Rogers Locomotive- Works.— Thomas Rogers withdrew from the firm of Godwin, Rogers & Co. in June, 1831, with a view to organizing a new firm, two New York capitalists and financiers having agreed to join him in a new venture. He drew out of the old firm the handsome sum of $36,000. His associates in the new enterprise were Morris Ketchum and Jasper Grosvenor, and the firm-name was Rogers, Ketchum &, Grosvenor. Messrs. M. & A. Ketchum had been the New York agents for several years of Godwin, Rogers & Co., which doubtless led to the formation of the new concern. The firm lost no time in preparing to get to work, and in the fall of 1831 they leased mill-seats on both sides of Spruce Street, and on the west side began the erection of "The Jefferson Machine and Cotton Manufactory," a large stone building, about fifty by one hundred feet, four stories high, with attic equivalent to another story. It was intended to devote only the two or three lower stories to the machine business, and to use the upper stories for cotton-spinning, but before the building had been fairly got in running order it was found that it would be all needed for machine-making. There was a grand turn-out by the mechanics of the town in honor of the new mill, it being considered a marked event in the history of the place. If the men had foreseen what a mighty establishment was destined to grow out of that single mill they might well have deemed its beginning an event of unequaled importance in the history of Paterson’s progress. The Jefferson Mill is to this day a splendid structure, having few equals in point of solidity. It was a decided advance on the mill architecture of the day in many respects. About 1855 it was partially rebuilt, three high stories being substituted for the original four low stories. On the lot on the east side of Spruce Street time firm put up a small foundry during 1833. They got a contract to furnish the iron-work for the railroad bridges then being built over the Passaic and Hackensack Rivers for the Paterson and Hudson River Railroad, and about the same time an order came from the South Carolina Railroad for one hundred sets of wheels and axles. These orders directed the attention of Mr. Rogers to railroad work generally, and he next began making wrought-iron tires for car-wheels; he did not succeed at first, but finally mastered all difficulties. Thus encouraged, he even began to dream of the possibility of making locomotives in Paterson. When the "McNeill," the first locomotive on the Paterson and Hudson River Railroad, was brought to Paterson, Mr. Rogers began to think it was quite possible that another like it might be built. In 1835 the firm erected a two-story stone structure, about fifty by seventy-five feet, at the southeast corner of Market and Spruce Streets, for a millwright-shop. In the fall of 1836 a two-story brick building, forty by one hundred feet, was erected on the east side of Spruce Street, nearly opposite the present office, for a locomotive-shop, by which name it was known for thirty-five years. When the "McNeill" was brought to Paterson it lay for some weeks in pieces, just as it had been brought from England, and nobody was at hand to put it together. This gave Mr. Rogers an excellent opportunity to study its construction, which he was not slow to take advantage of. One Hodge, an English draughtsman of much skill, was employed to make drawings for an engine of the same model as the "McNeill." He worked away at them for a long time, but the engine made slow progress, amid Mr. Rogers finally discharged him. Then Mr. William Swinburne, who was the pattern-maker for the works, proposed to make the drawings and the patterns for the engine. His offer was gladly accepted, and he went confidently to work, preparing the drawings and patterns, and superintending the construction in every department.

