His name was Horatio Allen. He was born into a world where railroads did not exist.
Earlier than most he saw the challenge and the promise of the railroad era that was to come. He was only 26 when he crossed an ocean to study the first English railroads, bought iron rails and ordered the first locomotive imported from England for an American railroad.
He drove the first locomotive ever to run on a railroad in this country-over a light, strap-iron rail line that some observers doubted would even support the moving engine.
Before his 30th birthday he was in the midst of planning and supervising the building of the longest railroad in the world at that time - the South Carolina Canal & Rail Road Company ( earliest predecessor of today's Southern ) .His inventions and decisions affected railroading in this country for almost a century.
Every industry has its inception in some man's dream. Basically, Allen was no dreamer. But every industry, too, must have its builders-who give sub- stance to the dreams. ..and then strike out beyond. This was such a man.
As chief engineer, Allen played a major role in building the first railroad that later became part of the Southern. But our interest in this brilliant young en- gineer goes deeper than that.
A century and more of work, ingenuity and sacrifice have created a 220,000-mile network of steel, reaching into every state in the country. Over it mod- ern locomotives and cars, guided by complex train control systems and speeded through electronic yards, provide a transportation service unparalleled in the world.
But what was once high adventure has become an almost taken-for-granted business of moving people and goods. .
Allen's life, and his experiences at a time when railroads were young, help bring into clearer focus for us the excitement of the first steps along the iron road.
For this reason Ties has chosen to tell at length the story of Horatio Allen, of which this is only the first installment. Ties invites its readers to follow with him the rising star of railroading much more than a century ago.
One was a railroad still under difficult construction (the Liverpool and Manchester) , the other-railroads in actual operation with locomotives and cars (the Stockton and Darlington, among others) .
This latter was a thing so new that there was not one to be studied in his own country, so exciting in its promise that he was prepared to stake on it his future as a civil engineer.
"Early in the year 1827," Allen wrote much later, "I had given all the attention that it was in my power to give, and having come to conclusions as to the locomotive, that all subsequent experience has confirmed, and believing that the future of the civil engineer lay in a great and most attractive degree in the direction of the coming railroad era, I decided to go to the only place where a locomotive was in daily operation and could be studied in all its practical details."
After his decision was certain, and his tentative plans for departure made, the officers of the Delaware and Hudson Canal Company and the chief engineer, John B. Jervis, decided to seize this opportunity to have Allen, whom they trusted, undertake certain commissions for them in England. In return they agreed to underwrite his passage and his expenses for three months abroad, up to $900.
Happily, what the company wanted to know coincided almost exactly with the things Allen himself wished to learn. The matters in which they wanted him to act as agent would add greatly to the experience of a man who hoped to stake his professional future on railroad building.
Interested in a short railroad line to connect with the canal in moving coal from the Pennsylvania mountains to the seaboard, the canal company management wanted their young representative to learn all that he could and report in detail about the construction and operation of British railroads then in existence or being built.
Specifically, they commissioned him to contact British iron manufacturers, order iron cap rails for the proposed road and make certain that they could and would be manufactured to the American company's specifications.
He was to observe the operation of English locomotives and to purchase at least one for a pattern. If it seemed advisable he could order all four of the, locomotives it was felt would be needed.
(That would depend, Jervis had advised, "on the cost at which they can be obtained and delivered at New York. It is supposed that they can be obtained of American manufacturers for $1,800, and I presume it will not be economy to procure them from England at a greater cost, unless you perceive a superiority in the workmanship of English engines that in your opinion will justify the additional cost." )
Moreover he was to investigate closely the kinds of wheels and axles, fixed or movable, used by the English and investigate in detail their construction, performance and cost.
Though his instructions on these points were lengthy and detailed, much latitude of judgment was left Allen to change them as his firsthand observation might indicate.
Allen pursued his railroad studies with the vigor of youth and a maturity of mind beyond his years. Evidence of this may be found not only in his later successes as a railroad builder, but in his writings at this time which are still in existence.
