172:-burning locomotive, and was Superintendent of Motive Power for the line for many years. He is also credited with constructing the first iron deck girder bridge in the U.S. for the Baltimore & Susquehanna near Bolton in the period 1846–47. He was responsible for so many improvements to the basic Winans camel engine, that the class was referred to as "Millholland Camels". He is credited with designing a 12-wheeled camel engine, built in the P&R shops in 1863.
22:
466:. On the basis of his previous experience, Millholland favored cast-iron tires, shrunk onto the wheels. His father had experimented with steel tires around 1851–52, and they became standard later. Some early accidents on the C&P involved wheel failures. In 1872, Engine No. 11 broke a wheel below Frostburg, requiring the assistance of the work train, and delaying the pay car, according to the Frostburg Mining Journal.
261:. A former C&P master mechanic himself (1854–1855), Paul established shops in Cumberland and Frostburg. He built mine engines and smaller narrow gauge locomotives at his shops, but contracted with Mount Savage for his larger orders. His Frostburg works were located near the existing C&P Passenger station, and some of the buildings still stand in 1999.
418:, using them as early as 1855. His designs have them on the right side, under the engine running board. They are about 10 feet long, and 8 inches in diameter. These are a visible clue to engines produced in Mount Savage. Millholland is also responsible for the development of the poppet throttle, originally retrofitted on Camel engines in Pennsylvania.
269:
The following table shows some of the machinery used in the original shop. All of the rotating power machinery was driven by leather belts from overhead master shafts. These in turn, were powered by a stationary steam engine in the adjacent power house. A similar facility may be seen today at the
397:
was a favored lagging material. It was common for the slabs of the mineral to be machined to fit. This produced large clouds of asbestos dust that is now known to be a major carcinogen, a significant cause of lung cancer. The use of dust masks, hearing protection, and safety glasses was unknown at
134:
locomotive shops were established in Mt. Savage in 1866, under the direction of James
Millholland. The original locomotive shop was constructed of stone and was 90 feet x 250 feet in size with a 33-foot-high roof. An adjoining car shop, built at about the same time, was also of stone and was later
518:
Head lights were originally oil lamps. These units were box-shaped, and had an 18- to 22-inch parabolic reflector. They could cast a 1000-foot beam, sufficient for low-speed operation in darkness. An important improvement was introduced with the advent of lamps powered by carbide. Similar to the
213:
Initially, the work supervised by
Millholland at the Mt. Savage Shops was limited to repairing and rebuilding the Winans Camels and other early C&P locomotives. The shop force gained much hands-on experience during the first twenty years; at least 15 of the C&P's camel-backed locos were
180:
His son, James Junior, was 24 when the family moved to Mt. Savage. He had been born in
Reading in 1842, and had apprenticed in the railroad shops. He also joined the C&P, becoming Master Mechanic, and was vice president by the time his father retired. He left the C&P in 1879 to join the
345:
Locomotive manufacturing during this period was hard, heavy, dangerous work. It proceeded according to numerous 'rules of thumb' developed by the master mechanic over the years. Innovations were introduced slowly. There were continuous efforts to reduce costs, and increase performance. Weight
234:
unit in 1868. This could have been a modification to a Winans Camel. By the 1880s, the shops that
Millholland had set up apparently had built quite an extensive operation, able to offer custom built locomotives for sale in addition to meeting the requirements of the parent C&P.
242:. The catalog listed five types of engines for sale, and their specifications. Evidence was that the catalog was successful, and numerous sales to other roads resulted. This helped finance production for the home road, spurred development, and helped employment.
527:, which burned with a bright light. Later, electric lamps and generators were fitted. C&P tenders were also fitted with lamps on the rear, since the engines frequently operated in reverse on the various coal branches where they could not be turned.
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were usually cast in halves, assembled, and bored to size. This represented the most complex and expensive operation of the whole locomotive assembly. In 1856, it was common for the boring operation to consume 2 days. The
253:
Engine production was active between 1885 and 1917. Engines were produced for other roads as well. The production figures for 1882 list 19 passenger and freight engines outshopped, with 16 more in 1883.
218:. It was a modernization project in which, among other things, the cab was relocated from on top of the boiler to the rear position. The C&P shops also provided repair services to its rivals in the
230:
Initially, the Winans Camels and other early locomotives were extensively rebuilt, and much hands-on experience was gained during the period from 1866 to 1888. The first recorded engine 'build' was a
164:, and he was credited with many important locomotive innovations. He came in 1866 as the President of Consolidation Coal, and of the C&P. He resigned in 1869, to his estate on the Valley Road, in
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showed that a team of 14 men could build a locomotive in 15 days. This was assuming the parts were on hand. A locomotive is a carefully integrated collection of a large number of specialty parts.
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was not yet a developed technology, particularly for a pressure vessel. Boiler tubes were typically iron tubing of 2 inches diameter. They were lap welded, and reportedly difficult to flange.
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The period beginning in 1883 was an exciting one for heavy manufacturing in Mount Savage. A locomotive catalog was issued for the Works by their agent, Thomas B. Inness & Co. of
Broadway,
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reduction was not desirable, as weight-on-drivers contributed directly to tractive effort. Locomotive frames were usually riveted, built-up construction, of
185:. The younger Millholland was tasked with building the C&P shops, to maintain the mixed fleet of motive power. He had the right experience for the job.
