American inventions and inventors . ers, and six more freight cars all loaded. Ahead of thetrain, or procession, as it might be called, rode a man onhorseback, carrying a flag bearing the motto, The privaterisk is the public benefit. When the train started, crowds ofpeople ran along by its side, for a time easily keeping upwith it. Finally, however, Stephenson called to the horse-man to get out of the way and, putting on steam, drove theengine at the rate of fifteen miles an hour. The future ofthe locomotive was assured. Americans were ready for new methods of years after the o
American inventions and inventors . ers, and six more freight cars all loaded. Ahead of thetrain, or procession, as it might be called, rode a man onhorseback, carrying a flag bearing the motto, The privaterisk is the public benefit. When the train started, crowds ofpeople ran along by its side, for a time easily keeping upwith it. Finally, however, Stephenson called to the horse-man to get out of the way and, putting on steam, drove theengine at the rate of fifteen miles an hour. The future ofthe locomotive was assured. Americans were ready for new methods of years after the opening of the first passenger steam-railway in England, the Baltimore and Ohio Railroad be-gan to construct a line from Baltimore westward, and intwo years fourteen miles were opened to travel. For ayear, however, horses were used as motive power; in1831, the road advertised for locomotives. Meanwhile anengine, called the Stombridge Lion, was brought overfrom England, in 1829, and used on a line built by the TRAVEL—RAILROADS. 227. OLD-STYLE RAILROAD TRAIN. Delaware and Hudson Canal Company. It was found tobe too heavy and was abandoned. The second locomotiveused in this country, The Best Friend of Charleston,was built in New York City, and was run on the SouthCarolina Railroad. The locomotive and the railroad had come, such as theywere. The locomotive had its boiler and its smokestack, itscylinders and driving wheels; but it had no cab for the engi-neer and the fireman, and no brake to stop the tender was but a flatcar, carrying fuel andwater. The cars weremerely stagecoaches madeto run on rails, and in noway were the passengersprotected from the smoke and cinders of the burning this poor, inconvenient railroad was a great advancein itself, and it foretold greater advances in the days tocome. In 1835, five years after the opening of the first steamrailroad in the United States, there were twenty-threeroads and over a thousand miles of track. After 1835, ana
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