American railways have a rich history and played a very important role in the development of the state. Currently, this transport in the country does not use such great popularity as aviation and automotive species. Many trains are rather exhibits. They travel except for romance and people who are afraid to fly by plane. Yes, and the price of the ticket here is usually not very different from the cost of the flight.
Brief comparison with Russian railways
Railway Russia and USA is different. If the total length of the domestic highway is 87 thousand kilometers, then Americans have 220 thousand kilometers. The width of the rut in Russia is 1520 mm, and in the USA - 1435 mm, as in Europe. In our country in the industry are employed 1.2 million workers, while American highways serve only 180 thousand people. Only the same share of the industry cargo turnover, which in both countries is 40%.
Number
History of US Railways Began in 1815. Their development looked very promising due to the fact that at that time there were no developed cheap and rapid land transport. Then Railway company of New Jersey was founded by Colonel John Stevens. Initially, industrial branches began to be created for the transport of goods for small distances, for example, to export minerals from mines. Pennsylvanian railway, which began work in 1846, became the first company in the industry. After eight years later, its first route was officially put into operation, which connected Philadelphia and Harrisberg.
First locomotives
If the construction of the cloth of large problems did not arise, then the main problem with which collided first US RailwaysThe provision of thrust. In 1826, John Stevenson mentioned above designed and built his own steam locomotive. To test your brainchild, engineer has built his own circular track in New Jersey. Testing machines were successful. Three years later, Lastario Alain, being the main engineer of a large shipping company, proposed to use simple English steam locomotive. After successful testing, it began to be used on a branch between Carbonweil \u200b\u200band Honedale in Pennsylvania. In 1830, on the project of American Peter Cooper, the first locomotive was built in New York, designed for passenger traffic. Over time, he has proven himself as a very reliable car.
In the fifties of the nineteenth century, the so-called underground or underground railway. IN USA This was called representatives of one secret society. It was engaged in promoting the runaway slaves of African origin from the southern states to the north. In this case, the organization has not been associated with transport and transportation. Members of the organization simply used railway terminology that became popular in all American society.
Start of rapid development
It was after the emergence of the first diesel locomotives began to actively develop railways in the USA. In the 19th century The new has already made serious competition to shipping companies. A special impetus to his development was given a few experiments, which proved that the locomotive is able to overcome the distance of about three or four times faster than the steamer.
In 1830 there was a landmark event for the American railway transport. Then between the cities of Ohio and Baltimore in Maryland was launched and began to run on an ongoing basis the first passenger train. Initially, the public was extremely negatively related to the steam locomotives, calling them with devilish machines, but over time, most citizens became more clear that the future was lied by this transport.
If as of 1840 uS Railroad length was 2755 miles, then twenty years later, this indicator stepped over 30 thousand miles. The development of agriculture has also contributed to the construction of new routes. Since farmers worked on the market, they needed transport capable of raising quickly and in large volumes to take harvest.
Construction of a transcontinental railway
In 1861, civil war broke out between the North and South. Despite this, a year after it began, President Abraham Lincoln decided to which it was supposed to be built. It was assumed that the length of the highway would be almost three thousand kilometers. Contractors were at once two companies: Central Pacific (laid the cloth from the West to the East) and Union Pacific Railroad (led construction from East to West). In the center of the route assumed the so-called meeting point. Each of the companies sought the first to finish his site and win this kind of competition, so the work did not always be conducted according to plan. Many officials were assigned the funds allocated for the construction. If on the way railway were located settlements, their inhabitants were offered meager sums for land. Moreover, for bribes from mayors of some cities (they have been profitable to highlight), companies have repeatedly changed routes.
About 10 thousand workers from China and 4 thousand of Ireland were attracted to the construction. This was done to reduce the cost of work, because Americans did not agree to work for the proposed amount (at best, 1.5 dollars a day). Due to difficult working conditions, many builders died.
As a result, UNION PACIFIC RAILROD managed to lay 1749 kilometers of the canvas, and their opponents - 1,100 kilometers. This further had a favorable effect on further development "Winners", which in our days became one of the most powerful railway enterprises in the country. When the workers of two contractors met in 1869, a golden nail was scored in the sleeve, symbolizing two oceans.
The effect of the construction of a transcontinental railway
Many skeptics argue that then became the useless and meaningless idea of \u200b\u200bthe president. However, she subsequently played a very significant role for the state, creating a real revolution in the economy of the country and the migration of its inhabitants. In a short period of time, a huge number of Americans wishing to develop agriculture moved to fertile Western lands.
At the end of the nineteenth century, several more branches have appeared connecting two ocean directly. They were better thought out, and during the construction there are fewer disorders. First railway in the USA, laid from the East to is considered to be a dark spot of American history. This is not surprising, because the feat of two companies cannot eclipse the number of dead workers and left without a nod of families.
Development of railways after civil war
Civil war showed how important and efficient is railway transport in the transport of people, food and weapons. It is not surprising that in the future it became priority. The companies operating in the industry before the start of construction work provided subsidies. In particular, the government allocated from 16 to 48 thousand dollars for each mile of the canvas. In addition, the territory of 10 miles in both directions from the way went to the ownership of companies. We can call the fact that, since 1870, 242 thousand square miles of land were distributed over 10 years.
In the period from 1865 to 1916 was carried out in a grand scale. The total length of the paths during this time rose from 35 to 254 thousand miles. Moreover, at the beginning of the twentieth century, both passenger and freight transportation in the country were almost fully carried out by rail.
Lowering railways
During World War I, the railway sphere has passed under the control of the American government. Since that time, the industry gradually began to lose their advanced positions. In 1920, railways were returned to private property. However, at this time their condition deteriorated significantly. In the complex with the development of technical progress and other types of transport, this began to lead to a gradual decrease in the role of the industry for the state economy.
But also to magnify the importance that the industry played is not needed. First, a transport network was created, taking the entire domestic market of the state into a single whole. Secondly, the construction of the canvas contributed to a strong rise in such industries as transport engineering and metallurgy, due to high demand for rails, wagons and locomotives. Whatever it was, if until 1920, the development of railways was called the "golden epoch", then it is safe to say that since this time she ended at least.
Today's condition
Currently, few people travel in the US by rail. This is primarily due to the good development of aviation messages. Yes, and the cost of train tickets and the aircraft often is approximately the same. In this regard, it is not surprising that a large proportion of income of this industry is associated with freight traffic. US railway network It has a length of more than 220 thousand kilometers. They serve all sectors of the country's economy. Rail transportation accounts for about 40% of national cargo turnover.
