several things was first. It appears as though the little Tom Thumb was the first engine built in America which actually pulled weight on a regular railway, while the much larger Best Friend was the first to haul cars in regular daily service.

The West Point Foundry followed its first success with the West Point, which also went into service on the Charleston and Hamburg Railroad, and then built for the newly finished Mohawk and Hudson (the first link in the New York Central Lines) the historic De Witt Clinton. This primitive locomotive and the cars it drew may be seen today in the Grand Central Station in New York.

Meanwhile, the Stevens brothers, sons of John Stevens, were engaged in the construction of the Camden and Amboy Railroad. The first locomotive to operate on this road was built in England by George Stephenson. This was the John Bull, which arrived in the summer of 1831 and at once went to work. The John Bull was a complete success and had a distinguished career. Sixty-two years old, in 1893, it went to Chicago, to the Columbian Exposition, under its own steam. The John Bull occupies a place today in the National Museum at Washington.

With the locomotive definitely accepted, men

began to turn their minds towards its improvement and development, and locomotive building soon became a leading industry in America. At first the British types and patterns were followed, but it was not long before American designers began to depart from the British models and to evolve a distinctively American type. In the development of this type great names have been written into the industrial history of America, among which the name of Matthias Baldwin of Philadelphia probably ranks first. But there have been hundreds of great workers in this field. From Stephenson's Rocket and the little Tom Thumb of Peter Cooper, to the powerful "Mallets" of today, is a long distance-not spanned in ninety years save by the genius and restless toil of countless brains and hands.

If the locomotive could not remain as it was left by Stephenson and Cooper, neither could the stationary steam engine remain as it was left by James Watt and Oliver Evans. Demands increasing and again increasing, year after year, forced the steam engine to grow in order to meet its responsibilities. There were men living in Philadelphia in 1876, who had known Oliver Evans personally; at least one

old man at the Centennial Exhibition had himself seen the Oruktor Amphibolos and recalled the consternation it had caused on the streets of the city in 1804. It seemed a far cry back to the Oruktor from the great and beautiful engine, designed by George Henry Corliss, which was then moving all the vast machinery of the Centennial Exhibition. But since then achievements in steam have dwarfed even the great work of Corliss. And to do a kind of herculean task that was hardly dreamed of in 1876 another type of engine has made its entrance: the steam turbine, which sends its awful energy, transformed into electric current, to light a million lamps or to turn ten thousand wheels on distant streets and highways.

CHAPTER IV

SPINDLE, LOOM, AND NEEDLE IN NEW ENGLAND

THE major steps in the manufacture of clothes are four: first to harvest and clean the fiber or wool; second, to card it and spin it into threads; third, to weave the threads into cloth; and, finally to fashion and sew the cloth into clothes. We have already seen the influence of Eli Whitney's cotton gin on the first process, and the series of inventions for spinning and weaving, which so profoundly changed the textile industry in Great Britain, has been mentioned. It will be the business of this chapter to tell how spinning and weaving machinery was introduced into the United States and how a Yankee inventor laid the keystone of the arch of clothing machinery by his invention of the sewing machine.

Great Britain was determined to keep to herself the industrial secrets she had gained. According to the economic beliefs of the eighteenth century,