--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
equip the roads they build; for none others are so well acquainted
with the road as those who from a thorough knowledge of the matter
have established the grades and the curvatures.

The difference between adaptation and non-adaptation will plainly be
seen by the comparison below. The railway from Boston to Albany may
be divided into four sections, of which the several lengths and