Companies
All American railway companies are privately owned. In total, they are almost 600. At the same time, the share of the 7 largest of them accounts for more than half of the volume of cargo turnover in the industry. The states are guaranteed the right to independent decision-making regarding tariffs for transportation. At this, this process is controlled by the federal authority, which is called the Council for land transport. The privatization of American railways is irrelevant. Companies are interested in efficient operation and coordination of absolutely all systems. This is due to high competition with road transport. The fundamental decisions regarding the activities of railway companies take their shareholders. Recently, the total income of these companies averages about 54 billion dollars a year.
Freight transportation
US Railways They can boast a rather developed and effective freight system. Experts believe that the key to its successful work is primarily associated with relative freedom from state regulation.
As already noted above, about 40% of freight traffic in the country provide railway workers. This value is growing over the past fifteen years. At the same time, in this indicator inferior to its main competitor - road transport. In the conditions of the struggle for the client, the company in every way focus on potential customers on their economic and environmental benefits. According to their leaders, in the near future, this will still improve the current indicators.
Classification of trucks
Carriers that serve, according to the classification system currently operating in the country, are divided into the following classes: first-class companies, regional companies, linear local operators and S & T carriers.
There are only seven operators to railway companies. They account for about 67% of cargo turnover, and the average annual income of each exceeds the mark of $ 350 million. Transportation is usually carried out for long distances. Statistical data suggests that 9 out of 10 American railway workers work in these firms.
Regional companies have an average annual income of at least 40 million dollars. They usually carry out transportation to a distance from 350 to 650 miles (within several states). According to the latest data, 33 such enterprises operate in the country, and the number of personnel of each of them varies within 500 employees.
Local operators perform transportation to a distance of up to 350 miles and annually receive income to 40 million dollars. The state has 323 firms of this class, which are usually transported by cargo by the territory of one state.
S & T companies are not so much shipping, how many are engaged in transshipment and sorting. In addition, they specialize in delivery within a certain area on request of a carrier. According to the latest data, in the country there are 196 such companies earning several tens of millions of dollars each year.
Passenger Transportation
Railway passenger transport does not use very popular in the United States. The fact is that distances between cities are usually very large, and not every person is able to sit in the chair, despite its comfort. It is much faster to travel by plane, the price of a ticket for which is not so much higher than the cost of a trip by train.
In the United States, two types of near-hymagnetary and far follow (Night). In the first of them, sedentary cars are used. They run solely during the day. In the second type, there is both sleeping and seats while passengers are located on the top tier, and the lower is designed to transport baggage. Night trains serve mainly the western part of the country.
In addition, suburban transportation is also provided for the service of passengers. Trains that provide them belong to local operators who independently form the tariff system.
Completion
US Railways At one time played a revolutionary role in the country's economy. Their appearance contributed to a number of positive changes, as well as the development of many industries and agriculture. The evolution of American railway transport before the beginning of the First World War even entered the story as the "golden age" of railways. Anyway, the development of technical progress in the complex with the presence of alternative modes of transport led to a gradual decrease in the role of the industry.
The trains in the United States enjoys a small percentage of the population, many trains and railways in the US are not in the best condition. Why did it happen? Because politicians decided that stupidity all this were trains to ride. Machines and aircraft then for what?
By the way, about aircraft. I'm going to fly in the summer in the summer, and my direct flight Houston-Moscow was canceled. I am now what is called, in the "active search" of sites with good offers (so that the price was up to $ 1,300 there and fly and fly not a day at least). While I found the site Flights Aviapoisk.kz with good prices, and a couple more. Where do you buy tickets? Help, kind people who can! Can be money 😀
Well, now let's go back to trains.
Amtrak is engaged in rail transportation in the USA, which transports about 30 million passengers per year (from the bottom 11 million on the Washington Boston line). There is also a secondary company Alaska Railroad, which operates only in Alaska.
On the Washington Boston line goes high-speed train Ashela Express, which can accelerate up to 240 km / h, but its average speed is about 110 km / h (because on the railway section three different segments with different voltages). It is 50 km / h less than our Russian Sapsan. Railways in the United States for the past decades were financed very poorly.
Why are the railways in the US are unpopular?
The volume of passenger transportation is usually measured in passenger-kilometers. For comparison: in Europe, more than 1,000 kilometers per year are performed by passengers in Europe, and in the USA - only 80!
Here is the map of the US railway tracks:
Railways in the United States almost 3 times longer than Russian, but 80% of them from 1960 are not used.
The reasons:
- Outside the most populated cities, the population density is low, which makes transportation unprofitable;
- Trains are forced to linger, because they depend on cargo transported by the same compositions, and the delay passengers do not like;
- Travel by airplanes in the United States are also available and convenient, airlines are afraid of competition with high-speed trains and lower their prices, people are moving by airplanes 20 times more often than trains;
- Travel by train is more expensive and slower driving by car.
US Railway Stations
Mostly the stations here are small and unsightly, because They were built after the 1940s (when no one was affected by the development of the railway transportation). Those that were built before the 1940s were either already demolished or converted or abandoned. Here, for example, abandoned train Station In Duttle:
Or in Buffalo:
But the functioning station in the capital of the United States - Washington:
Types of wagons in the USA
In the US trains, as well as Russian trains, there are sediment and coupling cars. There are no secondary cars here. Unlike Russian trains, sedentary passengers can not walk on the jewel. I think it is a plus.
Sitting wagons are comfortable, each passenger has its own socket. All seats are located along the move. Trains are filled with almost 100% passengers.
A coupe for two people (without its own toilet and soul) is almost 3 times more expensive than ordinary seating cars. The same coupe on four (two adults + two children) - 3 times more expensive coupe for two.
Couple more expensive there is own shower, toilet and sink, as well as air conditioning. The price includes breakfast, lunch and dinner. Some trains are free WiFi (at low speed) and the ability to sit in Quiet Car (a quiet car, where it is appropriate to behave.
Landing in the train
American cars do not have numbers. The conductor decides which place to plant the passenger, and either writes the room number on the ticket, or gives the passenger to the tag with its number. The conductor is usually one on two cars. Yes, and the driver here often works without helpers. People are waiting for their turn on landing, right as in the USSR. 🙂
After landing over the passenger, the tag is attached with three letters, which denote its end station. For example, for Houston is HOS, for New York - NYP, for Los Angeles - LAX. The place here is impossible to spontaneously change.
Train schedule
Because Trains are very small, even between some cities million paintings can walk only twice a day. And there are directions where the trains go only 3 times a week. However, on the "high-speed" track of Washington-Boston trains often go (almost every hour).
How much do the train tickets cost?
- New York - Washington (distance 365 km, 3 hours 30 minutes in the way) - from $ 49.;
- Washington - Boston (Distance 703 km, 7 hours 45 minutes on the way) - from 79 $;
- San Diego - Los Angeles (188 km distance, 3 hours rounds) - from $ 37.;
- San Francisco - Los Angeles (615 km distance, 4 hours 30 minutes) - from 59 $;
- Houston - El Paso (Distance 1190 km, 19 hours 30 minutes on the way) - from 82 $.
