train travel 1800s

A Mapped History of Taking a Train Across the United States

The first steam engine railway travel took place 209 years ago today. Here, the story of how the Civil War impeded, and then accelerated, the progress of America's trains.

That progress you see in the above three maps was because of the steam engine. 1830 gave us Tom Thumb , the first U.S. steam locomotive, in Baltimore. And from there these machines took off.

But before we could build the transcontinental railroad, the Civil War broke out, which temporarily stalled things. Ultimately, however, the war accelerated the ubiquity of trains. Railway and bridges were destroyed, and Americans learned to rebuild them better and faster.

According to William Thomas, in The Iron Way , "The South possessed some of the most beautiful depots and railroad facilities in the nation in 1861. Sherman's campaigns sought to dismantle the Confederate railroad system and in so doing deny any claim to modernity and progress."

Meanwhile, guerrilla Confederates would attack trains, so the Union soldiers braced their bridges for attack and put up these block houses for bridge defenders. Sherman, knowing that his supply lines would be under attack, is said to have trained 10,000 troops in railroad repair before he marched on Atlanta. That his men were so adept at repairing their lines contributed to his success during the March to the Sea.

This bridge was destroyed and rebuilt several times. In May 1862 it was rebuilt in nine days. By 1864, they could rebuild it in 40 hours. Thomas notes that bridges like this contributed to the sense that railroad were "thought to defy nature."

After the war, many of these men put their railroad-construction skills and experience to use for non-military lines, and by 1930 the travel time from Manhattan to LA was down to three days.

By 1930, three days brought us 2,500 miles. In 1800, three days would have taken us just 250 miles. Three weeks in 1857 was three days by 1930.

But comparing that 1930 map with Amtrak options today , despite the lack of any civil war to impede our growth since then, we're still at about the same travel times.

What It Was Really Like To Travel Across The US In The 1800s

One of the things we take completely for granted in the 21st century is the act of being comfortable. If you are driving somewhere, you can open or close your car windows at the push of a button. You can push another button to warm your butt. Add in modern tires, not to mention good (or at least decent) roads, and it all means a painless ride. Sure, there's plenty you could complain about, like traffic jams, potholes, the type of music your passengers are making you listen to, and how you can never adjust the seat to get the lumbar support exactly how you like it.

Well, your ancestors are rolling over in their graves, you ungrateful little – Not only did traveling back in the 1800s take tens or even hundreds of times longer than it does now, but the process of traveling was painful, uncomfortable, and very often deadly. That's right: even though we're talking about covered wagons , slow trains, and bicycles , just about every type of travel would try to kill you. So you'd spend days or weeks being uncomfortable and cold, only to maybe die before you even reached your destination.

But the 1800s was a time of immense progress. In that 100-year period, you went from people dreaming that the Industrial Revolution might make boats a little bit faster, to the first person driving a car across the entire United States. Here's what it was really like to travel across the U.S. in the 1800s.

Wagon trains and the Oregon Trail

It won't be a surprise to anyone who's a millennial that traveling by wagon train, specifically on the Oregon Trail, was a dangerous endeavor. But there was a lot more that could kill you than fording rivers and dysentery. And even if you lived, that didn't mean taking a wagon out west was at all a pleasant experience.

The Oregon Trail Center says Margaret Frink kept a journal when she and her husband traveled to California in search of gold in 1850, and that it's one of the best records we have of the experience. One average day went like this: "We started at six o' clock, forded Thomas Fork, and, turning to the west, came to a high steep spur that extends to the river. Over this high spur we were compelled to climb ... Part of the way I rode on horseback, the rest I walked. The descent was very long and steep. All the wheels of the wagon were tied fast, and it slid along the ground. At one place the men held it back with ropes, and let it down slowly." Two days later, things got worse: "It rained considerably during the night. Mr. Frink was on guard until two o' clock, when he returned to camp bringing the startling news, that for some unknown cause, the horses had stampeded."

Abigail Scott was just a girl when she was put in charge of recording her family's journey out west. One line highlights the harsh realities of the trail: "The mosquitoes are troublesome in the extreme: passed four graves."

The Cumberland Road

In a country where an interstate system of highways has been the reality for almost 100 years, it's easy to forget that means for a century and a half before that there just ... wasn't one. But once the U.S. started claiming and colonizing the West in earnest around the turn of the 19th century, they realized the lack of good roads was an issue. Suddenly people on the East Coast had reason to head west in droves, and they knew the trip would be a million times easier if there was a road.

This meant there was a big push to build said road. Known as the National Road at the time, now the Cumberland Road, it transformed the country completely. According to National Geographic , it was the first road in the new country to be funded by the federal government. Started in 1811, it was a massive undertaking which continued for decades. But as each new section was built, it opened up wide areas of the country to colonizers, allowed easier trade, and laid the literal and figurative groundwork for the eventual highway system we have today.

Even at the time, everyone knew how big a deal the National Road was. Politico reveals that by 1825, the road was so beloved it was "celebrated in song, story, painting and poetry." Can that be said about any other road besides Route 66? After all, even with all the creative types who live in Los Angeles, no one is writing love songs about I-5.

Surely, of all the ways to travel in the 1800s, the steamboat must have been the most pleasant. No beautiful views, nice regular pace, room to walk around on deck. Look how happy Mickey Mouse was in that cartoon! The Mississippi was the backbone of the country, and people traveled up and down it constantly.

One person who spent a lot of time on steamboats on the Mississippi was Mark Twain. His pen name even comes from his time on the river, and he wrote a memoir about his experiences called "Old Times on the Mississippi." In an except ( via the New York Times ), he talked about how his first steamboat experience involved some unexpected issues: "What with lying on the rocks four days at Louisville, and some other delays, the poor old Paul Jones fooled away about two weeks in making the voyage from Cincinnati to New-Orleans."

Not all steamboat trips were on the Mississippi, nor so boring. A student at Oberlin  wrote a letter to his family in 1837 telling them about his dramatic journey to the college on a steamboat traveling from Providence to New York: "A sudden and severe gale struck upon us, which for a few minutes, rendered the prospects of life, hopeless. There were three or four hundred on board, I should think, whose lives were all saved by a hair's breadth. – The wind came so sudden & strong, that it tipped the boat up so much that it almost dipped, ... But while it was safety for us, others were overwhelmed in the deep."

Before railroads, canals were going to be the next big thing. And they were the cutting edge of progress; Thomas Jefferson called the proposal for the Erie Canal "little short of madness," according to Eyewitness to History . Once it was finished in 1825, the Erie Canal cut the time it took to get from New York to Chicago in half, plus it was a much smoother ride than a carriage on unpaved roads.

Thomas S. Woodcock took a trip on the Erie Canal in 1836 was amazed at how nice the boat was, even though it looked so small from the outside. But, Tardis-like, somehow the inside was lovely. "These boats are about 70 feet long, and with the exception of the kitchen and bar, is occupied as a cabin ... at mealtimes ... the table is supplied with everything that is necessary and of the best quality with many of the luxuries of life."

Who wouldn't like traveling on a canal boat? Luxurious, calm, good food. And surely nothing could be safer than slowly floating down a canal. Right, Thomas S. Woodcock? You're not going to tell us that horrific deaths occurred on the boats? "The Bridges on the Canal are very low, particularly the old ones. Every bridge makes us bend double if seated on anything, and in many cases you have to lie on your back ... Some serious accidents have happened for want of caution. A young English woman met with her death a short time since, she having fallen asleep with her head upon a box, had her head crushed to pieces."

Early railroads

It cannot be overstated how important the railroad was. But in the year 1800, there were no railroads. Which meant the next 100 years involved inventing and perfecting them, but the bit in between could get a bit messy. Early railroads were not the same as the railroads travelers would enjoy at the turn of the 20th century.

Inventor Oliver Evans famously predicted in 1812, "The time will come when people will travel in stages moved by steam engines from one city to another almost as fast as birds fly – 15 to 20 miles an hour ... A carriage will set out from Washington in the morning, and the passengers will breakfast at Baltimore, dine in Philadelphia, and sup at New York the same day."

The dream began to be realized in 1827, according to the Library of Congress , when the first 13 miles of railroad track opened. The train was still only about as fast as a horse, but it was a start. What was fast was the expansion of the railroads from there. There was big money in it, no government oversight, and ridiculously half-arsed construction. This meant train derailments were common,  per American Rails , and people died. Sometimes the floors of the train car would "disintegrate," with deadly results. The trips were also psychologically jarring.  Railroads and the Making of Modern America explains how people's very concept of space and time was "annihilated" by the speed of this new way of travel.

Room and board

When you were traveling out west, you usually had to pack light. This meant that most people had to rely on places along the way for a place to sleep and, more importantly, a square meal. Even today stopping at a roadside restaurant while on a road trip is a gamble. Some places will be hidden gems, most ... not so much. While establishments like the St. James Hotel in Red Wing, Minnesota claim on its website today that after it opened in 1875 it was a "regular stop for riverboats and trains alike" and the guests found "modern features, including steam heat, hot and cold running water, and a state of-the-art kitchen," the general rule of stopping for food on your trip west was that it was going to be terrible.

"We found the quality on the whole bad," said traveler William Robertson, according to American Heritage , "and all three meals, breakfast, dinner and supper, were almost identical, viz., tea, buffalo steaks, antelope chops, sweet potatoes, and boiled Indian corn, with hoe cakes and syrup ad nauseam." Another man said things got worse the further west you went, when all you found were restaurants "consisting of miserable shanties, with tables dirty, and waiters not only dirty, but saucy."

But every now and then the traveler struck culinary gold ... or so one group thought. "The passengers were replenished with an excellent breakfast—a chicken stew, as they supposed, but which, as they were afterward informed, consisted of prairie-dogs—a new variety of chickens, without feathers. This information created an unpleasant sensation in sundry delicate stomachs."

Going around Cape Horn

Possibly the main reason so many advances in getting across the country emerged in the 1800s was because the only real viable way of doing it in the first half of the century took an absurdly long time. Basically, you got on a boat and then you didn't get off again for the better part of a year.