Apparently he kept a complete diary of his experiences in England. At least one volume of it has come to light-a manuscript transcribed and published in 1953 by the Railway and Locomotive Historical Society in Boston. In addition, several lengthy letters to John B. Jervis have been preserved in the Jervis Library at Rome, N.Y.
Not long after he had settled his belongings in his quarters at the home of his Liverpool host, William Brown, he was out on the Liverpool docks observing the way they were being constructed. Later with the engineer in charge he examined them more closely.
"Steam engines are put up to areas of the water," he recorded in his diary, "railways are laid down, crossing the work in many directions. Upon these ways the material is taken out by means of horse power." His writings about the docks cover pages and his attention to every minute detail of the dock construction was repeated in all his observations of railways-locomotives versus horse power, fixed as opposed to movable wheels and axles.
Allen was admirably suited, in temperament and training, for a study of the sort he had come to England to make. His writings make it apparent that he had a good engineer's keen eye and inventive mind plus a lawyer's logic and passion for detail.
Son of a professor of mathematics at Union College in Schenectady, N. Y., Horatio Allen was born at Schenectady in 1802. His father, Dr. Benjamin Allen, later established and headed an academy in Hyde Park, N.Y.
Young Allen apparently took full advantage of the unusual opportunities this gave him for early study and training. At Columbia College (now Columbia University) he stood near the head of the class of 1823, winning especially high rank in physics and mathematics. Law attracted him as a profession-then and for a number of years afterward-but a short period of legal study convinced him that engineering would be the better field for his talents.
His first taste of practical engineering came as a rod man with a surveying party in Delaware for the Chesapeake and Ohio Canal. In two weeks he had charge of the entire party; within a year he was resident engineer for the canal,
The following year he became resident engineer on the Delaware and Hudson Canal under Jervis, who won fame as a pioneer canal and railroad builder. It was the beginning of a professional and personal friendship that lasted for many years.
Jervis' high opinion of Allen, formed in the first two years they worked together, shows plainly in his willingness to trust the young man with a mission of such', importance and to persuade the Canal Company management ( as he must have done) to give Allen such a free hand abroad.
It was a confidence richly justified. Allen's writings in England show how much he accomplished in a few short months in the way of study, travel, observation, calculation, hard thinking and decision-making.
Slowness of ship communication with New York left him very much on his own. He is known to have received at least one letter from Jervis covering further matters he wished to have investigated. (Jervis kept a copy which is still in existence.) They included the relative advantages of ropes and chains for use with stationary engines and a kind of bearing packing for the carriage ( or wagon) axles.
Allen, for his part, kept careful record of all he saw and learned, forwarding it to his principals as soon as he could get it in form - writing at night and on Sundays in his Liverpool quarters.
He started his first letter to Jervis little more than a week after landing, but there was always something new to add to it. It is doubtful that he got it into the transatlantic dispatch before June, because the latter part of the missive of 14 closely written pages indicates that he had received a letter from the president of the Delaware and Hudson dated April 3.
"I have also become acquainted with Mr. Stephenson (George Stephenson), the Engineer of the Liverpool and Manchester Rail Road," Allen wrote shortly after his arrival in England. "I have spent two days with him on the line of the Rail Road. He is the patenter of the Locomotive Steam Engine, a man of great experience in the structure of Rail Roads, and considered the first Engineer on that subject in the kingdom."
Allen's diary records in detail how he and Stephenson took the stagecoach to Bolton (32 miles from Liverpool) , walked almost the entire length of a 7 -mile branch line under construction from there to Leigh and the next day covered almost a dozen miles of the Liverpool and Manchester where construction was in progress. Later the two missed the Liverpool stage at St. Helens and had to make the remaining 10 miles to Liverpool on foot.
Apparently Allen took full advantage of the hours of conversation to explore Stephenson's ideas on railroads. Here are some of his comments to Jervis:
"The Liverpool and Manchester road is nearly straight, being in length 31 miles, with two tracks, 5 feet from outside to outside. The carriages to be used on it are to weigh about 1 ton and carry from 2 to 2" tons each. Wheels with diameters of 3 feet and axles of 3 inches. The bearings about 8 inches long. The axles are revolving ones, that is the wheel is fastened to the axle and the axle turns in chairs.