If you are a tourist, then you can buy unlimited travel at 15, 30 or 45 days.
Prices for travel:
15 days - $ 459 (adult), $ 229.5 (children from 2 to 12 years);
For 30 days: $ 689 (adult), $ 344.5 (children);
45 days: $ 899 (adult), $ 449.5 (children).
It is also possible to save with Amtrak SmartFares (discounts up to 30%) every week from Tuesday to Friday.
California Pass (ability to travel 7 days in a period of 21 days). Pass limited 4 trips to one end. Travel at any time of the day is used as a whole day from these seven. Price - $ 159 for adults, $ 79.5 for children (from 2 to 12 years).
Railways in the USA. Development prospects
In August 2016, Amtrak's US Department of Transport was allocated $ 2.45 billion. This money will build new stations, upgrade trains and railway tracks, will be allowed more than 20 high-speed trains (speed up to 306 km / h), mainly in the northeast corridor (New York - Trenton).
May our trains are the most trains in the world!
With you was Oksana Bryant, before the meeting on the air!
Wow, almost verse turned out. Probably, I have a talent! 🙂
Want to receive articles of this blog on the mail?
Regardless of whether you are going to trip around the world Or you wish to make a short tour of the rough terrain, we suggest you take a look at the American trains and go through this ten unforgettable railways of America.
And so, let's go!
Photo: Pinterest.com. The 12-hour route by Train Denali Star, 564 km long and extending from Anchorage to Fairbank in Alaska, covers many main attractions, including a separate area of \u200b\u200bthe Talkno and the highlight of the route. National Park Denali (Eng. Denali National Park). Traveling along this route will pass through the Hurricane Gorge (English Hurricane Gulch), the river gorge is unnecessary, they will see the double-headed Mount Denali and others. interesting cornersFucking a stunning landscape of Alaska.
Please note that due to a long time on the way, many passengers do not master the entire route for one trip. Therefore, you can ride along the popular Anchorage route in Denali, and / or break the trip into several stages with overnight stay in Denali or Talkno.
(Mount Hood Railroad)
Photo: Nikolas / RealFoodtraveler.com Mount Hood Railway in Oregon is located 10 km east of Portland and extends 35.5 km from the Hood River to Pardel. She offers its tourists a trip to both sides through Odell - the most popular company route, as well as special "lunch trips." During the holiday season, you can reserve a trip to the Polar Express (English. Polar Express), during which on the way to the North Pole you look at Santa Claus. During the travel of tourists indulge in various delicacies and offer luxurious pajamas.
Among other things, Mount Hood Railroad arranges various theatrical performances, such as favorite in Europe.
Grand Canyon Railway)
Photo: Travelzoo.com. One of the most impressive sights of the United States is also a house for one of the most famous trains. He starts his way in Williams (Arizona), which ends at the Grand Canyon National Park. The route, with a length of 105 km you will overcome for about 2 hours and 15 minutes. The historical train made the first trip in 1901 and since then rolled thousands of tourists through the famous Colorado Plateau in Northern Arizona.
At the height of the season, the train goes twice a day - at 9:30 and 10:30. Within the remaining year 9:30 in the morning - your only chance to travel through this route.
(Durango and Silverton Narrow Gauge Railway)
Photo: floridastock / shutterstock.com Since its opening in 1882, the Durango railway and Silverton railway continues to dazzling and delight travelers from around the world. The historic train passes 72.5 km between Silverton and Durango (Colorado), along the Animas River, and the baked rails are hanging from the travelers. This is the only way in his own way to see unspoiled Colorado landscapes.
Tourists can choose Skyway Tour, whose ride ends on the charter bus, or Silverton Train Tour is a nine-hour tour of both ends.
Photo: adirondackrr.com Driving along a picturesque route between the city of Tritika and the village of Lake Placid (New York), the train makes extra stops in Tandara and Sranak Lake. Tourists are offered a variety of specialized tours, including beer and wine train (Beer & Wine Train), Rail & Cruise package and even festive attractions. And do not forget about Fall Foliage tours, which offer travelers exciting views on the Audyrondak mountain range.
(Great Smoky Mountains Railroad)
Photo: Nick Breedlove Running through Western North Carolina, this picturesque and historical railroad with a length of 85 km takes its origin in the city of Bryson, and also boasts two tunnels and 25 bridges. Tourists are offered to choose from two excursions - one through the wooded gorge of Nanthala, and the other along the Takashedi River, as well as special thematic excursions. Each of the trips will show a number of exciting views, including mountains, wildlife, wildflowers and a variety of picturesque views.
For thirsty adventures of tourists, the company offers a special ZIP & Rail package, which includes a train trip to both sides, lunch and excursion to 13 cableways, as well as 8 "Heavenly Bridges" overlooking the large smoky mountains and fountain lake.
Photo: Telegraph.co.uk. If you think that the 101st highway on the west coast is extremely picturesque, you must ride the AMTRAK COAST STARLIGHT route. The coastal route extends from Seattle to Los Angeles, passes through Santa Barbara, the area of \u200b\u200bSan Francisco Bay, Sacramento and Portland. Tourists departing in the 35-hour trip are provided in the front row overlooking the sparkling water, rocks, cliffs, ocean and various cities of the west coast.
In partnership with National Park Service Coast Starlight offers two Trails & Rails programs, each of which makes it possible to travel by train, exploring national historical parks and routes.
Photo: PI.1415926535 / Wikimedia Commons Covering everything, from the city to the country, Ethan Allen Express of Amtrak, traveling between New York and Ratland (Vermont), gives a chance to local residents to avoid traffic jams, urban bustle and enjoy a relaxing holiday. Thanks to five and a half hours of express, which introduces his tourists every day with picturesque valley Rivers Hudson, passengers throughout the year have the opportunity to first see the magical paintings from foliage and beautiful mountains.
Cape Cod Central Railroad)
Photo: John Kittredge / Capeetrain.com This railway is open for tourists from May to October and extends from the village of Hayannis (Massachusetts) to Cape Coda. From trips to this route there will be an indelible impressions, because it's thematic trains, trains with luxurious dinners, coastal sightseeing trains, Rails & Ales Oktoberfest (Beer Trains), Vines & Views Wine Tasting Train (Train with Different Wine Tasting) and COLONIAL train Lunch Train (train with luxury lunches). For most trips, you will need about two or three hours, thanks to which you will see everything from forests to the beaches.
To give an authentic traditional atmosphere, in some trains, including Cape Cod Dinner Train, require adherence to the special dress code.
