Henry Roe Campbell
a Harper's Magazine article in March 1879 noted that the impact Campbell's design played in railroad development in the United States when it wrote: English railroads were short, solid, straight and level, and laid with the best rails in the world; and their massive and powerful, and rigid-framed engines are thoroughly adopted to those perfect roads.
Over these eccentric roads the American locomotive adjusts itself to every change of level both across and along the line; it takes curves that would be impossible for the rigid English engine; and, finally, it runs over a crazy track, up hill and down, in perfect safety.
[4]Not only did the new American Type steam locomotive deliver more horsepower, tractive effort, and reliability it also laid the groundwork for locomotive engineering in the 19th century with boilers mounted horizontally (instead of vertically), smoke stacks mounted vertically at the front to expel the smoke and cinders away from the crew and passengers.
This design also provided greater protection with an enclosed cab and many other features including things like cowcatchers, front-mounted headlamps/lights, etc.).
As a young person, Henry Campbell learned architecture and civil engineering while working as an apprentice to his father.
[12] During this period, Campbell became quite busy designing other rail lines and structures while still employed as the PG&N's chief engineer.
[3] In March 1835, Campbell reported on his engineering recommendations for the proposed railroad alignment starting near the Columbia Bridge over the Schuylkill River and converged with the existing State owned railway on Lancaster pike.
[3] One of the most visually striking features of a steam locomotive is its wheel arrangement which is largely a function of its intended application and purpose.
[15] The fundamental principle of design for 19th century steam locomotives was tractive force which relies on adhesion.
[16] A switching locomotive for example, is relatively low-powered but with a high starting tractive effort for getting heavy cars rolling quickly.
These locomotives are geared to produce high torque but are restricted to low top speeds and have small diameter driving wheels.
[18][page needed] Still, Baldwin's problems arose from defective exhaust pipes, valve gear and steam joints, all required reconstruction.
By 1835, strap rails laid on wooden stringers were still the rule, and the Beaver Meadow railroad which was the site of the recent improvements with Jervis' 4-2-0, was considered particularly substantial with strap rails, 2.5 inches wide, laid on substantial pine stringers.
[18][page needed] Campbell's solution to the problem of weight distribution and tractive effort was to develop two coupled drivers, one in front of the boiler and one at the rear with a two axle lead truck.
But by 1845, the advantages were apparent and Matthias Baldwin unable to sell any of its proprietary 4-2-0 designs, bought the Campbell and Harrison patents.
[5] Campbell was resident engineer[23] for the construction by the Philadelphia and Erie Railroad of a freight classification yard and repair facility at Renovo, Pennsylvania in 1866.
The Eastwick & Harrison Company beat him to the punch on this much needed design improvement, delivering its first, the Hercules (locomotive) to the Beaver Meadow Railroad in 1837.
