FIG. 102.—EXPRESS PASSENGER LOCOMOTIVE, 1881.

In [Fig. 101] is shown a standard type of passenger locomotive of the period of 1863, and in [Fig. 102] is illustrated the period of 1881, which latter represents perhaps the greatest epoch of railroad building in the history of the world. According to Poor’s Manual, $1,000,000 a day was the estimated cash outlay on this account for the three years up to the close of 1882, during which period 28,019 miles of railroad were opened up in the United States, or more than enough to girdle the entire earth. Some idea of the wonderful growth of the railroad industry during this period is given by the following tables, which represent the yearly production of locomotives by the Baldwin Company alone for forty years prior to this period:

1842141856591870280
1843121857661871331
1844221858331872442
1845271859701873437
1846421860831874205
1847391861401875130
1848201862751876232
1849301863961877185
18503718641301878292
18515018651151879398
18524918661181880517
18536018671271881555
18546218681241882563
18554718692351883557

The present capacity of the Baldwin works is one thousand locomotives a year, and they have built up to this date about fifteen thousand locomotives, or nearly one-half of all the locomotives in use in the United States.

The successive steps of the development in detail of the various features of the locomotive are distributed over a long period, and are somewhat difficult to trace. The turning of the exhaust steam into the smoke stack was done by Trevithick as early as 1804, but its effect was greatly increased by Hackworth about 1827, who augmented its power by directing it into the chimney through a narrow orifice. This and the tubular locomotive boiler by Seguin in 1828, the link-motion in 1832, the steam whistle by Stephenson in 1833, the Giffard injector in 1858, and the Westinghouse air brake of 1869, are the most prominent features of the locomotive.