The train "Builder of the Empire"
(Empire Builder)
Photo: Amtrakvacations.com This train can be easily called the "great American train", as it covers most of the country following several states, attractions and cities. The route extends from Chicago to Seattle and passes through the plains of the North Dakota, the twin cities Minneapolis and St. Paul and Natural Landscapes National Park Gleisher (English Glacier National Park). The trip takes 46 hours and passes through many routes for the first time studied early American pioneers.
Amtrak offers drips by train with SUPERLINER bedroom cars, which will make this long route unusually convenient.
Yes, Richardson assured the professor that it is. He said that in the building of the Museum of Archaeological and Historical Society, Ohio in the city of Columbus there is a staircase leading to the basement. On this very stairs, on the lowest platform between marchs and stands, collecting dust, steam locomotive Fitch. After the death of John Fitch himself, he was inherited by his reception son, settling in Worthington, Ohio. In the 1850s, stakeholders somehow found out that this little working model of a steam locomotive, which is a significant historical value, is in Worthington, and convinced the Fitch's Son to convey the model to the museum.
After listening to the young man, the professor came to great excitement. It seemed that he would jump off the train now to go to Columbus. But he suddenly calmed down and sat down in his place. And then he was very angry, as he remembered that at one time, when he started to collect information about Fitch's locomotive, wrote requests for him in many US museums, including the Ohio Museum. From the museum then they answered that they did not know anything about him.
John Fitch invented steam locomotive for the railway in the 1780s. He even organized a demonstration of his reduced working model for President George Washington and representatives of the Cabinet of Ministers in Philadelphia. His idea was to use a full-sized locomotive for the transport of compositions from cargo cars through the Allegor Mountains (Alleghens Mountains), where because of the complete absence of passages, the United States was then huge difficulties with the supply of military operation under the command of Major General Arthur Sent Clera against the aggressive Indian tribes of the North-West, actively supported by the British.
The same model of John Fitch from Philadelphia, built by him allegedly
In the late 1780s - early 1790s. Currently, the model is in the museum
Ohio State Historic Society. Photo from the collection of Robert Richardson
Fitch's small locomotive moved along the rails made from wooden bars, and held them thanks to the wheels with flavors. These waistings were located on the external edges of the wheels, and not on the internal, as opposed to the current technical practice of the railway business. On the frame of the locomotive, a copper boiler was installed, and a movable lever mechanism was used to transmit rotational movement on the wheels, which operated on the principle of "grasshopper legs". Fitch also invented a steam pump, steam drago for use in Philadelphia and its surroundings and a steamer, which he tested on the Schuylkil River River.
Another inventor appeared, a person by the name of Ramzie (Rumsey), who invented the steamer at about the same time. Between Finge and Ramzi, a dispute arose for the right of championship. Each of the two tried to prove his priority. At the same time, both of them significantly averaged the inventor of the steamer Robert Fulton's recognized inventor. But Fulton later, already at one time took care of the challenge of the glory of the inventor of the steamer, and since he was married to a representative of one of the richest and influential US families, he had no special problems with this. And the names of two engineers, one of which really had a priority in this epochal invention, were betrayed undeserved oblivion.
Lokomotiv Fitch, despite its more than modest dimensions (two feet in length and two - in width), remains the most first steam locomotive in the world. And it turns out that the steam locomotive invented in America, and not in England, as it is considered. But the United States at the end of the XVIII century was a pronounced agrarian country. The American society of that time has been very negative about the technique and inventiveness. John Fitch was a person who had ahead of his time, and his amazing inventions had no chance of recognition and decent use in the States. Soon they forgot about them.
10 years later. Right, Britain!
In 1804, the Englishman named Richard Trevithik (Richard Trevithick) "re-" invented steam locomotive.
Richard Trevitika locomotive. 1804 year.
He is On the Internet there are quite different images of the Lokomotiv Trevitik
It was made of drawn iron, the furnace was arranged inside, and the fuel combustion products were outwarded through the smoke tube located in the same side wall of the boiler as the coat door. The steam cylinder was installed vertically, and its piston with metal levers through the eccentrics was connected to a pair of leading wheels. The spent steam was removed from the cylinder into the smoke tube, increasing the boiler from the boiler. The pressure in the boiler achieved forty pounds per square inch, that is, it was a high-pressure aggregate. In order to avoid excess pressure and associated trouble on the locomotive, a safety valve was provided. As the practice has shown, the locomotive worked reliably and stable, but the possible economic effect could not be recognized from it satisfactory, as it had enough power only to move, but not for the transportation of any significant cargo.
Locomotive Blenkinsop. 1812.
The next relatively successful attempt to build a steam locomotive was undertaken by Blenkinsop's English engineer (Blenkinsop) in 1812. This machine was equipped with two vertical steam cylinders with a diameter of 203 millimeters each. The connecting thrust leading to the movement of pistons passed the rotation of the intermediate gears, which, in turn, rotated two large gears placed on one axis and hooked behind the gears laid on both sides outside the rail canvas. From the front and behind the driving axis was installed on one supporting axis. Thus, all this locomotive had six wheels.
Locomotive "Puffing Billy", built in 1813
Just a year later, the Blicktt Blocktt (Billy Locomotive) was created ("Puffing Billy"). Its design was very similar to the Blenkinsop design, however, in contrast to her, "Billy" was driven into motion not with gear wheels, but by the "traditional" method - due to the adhesion of the leading wheels with rails under the action of weight, as well as Lokomotiv Richard Trevitik And all the steam locomotives familiar to us.
George Stephenson (1781 - 1848)
And in 1814, another Englishman, George Stephenson, an engineer with a coal mine in Killingworth, built his first locomotive for coal transport. The locomotive was assigned the name Blucher (pronounced on the American manner as "Bluker") in honor of Prussian General Gebhard Lebereht, Blucher, who has played a significant role in the battle at Waterloo against Napoleon. It was a horizontally located boiler with a diameter of 863 millimeters and a length of 2.43 meters, two steam cylinders of 203 millimeters in diameter with a drive per two axes. The piston move was 609 millimeters. "Bluker" could pull the train with thirty tons of coal. It was the first locomotive in world history, which was able to transport cargo.
This locomotive was constructively different from his predecessors. But, starting with the following model, and all of them were built sixteen for the next five years, Stephenson began to move more and more from the initial design. These modifications and constant desire for improvement, in the end, predetermined the future success of Stephenson in the field of creating a cost-effective steam locomotive. Already in the second model, the cylinders were driving all four wheels, which, moreover, were connected in pairs on each side with separate traction. Later, in the following models, thrust connecting the wheels were replaced with chains.
The third cargo locomotive Stephenson, named Killingworth. 1816 year
All Stephenson's steam locomotives, built from 1814 to 1819, were intended to transport coal at low speed from mining sites. Despite the fact that they coped well with this work, throughout the long time for passenger traffic on the railway in England, was used exclusively equestrian thrust.
