This historic book may have numerous typos and missing text. Purchasers can usually download a free scanned copy of the original book (without typos) from the publisher. Not indexed. Not illustrated. 1903 edition. Excerpt: …a valve or air cock in the steam chest, under the control of the engineer. This air cock forms an independent brake, exclusively at the command of the engineer, and which can always be applied when the engine itself is in working order. The action of this power may be made ever so gradual, either slightly relieving the duty of the brakes on the cars, or bringing into play the entire power of the engine. The train is thus held in complete command. The Mountain Top Track, it may be added, was worked successfully for several years by the engines described in the above extract, until it was abandoned on the completion of the tunnel. The exceptionally steep grades and short curves which characterized the line afforded a complete and satisfactory test of the adaptation of these machines to such peculiar service. But the period now under consideration was marked by another and a most important step in the progress of American locomotive practice. We refer to the introduction of the link motion. Although this device was first employed by William T. James, of New York, in 1832, and eleven years later by the Stephensons, in England, and was by them applied thenceforward on their engines, it was not until 1849 that it was adopted in this country. In that year Mr. Thomas Rogers, of the Rogers Locomotive and Machine Company, introduced it in his practice. Other builders however, strenuously resisted the innovation, and none more so than Mr. Baldwin. The theoretical objections which confessedly apply to the device, but which practically have been proved to be unimportant, were urged from the first by Mr. Baldwin as arguments against its use. The strong claim of the advocates of the link motion, that it gave a means of cutting off steam at any…