It was a daring experiment, but after much trying and more than a year of hard work the new engine was completed to the satisfaction of all concerned. It was called the "Sandusky." It had one pair of driving-wheels, situated forward of the furnace; they were 4 1/2 feet diameter; the cylinders were eleven inches in diameter, by sixteen inches stroke; the truck had four 30-inch wheels. This little engine was about the size of those now run on the New York Elevated Railroad. It was in some respects an improvement on its model, Mr. Rogers having introduced a novel feature, "counterbalancing," since adopted in most locomotive engines. For this he filed a specification in the Patent Office, dated July 12, 1837. He also cast the driving-wheels with hollow spokes and rim, and in other particulars anticipated the driving-wheel now in general use on the railroads of America. He also set the front-wheeled truck under the forward part of the engine. The "Sandusky" made a public trial trip on Oct. 6, 1837, running from Paterson to Jersey City, and thence to New Brunswick, and back, the trip being entirely satisfactory to all concerned. It was designed for the New Jersey (now the Pennsylvania) Railroad, but was sold to the Mad River and Lake Erie Railroad Company, and shipped on October 14th; the price was $6750. There was no railroad west of Paterson, so the engine was taken to pieces, boxed up, and sent by schooner and canal-boat to Ohio, in charge of Thomas Hogg, an employé of the Rogers Works, who had been occupied on the engine from the first. He put it together at its place of destination, and as soon as the track was laid— which was required by the Legislature to be four feet and ten inches gauge, to conform to the gauge of the locomotive— he ran the new iron horse for a short time, to show the railroad hands how to do it. Then he made preparations for his return home. But the railroad company would not listen to such a thing. He must stay; and stay he did, for in more than forty years, occupying a responsible position in the employ of the company as long as he chose to retain it, being master-mechanic of the road for thirty years or more. The second engine produced at the Rogers Works was the "Arreseoh," for the New Jersey Railroad. It was shipped Feb. 19, 1838. It was similar to the first. The "Clinton" was completed in April, 1838, for the Lockport and Niagara Falls Railroad; its cylinders were ten by eighteen, and its gauge was four feet eight and one-half inches. The "Experiment" was turned out in June for the South Carolina Railroad. In October three were finished, and in November only two. Thus it will be seen that, whereas it took eighteen months to make the first engine, seven were completed in the next year. An eight-wheel engine was turned out in 1844, a ten-wheel engine in 1848, and the first "Mogul" was made at these works in 1863, since which date it has become popular with all the great railroads. It would take many pages to enumerate all the improvements in the construction of locomotives which have been originated at these works.* Mr. Rogers was himself a man of great quickness of perception, and was always ready to act on the suggestions of others as well, and from the first had the best available talent, including the men who subsequently started the locomotive business elsewhere in the city. For thirty years the establishment had the advantage of the talents of William S. Hudson, who was acknowledged to be one of the foremost men in the United States, if not in the world, as a locomotive mechanic. The fame of the engines spread widely at an early day. In 1841 a locomotive was sent to Cuba, and that led the way to a constant succession of orders thence since that time, so that to-day most of the locomotives running in Cuba are from the Rogers Works. It was three years later that the first engine was built for the home road, that running from Paterson to New York,— "a prophet is not without honor," etc.

Most of the early engines used on the New York Central Railroad or its predecessors were built at these works. The first large order came in 1853 from the Illinois Central Railroad for one hundred engines. Most of them are still in use. This rapid extension of the business necessitated the enlargement of the works, and the old buildings were made larger and new ones were built, until the block bounded by Spruce, Market, Pine, and Oliver Streets was more than half occupied by the various shops. More property was also taken in on the west side of Spruce Street. A charter had been obtained by Mr. Rogers and his associates in 1838, under the title of the "Jefferson Machine-Works," but they never organized under it, continuing as Rogers, Ketchum & Grosvenor until 1856, when Mr. Rogers acquired a controlling interest in the business. Then an act of the Legislature was secured, changing the title of the old "Jefferson Machine-Works" to the "Rogers Locomotive and Machine-Works," under which he organized the company and transferred the property to it. The establishment has been since conducted in the corporate name. The old firm had in the preceding nineteen years turned out six hundred and eighty-six locomotives, an average of thirty-six a year. Now the capacity is just about ten times as great, a wonderful stride in twenty-five years. Mr. Rogers died in the spring of 1856, but the business has been continued on a constantly extending basis by his son, Jacob S. Rogers, and he could desire no grander monument than the immense establishment which bears his name, and which has grown out of the modest "Jefferson Manufactory" built by him half a century ago. About 1869 the company erected a great millwright-shop and blacksmith-shop on the site of the old Passaic Paper-Mill, at the southwest corner of Spruce Street and Stony road. On the night of Feb. 13, 1879, these shops were destroyed by fire. They were rebuilt without delay, but it took a long time to erect such immense structures. The main building on the corner mentioned is of brick, three stories high, with hip or attic roof equivalent to another story, one hundred and eighty-three feet on Spruce Street, by fifty-four feet deep, with an L one hundred and eighty-three by sixty-one feet. The building is nearly fire-proof, and is of the most substantial character throughout, besides being admirably lighted and ventilated. Adjoining this, next the raceway, is a blacksmith-shop one hundred and ten by thirty-five feet. It was in 1871 that the company began a general rebuilding and enlargement of the works, which had become necessary in order to keep abreast of the times. In March of that year the old millwright-shop at the corner of Spruce and Market Streets was demolished, and in its place was put up one of the largest and finest mill structures in Paterson at that time, two hundred feet on Spruce Street by fifty-six feet deep. This was for the erecting-shop, with two stories and attic above for machine-shops, etc. In the following October it was ready for use, and the first boiler was set up to be clothed upon with the externals which should transform that ungainly kernel into a first-class locomotive. In 1872 seventeen lots were bought on the same block, and new shops were erected: a foundry, one hundred and forty-five by one hundred and ten feet, with three cupolas; a fire-proof pattern-shop, thirty by one hundred feet, two stories high,— a boiler-shop, one hundred and twenty-seven by two hundred feet, with very high and well-ventilated roof; a blacksmith-shop on Pine Street, two hundred and fifty-three by eighty feet, one story high; a hammer-shop, two hundred by fifty-three feet, one story high, with several steam-hammers of from five to ten tons.