"The rails are malleable iron 15 feet long, supported every 3 feet by chairs. The rail weighs 35 Ibs. per yard and each chair 12 lbs. The method of forming is this, the ground is brought into the proper inclination and then covered by a coat of what is called 'ballast' being broken stone, coarse gravel and lastly sand, to the thickness of from 6 to 12 inches.
"The first layer is pounded down once and upon it the foundation stone is laid, which stone is about 2 feet square and 8 to 10 inches thick. The chair is fastened by iron pins driven into wooden pins which last had been driven into the stone.
"The ends of the rails are brought snug together without any allowance for the expansion or contraction of the metal. Mr. Stephenson thinks it unnecessary because the rails are laid on stone which will he thinks absorb the heat as fast as the rails receive it. ..
"The road as it approaches Liverpool gets into deep cutting and into the red sandstone rock upon which Liverpool is built. The road is brought level to the mouth of the tunnel and then descends passing one mile and 1/3 of a mile under the town in a perfect straight line. The descent is 1 in 50.
"The dimensions of the tunnel are a semicircular arch of 22 feet diameter and 5 feet perpendicular sides below the spread of the arch. That is 10 feet high, 22 wide on the bottom containing abundant room for two sets of tracks. The arch when required is of brick in some places of two bricks and in some 20 bricks thick. ..
"The road when completed and brought into full operation will give most trial of the relative advantages of Rail Road and Canal transportation. The canal route from here to Manchester is 50 miles. The rail route was 31 miles. The present price of all charges on the canal is from 10 to 15 pounds (shillings). The price intended to be charged on the railroad is 5 pounds.
"I have had some conversation with Mr. Stephenson with respect to the fixed and revolving axles. He prefers the revolving axle most decidedly unless the road be very curved. He uses the revolving axle altogether even in the small temporary rail ways laid down to facilitate the construction of the work, in which many of the turns are to a radius of 40 or 50 feet
Stephenson proved most friendly and helpful throughout the young man's search for railroad knowledge. As Allen wrote later in his monograph on The Railroad Era, "During my stay in England I received from him every kindness in his power, and all the aid to what I had come so far to seek, that was at his command, at Liverpool, on the Stockton and Darlington Railroad, and at Newcastle, at that time the center of all that was in progress on railroad and locomotive matters."
Prior to visiting Newcastle and the Stockton and Darlington, however, Allen set out in early March on an extensive tour through the industrial district of west-central England and Wales.
Among Allen's comments on the Liverpool and Manchester: "The road crossed a valley called the Sankey Valley; in the valley is the oldest canal in the kingdom, upon which the canal boats have sails and masts. ...The valley is passed by a 'Viaduct' of 9 arches of 50 feet span. ..from the level of the rails to the top water line of the Sankey Canal is 100 feet. ..the length of heavy embankments and viaduct together is about 1200 or 1300 yards. ...Estimated to cost 60,000 pounds. It will be one of the greatest works of art when completed. . ." |
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By post-chaise south from Liverpool to Ruabon in North Wales, and on to Wolverhampton, Dudley and Kidderminster, in England, Allen made his way among the smoke - and - flame belching chimneys of England's iron district. Everywhere he saw steam engines at work "the silvery beautiful vapor from Which presented a fine contrast with the dark volumes of coal smoke pouring out of the adjacent chimneys."
He visited and talked with the managers of seventeen iron mills. Only three of the mills thought favorably of his plan of rolling railroad iron.
(Allen's detailed instructions from the Canal Company included the manner of rolling the iron plates for the rail tops. Before leaving he had suggested another and less expensive plan. The proprietor of the only rolling mill near New York did not think it would work. But Allen was confident enough to suggest it to the mills he contacted in England.)
His diary and letters still in existence give no details, but Allen's own later recollections-as set down in The Railroad Era-give this account of the order for the railroad iron:
"With one of the three, the Guests, of Merthyr Tydvil, a contract was made. When the time for examination of the iron came it was not satisfactory, and I said that I could not accept iron of that character; they refused to deliver any other.