Not that the boats didn't look pretty! One observer, writing in "The Annals of the City of San Francisco, June 1852" ( via The Maritime Heritage Project ) described the sight of the boats entering the Bay, "large and beautifully lined marine palaces, often of two thousand tons ... These are like the white-winged masses of cloud that majestically soar upon the summer breeze."

But for those who were on the boats, they were probably more like a never-ending hell. Going from New York to California meant sailing around the very bottom of South America, a.k.a. Cape Horn. To get an idea of how slow this was,  according to Stephens & Kenau , "the fastest clipper ship ever launched" was the Flying Cloud and her stats make for depressing reading today. In 1851, the ship "reached San Francisco in a record time of 89 days and 8 hours. The average time for clipper ships being more than 120 days." Three years later the boat beat her own record by a mere 13 hours. Even more shocking, no one else would beat that time for well over a century: not until 1989. And since most people in the 1800s weren't on the Formula 1 car of boats, and even the Flying Cloud ran into major, time-consuming issues on many of her voyages, this was not sustainable.

'An Overland Journey From New York To San Francisco In The Summer Of 1859'

The most logical way to get across the country in a quicker, safer, relatively cheaper fashion seemed to be by rail. But the idea of a transcontinental railroad was almost ludicrous. Take just one of the issues you'd run into: the Rocky freaking Mountains. Considering how new the technology was even in the middle of the century, not everyone was convinced it was possible.

One person who was sure it was worth trying was the founder of the New York Tribune, Horace Greeley. According to Encyclopedia.com , in 1859, he traveled across the country, writing articles about his journey for his newspaper. These were then turned into a book. Greeley wanted people to know all about the western part of the country and how awesome it was, and once they wanted to see it themselves, he'd get what he really wanted: a railroad to make the trip easier. Because Greeley had a tough time of it: a New York Times review of his book explained how "his stagecoach was overturned by buffaloes. His body was racked by boils from riding muleback weeks on end ... Fastidious about food and cleanliness, he had little chance to observe his principles about either westward of the Mississippi."

While the railroad was the most important reason he wanted people to learn about his trip west, there was another vital thing that he believed America needed to get to the frontier ASAP: "The first need of California today is a large influx of intelligent, capable, virtuous women."

The Transcontinental Railroad

While there were plenty of railroads before the Transcontinental railroad, they were a spider web of tracks and companies, mostly relatively localized. The Transcontinental would be different, and would do what it said on the tin: connect one coast to the other with railroad tracks. Technically, track only needed to be laid from Nebraska to California, and in 1869 it was finished. Now people could travel that 2,000 mile stretch in just a matter of days, according to History . Seven years after the Transcontinental railroad was finished, an express train made the journey in 83 hours .

It was not only faster, but impossibly more comfortable. "I had a sofa to myself, with a table and a lamp," wrote one rider ( via American Heritage ). "The sofas are widened and made into beds at night. My berth was three feet three inches wide, and six feet three inches long. It had two windows looking out of the train, a handsome mirror, and was well furnished with bedding and curtains." A reporter from the New York Times wrote it was "not only tolerable but comfortable, and not only comfortable but a perpetual delight. At the end of our journey [we] found ourselves not only wholly free from fatigue, but completely rehabilitated in body and spirits."

Of course, no long journey is perfect. In 1972, one traveler said the train trip "caused more hard words to be spoken than can be erased from the big book for many a day."

Getting across the country by (wo)manpower

One of the most extraordinary journeys that was undertaken during the 1800s wasn't from east to west, and it wasn't undertaken by a man.

An article in the San Francisco Call from May 5, 1896 explained the crazy plan: "Mrs. H. Estby and her daughter, aged 18, leave tomorrow morning to walk to New York City. They are respectable but will 'rough it' as regular tramps and carry no baggage." Respectable women walking alone across town was scandalous, let alone doing something no one had ever tried before. (Although Frank Weaver had made a cross-country trip by bicycle in 1890.) But times were hard, and the women had good reason, since "Mrs. Estby is the mother of eight children, all of whom are living with their father on a ranch near here, except the one going with her. The family is poor, and the ranch is mortgaged. Mrs. Estby, seeing no other way of getting out, concluded to make the journey afoot."

How would walking across the country save the farm? Well, some person or group or company (unfortunately this detail was lost somewhere over the past century, according to Transportation History ) was offering $10,000 to the first woman to accomplish the feat. For seven and a half months, going around 30 miles a day, working along the way to pay for food and board, the mother and daughter made their way to New York ... whereupon the sponsors refused to give them the prize on a technicality, and wouldn't even pay for the women to get home.

The first cross-country car journey was the end of an era

You could argue that in Britain, the 19th century didn't really end until 1901, with the death of Queen Victoria. In America, the key date could be seen as 1903, when the first person crossed the country by car. This signaled a new era, one where the West was no longer wild or out of reach to anyone. The continent had been crossed by foot, wagon, train, and now the newfangled car was added to the list.

H. Nelson Jackson, a doctor, and Sewall K. Crocker, a mechanic, drove from San Francisco to New York City after Jackson's friends said they didn't think it was possible. "The majority opinion expressed was that, save for short distances, the automobile was an unreliable novelty," Jackson would later explain ( via SFGate ). "Everyone pooh-poohed the idea of even attempting such a journey." So the two men and a dog named Bud set off.

While no one today would consider their trek easy, they managed it without major issues in just 63 days. Jackson spent $8,000 on the trip, which was a lot of money back then, but that number does include the cost of the car. Others were inspired, and copycat cross-country trips started by the dozens. The trip "was a pivotal moment in American automotive history ," said Roger White, curator at the Smithsonian National Museum of American History. "At the time they made the trip, there was a perception that the American frontier was closed. The Jackson-Crocker trip excited people across the nation. It got people thinking about long-distance highways."

These Maps Show How Ridiculously Long U.S. Travel Took in 1800

We complain that it takes over four hours to travel from New York to Washington, D.C., but it’s easy to forget that modern transportation is pretty damn fast. Over the course of the 19th century, the United States was transformed by the development of its rail network — before then, a trip to D.C. would have taken days .

Infrastructure improvements sound dull, but they have the ability to transform how we think about geography and time. It’s possible for a New Yorker to take a (very, very short) weekend trip to California, but in the year 1800, you would have needed to take the entire summer just to visit someone in Chicago. And if you made a friend on that vacation and then left, you probably wouldn’t ever see them again.

Look at this map below, taken from the Atlas of the Historical Geography of the United States published in 1932, which shows how long it would take someone in 1800 to travel across the country, using New York as a starting point:

It seems unfathomable these days, but the above situation didn’t last for long. By 1830, infrastructure was on the move. The first commercial railroad was built in Massachusetts in 1826, which led to the gradual development of further tracks based on British steam locomotive technology . At the same time, roads were rebuilt, extended and improved, which led to more vehicles. By now, you could probably visit your friend in Chicago in around six weeks. Here’s the same map in 1830:

In the ensuing period, rail went full steam ahead. By 1840, around 3,000 miles of railroad track had been built, and the earlier noisy trains improved and were made faster. Your friend in Chicago? You could visit them during a long weekend. By 1857, New Yorkers could travel to other northeastern cities in a matter of hours:

The improved infrastructure led to a dramatic change in American industry. Goods could now ship far further than ever before. The end of the First World War led to an increased construction workforce, as military men sought to use their skills for other projects. In 1830, three days travel would take you as far as North Carolina, but by 1930, you could reach the Californian coast:

These days? You can fly from New York City to Los Angeles in around six hours. Way back in 1800 you probably wouldn’t have made it out of New Jersey by that point. Your friend in Chicago is now just a two-and-a-half-hour flight away, and the rest of the world is open for us to explore.

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How did railroads in the 1820s-1830s change the United States

The introduction of steam railroads in the 1820s and 1830s changed America in a number of ways. With the invention of steam locomotives, it was possible for railroads to start connecting cities and towns across the nation. This created a continental transportation system, allowing goods to be transported around the country in an efficient manner. By 1850s, most Americans had replaced horse-drawn carriages with trains as their primary mode of transportation.

The early railroads in the 1820s-1830s revolutionized America by changing transportation costs and diverting traffic away from the country's canals. The Erie Canal, which opened in 1825, connected the Great Lakes to New York City via the Hudson River. This allowed for more efficient transportation of goods between east and west coasts. Afterward, many canal companies were formed to extend this network across other regions of the country; one such company was Middlesex Canal Company, established in Massachusetts in 1803. The first railroad in America was built by the Erie Railroad Company to transport coal from southeastern Pennsylvania to New York City. This allowed for faster transit times than what could be achieved with canals alone and quickly diverted traffic away from them.

In 1807, Robert Fulton revolutionized water travel with his steamboat 'Fulton's Clermont', and Americans developed steamboats that could travel along the deeper eastern rivers. The success of this new method of transportation was demonstrated when the boat made its initial voyage from New York City to Albany in less than 30 hours. This development had a huge impact on America and led to an increase in trade along the eastern seaboard. The Erie Canal, built between 1817-1825, was one of the longest canals ever built at 363 miles long and it provided a crucial connection between Albany and Buffalo.

The Michigan Canal, built between 1825-1829, was a great engineering feat that connected the Great Lakes to the Illinois River. The Hudson Railroad, which opened in 1831 and ran from Albany to Schenectady, was the first railway line in New York. This line heralded the expansion of railroads across America and connected more towns and cities than ever before. The Chicago interests were also heavily invested in railroad construction with a canal commission established to oversee this project. In particular they were interested in connecting Lake Michigan with the other Great Lakes by railroad. This resulted in an unprecedented increase of traffic along these waterways as well as boosting trade and commerce between New York City, Schenectady and Chicago's lakefront areas.

The first American railroad companies emerged in the 1820s and 1830s, although it wasn't until the 1850s when they began to expand their network across the continent. This expansion of transportation infrastructure was made possible by the Erie Canal and other early canals that opened up western trade. It also enabled states like Ohio to launch its own Ohio Railroad, which connected Cleveland, Toledo, Cincinnati and Columbus. With this came stiff competition between railroads as they raced to serve more towns and cities. This competition was beneficial for consumers as prices were driven down but hurt American railroad companies’ profits. The growth of America's railroad network in the 1850s had a significant impact on America's economy at large. Not only did it open up new markets for farmers' goods from Midwestern states like Illinois, Indiana and Ohio but it also encouraged rapid growth in manufacturing industries such as steel production in Pittsburgh or locomotive building in Schenectady.