In 1820, Stephenson, whose status was already great by this time, received a contract for the construction of an eight-mile (about 13 kilometers) railway, also intended for transportation of coal, between Hetton (Hetton) and Sunderland (Sunderland). Stephenson's road was unique in that it was skillfully used features of local relief. Part of the path leading down the slopes of the hills, coal cars overcame "scooter", under the action of their own weight, and steam locomotives were used on the road on the road. It was the first railway, which completely accounted for no equestrian traction.
In 1821, the construction of the street Stockton and Darlington Railroad (S & DR) began. The initial operating plan of the road assumed the use of horses for transporting carbon with iron rails. But after meeting Stephenson, director of the road Edward Pease (Edward Pease) agreed to make adjustments to this plan.
Due to his tremendous perseverance and faith in the possibility of stepson, Stephenson managed to get permission to build three locomotives for S & DR. Starting this work in 1822, Stephenson finished the construction of the first of these three locomotives in September 1825. At first, the locomotive was named Active but soon it was renamed to Locomotion ("Lokomoushn").
Lokomoushn Building 1825 overcomes one of the first railway bridges
The length of his boiler was three meters, diameter - 1.21 meters. The cylinders were two, with a diameter of 254 millimeters installed vertically. Four leading wheels were connected in pairwise side pistons, as on the usual steam locomotives of the 20th century. The whole design weighed six and a half tons and was supplied with a tender to ensure steaming machine with coal and water.
The opening of the Stockton and Darlington Railroad road occurred on September 27, 1825. Personally by Stephenson "Lokomoushn" nine miles pulled the train with coal with a common weight of eighty tons, reaching at one of the sections of the speed of 24 miles per hour (approximately 39 km / h). After that, specially built to the locomotive coach, named "Experiment", and for those present at the opening of the road of Sanovnikov, the first study tour was organized. S & DR turned out to be the first railway in England and in the world on which the steam vehicles began to use steam vehicles instead of horses. "Cavalry" was dismissed.
In the construction of S & DR, Stephenson noted that even minor lifts slow down the movement of its locomotives, and on even minor descents, the primitive brakes of locomotives become almost completely ineffective. This observation led him to the conclusion that the railway canvas follows whether to make it possible to lay down at level landscape sites, avoiding slopes. This experience, he later used in the construction of Bolton & Leigh Railway roads (B & L) and Liverpool & Manchester Railway (L & MR), insisted on the construction of a number of overpass and stone viaducts in areas with a complex landscape to smooth out possible slopes of railway tracks.
After all four years, the final and complete superiority of the steam over the horse traction was proven during the public competitions arranged by the Directorate of L & MR in order to find out which of the two ways to move on its newly laid railway paths between these two cities will be faster. For the victory was declared quite serious at the time award - five hundred pounds. The company plan has succeeded. Competitions took place, despite the attempts of some conservative neighboring landowners and competing with the railway companies operating equestrian diligences, prevent them from conducting them. In history, they remained called Rainhill Trial (Rinhill Trail) by the title of the town between Liverpool and Manchester.
Stephenson's statement appointed by the chief engineer is essentially the head of the project from the railway, that he will build a locomotive that will be able to drive at a speed of thirty kilometers per hour, caused from everyone around the unbelief and ridicule. But he was confident in his power.
Once, when the struggle for holding the competition reached his peak, and it came to the proceedings in the House of Commons of the British Parliament, during one of the hearings someone from the deputies asked Stephenson provocative question.
Let's assume, "said the deputy," that your car rides on rails at a speed, say, two and a half or three kilometers per hour, and at this time the cow goes across the road and block the path. Will it be, in some way, is a very delicate situation?
Yes, - replied, without thinking, engineer, - too delicate. For cow.
And when, another time, someone, tuned clearly unfavorable towards steam cars, asked him whether the steam locomotive on the path of the following way would not be very much frightening people and animals with their chimney painted in brightly red, Stephenson, who had a thin sense of humor , asked a counter question:
And how do you think they will understand that it should be fear if the pipe will not be painted?
For the competitions, which were held in October 1829, Stephenson created a locomotive "Rocket" (The Rocket). The name itself fully justified. The new Lokomotiv Stephenson not only defeated all his competitors, both mechanical and alive, but it turned out to be able to drive with a record time for the constant speed forty kilometers per hour. Moreover, two days after the competition, he pulled the weight of thirteen tons with a fiction speed of fifty kilometers per hour. Stephenson exceeded his promise with interest.
The "rocket" herself weighed only four and a half tons. It was used on it with a tubular evaporative system, very similar to the one that is used in modern boilers with tubular evaporators. The length of the boiler was 1.82 meters at a diameter of 1 meter. Steam cylinders were mounted obliquely, and each of the pistons directly rotated one of the two leading wheels of large diameter. The spent pairs was thrown into the pipe through special exhaust tubes with pointed ends.
The opening ceremony of L & MR, which took place on September 15, 1830, became a very significant event in England. It was attended by many prominent government figures, including the Prime Minister, the Duke Wellington. Despite the fact that this day was overshadowed by the death of a member of Parliament from Liverpool William Haskison, who was on his own carelessness, hit the "rocket" and crushed to death, the opening of the road received a huge positive resonance. Stephenson became very famous and began to fall asleep with suggestions to lead the construction of many railways on the territory of Great Britain
"Rocket" George Stephenson. 1829 year
The Rocket became the first truly efficient locomotive for moving on rails. From the moment of his success, Stephenson is considered the "Father of the Steam Locomotive", and his "rocket" is the first steam locomotive.
In the National Railway Museum, York (National Railway Museum, York) installed Statue of Stephenson.
And on October 28, 2005 on railway station Chesterfield Railway Station, which is in direct visibility from the TAPTON House mansion, where the great engineer spent the last ten years of his life, he was put on a pony. In the opening ceremony of the Bronze Statue of George Stephenson, a working full-size copy of his greatest creation was the locomotive "rocket".
The history of the American "Father"
Meanwhile, in 1815, a certain John Stevens (not to be confused with Stephenson!), A wealthy military in the rank of colonel, as well as an engineer and businessman from the city of Haboken (Haboken), New Jersey, achieved from the government of his state of rights to build the first In America Railway. He managed to implement these rights only after ten years and not as he would like to.
Colonel John Stevens (1749 - 1838)
At that time, in the United States there were already several relatively short railways on horse racing. The most famous of the road Bicon Hill (Beacon Hill) in Boston, built by Silas Whitney and open in 1807, and also built in 1809 the road in Delaware County, Pennsylvania, who belonged to Thomas Liyper (Thomas Leiper).
In one of the largest railway museums in the US Railroad Museum of Pennsylvania (The Railroad Museum of Pennsylvania) there is one fairly unusual exhibit.
