ul how complete the "Rocket"
was, all things considered. The modern improvements made on locomotives
consist chiefly in clothing the boiler with wood, felt, and other
non-conductors to increase the life-giving heat; in heating the
feed-water, coupling the driving-wheels, working the cylinders
horizontally, economising steam by cutting off the supply at any part of
the stroke that may be required, and economising fuel by using raw coal
instead of coke, and consuming the smoke, besides many other minor
contrivances, but all the great principles affecting the locomotive were
applied by George Stephenson, and illustrated in the "Rocket."

It is no wonder that the first Iron Horse was clumsy in appearance and
somewhat grotesque, owing to the complication of rods, cranks, and other
machinery, which was all exposed to view. It required years of
experience to enable our engineers to construct the grand, massive,
simple chargers which now run off with our monster-trains as if they
were feathers. When the iron horse was first made, men were naturally
in haste to ascertain his power and paces. He was trotted out, so to
speak, in his skeleton, with his heart and lungs and muscles exposed to
view in complex hideosity! Now-a-days he never appears without his skin
well-groomed and made gay with paint and polished brass and steel.

We have said that the "Rocket" drew thirteen tons at nearly thirty miles
an hour. Our best engines can now draw hundreds of tons, and they can
run at the rate of above sixty miles an hour at maximum speed. The more
ordinary speed, however, for passenger-trains is from thirty to
forty-five miles an hour. The weight of the "Rocket" was six tons.
That of some of our largest engines with tenders is from forty to above
fifty tons.

From the time of the opening of the old Manchester and Liverpool Railway
in 1830 to the present day--a period of little more than forty years--
railway construction has gone forward throughout the land--and we may
add the world--with truly railway speed, insomuch that England has
become covered from end to end with an absolute network of iron roads,
and the benefit to our country has been inconceivably great. It would
require a large volume to treat of these and correlative subjects, as
they deserve.

Two hundred years ago the course of post between London and Edinburgh
was one month; before an answer could be received two months had to
elapse! About a hundred years later