The early railroads in the 1820s and 1830s changed America in many ways. By replacing river travel as the primary means of long-distance transportation, railroads moved travelers quickly and reliably between towns and cities. The first rivers to experience this shift were those along the East Coast, where a small number of railroad tracks had already been laid before the Civil War. By 1890, an extensive system of more than thirty thousand miles connected almost every corner of the United States.

The early railroads of the 1820s-1830s transformed America by offering a fast and efficient mode of transportation that was much faster than previous transportation modes. Railroads replaced trafficked waterways, navigable rivers, and intracoastal ocean traffic with turnpikes, canals, railways, steamships, and trains. These new technologies allowed people to travel across the country in days rather than months. The development of these railroads also allowed for increased trade between East and West Coast cities along these waterways as well as access to distant markets through more efficient transportation systems.

This new mode of transportation changed the way Americans viewed their nation, giving them an optimistic view of the future. With the development of new steam locomotives, technological progress was made possible and railroads soon became the dominant mode of transportation. This surpassed canals which were previously used as a means for trade and travel in America. As a result, Americans were able to move goods and services more quickly than ever before and access markets that were previously inaccessible to them due to distance.

The first railroad bridge was built over the Mississippi River in 1820, and within the next thirty years, fifteen lines were established between the east and west coasts. This enabled businesses to transport goods from coast to coast, with Chicago as a major hub of transportation. This expansion of railroad infrastructure sparked an economic boom across America as goods could be moved more quickly and in larger quantities than ever before.

The Ohio Railroad was one of the first to make a mark, connecting Lake Erie with the Ohio River in 1832. This enabled merchants to quickly transport goods from the Great Lakes region to New Orleans and beyond. The American Railroad Mania followed shortly afterward as entrepreneurs sought to capitalize on this new form of transportation. The Carolina Canal and Rail Road Company, for example, was incorporated in 1833 and began work on a canal system that would connect Charleston, South Carolina with Cincinnati, Ohio via the Catawba River Valley. The longest steam railroad at that time was Philadelphia's main line which ran from Harrisburg all the way down to Philadelphia in 1834. This opened up even more opportunities for trade between cities and regions as people could now travel further than ever before.

Many other lines soon followed suit including the Amboy Rail Road (now part of NJ Transit) which connected Camden with South Amboy across New Jersey in 1830; Delaware & Hudson Canal Co., which created an important connection between Albany & Buffalo along the Hudson River valley; and other lines throughout Pennsylvania such as Pittsburgh & Connellsville Railroads (1850). The growth of railroads also allowed settlements to develop deep into areas previously inaccessible by land such as along mountain ranges like those found in Appalachia where coal could be mined more easily or timber harvested faster than ever before—all thanks to railroads!

Cited Sources

- https://www.digitalhistory.uh.edu/era.cfm?eraid=5&smtid=1 0

- https://www.teachushistory.org/detocqueville-visit-united-states/articles/historical-background-traveling-early-19th-century 1

- https://courses.lumenlearning.com/suny-ushistory1os2xmaster/chapter/on-the-move-the-transportation-revolution/ 2

- https://www.u-s-history.com/pages/h67.html 3

- https://en.wikipedia.org/wiki/History_of_rail_transportation_in_the_United_States 4

- https://www.loc.gov/collections/railroad-maps-1828-to-1900/articles-and-essays/history-of-railroads-and-maps/the-beginnings-of-american-railroads-and-mapping/ 5

- https://www.american-rails.com/beginning.html 6

- https://americanhistory.si.edu/america-on-the-move/transportation-1876 7

- https://www.ushistory.org/us/25b.asp 8

- https://pressbooks-dev.oer.hawaii.edu/ushistory/chapter/on-the-move-the-transportation-revolution/ 9

- https://www.washingtonpost.com/wp-srv/style/longterm/books/chap1/passagetounion.htm 10

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History of Railroads in the 1800s: The Horse Carriage Trains began as horse-drawn carts or wagons that carried heavy loads. The problem was that even the gravel roads were invariably rough in places. It then occurred to some bright spark that it would be better to lay down flat, wooden rails and then to place a rim on the wagon wheels that would keep the wagons on the rails - the idea of the Horse Car and the rail-road was born. Rails reduced friction and increased efficiency.

History of Railroads in the 1800s: The Rail-Road The first rail-road of this kind in America was built at Boston in 1807. It was a very basic design used to carry soil from the top of a hill to Boston harbor. However the wooden rails soon wore out, and another bright spark had the idea to nail strips of iron on top of the wooden rail-roads. The idea caught on and long lines of railroads of this kind were soon built to carry both passengers and produce. 

History of Railroads in the 1800s for kids: The First Railroads The first railroads - literally rail-roads - were built by privately, by companies, towns and states. Any one having horses and wagons with flanged (rimmed) wheels could use the railway on the payment of a small sum of money. The Horse car , and the first railroads they ran on, were developed about the same time as the steam locomotive was invented in the late 1820s.

History of Railroads in the 1800s: The Locomotive T he steamboat had been invented, steam was used to drive boats through the water. Inventors had been looking for ways to use steam to haul wagons and carriages over a railroad and the steam locomotive was invented by George Stephenson.

Railroads in the 1800s: The Early Locomotives The early railroad trains were extremely basic. The cars were little more than stagecoaches with flanged wheels. The cars were secured together with chains, and when the engine started or stopped, there was a terrible clanging, bumping and jolting. The smoke pipe of the engine was very tall and was hinged so that it could be let down when coming to a low bridge or a tunnel. The chimney of a locomotive was called a smoke-stack. The first passenger carriages were extremely uncomfortable, cinders and smoke flew straight into the passengers' faces. But the trains over the railroads went faster than  steamboats and quickly became the favored form of transportation. The first steam locomotives were built with fixed wheels, which worked well on straight tracks but not so well in America's mountainous landscape.

● 1814: George Stephenson constructed a locomotive that could pull 30 tons up a hill at 4 mph. Stephenson called his locomotive, the Blutcher. He is considered to be the inventor of the first steam locomotive engine for railways. ● 1825: Colonel John Stevens is considered to be the father of American railroads and designed and built a steam locomotive capable of hauling several passenger cars in Hoboken, New Jersey ● 1828: The first operational locomotive on an American railroad was the Stourbridge Lion. The Lion was built in 1828 and imported from England by Horatio Allen of New York ● 1829: George Stephenson  He named his steam locomotive the 'Rocket' ● 1830: In 1830, the Tom Thumb was the first American-built steam locomotive to be operated on a common-carrier railroad.  The Tom Thumb was designed and built by Peter Cooper ● 1831: The name of the first locomotive to pull a train of cars over an American railroad was the 1831 Best Friend of Charleston. The Best Friend was designed by E. L. Miller (it operated for 6 months until its boiler exploded) ● 1831: In 1831 Matthias Baldwin established the Baldwin Locomotive Works and established the prototype from which later engines developed ● 1832: In 1832 John Jervis, designed the locomotive called the 'Experiment' which had a swiveling four-wheeled guide truck  that could follow the track and enabled locomotives to travel on railways with tighter curves - more suited to mountainous terrain ● 1833: The firm of Robert Stephenson in England constructed the locomotive the "John Bull" for the Camden and Amboy Railroad. The John Bull was one of the first American locomotives to be fitted with a pilot aka the 'cow catcher'. The 'cow-catcher' was the nickname given to the inclined frame in front of a locomotive that pushed obstructions from the track. The pilot aka the 'cow catcher' soon became standard devices on all American locomotives ● 1837: The invention of the Morse Code and the first telegraph line led to telegraph lines being erected alongside the Railroads

● Railroads cut travel time by 90% ● Railroads improved transportation across the U.S. ● Thousands of settlers utilized the Railroads in the 1800s to move west ● New cities and towns emerged along the route of the railways.  For additional facts refer to the History of Urbanization in America ● Many industrialist acquired great wealth, the unscrupulous businessmen were referred to as Robber Barons ● It increased trade by providing the means for transporting agricultural products and manufactured goods across the country and to the eastern seaboard for export to Europe ● The construction of the railroads was a feat of U.S. engineering and  a source of great national pride to the United States ● The " Underground Railroad " escape route for slaves was also established in 1831 and used railroad terminology for its secret codes ● The Civil War heralded the use of railroads as a Important means of transporting troops and supplies and the wounded in hospital trains. - refer to Civil War Inventions and Technology .

Facts about the Railroads in the 1800s for kids Interesting Facts about the Railroads in the 1800s History are detailed below. The history is told in a series of facts providing a simple method of relating to the expansion of the Railroads in the 1800s. The facts answer the questions of when the expansion of the Railroads in the 1800s, its effects on transportation and its significance to the United States of America.

Railroads in the 1800s Fact 1: In 1830, the rail network consisted of just 30 miles

Railroads in the 1800s Fact 3: Between 1849 and 1858 21,000 miles of railroad were built in the United States

Railroads in the 1800s Fact 5: The US rail network grew from 35,000 miles to a peak of 254,000 miles in 1916.

Railroads in the 1800s Fact 7: The Erie Railroad and the Albany & New York Central connected New York State and New York City with the Great Lakes

Railroads in the 1800s Fact 9: The Tracks were built in a variety of gauges (the distance between the rails) that ranged from 2 and one-half feet to 6 feet.

Railroads in the 1800s Fact 11: Speculators in the 1850s bought land hoping that a railroad would come through an area and they could then resell the land at a much higher price.

Railroads in the 1800s Fact 13: The American Civil War (1861-1865) became the first Important conflict in which railroads played a Important role as both sides used trains to move troops and supplies

Railroads in the 1800s Fact 16: At noon on November 18, 1883 standard time was introduced to the nation by the railroads

Railroads in the 1800s Fact 18: Railroads were faster and cheaper than canals to construct, and they did not freeze over in the winter so became the favored form of transportation

Railroads in the 1800s Fact 20: The railroads were shut down during the great railroad strike of 1894 and the true importance of the railroads was fully realized. The 1916 Adamson Act and the ruling of the Supreme Court established and 8 hour working day for railroad workers

Railroads in the 1800s - President John Quincy Adams Video The article on the Railroads in the 1800s provides an overview of one of the Important innovations of his presidential term in office. For additional info refer to Facts on Industrial Revolution Inventions . The following John Quincy Adams video will give you additional important facts and dates about the political events experienced by the 6th American President whose presidency spanned from March 4, 1825 to March 4, 1829.