"Application was then made to W. & I. Sparrow, of Wolverhampton ...I described very plainly what I expected. In reply I was informed that the intention in their proposals was what I had fully explained. The contract was therefore made with W. & I. Sparrow.
"My wish in this case to remain and see the preparations made being acceded to, the rolls to be fitted up Were on hand, and in ten days the iron was being made to the plan proposed, and subsequently the iron was delivered in every respect satisfactory.
"The large amount of iron of the same character made for this country in after years, was all made on that plan. If the mechanical details of the plan were described, there, would be surprise that there ever had been any question. ..."
Late in March or early in April (the diary and letters are not specific on this point) Allen journeyed to the north of England to observe operations on the Stockton and Darlington, visit Stephenson's locomotive works at Newcastle-onTyne and see other railroads in the vicinity.
His exhaustive study of the Stockton and Darlington may have been the most important phase of his tour abroad-insofar as his immediate professional career was concerned. Both horse power and steam locomotives worked daily on this line from Stockton cn Tees, passing within a mile of Darlington, to the collieries near West Auckland. It provided an unequaled opportunity to study the relative merits and costs of the two forms of motive power.
His observations and reflections on the operation of the Stockton and Darlington fill dozens of pages in his English diary and in a 35-page letter he wrote to Jervis.
"I have just returned to Liverpool, having been at Newcastle, visited the railroads in its vicinity and examined the operation of the locomotives with the closest attention.
"I have been completely convinced of their utility and superiority to horse power. In your estimate of their power etc. in your report you have understated their power and overstated their disadvantages. I found that the Stockton and Darlington road has the best plan for judging of their performance. . ."
He went on to describe in detail the profile of the road from Stockton westward in all its 26 sections "in order to enable you 10 make your own deductions of the capabilities and expense of Locomotive Engines."
" After mentioning some of the early cast iron rails used, he noted that the rails were at that point principally malleable iron: "They are now using rails 15 feet long and weighing 32 lbs. to the yard. The rolling or upper surface 2 inches broad and in other respects similar to the rail used on the Liverpool and Manchester. ..." Construction he described as being similar to that of the L&M except that "the foundation stones are evidently too small."
"The rails are placed 4 feet 8 inches apart from inside to inside. The turn outs are from 3 to 4 per mile, ..the angle at which they turn is usually 1 in 7 to 10 ft. That is the length from where the side rail leaves the main line to where it strikes the opposite side is from 30 to 40 feet. Some are even below 30 feet but they are found to rock the wagons very much. ...
After describing the manner in which sections 26 through 20 were worked by horse power and by inclined planes with stationary steam engines and pulleys, Allen delved into the matters of his deepest interest:
"From the foot of the inclined plane sec. 20 to Stockton the wagons are conveyed by locomotives and horses. Principally by locomotives, horses only being used because they have not locomotives enough, the track having increased more rapidly than had been expected.
"There are at present at work on these 19 sections of which the total length is 21 miles 5 locomotives. Four of them are OR 4 wheels and the 5th is on 6 wheels. Those on 4 wheels are the first that were used on this road and the 6-wheeled engine has been at work about 7 months.
"Each of the 4-wheeled convey to Stockton a train of 20 loaded wagons, besides the engine tender with the coal and water. They perform the distance to Stockton and back. ..in about 10 hours the total distance passed over 42 miles. This time includes stoppages for water, coals, meeting other wagons etc.
"The tractability of these iron horses is really surprising. THe engine men will back them, advance them, stop them, etc. with as much ease as a horse could be managed." remarked Allen, in his comments on the Stockton and Darlington Road. |
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"The six wheeled engine takes as a regular load 24 loaded wagons besides its. tender and performs its trips in rather less time than the 4 wheels.
"The Engines, carriages & water weigh from 7 3/4 to 8 1/2 tons. Wheels are 4 feet in diameter. The quantity of coals to go to Stockton and back (Dist. 42 miles) is from 35 to 40 cub. feet or 3/4 of a ton.
"The engine and train are managed by two persons. An engine man and a boy of about 18 to tend the fire. ..The load in each wagon ...may be taken at an average of 54 cwt. The wagons and wheels and axles weigh from 21 to 23 cwt. and some wagons more. An average would be about 24 cwt. The engine tender may be taken at 2 tons weight. The above are the regular loads for the daily performance of the Engines.
