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advertising, it rested entirely upon its reputation.” “Our
correspondence,” he added, “is enormous, employing six
typewriters.” He took me to the erecting floor of the shop. I was filled
with amazement and delight at the sight which met my eyes. This
floor, which had been greatly enlarged, was crowded with large
engines in process of completion, most of them larger and some a
great deal larger, than the largest I had built. I confess to a feeling
bordering on ecstasy, heightened of course by the suddenness of
the relevation, when I realized the commanding height to which the
Porter-Allen Engine had been raised by this remarkable man. Mr.
Brooks offered to take me through the shops; this however I
declined, not being willing to trespass further on his time. He showed
me the old shop engine which I had not seen for twenty-three years.
Everything looked familiar except its speed. He said to me, “we have
never done anything to this engine, except to increase its speed from
230 revolutions to 300 revolutions per minute, to supply the
additional power required by the growth of the business.” Respecting
their system, he mentioned only one feature, which he evidently
regarded as of special importance, and which he seemed to suppose
would be new to me. It was this: “We make a separate drawing of
every piece.”
Under date of Oct. 31, 1907, Mr. Brooks writes me, “the business
now employs ten typewriters, and the engine which was started in
1881, and which has run at 300 revolutions per minute for the last
seven years, has now been compelled by their increased
requirements to give place to a compound condensing engine of
more than twice its power.”
Three or four years ago I was spending a few days at the Mohonk
Lake Mountain House, Mr. Albert K. Smiley’s famous summer resort,
and one day strolled into the power house, where were three
dynamos, each driven by a Ball & Wood engine, the latter making, I
think, something over 200 revolutions per minute.
I fell into conversation with the engineer, rather an old man and
quite communicative. He told me he had been in Mr. Smiley’s
employ for seventeen years, and was voluble in his praises; said he
was a wonderful man, repeating “wonderful” with emphasis, but he
added “he don’t know nothin about machinery, nothin, no more’n you
do.” My attention was attracted by the dynamos, which were new to
me and the framing of which I thought presented a remarkably well
studied design.
I mentioned this to the old man, who replied impatiently: “O, that
aint nothin, the engine is the wonder, that’s the wonder; why, when I
was a young man we did not suppose an engine could be run more’n
about fifty or sixty turns a minute, nobody never thought o’ such a
thing; now we can run ’em any speed we like, no poundin, no shakin,
no heatin, it’s just wonderful.” I did not respond or show any interest,
and the old man did not waste any more enthusiasm on me. Did not
say a word when I left directly after, but I fancied him saying to
himself: “Another o’ them stuck ups, that don’t know nothin’.”
Transcriber’s Notes
The text of this document follows that of the source;
inconsistent spelling and hyphenation have been
retained, except as mentioned below.
Depending on the hard- and software used to read
this text, and on their settings, not all elements
may display as intended. The scales as provided
in the indicator diagrams are, of course, not
necessarily correct.
Page 93: ... H laid on its side, thus ⌶: the symbol is
used to represent the shape of the rotated letter
H, not an I or an I-beam.
Page 137, bill for American belt: there are some
errors in the calculations, these have not been
corrected.
Page 147, paragraph starting The day after the
opening ...: the single and double quote marks do
not match.
Page 155, ... exposition of the action of the
reciprocating parts was given Mr. Edwin Reynolds
...: should possibly read ... exposition of the action
of the reciprocating parts was given by Mr. Edwin
Reynolds ....
Page 202, ... half the distance to the mid-stroke or to
E, Fig. 32, ...: presumably this refers to the figure
on page 201; there is no figure 32 in the book.
Page 217, If I went, that I would be the end of the
business: the second I should probably be
deleted.
Page 293: Presumably the references in the text to
Figure 1 and Figure 2 are to the top and bottom
illustration respectively; the source document
does not provide figure numbers.
Page 328-330: The use of quote marks in these
letters differs from that in other correspondence;
this has not been standardised.
Changes made
Illustrations and tables were moved out of text
paragraphs.
Texts in a
dashed box
is not present as text in the source document, but
has been transcribed from the accompanying
illustration. The transcribed texts provide an
approximate indication of the positions of the
elements relative to each other.
Some obvious minor typographical and punctuation
errors have been corrected silently.
Dimensions m×n and m × n have been standardised
to m×n, multiplications x×y and x × y to x × y;
cross-head and crosshead were standardised to
cross-head.
Page xii: illustration numbers have been added;
Diagrams from English Locomotive ... has been
changed to Diagrams from English Locomotives
... as in the illustration caption.
Page 40: a closing single quote mark was inserted
after ... do not require any governor,
Page 79: pièce de resistance changed to pièce de
résistance.
Page 91, illustration caption: English Locomtlvoes
changed to English Locomotives.
Page 175: ... told me had had supplied all the
money ... changed to ... told me he had supplied
all the money ....
Page 287: ... this they had been keen kept in
ignorance of ... changed to ... this they had been
kept in ignorance of ....
Page 294: b′ and c′ in the text changed to b¹ and c¹
as in the illustration.
Page 303: ... to very the speed ... changed to ... to
vary the speed ....
Page 331: ... before I left planning a smaller engine
... changed to ... before I left, planning a smaller
engine ....
Page 333: closing quote mark inserted after ...
employing six typewriters.
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