truck being at the rear end of the tender, and the driver placed well
in advance of the fire-box, so that the maximum weight of both engine
and tender rested upon the drivers. In thus removing the drivers from
the proximity of the fire-box, abundant facility is afforded for
widening the fire-box, so as to obtain a grate area as large as that
of the Wootten engine or of a stationary boiler. It seems to me the
increase of grate area can be obtained only by widening; for a length
of more than six or seven feet is very hard upon the fireman. You
certainly cannot get more power by deepening present fire-boxes,
except by an enormously increased waste of fuel, which all will
concede is already sufficiently extravagant.

In arriving at the conclusion of these hasty and I fear somewhat
incoherent remarks, I would say that the object aimed at for the
improvement of the locomotive would be reached, first, by making steam
economically, by employing such increased grate area as will permit
running thin fires and moderate or comparatively slow draught; and,
secondly, in economically using the steam which has been economically
made by compounding the engine.

I have given you merely the views of an "outsider," who has had a
somewhat extensive experience in stationary engineering, and who has
observed locomotive practice in many parts of the world. These views
are offered for what they are worth, as suggestions for future thought
in designing engines, and as a sort of refresher upon rudimentary
points which long familiarity with every-day phenomena causes us at
times to overlook. I trust that your deliberations may aid in the
speedy reduction of the expenses of transporting freight and
passengers, for the benefit of the railroad companies and, in their
turn, the advantage of the people at large.