Railroads in the 1800s

● Facts about the Railroads in the 1800s for kids and schools ● Facts about the construction of the railroads ● Facts about trains and Railroads in the 1800s ● John Quincy Adams Presidency from March 4, 1825 to March 4, 1829 ● Fast, fun, interesting facts about the Railroads in the 1800s ● Foreign & Domestic policies of President John Quincy Adams ● John Quincy Adams Presidency and the significance of the Railroads in the 1800s for schools, homework, kids and children

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The History Hit Miscellany of Facts, Figures and Fascinating Finds

What Was It Like to Ride a Victorian Luxury Train?

Martyn Pring

28 feb 2020.

Most people believe luxury train travel was the product of the 20th century’s inter-war years.

While it is true that some of the most illustrious luxury trains were firmly entrenched in this period, the history really unfolds much earlier.

Towards the end of Victoria’s reign

Ideas surrounding luxury rail travel really began in the mid-1880s, when society was on the move and the Old World was attracting tens of thousands of new international visitors.

In Britain there had been some railway company experimentation. However the notion of civilised travel arrangements had hardly moved on from 1862, when new Anglo-Scottish expresses were made up of primitive 4 and 6-wheeled non-connecting carriages.

Clerestory carriage stock still dominated prestige Anglo-Scottish expresses but by 1898, the east coast route was powered by the first 4-4-2 locomotives. GNR’s No 990 entered service in May of that year (Credit: John Scott-Morgan Collection).

This was the norm before two 4-wheeled (and later 6-wheeled) bogie stock caught on. Sprung bogie construction was still some time off to enable a smoother passenger ride.

Some railway companies like the Midland were true trailblazers with “luxury 12 wheelers”. Others remained unconvinced of benefits they delivered, citing the fact that they were heavier, required more powerful locomotives, and were a prerequisite for greater investment and capital expenditure they were loath to spend on.

For travelling passengers, the advantages were self-evident; new bogie carriages provided greater comfort and freedom to move around.

The Orient Express

The first Orient Express in 1883 (Credit: Jürgen Franzke).

The launch of the Orient Express in October 1883 provided a pivotal moment in the development of the luxury train concept.

The initial service linking many European capitals ran with two sleeping car saloons and a dining carriage sandwiched between the two fourgons or luggage cars.

However it was the idea of a better travelling experience with sumptuous accommodation that caught the media’s eye.

The launch event and the celebration of cuisine delivered by a small band of chefs working in cramped conditions was universally received with journalistic plaudits and especially with British audiences, who went on to form the majority of the luxury train’s customers.

The return journey lasted 11 days, but clearly demonstrated Georges Nagelmackers’ uncanny ability to negotiate complex travel arrangements involving national institutions and myriad railway companies across the pockets of European states.

1888 poster advertising the Orient Express (Credit: Jules Chéret ).

Railway route expansion fueled the expansion of first-class trains largely driven by a combination of railway competition and increased traveller expectation.

A better to way to travel

The 1890s marked a significant step-change in Britain and how railway companies saw their customers, belatedly realising passenger expectancies surrounding the quality of travel and services were clearly evolving.

It was a decade of rapid and bewildering change as science and technology transformed the country, giving rise to the modern world. The bigger railway companies were a key lever of industrial expansion altering everything around us forever.

Whilst railways possessed the infrastructure to effect change, society as a whole was knocking on their doors demanding transformation.

An educated and moneyed upper and middle-class, benefiting from the professionalisation of society (on both sides of the Atlantic), demonstrated personal ambition, self-confidence and a willingness to tap into life’s better things.

Railway companies and shipping lines were the new conduits of better ways to travel.

The age of decadence

The 1890s saw significant strides in express train carriage development with improved comfort and passenger facilities ensuring longer rail journeys could be enjoyed rather than endured (Credit: Illustrated London News Ltd/Mary Evans).

The end of the Victorian age was discernable as a period of decadence and interest in arts, popular culture and the written word altering the travel landscape and demand for luxury products and services.

Frequent and short breaks were now on travel agendas – railways got you there fast. Domestic and overseas travel became cornerstones of urbane lifestyles.

Notions surrounding adventure, walking, outdoor pursuits, culture and heritage registered ever more prominently on peoples’ radars.

From the 1890s decadent places to stay, restaurants, eateries and new concepts surrounding the luxury floating palaces of trans-Atlantic liners and their accompanying boat trains were on architect and designer drawing boards – but constructed to mirror society’s accepted class segregation.

The British Pullman Company

In the early days of railway grouping, the Pullman Car Company was seeking to enhance their promotional image with a tag line of ‘the maximum of luxury at the minimum of cost’ as shown in this advertisement from the 1924 ‘Railway Year Book’ (Credit: James S. Baldwin).

So how did all of these ideas transform themselves into better ways to travel by rail? Certainly increased use of longer and spacious bogie carriages provided improved passenger comfort and facilities.

Gangway/corridor connected stock with compartments and lavatories became the norm. Some railway companies invested in raised clerestory roofed coaches providing more natural light; elliptical shaped roofs became the standard from Edwardian times when aided by new electric lighting technologies.

This came about in 1894 when dynamos were attached to bogie wheels; dimly lit coaches on premier services were consigned to the past.

One of the first benefactors were the London, Brighton and South Coast Railway’s (LBSCR) Brighton Pullmans and Newhaven boat trains.

It was the beginning of ‘Pullman and Deluxe train travel’ whispered in the same breath as the British Pullman Company came under new ownership.

A golden era of train travel

Advert for the Southern Belle (Credit: Public domain).

Improved gas technologies also provided safer environments for lighting, food preparation, cooking and the dining carriage, although in the event of collision and derailment, seeping gas was always a potential fire hazard with wooden constructed coaches.

High-quality dining cars provided sophisticated “food on the move” rail travel for both first and third-class passengers.

On the continent, it was more complex as second-class travel still existed, but British food service developments were innovative; new third-class diners were akin to first-class of other railway companies.

The Tatler was another key publication for railway promotion. The title’s editorial in December 1907 coincided with the GNR’s ‘Luxurious Hotels on Wheels’ initiative (Credit: Illustrated London News Ltd/Mary Evans).

Similarly, first-rate sleeping car services on long-distant runs were ever more pleasant places especially on the consortia led Anglo-Scottish expresses. Viewpoints of “hotels on wheels” entered everyday language.

After a difficult start in Britain, The Pullman Company gradually gained a foothold on LBSCR and South Eastern and Chatham Railway (SECR) services providing some of the first named luxury trains.

By Edwardian times affluent first-class passengers increased substantially; the new Southern Belle Pullman was described as “The Most Luxurious Train in the World” when launched in 1908.

Visitors from the New World

Illustration from 1885 Chicago & Alton Railroad timetable (Credit: Public domain ).

One of the major drivers to the extension of luxury facilities enjoyed by period travellers was the value and numbers of New World tourists coming to Britain.

The impact of the US source market in shaping luxury travel agendas in this country was a significant signature of the times.

New classes of trans-Atlantic liners could be found; the first-class “floating palaces” reflected the value of American visitor economy and exercising a profound influence as all involved recognised the high-spending potential.

Travel providers – railway companies, shipping lines and hoteliers – went out of their way to provide simply the best.

Martyn Pring is currently an author and independent researcher with interests in culinary tourism, destination marketing, luxury branded sectors and travel histories. He is a self-confessed railway, maritime and aviation enthusiast from a young age. He is the author of Luxury Railway Travel: A Social and Business History published by Pen and Sword .

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Historical Bookworm

Podcast for fiction readers and history lovers

Train Travel in the 1800s (Pt. 1)

The audio version of this Pinch of the Past was first shared in Episode 33: Guest KarenWitemeyer & The Sound of Diamonds by Rachelle Rea Cobb

General facts

Engine, tender with coal and water, mail cars, freight cars, baggage cars, passenger cars. Basic second-class cars might have slightly padded seats, windows at each seat that could open, fresh paint, monthly cleaning; passengers were usually local businessmen and middle-class families.

Laura Ingalls in her book, By the Shores of Silver Lake, wrote about her first time riding a train in 1879. She describes red velvet cushions on the seats, a water fountain, and a boy who walked the train selling candy and chewing gum to the passengers.

In cities, tracks intersected with streets used by horse-drawn vehicles and pedestrians. Signaling systems were unreliable, so travel through the maze of intersecting railroads in a city moved very slowly.

Outside the city, the train would stop at little “borderland” towns, which were communities that sprang up near the rail line, completely surrounded by farmland and forest. As people moved from the overcrowded cities, sometimes commuting back into the city daily by train to work, these communities expanded, becoming what we know as suburbs.

First class express trains

For the wealthy, travel was luxurious and fun aboard the Pullman Palace cars. For starters, first class trains had right of way; other trains had to pull onto side rails and wait for the first-class travelers to pass.

George Mortimer Pullman began designing his luxury cars in 1864. He added upper berths with hinges so they could be folded up during the day and reclining chairs which doubled as a bed. No sharing bunks required. He added the enclosed platforms at the end of the cars, so passengers could safely and comfortably move between cars without fear of falling or adverse weather.

By 1877, Pullman cars boasted large windows, plush cushioned seats, wide sofas that became roomy beds at night, and plenty of nice furnishings. Frank Leslie’s Illustrated Newspaper wrote, “The six months’ journey [over the plains] is reduced to less than a week. The prairie schooner has passed away, and is replaced by the railway coach with all its modern comforts.”

With no shortage of first-class passengers clamoring for tickets, Pullman invented all sorts of specialty cars. Smoking cars, reading cars, cars for listening to music, or cars designed like parlors for relaxing. They featured carpeted floors, mirrors in gilded frames, marble and walnut washstands, colorfully frescoed ceilings, and silver-plated metal trappings. Dining cars, although introduced in 1867, only became regular features in the 1880s. You could even rent a mobile hunting lodge for your friends to take a hunting trip!