It is similar at the same time on a typical American farm horse van (a wagon), and on a self-moving crew with a mechanical drive. And it has a steam boiler. This strange mechanism is a copy of a steam locomotive designed to ride on a track-length six hundred sixty feet, which was laid in the estate of Colonel Stevens in Habokene.
To note, now at the site of this estate there is a Stevens Institute of Technology (Stevens Institute of Technology), founded in 1870. This man today is often called the "Father of American Railways".
In 1825, John Stevens managed to be completely not what he was striving for. Dreaming about the commercial exploitation of railways and not being able to realize his dream, the colonel built in his estate "fun" road with the sole purpose. It was another attempt to somehow contribute to the popularization and development of railways in the state of Pennsylvania.
"Railway fun" in the estate of Stevens in Habokene. 1825 year.
Fifteen years earlier, he completely referred to the shipping company, which was owned, in managing his sons and all further efforts focused on the development of ground steam vehicles. Anticipating the Grand Future of Railways, Stevens invest a large number of personal funds in their popularization and development and all its energy. He, in particular, spent a lot of effort, trying to dissuade the then governor New York De Witta Clinton (De Witt Clinton) from the construction of a shipping channel to Lake Erie. Channels, as reasonably argued by Colonel Stevens, relying on the owner of the owner of the shipping company, could not serve effective transport highways, especially for the supply of cities with agricultural products, and this was the most important and main type of freight. Channels to the beginning of winter, that is, exactly when they were most needed by farmers, simply frozen.
Not being able to prevent the acceptance of an erroneous, according to his conviction, decisions on the construction of the channel, and without having enough capital for the construction of its own railway in New Jersey, Stevens appealed to the financing of the construction of such a road to the authorities of Pennsylvania. There at this moment also considered the issue of construction on the territory of the system of shipping channels. Colonel even built a locomotive of its own design, which was driven by gearing the gear of the gear sector laid along the rails. This design he chose, because it was striving to clearly show that his locomotive was able to climb on the rails along the steep hills and mountain slopes, which served natural (and irresistible for water transport) An obstacle to the development of transport paths from eastern coast to the west, deep into the country. But time has not yet come, neither then in 1825
The ideas of Stevens still found their incarnation by the middle of the XIX century. In 1846, Pennsylvania Rail Road (PRR) has become a real giant among railways in the United States, absorbing at this point more than six hundred minor railway companies with their travel infrastructure. The PRR sample of 1846 has had a huge network of paths stretching from the company's headquarters in Philadelphia in New York, Washington, Chicago and St. Louis. On the territory of Pennsylvania, and in some way and outside the state, its main lines ran for the most part along the routes predicted by Colonel Stevens. One of them took place through the town of Paradise (Paradise), where the Strasburg Junction Strasburg Rail Road, built in 1832, was joined from Strasburg Junction. This branch, existing today, leads to a very remarkable place, where in 1975 already mentioned above the Pennsylvania Railroad Museum (Railroad Museum of Pennsylvania) was opened.
The fact of the creation of this wonderful museum is another confirmation of the grandiose role that the railways for the age of one and a half years have played in the development of the state, its economy, industry and society as a whole. Now the museum's exposition has more ninety of historical locomotives.
Developed railway network during Civil War The North and South of the United States of US 1861-65 created a huge advantage for Nikhi before Southerners, giving them the opportunity to quickly transfer troops, deliver strategic cargoes from production places to the theater of hostilities and promptly supply their army to all necessary. So, the victorious for the northerners battle during the hettisburg of 1863, according to the memories of its participants, was preceded by the intensive redeployment of troops and military cargo on the railway. On the line from Baltimore in Westminster, Maryland, the company's train company Western Maryland (WM) with troops, a province, ammunition followed almost continuously, one by one. This line was in the sphere of direct coordination of the military authorities of the North and became the main supply channel of the Potomak army, originally created by Northerners back in 1861 to protect Washington from the defendants of the South and won the battle of Gettisburg under the command of General George Mide (George Meade). Captured, wounded and bodies of the fallen were also exported by rail within a few days after the battle.
The second attempt. The first steps
Returning to the history of the birth of steam locomotives in America, it should be noted that "the fruit is ripe" by the end of the 1820s. The Americans who for a quarter of a century before that successfully buried their own invention of the locomotive, began to purchase English locomotives. The first steam locomotives worked on the US railways were built in England for Delaware & Hudson Canal Company (D & HCC) on request of her chief engineer John Jervice.
Stourbridge Lion 1828 locomotive
There were only four of them. The first of them, who was rather strange on our hearing the name Sturbridge Lyon, brought with him from a trip in 1828. Horatio Allen, a representative of D & HCC. The "overseas import" could ride the then wooden rails at a speed of up to ten miles per hour. Upon arrival in the US, these locomotives were immediately sent to work. They drove coal from mines to Delaware & Hudson to the Canal in Pennsylvania for its further transportation on water. But quite soon the company removed all four steam locomotives from the line, recognizing them ineffective. After this, they were dismantled. Nevertheless, D & HCC, and other American railways in the early 1830s continued to continue to go more actively in England their engineers to train the railway business.
The practice of the first years of operation of British imported steam locomotives in American conditions showed that they are not as good as it was possible to expect. And in general, being created in highly developed technically and a relatively densely populated country with a small territory, the English railways at all approached their "engineering ideology" to American realities, primarily geographical. Americans quickly quickly recognized the British railway web laying system redundant and too expensive in their country with a small number of foci of civilization scattered along a significant territory and surrounded by extensive unauthorized areas. And soon, local engineers developed several of their own, cheaper railway track designs.
Many locomotives purchased in England have been subjected to numerous consistent modifications. In the original design, the front trolley (Pilot Truck) were introduced to facilitate the passage of radii, otherwise designed cabins, "Cowcatchers", which is literally translated as a "cowhwatcher". This typical American part was a wedge-shaped safety lattice in the front of the locomotive, intended for relief from the paths of foreign objects, which was reversed far ahead under a small angle to the rails. The headlights began to use headlights completely different, compared with England, designs, as well as many other innovations. All this led to the fact that by the 1850s, American locomotives even differ from the English and any other European in appearance. And this constructive divergence continued in subsequent periods.
Cooper Tom Thumb Locomotive. 1830
The first experimental steam locomotive, fully built in the United States in 1830, became the locomotive, which was called Tom Tomb (Tom Thumb). He traveled through the Baltimore & Ohio railway (B & O). He was developed by an engineer B & O Peter Cooper (Peter Cooper). Parrovods in its boiler were made of rifle trunks. It developed the capacity of only 1.43 horsepower.
The first American locomotive, which went to real operation, was created in the same 1830 by West Point Foundry Association of New York City for the South Carolina Railroad Road (South Carolina Railway), whose headquarters was located in Charleston. He was assigned the name Best Friend ("best friend").
