Norris Locomotive Works
| Company type | Private |
|---|---|
| Industry | Locomotive manufacturing |
| Predecessor | American Steam Carriage Company |
| Founded | 1832 in Philadelphia, Pennsylvania, United States |
| Founder | William Norris, Major Stephen H. Long |
| Defunct | 1866 |
| Fate | Plant shutdown, property sold to Baldwin Locomotive Works in 1873 |
| Successor | Baldwin Locomotive Works (property) |
| Headquarters | Philadelphia , United States |
Area served | United States, Europe, Canada, Cuba, South America |
Key people | William Norris, Septimus Norris, Richard Norris |
| Products | Steam locomotives (notably 4-2-0 models, Lafayette, Chesapeake) |
Number of employees | Several hundred (peak period) |
The Norris Locomotive Works, based in Philadelphia, was a prominent manufacturer of steam locomotives that produced close to one thousand units between 1832 and 1866. During this era, it held a commanding position in the U.S. locomotive industry and became the pioneer American exporter of locomotives, supplying widely favored 4-2-0 models to European rail networks and constructing the first locomotive deployed in South America.
Origins
Established in 1832 under the name American Steam Carriage Company by entrepreneur William Norris (1802–1867) alongside Major Stephen H. Long, a military engineer specializing in topography, the company concentrated on innovations in steam engine technology, including early designs capable of burning anthracite coal. Following Long’s exit, William Norris partnered with his brother Septimus Norris, who introduced several patented locomotive improvements, prompting a reorganization of the enterprise as Norris Locomotive Works.
Expansion and Achievements
A notable milestone was reached on July 10, 1836, when Norris tested the 4-2-0 locomotive George Washington on Philadelphia and Columbia Railroad’s steep Belmont Inclined Plane. This engine marked the first instance of a locomotive ascending a significant incline under its own power while transporting both passengers and freight, showcasing vital performance strengths that secured Norris’ market leadership. Subsequent exports of Norris 4-2-0 models to England fulfilled a previously unmet demand there.
In 1837, Norris introduced the Lafayette for the Baltimore and Ohio Railroad, which incorporated features such as a leading truck and outside cylinders directly powering the wheels. This model is considered one of the earliest examples of a standardized production locomotive globally and influenced American steam engine design standards.
By 1847, Norris had built America’s first ten-wheel locomotive, the Chesapeake, operated by the Philadelphia and Reading Railroad. Recognized as the world’s initial 4-6-0 type, it included important engineering advancements and was later adapted to use anthracite coal as fuel.
Throughout its history, the company experienced multiple reorganizations involving various members of the Norris family; by 1844 it was known as Norris Brothers amid financial restructuring before transitioning into Richard Norris and Son. Other family businesses existed separately but achieved limited success.
Norris Locomotive Works was a trailblazer in exporting American locomotives, with exports accounting for up to thirty percent of its output by 1840. Its locomotives ran throughout Europe—including England, France, German states, Belgium, Italy—as well as in Canada, Cuba, and South America. The La Copiapó, built in 1850, was South America’s first locomotive and had a lasting impact on international locomotive design.
William Norris further expanded his influence by presenting diplomatic gifts: scale models were given to dignitaries such as Tsar Nicholas I of Russia and King Louis Philippe I of France—the latter honoring him with a gold medal. Additionally, a miniature 4-4-0 locomotive was presented to Commodore Matthew C. Perry during his 1854 expedition to Japan, contributing to the establishment of the Far East’s inaugural railway near Yokohama.
Closure
During the 1850s, Richard Norris and Son stood as the foremost locomotive producer in the United States and potentially across the globe. The enterprise employed several hundred workers, with its manufacturing complex encompassing roughly ten buildings spread across multiple city blocks, now occupied by the Community College of Philadelphia campus. The firm's zenith occurred between 1857 and 1858; however, a decline followed as the Norris family’s involvement waned. Throughout the American Civil War, both production quality and volume diminished, resulting in the plant's shutdown in 1866, although some shipments were fulfilled shortly thereafter.
Situated near the intersection of 17th and Hamilton Streets in Philadelphia, Pennsylvania, the factory occupied land that was once part of Andrew Hamilton's Bush Hill estate—an area that served as a hospital during the 1793 yellow fever outbreak. Its location was adjacent to the Philadelphia and Columbia Railroad, which was subsequently acquired by the Reading Company.
The facility remained unused until 1873 when Baldwin Locomotive Works—the industry leader that had overtaken Norris—purchased the property. The original Norris structures remained standing until 1896, at which point a portion of the site was cleared to construct the third Philadelphia Mint. This mint building still exists today as a component of the Community College of Philadelphia campus. Presently, no physical remnants of either the Norris or Baldwin manufacturing plants survive.
References
- Brian Reed, The Norris Locomotives, LOCO Profile 11, Volume 1 (Windsor, Berkshire, England: Profile Publications Ltd., 1971)
- John H. White, Jr., Once the Greatest of Builders: The Norris Locomotive Works, Bulletin 150 (Westford, MA: Railway & Locomotive Hist. Soc., Spring 1984).
External links
- "Locomotive Steam Engine of William Norris, Philadelphia" (1838), a tri-lingual pamphlet produced by Norris with accounts of the George Washington trials (at the Internet Archive)