If you’re wondering about the price for this luxury, in a time when highly skilled Americans earned under $1200 dollars a year, a first-class ticket from New York to Chicago cost $100. 

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Old News, Vintage News, Historical News, Retro News

Train travel in the 1800s – these photos will take you inside the rococo period pullman train car. ….

The Pullman Palace Car Company, founded by George Pullman, manufactured railroad cars in the mid-to-late 19th century through the early decades of the 20th century, during the boom of railroads in the United States. Its workers initially lived in a planned worker community (or “company town”) named Pullman.

After spending the night sleeping in his seat on a train trip from Buffalo to Westfield, New York, George Pullman was inspired to design an improved passenger railcar that contained sleeper berths for all its passengers. During the day, the upper berth was folded up somewhat like a modern airliner’s overhead luggage compartment. At night the upper berth folded down and the two facing seats below it folded over to provide a relatively comfortable bunk for the night. Although this was somewhat spartan accommodation by today’s standards, it was a great improvement on the previous layout. Curtains provided privacy, and there were washrooms at each end of the car for men and women.

Pullman established his company in 1862 and built luxury sleeping cars which featured carpeting, draperies, upholstered chairs, libraries and card tables and an unparalleled level of customer service. Once a household name due to their large market share, the Pullman Company is also known for the bitter Pullman Strike staged by their workers and union leaders in 1894.

Take a look at these awesome photos that depict the interior of a Rococo period Pullman train car.

All photos found at  Chicago Historical Society 

Pullman did not just manufacture the cars: He also operated them on most of the railroads in the United States, paying railroad companies to couple the cars to trains. The labor union associated with the company, the Brotherhood of Sleeping Car Porters, which was founded and organized by A. Philip Randolph, was one of the most powerful African-American political entities of the 20th century. The company also built thousands of streetcars and trolley buses for use in cities.

After George Pullman’s death in 1897, Robert Todd Lincoln, son of Abraham Lincoln, became company president. The company closed its factory in the Pullman neighborhood of Chicago in 1955. Pullman purchased the Standard Steel Car Company in 1930 amid the Great Depression, and the merged entity was known as Pullman-Standard Car Manufacturing Company. The company ceased production after the Amtrak Superliner cars in 1982 and its remaining designs were purchased in 1987 when it was absorbed by Bombardier.

On January 1, 1900, after buying numerous associated and competing companies, it was reorganized as The Pullman Co., characterized by its trademark phrase, “Travel and Sleep in Safety and Comfort.”

In 1924, Pullman Car & Manufacturing Co . was organized from the previous Pullman manufacturing department, to consolidate the car building interests of The Pullman Co. The parent company, The Pullman Co., was reorganized as Pullman, Inc., on June 21, 1927.

In some Western European countries in the 1940s and 1950s, some especially luxurious motor coaches were sometimes referred to as Auto-Pullmans.

The best years for Pullman were the mid-1920s. In 1925, the fleet grew to 9800 cars. Twenty-eight thousand conductors and twelve thousand porters were employed by the Pullman Co.Pullman built its last standard heavyweight sleeping car in February 1931.

History of Trains

History of the modern trains spans the range of last two hundred years of modern human civilization, who in that time used this incredible discovery to drastically change industry, human expansion, and the way we travel on daily basis.

From the first time steam train rolled over the railways of industrial England in early 1800s to the modern times when bullet trains carry thousands of passengers with incredible speeds and freight train carry substantial amount of worlds goods, trains enabled us to develop our civilization with unexpected consequences that nobody expected. Distant lands become almost instantly reachable (3000 miles journey from New York to California was cut down from one or two months to few days!), industrial manufacture could be powered with infinite amount of raw materials and outgoing transport of finished goods, and sudden fast travel (far before first airplanes were discovered) caused the need of implementing standardized time zones across entire world.

Today, trains are used in variety of ways – from small city trams , subway electric trains, distance trains (equipped with dining cars and sleeping quarters for longer journeys), freight trains, to high-speed bullet trains that can reach speeds of 300-500 kilometers per hour. However, their history started with much simpler and slower designs. Even before steam engines arrived, ancient civilizations of Greece and Egypt and industrial Europe (1600s -1800s) used horses as primary sources of driving simple train cars. With purposefully built train tracks that enabled journey in only two directions, horses or bulls needed to waste minimal amount of force while pulling coal, iron and other goods.

Arrival of first non-condensing pressurized steam engines in first few years of 19th century enabled engineers to build new kind of railway system and train cars – trains that were built to carry much more materials than ever before.

History of Railways

If you ever wanted to find out more about long and eventful history of trains, steam engines, development of first metro system and worldwide railway systems, here is the best place to do so.

Invention of Trains

Train invention represent one of the most important times in the history of human expansion and development. Here you can find out all about that period of history, inventors that created them and the impact first trains had on us.

History of Subway

Here you can find out more about subway transport systems which appeared during age when steam engines ruled railways, and inevitable electrical revolution enabled them to spread across many major cities of the world.

Facts about Trains

Facts and events that trains collected over last 200 years are numerous and extensive. If you wanted to see how this once small industry managed to grow into juggernaut that feeds modern manufacturing industry and enables reliable and safe travel to billions of people all across the world, this is the perfect place to do so.

Train History Facts

• First train appeared in the year 1804. It managed to pull 25 tonnes of iron material and 70 people over the distance of 10 miles.
• Over the course of history trains were powered by steam, electricity and diesel fuel (although one of the earliest trains in USA was powered by horses that walked on treadmills).
• Currently trains transport around 40% of world’s cargo.
• Trains are very eco-friendly, but are expensive to produce and maintain.
• First commercial steam train (Stephenson’s “The Rocket”) managed to reach speed of 96 km/h. Today’s trains can go above 200 km/h, and specialized bullet trains to over 500.
• Two most famous railway lines are 9,297 kilometers long Trans-Siberian Express which connects Moscow and Vladivostok, and off course first American railway line which connected their East and West Coast in 1866 (Union Pacific and Central Pacific Railroads ).

April 22, 2024

Making history: brightline west breaks ground on america’s first high-speed rail project connecting las vegas to southern california  , officials hammer the first spike commemorating the groundbreaking for brightline west.

LAS VEGAS (April 22, 2024)  – Today, Brightline West officially broke ground on the nation's first true high-speed rail system which will connect Las Vegas to Southern California. The 218-mile system will be constructed in the middle of the I-15 and is based on Brightline’s vision to connect city pairs that are too short to fly and too far to drive. Hailed as the greenest form of transportation in the world, Brightline West will run zero emission, fully electric trains capable of speeds of 200 miles per hour. Brightline West is a watershed project for high-speed rail in America and will establish the foundation for the creation of a new industry and supply chain. The project was recently awarded $3 billion in funding from President Biden’s Bipartisan Infrastructure Bill. The rest of the project will be privately funded and has received a total allocation of $3.5 billion in private activity bonds from USDOT.

The groundbreaking included remarks from U.S. Transportation Secretary Pete Buttigieg, Brightline Founder Wes Edens, Nevada Gov. Joe Lombardo, Sen. Catherine Cortez Masto, Sen. Jacky Rosen, Senior Advisor to President Biden Steve Benjamin and Vince Saavedra of the Southern Nevada Building Trades. In addition, Nevada Reps. Dina Titus, Susie Lee and Steve Horsford and California Reps. Pete Aguilar and Norma Torres made remarks and joined the celebration. More than 600 people, including union representatives, project supporters and other state and local officials from California and Nevada, attended the event.

“People have been dreaming of high-speed rail in America for decades – and now, with billions of dollars of support made possible by President Biden’s historic infrastructure law, it’s finally happening,” said Secretary Buttigieg. “Partnering with state leaders and Brightline West, we’re writing a new chapter in our country’s transportation story that includes thousands of union jobs, new connections to better economic opportunity, less congestion on the roads, and less pollution in the air.”

“This is a historic project and a proud moment where we break ground on America’s first high-speed rail system and lay the foundation for a new industry,” said Wes Edens, Brightline founder. “Today is long overdue, but the blueprint we’ve created with Brightline will allow us to repeat this model in other city pairs around the country.”

CONSTRUCTION OF BRIGHTLINE WEST

Brightline West's rail system will span 218 miles and reach speeds of 200 mph. The route, which has full environmental clearance, will run within the median of the I-15 highway with zero grade crossings. The system will have stops in Las Vegas, Nev., as well as Victor Valley, Hesperia and Rancho Cucamonga, Calif.

The privately led infrastructure project is one of the largest in the nation and will be constructed and operated by union labor. It will use 700,000 concrete rail ties, 2.2 million tons of ballast, and 63,000 tons of 100% American steel rail during construction. Upon completion, it will include 322 miles of overhead lines to power the trains and will include 3.4 million square feet of retaining walls. The project covers more than 160 structures including viaducts and bridges. Brightline West will be fully Buy America Compliant.

STATIONS AND FACILITIES

Brightline West will connect Southern California and Las Vegas in two hours or almost half the time as driving. The Las Vegas Station will be located near the iconic Las Vegas Strip, on a 110-acre property north of Blue Diamond Road between I-15 and Las Vegas Boulevard. The site provides convenient access to the Harry Reid International Airport, the Las Vegas Convention Center and the Raiders’ Allegiant Stadium. The station is approximately 80,000 square feet plus parking.

The Victor Valley Station in Apple Valley will be located on a 300-acre parcel southeast of Dale Evans Parkway and the I-15 interchange. The station is intended to offer a future connection to the High Desert Corridor and California High Speed Rail. The Victor Valley Station is approximately 20,000 square feet plus parking.

The Rancho Cucamonga Station will be located on a 5-acre property at the northwest corner of Milliken Avenue and Azusa Court near Ontario International Airport. The station will be co-located with existing multi-modal transportation options including California Metrolink, for seamless connectivity to Downtown Los Angeles and other locations in Los Angeles, Orange, San Bernardino and Riverside Counties. The Rancho Cucamonga Station is approximately 80,000 square feet plus parking.

The Hesperia Station will be located within the I-15 median at the I-15/Joshua Street interchange and will function primarily as a local rail service for residents in the High Desert on select southbound morning and northbound evening weekday trains.