"I went three times over the line riding on the locomotives and examining the motion etc. of the various parts of the Engines & wagons ...
"You will perceive that the 6 wheeled engine takes 20 per cent more load than the 4 wheels. This arises principally from its being the last Engine made and having its boiler and fire tube and cylinder differently arranged. They consider the 6 wheels decidedly superior to the 4 wheels and intend all their new engines to have 6 wheels. The wagons have wheels 2 feet 6 in diameter and 6 inch axle. You will now have data enough to evaluate as to the practical effect of the locomotive engines."
The road's managing engineer, Timothy Hackworth, the young observer found to be a man of "strong natural abilities. ..improved by habits of close personal observation. ..great practical skill and experience." He sought Hackworth's opinion as the man probably best fitted to judge the comparative merits and cost of horse and locomotive power .
From Hackworth he received not only an opinion (decidedly in favor of the locomotive) but a complete study-to the pound, shilling and penny-of just what the two forms of motive power would cost to handle the same tonnage-based on the actual operating results of a twelve-month period. (A portion of it is reproduced on these pages in Allen's handwriting.)
It compared in detail the costs of the two forms of power-including capital depreciation, payments to engine men, and Hackworth's supervisory time, in the case of the locomotive. For the horse power it also included the expense of keeping the horse path in repair. The final computation indicated that horses were half again as expensive as locomotives.
Allen studied the Hackworth account carefully and in some cases took exception to it:
". ..The locomotives employed were the 4-wheeled ones, whose load was only 20 wagons, whereas the 6-wheels will take 24 wagons with the same quantity of coal, water and attendance. ..His own services should not come into the estimate for the locomotives without also entering into the calculations for horse power. ..the Locomotive Engines should have performed two trips per day instead of one. ..the engines performed part of the work in the winter when the horses could not. ..there is a numerical error in the calculation. .."
Allen's own calculations placed the expense of locomotives at considerably less than half of that of horse power. He added this interesting note:
". ..The company contracts with individuals for the conveyance of the trains to & from Stockton. The terms of the contract are that the company furnish Engine and keep it in repair ,excepting the grate bars for the fire and also find the wagons and repairs. The engine men on their part find coals, attendance, oil packing, grate bars and are paid at the rate of J4 of a penny per ton mile. ..with the 4 wheeled Engines when the train consists of 20 loaded wagons. But in the case of the 6 wheels it is considered too high and a reduction is contemplated.
"When horse power has been used the usual price is from 1/2 to 5/8 d. per ton per mile to the person who furnishes the horse power, attendance etc. The price is considered low. .."
Summing up his observation Allen said: "I think therefore that you will come to the same conclusion with me as to the superior utility and greater economy of the locomotives. I am fully of the opinion, too, that the present Locomotive Engine is an imperfect machine compared with what it will be 10 or 12 years hence."
Allen visited numerous mine railroads in the vicinity of Killingworth and Newcastle (Stephenson had made many of his early locomotive experiments on the Killingworth railroad) .He also talked extensively at Killingworth with Nicholas Wood, author of an exhaustive treatise on railroading and considered an authority on both sides of the Atlantic.
Convinced of the superiority of locomotives, Allen visited the Stephenson locomotive works at Newcastle on Tyne and the establishment of Foster, Rastrick & Co. at Stourbridge in south central England. After due deliberation he placed orders for two locomotives at Newcastle and one at Stourbridge "plans of the locomotives, the proportions of parts, and all details, were left to the judgment of the builders." He did, however, specify multi tubular boilers for the Stephenson locomotives and agree to a Hue-boiler for the Rastrick engine.
Details are lacking on the last part of Allen's stay abroad. It is known that he visited railroads under construction near Glasgow and Edinburgh in Scotland and that he had planned to visit the continent. The date of his return is uncertain, but it was sometime in the fall of 1828.
One thing is certain. He landed in New York with a mind full of information, direct observation and speculation about railroads. He was prepared as few men were for the era of railroad building about to begin.