In the next, 1831, West Point locomotives were built (West Point), South Carolina (South Carolina) and De Witt Clinton, named after the governor of New York, who never managed to convince Colonel Stevens.
"Atlantic" with two leading axes
"Old Junior" Mattiasa Baldina
In 1832, ATLANTIC locomotives and Old IronSides appeared ("Old Junior"). This is the most "piece of wine" is notable because it was not constructed by anyone else like Mattias William Baldwin (Matthias W. Baldwin), which later founded Baldwin Locomotive Works in Philadelphia - one of the three greatest stead-viewing companies in the USA of all times. It was the first locomotive of the Great Steam-Resortist.
In the first years of the development of railway transport, almost every small banker, who even had a primitive foundry and any mechanical workshops, had the opportunity to build a steam locomotive. And many small businesses built them. The history of one such an enterprise, taking into account the identity of his founder and the gigantic contribution that this person and his company have been introduced to the development of America's railways, deserves to stop at it in more detail.
Baldwin Locomotive Works (1834 - 1956). 70500 locomotives for 122 years.
Mattias William Baldoon (1795 - 1866) was born in the city of Elizabettown in New Jersey. He was the third of five children in the family of a lucky wizard Karetnik. In 1811, the sixteen-year-old young man entered the jewelry craft training. In 1817, he got a job in the company Fletcher and Gardner in Philadelphia. And after another two years, in 1819, patented his own original method of gilding, which later won universal recognition and turned into a sectoral standard.
Statue of Mattias Baldhina in front of the Municipality of Philadelphia
The interests of the young jeweler were not limited to the craft. At the very beginning of the 1820s, he became interested in printed and binding. He even opened a small printed workshop in Philadelphia where the printing machine was activated (a very significant fact!) A steam engine of his own design. This steam engine has developed significant power for its sizes and was so successful that Baldwin began to receive commercial orders for the manufacture of such steam machines.
So, very modestly and ordinary began in 1825 the history of Baldwin Locomotive Works. Baldoon joined a commercial partnership with a person named David Mason. Together they opened a small mechanical workshop. Soon this workshop acquired glory in the entire district for the high quality of the execution of orders.
Just for the completeness of the picture, we note that in 1827, Baldoon married a very far relative. Subsequently, three children were born.
It seemed that the fate itself consistently and steadily pushed Baldwin towards locomotive construction. In 1831, by order of the City Museum of Philadelphia, he made a reduced demonstration model of a steam locomotive, the design of which was based on the best samples of cars who were already mentioned above the Rainhill Trial Competitions of 1829 in England (and we remember whose design also won the victory). The Baltina model turned out to be quite powerful to pull several cars, each of which was placed four passengers. The innovation of the design was that the model worked on the corner, while all the locomotives of that time were designed for wood power without exception.
In the same year, Baldoon received the first order in the suburb of Philadelphia. He was invited to advise on assembling a locomotive from the details sent from England for the first in New Jersey Railway Company Camden & Amboy (C & A). It was his remarks made during the inspection of the disassembled locomotive, allowed Irish engineer Isaac Dripps (ISAAC Dripps) from Balfast, hired by the company for maintenance and assembly of the purchased machine, relatively quickly, in just one days, without drawings to collect the locomotive and after that, his properly tune. In 1832, Balduina had to be at the request of the NEWCASTLE & FRENCHTOWN RAILROD (N & FRR) on the order of the road (N & FRR) to take up the assembly of another locomotive arrived from England in the form of a set of details, also without drawings. This locomotive, successfully assembled by Baldwin, was called Delaware (Delaware).
Then it came to the "old piece of iron". It was completed and underwent running tests on the Philadelphia Road, Germantown & Norristown Railroad (PG & NRR) in November 1832. Initially, the "piece of iron" was equipped with one (rear) pair of leading and one (front) pair of auxiliary wheels. Soon the Baldhive upgraded the locomotive, adding a second pair of auxiliary wheels in front. The weight of the locomotive was slightly over five tons, its drive wheels were 54 inches (1.37 m.) In diameter. The diameter of worker cylinders was 9.5 inches (24 cm.), Piston stroke - 18 inches (45.7 cm.) The hubs and the axis of the wheels were made of iron castings, spokes and rims - made of solid wood. For rims there were forged bangadas with flames. Rama "Jries" was made of wood and across the width acted as a kola.
Being put into operation, the "old piece of iron" served for more than twenty years.
After a very little time after the construction of the "old piece of iron", Baldwin founded Baldwin Locomotive Works, which throughout his entire history since 1834 remained undoubted leader and "legislature of mod" American locomotive construction, creating more fundamentally new successful designs than any other locomotive development Company in the world. Only in the mid-50s of the 20th century as a result of the loss of a strategic partner in the face of the Westinghouse Baldwin concern lost the market for Alco and EMD diesel locomotives and was forced to escape the business.
During the death of Matthias Baldhin in 1866, the company managed to release more than one and a half thousand steam locomotives of various types. By the beginning of the 1920s, a fifty-thousandth steam locomotive was released. And for all the existence of Baldwin Locomotive Works from her workshops came out (just think about the figure!) More than 70,500 locomotives. Among them, you can especially note such outstanding samples like Cab Forward 2-8-8-4 and magnificent high-speed Golden State (GS) 4-8-4 Southern Pacific Roads, famous PRR GG-1 electric locomotives, who served almost fifty years as well The most powerful in the world of Chesapeake & Ohio 2-6-6-2 Allegheny is the last steam locomotives built by the Great Company.
America for "Americans"
As already mentioned, American steamer construction went on its own way of further progress across a number of improvements. The boiler began to install the locomotive on the frame not vertically, but horizontally along, as well as working cylinders. Pistons began to directly connect with one of the pairs of leading wheels, and this pair - side pistons - with the second leading axis. The furnace was placed quite a long time between the wheels and remained narrow because of this. Over the wheels, it began to raise her to the very end of the XIX century.
A whole series of improvements also took place in the field of wheeled formulas, later combined into the Wit classification system (Whyte Wheel Arrangement Classification). This basic American system of classification of steam locomotives was introduced at the beginning of the 20th century. She is named after her author Frederick Methwan Whhyte, the New York Central Railway Engineer (NYC), American Dutch Origin (Surname is pronounced to the Dutch manner and sounds like "WEAT"). These improvements began with the addition of an anterior auxiliary trolley, which supported the front part of the horizontally located boiler and helped the locomotives undergo radii.
