under the former. Of this
branch, little, except the design and working of the locomotive power,
needs to be mentioned as affecting the prosperity of the road.
Machine-shops, engine-houses, and such apparatus, differ but
slightly upon different roads; but the form and dimensions of the
locomotive engines should depend upon the nature of the traffic, and
upon the physical character of the road, and that most intimately,
--so much, indeed, that the adjustment of the grades and curvatures
must determine the power, form, and whole construction of the engine.
This is a fact but little appreciated by the managers of our roads;
when the engineer has completed the road-bed proper, including the
bridging and masonry, he is considered as done with; and as the
succeeding superintendent of machinery is not at that time generally
appointed, the duty of obtaining the necessary locomotive power
devolves upon the president or contractor, or some other person who
knows nothing whatever of the requirements of the road; and as he
generally goes to some particular friend, perhaps even an associate,
he of course takes such a pattern of engine as the latter builds,
--and the consequence is that not one out of fifty of our roads has
steam-power in any way adapted to the duty it is called upon to
perform.

There is no nicer problem connected with the establishment of a
railroad, than, having given the grades, the nature of the traffic,
and the fuel to be used, to obtain therefrom by pure mechanical and
chemical laws the dimensions complete for the locomotives which
shall effect the transport of trains in the most economical manner;
and there is no problem that, until quite lately, has been more
totally neglected.[3]

Of the whole cost of working a railroad about one third is
chargeable to the locomotive department; from which it is plain that
the most proper adaptation is well worth the careful attention of the
engineer. Though it is generally considered that the proper person
to select the locomotive power can be none other than a practical
machinist, and though he would doubtless select the best workmanship,
yet, if not acquainted with the general principles of locomotion, and
aware of the character of the road and of the expected traffic, and
able to judge, (not by so-called experience, but by real knowledge,)
he may get machinery totally unfit for the work required of it.
Indeed, American civil engineers ought to qualify themselves to