The Vehicle Maintenance Facility (VMF) is a 200,000-square-foot building located on 238 acres in Sloan, Nev., and will be the base for daily maintenance and staging of trains. This site will also serve as one of two hubs for the maintenance of way operations and the operations control center. More than 100 permanent employees will report on a daily basis once operations begin and will serve as train crews, corridor maintenance crews, or operations control center teammates. A second maintenance of way facility will be located adjacent to the Apple Valley station.

The Las Vegas and Southern California travel market is one of the nation’s most attractive corridors with over 50 million trips between the region each year. Additionally, Las Vegas continues to attract visitors from around the world, with 4.7 million international travelers flying into the destination. The city dubs itself on being the world’s No. 1 meeting destination, welcoming nearly 6 million people to the Las Vegas Convention Center last year.

In California, approximately 17 million Southern California residents are within 25 miles of the Brightline West station sites. Studies show that one out of every three visits to Las Vegas come from Southern California.

ECONOMIC & ENVIRONMENTAL BENEFITS

Brightline West's $12 billion infrastructure investment will create over $10 billion in economic impact for Nevada and California and will generate more than 35,000 jobs, including 10,000 direct union construction roles and 1,000 permanent operations and maintenance positions. The investment also includes over $800 million in improvements to the I-15 corridor and involves agreements with several unions for skilled labor. The project supports Nevada and California's climate goals by offering a no-emission mobility option that reduces greenhouse gasses by over 400,000 tons of CO2 annually – reducing vehicle miles traveled by more than 700 million each year and the equivalent of 16,000 short-haul flights. The company will also construct three wildlife overpasses, in partnership with the California Department of Fish and Wildlife and Caltrans for the safe passage of native species, primarily the bighorn sheep.

BRIGHTLINE FLORIDA

Brightline’s first rail system in Florida connecting Miami to Orlando began initial service between its South Florida stations in 2018. In September 2023, Brightline’s Orlando station opened at Orlando International Airport, connecting South Florida to Central Florida. The company has plans to expand its system with future stops in Tampa, Florida’s Space Coast in Cocoa and the Treasure Coast in Stuart.

BRIGHTLINE WEST

ABOUT BRIGHTLINE WEST

Brightline is the only private provider of modern, eco-friendly, intercity passenger rail service in America – offering a guest-first experience designed to reinvent train travel and take cars off the road by connecting city pairs and congested corridors that are too short to fly and too long to drive. Brightline West will connect Las Vegas and Southern California with the first true high-speed passenger rail system in the nation. The 218-mile, all-electric rail service will include a flagship station in Las Vegas, with additional stations in Victor Valley and Rancho Cucamonga. At speeds up to 200 miles per hour, trains will take passengers from Las Vegas to Rancho Cucamonga in about two hours, twice as fast as the normal drive time.

Brightline is currently operating its first passenger rail system connecting Central and South Florida with stations in Miami, Aventura, Fort Lauderdale, Boca Raton, West Palm Beach, and Orlando, with future stations coming to Stuart and Cocoa. For more information, visit  www.brightlinewest.com  and follow on  LinkedIn ,  X ,  Instagram  and  Facebook .

QUOTE SHEET

“Through this visionary partnership, we are going to create thousands of jobs, bring critical transportation infrastructure to the West, and create an innovative, fast, and sustainable transportation solution. Nevada looks forward to partnering with Brightline on this historic project.”  - Governor Joe Lombardo, Nevada

“Today, not only are we breaking ground on a historic high-speed rail project here in Nevada, we are breaking ground on thousands of good paying American jobs, union jobs.”  - Steve Benjamin, Senior Advisor to the President and Director of the White House Office of Public Engagement

“For decades, Nevadans heard about the promise of high-speed rail in our state, and I’m proud to have led the charge to secure the funding to make it a reality. Today’s groundbreaking is the beginning of a new era for southern Nevada -- creating thousands of good-paying union jobs, bringing in billions of dollars of economic development, enhancing tourism to the state, reducing traffic, and creating a more efficient and cleaner way to travel. This is a monumental step, and I’m glad to have worked across the aisle to make this project come true.”  - Senator Jacky Rosen (D-NV)

“Having high-speed rail in Las Vegas will electrify our economy in Southern Nevada, and I’m thrilled to celebrate this milestone today. This project is on track to create tens of thousands of good-paying union jobs while cutting down traffic on I-15, and I’ll keep working with the Biden Administration to get this done as quickly as possible and continue delivering easier and cleaner transportation options for everyone in Nevada.”  - Senator Catherine Cortez Masto (D-NV)

“Today’s groundbreaking is a historic step in modernizing rail service in the United States. Californians driving between the Los Angeles region and Las Vegas often face heavy traffic, causing emissions that pollute the air in surrounding communities. The Brightline West Project will provide travelers with more options—helping Californians and visitors alike get to their final destination without facing gridlock on the road.”  - Senator Alex Padilla (D-Calif.)

"High-speed rail in the Southwest has been a dream as far back as the nineties when Governor Bob Miller appointed me to the California-Nevada Super Speed Train Commission. As a senior Member of the House Transportation & Infrastructure Committee, I am honored to have helped write the Bipartisan Infrastructure Law and secure $3 billion to turn that dream into a reality which will generate millions of dollars in tax revenue, reduce carbon emissions by easing traffic on Interstate 15, and create thousands of good-paying union jobs. I am proud to stand with advocates and transportation leaders as we break ground on the Brightline West project and look forward to welcoming high-speed passenger rail to Southern Nevada."  - Congresswoman Dina Titus (NV-1)

“For decades, high-speed rail was just a dream in southern Nevada – but now, I’m beyond proud that we finally made it a reality. I worked across the aisle to help negotiate, craft, and ultimately pass the Bipartisan Infrastructure Law because I knew it would kickstart transformative projects like Brightline West that will stand the test of time. Together, we’re cutting down on traffic, boosting our tourism economy, and creating thousands of good-paying union jobs.”  - Congresswoman Susie Lee (NV-3)

“I am proud to join Brightline West for the groundbreaking of this monumental project for Southern Nevada and the southwestern United States. By connecting Las Vegas to Southern California via high-speed rail, we will boost tourism, reduce congestion on the I-15 corridor, and create jobs. The impact on our local economy and the people of the Silver State will be tremendous. In my conversations with Secretary Buttigieg, Brightline West, and our Nevada labor leaders, I know that local workers and our Nevada small businesses will benefit from this transformational investment. This will be the nation's first true high-speed rail system, blazing a new path forward for our nation’s rail infrastructure, and we hope it will serve as a blueprint for fostering greater regional connections for many other cities across the country.  - Congressman Steven Horsford (NV-4)

“Brightline West’s groundbreaking today marks the construction of a dynamic high-speed rail system that will link Las Vegas, Hesperia, and Apple Valley to Rancho Cucamonga’s Metrolink Station, creating new jobs and fostering economic growth in California’s 23rd Congressional District. This convenient alternative to driving will reduce the number of cars on the road, decreasing emissions and reducing congestion in our High Desert communities. This is an exciting step and I look forward to the completion of this project.”  - Congressman Jay Obernolte (CA-23)

"Today's groundbreaking on the Brightline West high-speed rail project marks an incredible milestone in the Biden-Harris Administration's commitment to fulfilling the promise of high-speed rail and emissions-free transportation across the country. As a longtime supporter of this project, I helped pass the Bipartisan Infrastructure Law, which has already invested over $3 billion to support the completion of this project. By increasing transportation options, spurring job creation and new economic opportunities, and improving our environment through cutting over 400,000 tons of carbon pollution each year, this project will be transformative to my district and all of Southern California for generations—particularly in and around the last stop in Rancho Cucamonga. With the goal of being operational in time for Los Angeles to host the Summer Olympic Games in 2028, I look forward to Brightline West facilitating travel for the millions visiting our region and elevating our 21st-century connectivity on the global stage."  - Congresswoman Judy Chu (CA-28)

"As the Member of Congress that represents the City of Rancho Cucamonga and a member of the House Appropriations Subcommittee on Transportation, Housing, and Urban Development, it is my honor to participate in breaking ground on one of the most highly anticipated high-speed rail projects in the country. We gathered today thanks to the Biden Administration's leadership, which enacted the Bipartisan Infrastructure Law and the Inflation Reduction Act to fund vital projects like this and transform our economy. The Brightline project is a stellar illustration of the power of successful public-private partnerships. Thanks to all the labor unions, Tribes, and wildlife advocates for their hard work, which brought this project to life. The bright line is fully electric and has zero emissions, which is excellent for our environment. I am eagerly anticipating the completion of this project in my district and look forward to seeing everyone there."  - Congresswoman Norma J. Torres (CA-35)

Media Contact

Vanessa Alfonso [email protected]

How to train for a marathon on vacation

Running in a new place can help break up the monotony of marathon training.

Micah Ling was all set to run her first marathon. After training for 15 weeks, just two shy of her training goal, the 43-year-old and her husband decided to take a vacation to Mexico. That’s when things went south.

Ling’s plan was to take her 22-mile runs on the road. But unlike the rocky dirt paths in her small Colorado mountain town, the trails she found in Baja California were sandy. She began experiencing pain, and by marathon day, she couldn’t run at all. A physical therapist diagnosed her with peroneal longus tendinitis, the consequence of overuse while running on the unfamiliar terrain.

“I had no idea it would result in an injury,” she says. Her symptoms lingered, but she hopes to be back to running all summer.

If you’re training for a marathon, you may get bored by pounding the same pavement day in and day out. Runners should take precautions to avoid injury, but there are ways to safely and effectively train for a marathon while out of town.

Do it right, and it can even be fun.

Rest up — or adjust your schedule

According to Abby Omerza, an RRCA -certified running coach and ACSM -certified exercise physiologist with countless marathons, ultramarathons, and triathlons under her belt, the simplest solution is to use a short vacation as a recovery period.

Training plans can be adjusted; you can tack on additional time to compensate for a milder week and end up with the same total mileage by race day. Taking a few days off from strenuous exercise won’t set you back.

However, even at the most relaxed pace, you’ll still be running, so “look for a place that’s going to be safe,” Omerza says.

