The First Quarter-Century of Steam Locomotives in North America / Remaining Relics and Operable Replicas with a Catalog of Locomotive Models in the U. S. National Museum. United States National Museum Bulletin 210

by Smith Hempstone Oliver

Three Grasshoppers

As a result of the success of Phineas Davis’ York on the Baltimore and Ohio (see [p. 24]), about 18 more small locomotives with vertical boilers were built for the B & O between 1832 and 1837, the first few by Davis[2] and his partner Israel Gartner,[3] several by Charles Reeder, and the remainder by George Gillingham and Ross Winans. These machines, with their vertical cylinders and their walking beams, earned the name “grasshopper” because of their peculiar appearance when under way.

Of the many “grasshoppers” constructed, three have survived. The earliest, the John Quincy Adams, was built in July 1835 and is now exhibited in Carillon Park at Dayton, Ohio, where it has been for several years, the gift of the Baltimore and Ohio. The remaining two, the Andrew Jackson and the John Hancock, were built in 1836 and are now housed in the B & O Museum at Baltimore.

The history of these three locomotives is somewhat complicated. All were in use at the Mount Clare station in Baltimore as recently as 1892, then serving as switching engines. At that time, with a fourth, the Martin Van Buren of 1836, they were retired from active service so they could be modified for the exhibit the B & O was planning for the following year at the World’s Columbian Exposition.

As it was the desire of the B & O to show in this exhibit some earlier “grasshoppers,” the Andrew Jackson ([figure 38]) was altered to resemble the first “grasshopper” built, Davis’ Atlantic of 1832 ([figure 39]); while the John Quincy Adams was rebuilt to resemble the Traveller (originally named the Indian Chief) of 1833.

The John Hancock, unaltered, was merely renamed the Thomas Jefferson ([figure 40]), a “grasshopper” of 1835. Why the John Quincy Adams, itself built in 1835, was not used for this purpose under its original name, is not now understood. (The Martin Van Buren, now no longer in existence, was altered considerably at that time to resemble the Mazeppa, a so-called “crab” engine of 1838.)

Figure 38.—Andrew Jackson, bearing number “7,” in a photo taken between 1850 and January 1, 1884, at which time it was renumbered “2.” Note tender.

Figure 39.—Andrew Jackson, as remodeled to resemble Atlantic, with Charles B. Chaney at throttle—a photo taken at B & O Mount Clare shops, July 7, 1912. Note wooden barrel used as water tank.

The original Andrew Jackson, ever since called the Atlantic ([figure 41]), has appeared at many railroad pageants throughout the East ([figure 42]); in 1935 and 1936 it was on exhibit in the National Museum ([figure 43]). The John Hancock, on the other hand, was recently given back its original name ([figure 44]) after having carried the incorrect appellation Thomas Jefferson for about 60 years. Many railroad historians of recent times have apparently not been aware of the name-switching involving these two locomotives, which are now part of the permanent collection in the B & O Museum.

Figure 40.—John Hancock, bearing name Thomas Jefferson, at the Fair of the Iron Horse, September 30, 1927. When first placed in service, “grasshoppers” did not use metal water tanks.

Figure 41.—Recent photo of so-called Atlantic. Note absence of side rod that originally connected the two axles.

Figure 42.—So-called Atlantic in 1935, with modern reproductions of the famous Imlay passenger coaches used on B & O in the 1830’s.

Figure 43.—So-called Atlantic on exhibition in National Museum hall of transportation, in 1935.

Figure 44.—John Hancock photographed during a recent appearance.

Figure 45.—John Quincy Adams as restored for exhibition at Dayton, Ohio. This is the oldest complete American-built locomotive in existence. Metal water tank is not original.

The John Quincy Adams ([figure 45]), recently restored and repainted and no longer referred to as the Traveller, is the oldest complete American-built locomotive in existence.

These “grasshoppers” burned anthracite, as did the York. The cylinders of the newer two of the survivors have a 22-inch stroke and a 12½-inch bore (according to the 10th annual report of the B & O, for 1836, p. 22) and originally operated on a steam pressure of 50 pounds per square inch. With their thoroughly overhauled boilers, they now operate on 75. The bore of the John Quincy Adams is slightly smaller, 12¼ inches (according to the 9th annual report of the B & O, for 1835, p. 24), unless it has been increased by wear or replacement.

The wheelbase of each “grasshopper” is 49 inches, and the weight was originally about 8½ tons. The wheels, modern replacements, are about 34 inches in diameter but the original ones were several inches larger. All four wheels of each are (or were) connected by gearing and rods to the two cylinders. In converting the Andrew Jackson to represent the Atlantic, however, the side rods were removed so that only its rear wheels now serve as drivers, as did those of the original Atlantic.

It is of interest that at least one other “grasshopper” locomotive was built by Gillingham and Winans, but not for the B & O. Named the Columbus, this generally little known example was made in 1836 for the Leipzig to Dresden Railroad in Germany, and quite probably was the first American locomotive ever built for export. A description and illustration of it are found in the German publication “Hundert Jahre deutsche Eisenbahnen,” published in 1935.