which vane name the 
Baltimore and Ohio Railroad. In the service of this company he entered in 
l830 as a member of the corps of engineers. In 1842 he was appointed chief 
engineer, and continued in that position until 1857. Since that time he 
has rendered the road much valuable assistance as consulting engineer. As 
chief engineer, Mr. Latrobe located and built the railroad from Baltimore 
to Havre de Grace, as a part of the Philadelphia, Wilmington and Baltimore 
Railroad, in 1835-'37, and the Northwestern Virginia Railroad from 
Gfrafton to Parkersburg (103 miles), from 1853-'57. He has been consulting 
engineer on several or on special occasions to a number of railway works; 
the most important were: the Hoosac Tunnel, Massachusetts; the 
Philadelphia, Wilmington and Baltimore Railroad (which office he now 
holds); the North Missouri Railroad; the Blue Ridge Railroad, in South 
Carolina; the East River Bridge; the Portland and Ogdensburg Railroad; the 
Hillsborough and Parkersburg Railroad; and the Columbus and Hocking Valley 
Railroad. 

Mr. Latrobe is the chief engineer of the Jones Falls Improvement in the 
city of Baltimore; and is now completing the Pittsburgh and Connellsville 
Railroad, from Pittsburgh to Cumberland. 

We will also quote freely from the letters of Mr. David Matthew to the 
author in 1859, and we will give in our work several certificates in 
reference to Mr. Matthew's character and ability as an engineer, and a 
reliable man. Mr. Matthew superintended the men fitting up the first 
English locomotive imported into this country, and he also had charge of 
the workmen fitting up the first, second, and third locomotives built in 
America-the last of which, after placing it upon the road, he continued to 
run as the regular engineer for a long time; and his testimony i8 entitled 
to all credit. 

To Julius D. Petsch, Esq., now and for many years the chief of the 
mechanical department upon the railroad upon which the first American-
built locomotive for actual service was run, we are indebted for many 
valuable particulars concerning that event. 

To several other prominent and well-known gentlemen, whose letters and 
testimony will be found in the course of our narrative, we are indebted, 
and under great and lasting obligations. 

Prominent among those private citizens is Mr. Peter Cooper, of New York 
City, a gentleman well known throughout our country as one of the warmest 
friends and advocates for the intellectual improvement of the mechanical 
and laboring classes of our community. Mr. Cooper, as we will show in the 
progress of our work, was the pioneer, the very first to experiment upon 
the practicability of the locomotive system in this country. We will show 
that he stepped out from the desk of his mercantile office to become the 
first locomotive-builder in this country, and his success and efforts will 
be fully recorded as we progress in our work. 

The original letters from these sources (in reply to the author's numerous 
inquiries for information) will prove deeply interesting to the reader, 
and richly repay the labor of their perusal, while, at the same time, they 
will fill up the chain of evidence, as it were, and point out the sources 
from which the author has gained the desired information for his work, and 
will be given in their proper places, word for word, as they were 
received.