Pick a destination with a variety of low-traffic areas, such as parks, where cars aren’t a concern but you’re also not alone.

And if you’re planning on doing long runs, research routes in advance to ensure that you’ll always be in a place with access to bathrooms, water, cell service and somewhere to seek help in case of emergency.

To eliminate some of the anxieties that may come from being in unfamiliar territory, see if you can join a local running club or book a vacation with a company such as Rogue Expeditions , which will plan your itinerary in its entirety so all you have to do is show up at the airport.

Plan for your new environment

What if you’re going to be away for more than a few weeks and can’t write off your entire vacation as a recovery period?

The first question you should ask is: How similar is your destination to your standard training conditions? A massive change in temperature, humidity, or altitude probably will hinder your ability to maintain your usual pace or mileage, so you’ll have to add time at the beginning of your training plan to allow yourself a buffer upon arrival.

“Travel is a big stressor on your body, and if you push yourself too hard to stick to ‘the plan,’ you might actually end up setting yourself back because you won’t be able to recover,” says Ashley Mateo, a Denver-based runner.

Since 2015, Mateo has run 15 marathons including the six World Marathon Majors (Boston, Berlin, Chicago, London, New York and Tokyo) and has trained everywhere from Finland to Indonesia to the United Arab Emirates.

“If you miss a workout or two because you’re tired or a cool opportunity comes up, don’t beat yourself up about it,” Mateo says.

Running while sightseeing

If none of this sound appealing, it may be time to reframe your attitude about running. Instead of viewing it as a chore to power through, call it the main event .

Mauricio Sandoval, a 36-year-old runner based in Manhattan, travels to sightsee on foot while prepping for a big race in his destination. When he was training for the 2023 New York City Marathon, he completed half marathons in Mexico City, Guatemala City and Amsterdam as a way to incorporate long runs into his schedule while soaking in the atmosphere.

“I like big urban races, which include landmarks, scenic views and great crowds,” Sandoval says. He looks for “a race that will allow me to explore the city from a different perspective.”

Sandoval notes that some races have courses take you to parts of the city that are normally off-limits because they’re reserved for car traffic or because they’re typically not open to the public.

“For Amsterdam, the race is a big urban race that finishes in the Olympic Stadium,” he said. “DJ Ferry Corsten was playing in the stadium. So far, this has been my favorite half marathon.”

Where to go

Our favorite destinations: These 12 destinations are at the top of our wish list for where to go this year, without crowds. In 2023, we explored an Alaskan bear paradise, Brooklyn’s famous pizzerias and a hidden gem in Italy, among other highlights .

Travel like a local: Residents share their favorite places in our top city guides: New Orleans , Rome , Tokyo and Mexico City .

National parks: This comprehensive guide has details on all 63 U.S. national parks. For a deep dive into five of the most well-known, you can listen to the Field Trip podcast . Then explore tips from locals for visiting Yosemite , Glacier and Everglades .

Tales from the road: Dolly Parton has opened a new resort at her theme park complex in Tennessee, while “Fixer Upper” stars Chip and Joanna Gaines have a new hotel in Waco . Road-trippers may be just as excited to see the cartoon beaver at Buc-ee’s , and bargain-hunters should consider a stop at the Unclaimed Baggage store in Scottsboro, Ala.

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What is Labour’s plan for rail travel and will it make tickets cheaper?

Party wants to fully nationalise train network within five years of coming to power, in ‘biggest rail reform for a generation’

Labour has made one of its most radical proposals yet in the run-up to an election campaign: to fully nationalise the train network within five years of coming to power.

The party has pledged to guarantee the cheapest fares as part of “the biggest reform of our railways for a generation”, bringing all passenger rail into national ownership under the Great British Railways (GBR) body.

So, how difficult would the plan be to enact and what does it mean for passengers?

How would Labour’s plan for Great British Railways change the way the trains are run?

The headline change is nationalisation: the ambition that all passenger train operations, at least, should return to public ownership. But the wider aim is that control of trains and tracks – “wheels and steel”, as some put it – is brought back under one unified structure, at arm’s length from the government.

The actual railway infrastructure is already managed by the state-owned Network Rail, since the disastrous tenure of Railtrack in the early days of privatisation, and train operations in Scotland, Wales and a large chunk of England are in public ownership. So a fully renationalised railway (bar the rolling stock and freight) is not as big a step as it may once have sounded – and arguably the pragmatic extension of the plans drawn up by the Conservatives in 2021, to end the fragmentation and waste in the system.

How long will the changes take?

Labour said it would get the ball rolling on day one. Given the years it has taken for the Conservatives’ GBR plans to crystallise into a draft bill that has scant chance of passing before an election, supporters of the changes would be forgiven for not holding their breath for legislation. But some of the spadework has been done by the GBR transition team, and Labour will be hoping for a more stable tenancy in Downing Street to see the policy through. It is, it stresses, a long-term plan.

As far as nationalisation of the train operators goes, most of the contracts of remaining operators will expire naturally within the next term, while the government can exercise break clauses in others, such as Avanti West Coast and Cross Country.

What would the trains look like?

Eventually, they would all be GBR-branded trains rather than the individual liveries and logos of different operators. Labour hopes that this will make things simpler for passengers, avoiding confusion over ticketing, as well as cutting costs.

Would it make train travel cheaper?

Possibly, but not for a while yet. Labour says it wants to make the railway more affordable but has definitively avoided any pledges to cut or even freeze the overall level of fares.

However, it believes that its plans will eventually save £2.2bn a year by avoiding the duplication and bureaucracy brought on by the current system, where the Department for Transport tightly controls and specifies contracts for the private firms, and reams of staff are employed in back-end roles. That could give ministers some scope to use more of the billions in annual taxpayer subsidy to bring fares down long-term.

What about this best-price guarantee?

Make that an “ambition”, according to the policy document . It’s testament to the complexity, or occasional absurdity, of UK rail fares that even after years of industry focus on improving the system, renationalising looks an easier promise than telling a passenger they’ve paid the right amount.

Things can be improved, Labour says, as contactless tap-in and tap-out payments extend through more and more of the country, opening up the possibility of a Transport for London-style system, where fares are streamlined and automatically capped or refunded.

The shadow transport secretary, Louise Haigh, pointedly chose the headquarters of Trainline in central London to launch her plans on Thursday, paying tribute to the travel app firm’s “relentless focus on passengers [and] improving their experience”. Trainline shares fell 10%, even though Labour says it has no plans to replace the private firm with a single state retailer.

But given that the app’s business depends on people paying extra to cut through the railway’s confusing fares, fragmentation and lack of a decent central ticketing site, Trainline shareholder nerves might be taken as a vote of confidence that GBR will improve the industry’s own offering.

How else might passengers benefit?

Labour says it would leave the running of the railway to the experts – but the transport secretary would set strategy and take on the role of passenger-in-chief, and the industry would not be “marking its own homework”.

The plan aims to strengthen the voice of passengers by rolling together the various bodies currently meant to be standing up for them – the watchdog Transport Focus and the little-known Rail Ombudsman, as well as a few divisions of the Office of Rail and Road.

What will happen to the private operators?

Their representatives at Rail Partners warn that it will be “messy” and the railway will lose their expertise. But the people actually running train operators, right up to the managing directors, have typically stayed in post with a different coloured badge when the owning groups moved on, and passengers at say, Southeastern or LNER may not feel life is very different. Firms once regarded as pillars of privatised rail such as Stagecoach, National Express (now Mobico) and Virgin have long exited UK rail already, pursuing business elsewhere.

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The MBTA increases frequency on commuter rail lines, subways, buses and ferries

The MBTA unveiled its spring schedules on Thursday, which include more frequent service on commuter rail lines and the resumption of seasonal service on regional ferries and the CapeFLYER train. The agency increased service on many of its subway lines and bus routes earlier this month.

On the commuter rail, frequency on the Fairmount Line will increase from every 45 to every 30 minutes, including new weekend service.

In collaboration with the city of Worcester, the MBTA will reintroduce the morning express train, departing Union Station at 7:40 a.m. and arriving at South Station in downtown Boston at 8:45 a.m. The trip will also include stops at Framingham and Lansdowne.

The transit agency also announced station improvements. The Readville lower platform will reopen to riders, offering more transfer options for the Franklin, Foxboro, Providence, Stoughton and Fairmount commuter rail lines. And after three years, service will resume from the South Attleboro Station. Commuter rail service there was suspended in February 2021 due to significant deterioration of the pedestrian overpass, which was demolished last year.

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What's faster: train or car worcester to boston commuters say it's not that simple a choice, how mbta chief eng is rebuilding trust after one year on the job, mbta general manager eng says the t is 'moving the needle in the right direction', seasonal transit.

The popular CapeFLYER, offering round-trip service between Boston and Cape Cod, will return for the season on Memorial Day weekend. The service runs on Fridays, Saturdays and Sundays until Labor Day.

And if you’re lucky enough to be able to take the ferry, beginning April 29 there will be increased service on the Winthrop/Quincy ferry line with three additional trips, and added direct Quincy-to-Boston service. The Hingham/Hull Ferry Weekend Service resumes May 25 and the Lynn Ferry will have 11 new weekend trips this season when it begins on Saturday, May 25. East Boston ferry service resumed April 1.

Subway lines and bus routes

Rapid transit service changes went into effect on subway lines earlier this month.

On the Red Line, improved track conditions have resulted in increased frequency. The MBTA said the speedier service has allowed for 24 additional daily trips.

Orange Line frequency during peak travel times has also improved, due to the addition of new trains available for service. That's resulted in 18 additional trips.

Blue Line service now includes more evening trips to meet demand, adding 22 more daily trips. Between 8 p.m. and 11:30 p.m., trains will now come every 8-10 minutes instead of every 12-13 minutes. 

Green Line service has also improved due to increased demand and the hiring of additional operators. That includes speedier weekday service during peak hours on all Green Line branches. In addition, some routes now have increased frequency on weekends or added capacity due to more two-car trains. The MBTA said these changes have resulted in 82 more daily trips.

Bus service is also more frequent on several routes due to the hiring of more bus operators. That includes routes 7, 9, 21, 32, 47, 57, 111, 501, SL1 and SL3 during weekdays and weekends with increased Sunday service on Route 1.