In the spring of 1873 the old locomotive-shop, which had been thirty years before extended all the way to Pine Street, so that it was forty by two hundred feet and two stories high, was removed to make way for other shops more modern in construction. That shop was built with its gable end towards the street, and was so arranged that all the engines in process of construction were set up one behind the other, on a single track, so that only one engine could be got out, at a time. It was the scene of a terrific explosion about 1848, when a new locomotive exploded while being tested; several men were killed and a number of others badly injured. The locomotive was hurled up into the second story, and came down wrong side up, directly in a window or doorway in the front of the upper story. It was one of the most remarkable accidents that ever happened in a Paterson shop. While these extensive reconstructions of the old shops were going on, and everything was looking exceedingly bright for the future prospects of the establishment, and sixteen hundred men were as busy as they could be, on the 19th of September, 1873, there came suddenly out of the clear sky a dark cloud, which speedily enshrouded the land in such gloom that the day has gone down in history as "Black Friday." During the next two days telegrams came pouring into the Rogers Works from all parts of the country, countermanding orders for locomotives the completion of which had been strenuously urged but a few days before. Others, who had paid for their engines in notes and bonds, begged to have their paper taken care of. No man or company could tell what was going to happen next. The Rogers Company deemed it the part of prudence to shorten sail in the face of the storm which was sweeping with such fury over the land. So, on the night of the 28d of September, one thousand men were laid off. The remaining force was steadily reduced as their work was finished, and in the following January the last engine on the order-book was turned out. There were but one hundred and one hands left in the shops, and even this force was still further reduced, as there was nothing for them to do, until barely twenty men were employed in the whole vast establishment, and they simply as watchmen. Matters were very dull for four or five years. The railroad business had been the first to suffer from the panic, and it was the last to recover. In 1879 the locomotive business began to revive, and during 1881 it was brisker than ever before in the history of the Paterson shops. The reconstruction of the old buildings of the Rogers Works was resumed in 1880, when the old office and draught-room was torn down and replaced by a two-story and attic brick building, extremely rich and striking in its massive simplicity; it is of the finest dark-red brick, twenty-five by ninety-seven feet in area, and is fire-proof, the ceilings being brick arches laid in iron beams. The offices are on the first floor, and are fitted up with a quiet elegance unsurpassed in any mill in Paterson. The second floor is assigned to the use of the score or more of draughtsmen, who here have abundance of light. This building was occupied in January, 1881. During the latter year the old machine-shop on the northwest corner of Spruce Street and Stony road was rebuilt, and is now one hundred and fifteen by one hundred and five feet in area, three stories high, with an attic story besides. An immense skylight and large areas of glass in the floors below afford ample light by day. Work was begun on this building in March, 1881. This site was originally occupied by the calico-bleachery and print-works of Thomas Walker. Large reflectors are used in nearly all the buildings, making them light as day when lighted up at night.

