thus moving the valves to the proper position and stopping the engine
at the exact point desired.

The reversing gear was a very complicated affair. The two eccentrics
were secured to a sleeve or barrel, which fitted loosely on the crank
shaft, between the two cranks, so as to turn freely. A treadle was
used to change the position of this loose eccentric sleeve on the
shaft of the driving wheel (moving it to the right or left) when it
was necessary to reverse. Two carriers were secured firmly to the body
of this shaft (one on each side of the eccentrics); one carrier worked
the engine ahead, the other back. The small handle on the right side
of the boiler was used to lift the eccentric rod (which passed forward
to the rock shaft on the forward part of the engine) off the pin, and
thus put the valves out of gear before it was possible to shift the
sleeve and reverse the engine.

Great similarity will be noticed in the American locomotives built for
many years after the arrival of the "John Bull," especially in the
matter of making the keys, brasses, etc., on the connecting rods, and
in the construction of valves, fire box and tubes. Even the old plan
of setting the ends of the exhaust nozzle high up in the smoke box,
which was discontinued when the petticoat pipe came in use, is now
again resorted to in connection with the extended smoke box of modern
locomotives.


FIRST TRIAL OF THE LOCOMOTIVE.

Mr. Dripps informs me that, after many attempts, he succeeded in
putting the parts of the engine together, and when it was placed in