According to the UTI system, the locomotive wheel formula is divided into components by the number of key groups of wheels and is expressed by a sequence of numbers separated by hyphens. The first number reflects the number of auxiliary wheels on the front trolley (Pilot Truck), the second is the number of leading wheels (if the locomotive has two groups of drive wheels, then in the formula turn on through a hyphen two numbers - by the number of wheels in each group). The last number in the formula is expressed by the number of wheels on the rear auxiliary trolley (Trailing Truck). Since most American locomotives of that time, the rear carts were absent, the last number in the wheeled formulas of such steam locomotives was zero. And maneuver locomotives in those years were not supplied with front trolleys. Accordingly, the first number in their wheeled formulas was also zero.
In the typical structures of the first American steam locomotives, the formula 4-2-0 was very popular. Only one wheel on each side of the locomotive had steam drive through pistons. After a while, however, the design was subjected to further improvement. Another pair of leading wheels has been added. The formula of such a new type of locomotive has acquired a view of 4-4-0. It was this design that became typical for America mid-XIX century. She is known as American Type or American Standard.
4-4-0 "American" 60 - 90s of the XIX century
Nevertheless, the development of the "typically American" formula 4-4-0 did not stop at this. As the need for increasing the power of locomotives, the designers went on the obvious path and added the third leading axis, thereby creating a formula 4-6-0 and its younger modification of 2-6-0. The next logical step was the appearance of steam locomotives with formula 2-8-0.
In 1866 (in the year of the founder's death) in the workshops of Baldwin Locomotive Works on request, the first instance of the steam locomotive of the new design was built in the workshops of the LEHIGH VALLEY railway (Lida Valley). He was called Consolidation ("Union") because Lehigh Valley's road arose shortly before the combination of several smaller railway lines into one company. The newly created locomotive had eight leading wheels and one pair of front auxiliary wheels. There was no rear auxiliary trolley. This was the first sample of formula 2-8-0. Consolidation steam locomotives quickly gained great popularity as heavy cargo locomotives necessary, for example, for coal transport.
In the next, 1867 Baldwin manufactured his first sample of another new locomotive with six leading wheels and one front pair of auxiliary wheels. This new locomotive 2-6-0 was named The Great Mogul ("Great Mogul") or just Mogul, as soon began to call all the locomotives with such a formula. They also became very in demand for the transport of heavy cargo. Although the sake of justice should be mentioned that Mogul from Baldwin was not the very first 4-6-0. The first such steam locomotive was created by Rogers Locomotive Works four years before Baldwin, in about 1863.
Some copies of 2-6-0 Mogul remained in operation until the end of the 1940s
And in 1897, the designers of all the same Baldwin presented a new type of heavy freight locomotive with wheel formula 2-8-2, developed by order of the Japanese Railway Nippon Railway. Not surprisingly, he called Mikado. This was also facilitated by the extreme popularity of the Opera Gilbert & Sullivan (Gilbert & Sullivan, "The Mikado"), the premiere of which took place relatively shortly before the events described - in 1885.
Formula 2-8-2 turned out to be a new word in steamer-building, since the presence of a posterior two-wheeled trolley made it possible to place the firebox not over the driving wheels, but behind them, extending and expanding it. This gave a significant increase in capacity compared to any other previously built steam locomotives.
Since its inception, Mikado 2-8-2 has enjoyed tremendous success in the United States, mainly as a cargo locomotive. Possessing almost the same traction effort as Consolidation 2-8-0, Mike, as it was nicknamed, allowed to transport freight formulations with significantly greater speed. The design was so successful that, despite the emergence of many heavier and powerful locomotives, Mikado 2-8-2 remained the most common cargo locomotives in the States until the very end of the steam era.
Mikado 2-8-2 PRR №520. Typical class representative, preserved to this day
During the Second World War, which for America was primarily a war with Japan, "enemy" name Mikado was changed to the patriotic name MacArthur in honor of General Douglas MacArthur, who commanded the opposing Japanese American troops on the Pacific Ocean.
In the second half of the XIX century, many other types of locomotives were also created in the United States. But the purpose of this material is not to mention the "all without exception", but in order to note the fundamental stages of the development of steam construction in the United States.
A few words in conclusion
As a conclusion, you can sum up a short result. Prior to the beginning of the 20th century, many experts have repeatedly noted, it was possible to increase the power of steam locomotives due to a simple increase in the size of the boiler and steam cylinders or by increasing the working pressure in the boiler. With the onset of the 1900s, a new stage of the development of steam construction began, when the weight of locomotives increased so much that the weight limitations and load limits were relevant on the axis. In these new conditions, to achieve a similar effect already required the use of significantly more complex technical solutions. Only as an examples of such solutions (in reality there were much more), you can mention the steam overheating systems (Superheater technology), additional steam drives on the hind trolleys (booster), the pre-warming systems of water before feeding to the boiler (Feedwater Heater) and mechanical coal feeders in the firebox (stocker).
Curious comparison: Locomotive De Witt Clinton 1831 Buildings with three cars on the background of the 4-6-2 Pacific class locomotive 20s of the 20th century.
If you try to put it on this topic shaped, then we can say that with the onset of the 20th century "youth" of a steam locomotive has changed its "maturity".
I wrote that in Florida, a speed line design specially for this locomotive. It will be called "Brightline" (bright line) and it will be the first high-speed private railway in newest Story USA. The construction of the line goes to his woman. Reconstruct paths, build stations.
And at the Siemens plant in Sacramento collected the first composition of two diesel locomotives and four cars. Wagons are collected in the same place where the diesel locomotive, in Sacramento. Now the first composition of five is distilled from California to Florida, to the future place of work.
The design of wagons and coloring should be called bright and memorable. As someone said in the comments to this photo on the "Rail Picker", well, finally, the design went "from the form to the function", and not vice versa.
Although four cars are on two rather powerful diesel locomotives - this seems to me some waste. Some kind of pure American redundancy in the spirit of the "Silver Century", when three and four motor sections could be attached to the train.
The high-speed line "Brightline" will connect the cities of Miami and Orlando, passing through Orlando International Airport. The length of the line will be 390 kilometers. New trains are planned to run at an hour interval. The planned average speed will be about 130 kilometers per hour. That is, approximately the same as on the only one in the US high-speed rail "Northeast Corridor". People have already nicknamed these trains to the Japanese manner of the "train-bullet".
And it is not clear to me why the speed road did not make electrified. After all, they could order for her and electric locomotives, which make in the same place at the Symens plant in Sacramento.
By the way, the company "Siemens" has been seduced by American partners in some hours, exposing the Sacramento head carriage car in the railway museum of the Sapsan. And before he stood on the square in front of the local California Capitol. Germans as they say:
- Here it is, the railway future of California and all the connected states. Only find money to build the road, and we will do the wagons for you.
Rules for visiting concerts in the Cathedral
Culinary City Day on Red Presnya
Catania Beaches Canara - La Gomera
Independent training flights
Tracking. What is it? What is trekking? All products, tags