During the past year or two additional land has been bought on the south side of Oliver Street, on which a tank and tender-shop has been built, two hundred by thirty-five feet in area, also a smith-shop, one hundred by twenty-four feet, for the blacksmith-work required in constructing tanks and engines. Two engine- and boiler-houses were built in the winter of 1881—82, to supply two hundred steam horse-power. There are other extensive buildings, used for storage and other purposes, in addition to those enumerated above, besides spacious coal-yards, etc. No greater contrast could well be imagined between the appearance of the buildings of the concern at the present day and those which comprised the works say in 1868, before the process of reconstruction had been begun. Then they were mostly small, ancient, and unattractive in aspect, with low ceilings, badly arranged and badly located with respect to convenience in getting work. It was evident at a glance that they had been put up and enlarged from time to time to meet the urgent demands of the moment, and without any idea of the future magnitude the business was destined to attain. This had gone on until it became impossible to continue in that way. Then Mr. Jacob Rogers began the reconstruction, steadily pursuing a settled and most far-seeing plan, looking to the indefinite expansion of the works, and adapting every department of the works to every other department, with a view to the utmost economy in time, labor, and space. These, however, were not the only considerations. The comfort and convenience of the workmen were regarded at the same time, and the new buildings had high ceilings, abundant light and air, and in winter were comfortably warmed. Moreover, some attention was paid to the architectural appearance of the new structures, which are therefore symmetrical and pleasing to the eye and a real ornament to the vicinity. There is a massive simplicity about them all, of course, which befits the character of the establishment, but there is nothing repellant about them, either inside or outside. As the old shops were removed most of the ancient tools in them were broken up and thrown into the scrap-heap, and new tools of the finest and most improved patterns were bought, many of them being built after original designs especially for these works. This has gone on until the several shops are fitted up with the best tools to be had for their respective purposes, and the Rogers Works are surpassed by none in this respect. Although it has been the settled policy of the company to do away with the old buildings and old tools, they have been very careful to retain the old hands as far as possible, and, as Mr. Hughes kindly says, they like to see the old men come around the works, even if they can do no work. Some of the employés have gone in and out of this establishment forty years or more. Among the oldest workmen here are James Christie, Cornelius Schoonmaker, Tunis Stagg, John Stagg, George Hollingsworth, and John King. Since 1870 the building of machinery, originally the sole business of the works, has been virtually abandoned to make way for the production of locomotives. Although all the improvements just described were not in use during the year 1881, the works turned out two hundred and twenty-five locomotives. During 1882 it is expected that the production will average thirty per month, or nearly one for every day in the year, Sundays and holidays included. An ordinary engine at the present time (February, 1882) sells for about $14,000, and a consolidation engine for $17,000 or $18,000, so that the value of the production in 1881 was about $3,500,000, and that of 1882 will probably be upwards of $5,000,000.

At the close of the year 1881 there were 1800 men employed in the works, the largest number ever borne on the pay-rolls, and their fortnightly wages amounted to $47,000, or at the rate of $1,200,000 yearly. These figures are a striking indication of the great importance of these works as an element of the prosperity of Paterson. Every style and class of engine of course is turned out at the Rogers Works, and their locomotives are sent to every part of the country, especially to the West and South. They have also filled orders for railroads in Cuba, Canada, Mexico, Central America, South America, Australia, New Zealand, and in 1881 they shipped nine locomotives to Spain, the first consignment of the kind ever made to that country from America. The president of the Rogers Locomotive and Machine Works is Jacob S. Rogers, the son of the founder of the concern. He attends to the business of the New York office and the financial management generally. Robert S. Hughes is, and for many years has been, secretary, and is now also treasurer and general manager of the business in Paterson. The following is a statement of the annual production of locomotives at this establishment from the commencement to the close of 1881: 1837, 1; 1838, 7; 1839, 11; 1840, 7; 1841, 9; 1842, 6; 1843, 9; 1844, 12; 1845, 14; 1846, 17; 1847, 22; 1848, 39; 1849, 45; 1850, 43; 1851, 53; 1852, 68; 1853, 89; 1854, 103; 1855, 82; 1856, 80; 1857, 95; 1858, the year after the panic, 19; 1859, 55; 1860, 84; 1861, the first year of the war, when the Southern trade was cut off, 43; 1862, 31; 1863, 70; 1864, 102; 1865, 95; 1866, 108; 1867, 73; 1868, 63; 1869, 118; 1870, 139; 1871, 162; 1872, 165; 1873, 217; 1874, the first year of the last panic, 25; 1875, 41; 1876, 20; 1877, 11; 1878, 45; 1879, 60; 1880, 111; 1881, 225. This makes a total of upwards of 3000 locomotives which have been turned out from this one Paterson establishment. They sold for between $30,000,000 and $40,000,000 in the aggregate, nearly all of which enormous sum has gone to build up Paterson and help support its population in the last forty-five years.