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valuation. He equipped the shops with metal working machinery from Bement & Dougherty, probably a predecessor of Wm. B. Bement & Son of
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for boiler water level were not popular until the 1890s. Part of the problem was production of the proper glass, and the sealing of the gauge.
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152:. Millholland was a master mechanic and an "advocate of plain engines and simplicity." He had extensive experience in keeping
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54:
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rebuilt at Mt. Savage (some twice). Typical of the rebuilds was the engine
Highlander, a Winans Camel inherited from the
161:
377:. There is a long way between watertight and steam tight. Later, double riveting, and reinforced butt joints were used.
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was constructed of 5/16-inch wrought iron, starting as plate, and rolled to shape. The lap joints were single
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414:, based on the favorable experience with them on the Reading line. He was also an early advocate of
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for pressure readings was patented in 1849. A rival gauge was developed in 1857 by Wooten. Glass
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393:, to reduce heat loss, and increase efficiency. Wood slats were used originally. After 1900,
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James
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were usually 6-inch-diameter wrought iron. Driving wheels were fitted with replaceable
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were all animal fat based, and only suitable for low temperature applications. Later,
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Stakem, Patrick H. "Cumberland & Pennsylvania
Railroad Revisited," 2002,
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lamps used by miners, these lamps used the reaction of water and the mineral
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extended with a wooden structure. These buildings still stand in Mt. Savage.
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The car shop would build the wooden parts of the engine, such as the cab.
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horizontal boring and drilling machine, table size 24 inches x 44 inches
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wooden jib crane, 20-foot mast, 15-foot boom, 4.5-ton capacity, C&P
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up the main line from Mount Savage for customer acceptance testing.
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engines proved so popular a product that the works installed a
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Equipment from Bement & Dougherty, unless otherwise noted
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One particularly good customer was T. H. Paul & Sons of
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the time. The boiler shops were a haze of asbestos dust.
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punch & shear, 30-inch throat (used for rivet holes)
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Defunct locomotive manufacturers of the United States
494:based lubricants provided much better performance.
46:. Unsourced material may be challenged and removed.
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892:Industrial buildings and structures in Maryland
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168:. He was credited with developing the first
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336:Fulton 500-pound power hammer (for forging)
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502:Engine safety appliances were sparse. The
156:engines running from his earlier work in
106:Learn how and when to remove this message
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292:18-inch x 24-inch engine lathe, C&P
289:18-inch x 48-inch engine lathe, C&P
122:was a railroad workshop established at
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357:According to White, experience at the
183:George's Creek and Cumberland Railroad
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298:car wheel boring mill, 48-inch table
162:Baltimore & Susquehanna Railroad
132:Cumberland and Pennsylvania Railroad
44:adding citations to reliable sources
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283:engine lathe, 28-inch x 8-foot bed
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55:"Mount Savage Locomotive Works"
31:needs additional citations for
458:were typically cast iron, and
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868:List of locomotive builders
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176:James Millholland, Junior
144:James Millholland, Senior
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341:Manufacturing procedures
188:Millholland bought good
359:Norris Locomotive Works
272:East Broad Top Railroad
124:Mount Savage, Maryland
474:Connecting rods were
216:Mount Savage Railroad
209:Repair and rebuilding
150:Reading, Pennsylvania
406:Millholland favored
40:improve this article
274:, in Pennsylvania.
482:were brass and/or
326:Tice shaper/molder
323:Lowell drill press
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51:Find sources:
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35:
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29:This article
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18:
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846:Westinghouse
801:Rhode Island
776:Mount Savage
775:
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508:sight gauges
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486:. The early
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444:piston rings
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369:The typical
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348:wrought iron
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244:Narrow gauge
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198:Philadelphia
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158:Pennsylvania
154:Winans camel
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38:Please help
33:verification
30:
821:Schenectady
646:MotivePower
523:to produce
350:and later,
881:Categories
866:See also:
856:Willamette
786:Pittsburgh
756:Manchester
686:Bombardier
604:Brookville
579:locomotive
531:References
488:lubricants
402:Water feed
248:third rail
170:anthracite
166:Cumberland
96:April 2014
66:newspapers
826:St. Louis
711:Davenport
626:Railpower
492:petroleum
437:cast iron
428:cylinders
422:Cylinders
412:injectors
408:Giffard's
259:Frostburg
226:New build
160:with the
139:Personnel
851:Whitcomb
836:Tredegar
811:Richmond
796:Portland
581:builders
480:bearings
395:asbestos
312:Car shop
240:New York
831:Taunton
741:Hinkley
716:Dickson
681:Baldwin
669:Alco-GE
657:Defunct
631:Siemens
587:Current
433:pistons
385:Lagging
379:Welding
375:riveted
365:Boilers
80:scholar
841:Vulcan
816:Rogers
791:Porter
781:Norris
746:Jewett
701:Climax
691:Brooks
636:Wabtec
594:Alstom
540:
498:Gauges
478:, and
410:water
391:lagged
371:boiler
232:0-10-0
130:. The
82:
75:
68:
61:
53:
761:Mason
736:Grant
731:Globe
706:Cooke
676:Atlas
514:Lamps
464:tires
460:axles
441:brass
435:were
352:steel
87:JSTOR
73:books
751:Lima
664:ALCO
609:NREC
538:ISBN
476:cast
454:The
426:The
118:The
59:news
766:MLW
726:GMD
696:CLC
619:EMD
194:ICC
42:by
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128:US
126:,
570:e
563:t
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103:(
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84:·
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