Other changes include rerouting buses 83 and 91 around construction areas and adjusted schedules on routes 34 and 121 to more accurately reflect the service that is actually operating so that riders can rely on published bus schedules. The Route 120 schedule was also adjusted to align with changes to the Blue Line.

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Railroads and Westward Expansion (1870s)

Last revised: March 19, 2024

By:  Adam Burns

While railroads continued their rapid expansion during the 1870s the decade nevertheless contained its share of issues; 1873's financial panic crippled America's economy while the Great Railroad Strike of 1877 left an ugly scar on the industry. 

Despite these setbacks, historian John Stover notes in his book, " The Routledge Historical Atlas Of The American Railroads ," the U.S. rail network grew from 52,900 in 1870 to 93,200 by 1880 (by region the Mid-Atlantic saw a 42% increase, the South 55%, the "Old Northwest" 70%, and the West 151%). 

By 1880, all the states, and territories which later became states, boasted at least a few miles of track.  In the west, the Transcontinental Railroad had just been finished (1869) while eastern systems focused on reaching Chicago. 

One notable was the Baltimore & Ohio, America's first common-carrier, which arrived in the Windy City in 1875.  

While the construction and consolidation of carriers west of the Mississippi was still ongoing, back east the railroads we now commonly refer to as classic "fallen flags" were either already established or soon to be. 

In an era prior to government oversight, arrogant and pompous owners continued (although in declining numbers) to cause inefficient operations by refusing interchange and maintaining their own track gauge.  

By the 1870's, American railroads were quickly transforming themselves into the modern incarnation we recognize today. 

Many of the well-known freight car types were already in service (boxcars, flatcars, hoppers, tank cars, gondolas, and the caboose). 

Passenger amenities were also vastly improving; the first diner appeared in 1867, sleeping cars were operating in ever-greater numbers, chair cars (a type of upscale coach featuring plush, reclining, swivel seats) were first used in 1875, and even central heating (via steam) was in the experimental stages. 

For all of these advancements, the decade had its problems.  It began with the financial Panic of 1873. 

At A Glance

Sources (Above Table):

• Boyd, Jim. American Freight Train, The. Osceola: MBI Publishing, 2001.
• Schafer, Mike and McBride, Mike. Freight Train Cars. Osceola: MBI Publishing, 1999.
• McCready, Albert L. and Sagle, Lawrence W. (American Heritage). Railroads In The Days Of Steam. Mahwah: Troll Associates, 1960.
• Stover, John. Routledge Historical Atlas of the American Railroads, The. New York: Routledge, 1999.  

Railroads were growing so fast that nearly 6,000 miles were being laid down every year (17,000 miles between 1871 and 1873).  With so much new construction, lending was strained and overextended. 

It ultimately collapsed when Jay Cooke's banking firm, Jay Cooke & Company, could not sell the $100 million in bonds needed for the Northern Pacific Railway's construction, our country's first transcontinental railroad into the Pacific Northwest. 

The NP failed on September 18, 1873, which set off a chain reaction of bank failures that led to a national depression.

According to the book, " Railroads In The Days Of Steam " by authors Albert McCready and Lawrence Sagle, as a rare federal charter Northern Pacific was provided 25,600 acres of public land for each new mile constructed. 

Following its bankruptcy the government attempted to revoke this charter but such draconian measures were spared when new ownership managed to procure further funding and see its completion by 1883.   

Economic issues were not the only concern facing railroads: America's Heartland was filled with angry Native Americans who were not happy about the White Man's encroachment onto their lands. 

Whenever possible they routinely destroyed track, derailed trains, and disrupted operations.  It was a serious problem during Union Pacific's construction in the 1860's as grading and track crews were constantly harassed. 

In response, the U.S. government provided military support. After several years of bloodshed, capped by the famous Battle At Little Big Horn where Colonel George A. Custer's Seventh Calvary was annihilated by the Sioux Nation (led by Crazy Horse), most of the fighting had ended by 1877. 

The 1870's also saw new Midwestern startups like the Atchison, Topeka & Santa Fe pushing westward across the plains and into the southwest.

According to Keith Bryant, Jr.'s excellent book, " History Of The Atchison, Topeka & Santa Fe Railway ," the AT&SF began as the Atchison & Topeka Railroad of 1859.  After spreading across the Midwest, new leadership under William Barstow Strong in 1877 allowed it to reach California by 1883.

The Southern Pacific was also feverishly building that decade, working its way east from the San Joaquin Valley towards the Gulf Coast.

The SP served most of Southern California by the end of the 1860's; under the leadership of Collis P. Huntington it reached El Paso, Texas in 1881 and New Orleans, Louisiana soon afterward. 

This corridor became its legendary "Sunset Route."  While westward expansion was underway railroads also grew prodigiously back east. 

As the 1870's dawned, Southern railroads were still recovering from the Civil War's ravages. But within a decade they had rebounded handsomely, gaining 55% of their 1870 mileage (or, over 19,000 miles). 

The 1870's also witnessed the four major eastern trunk lines either complete their Chicago corridors or nearly so (Erie Railroad). 

The Pennsylvania Railroad had arrived decades earlier, in 1852, while the future New York Central System provided a direct link in 1873 when owner Cornelius Vanderbilt named himself president of the Lake Shore & Michigan Southern.  The Baltimore & Ohio reached the Windy City a few years later, in 1875, although indirectly.

Rail Travel

The following was written by James Macaulay and published in London's, " Across The Ferry " in 1887.  It was reprinted in August Mencken's book, " The Railroad Passenger Car , " and describes what it was like to ride in a Pullman car during the 1870's: 

" The average speed on the American lines is about twenty miles an hour.  The express trains rarely exceed thirty miles.  Nominally, there I but one class of passengers and one scale of fare. 

Every traveler takes his place where he has a fancy except that there is a car reserved for ladies and for gentlemen accompanying them. 

But though in theory all are equal there are practically various classes of immigrants.  There are attached to most trains drawing-room cars, reclining chair car and sleeping-cars, for which additional charge is made. 

Some of these select cars belong to speculating builders or companies who purchase the privilege of attaching them to the trains and make their profit by the additional charge.

The most notable of these speculations are the Pullman hotel-cars.  In one of these I traveled from Niagara to Chicago, leaving in the forenoon and arriving on the morning of the following day. 

Two of us chartered a compartment like the cabin of a ship with a comfortable sofa above which a board was fixed at night, so as to form a second sleeping-berth. 

The beds are regularly made, boots put outside the door for cleaning, and hot water brought in the morning by an active black boy. 

Meals were served on a table carried into the cabin.  The bill-of-fare contained many items and at moderate charges. 

For lamb chop or mutton chop and tomato sauce the price was seventy-five cents; fresh mackerel, fifty cents; omelet with ham, forty cents and a spring chicken cost a dollar. 

There was ample choice of vegetables, fruit and relishes with five or six kinds of wine in the carte.  A cup of French coffee, tea or chocolate was fifteen cents.  The kitchen, clean and commodious, had every appliance for cooking, and the dressing compartment was equally convenient. 

Some of the drawing-room cars are as luxurious as those of royal or imperial carriages on European lines, with mirrors, lounges, chandeliers, piano and bookcases.  A novelty in some of the cars on the Pacific Line is an outside balcony from which the scenery can be surveyed.

In America the ingenuity of the directors seems to be exerted for the comfort of the poorest classes. The carriages are large and well ventilated, with stoves for wintry weather and Venetian blinds and sun shades at every window in Summer. 

The seats are roomy and well cushioned.  For parcels or small packages there are plenty of pegs and wire racks, and there is a barrel of filtered water, iced in Summer, at one end of the car.  Notwithstanding all this, there is room for improvement.  The jumping and jolting of man of the lines is terrible. 

The rails are laid upon big wooden sleepers which seem often of needless irregularity in level.  Great is the dust and glare in hot weather and the draft in cold weather. 

Except in the larger towns and at the hotel stations the depots are generally very plain wooden structures, with few fixings and at night cheerless and ill lighted. "

According to the book, " Baltimore & Ohio Railroad " by Kirk Reynolds and David Oroszi, the B&O's through route, via Pittsburgh, was not established until 1891 thanks to the efforts of President John W. Garrett, who became the railroad's seventh president on November 17, 1858. 

Upon the road's push towards Chicago he stated, " ...he would pull down the temple of high freight rates upon the heads of rival lines like the biblical Samson ."  The Erie Railroad was the last, making its entrance during the 1880's via acquisition of the Chicago & Atlantic Railway. 

The standard track gauge of 4 feet, 8 1/2 inches became increasingly common during the 1870's although numerous widths still persisted. 

For instance, roughly six different gauges could be found throughout the country: 4 feet, 8 1/2 inches (found predominantly in the Northeast and Midwest); 4 feet, 10 inches (Ohio); 5 feet (South/Southeast); 5 feet, 4 inches; 5 feet, 6 inches; 6 feet; and the Pennsylvania Railroad used a gauge of 4 feet, 9 inches.

As a historical footnote, the gauge of 4 foot, 8 1/2 inches was adopted from England; that country's horse carriages largely used this width and so the concept was applied to early railroads of the 1820's.

Standard Time Zones

The 1870s' final significant development was the adoption of Standard Time Zones. Since the actual time of day could vary greatly, from a few minutes to several (depending on one's location), a better system was needed. 

This was particularly true following the Transcontinental Railroad's completion where the western time differed by hours.  Such an arrangement made it impossible for railroads to precisely coordinate schedules, an issue they didn't particularly mind at the time given the rabid level of competition. 

According to the book, " The Railroad Passenger Car: And Illustrated History Of The First Hundred Years With Accounts By Contemporary Passengers " by August Mencken, Charles Ferdinand Dowd was the first to propose a standard time within a pamphlet he published in 1870 entitled, "A System of National Time for the Railroads. "  This piece became the basis for the industry's standard time. 

National Railroad Map (1876)

Dowd was an 1853 graduate of Yale University (boasting a doctorate) who believed the country should be divided into four sections. These segments would cover 15 degrees of longitude, or an hour of real time.

As the years passed the idea slowly gained traction although more than a decade would pass before it found widespread use.

In 1876, William Allen, secretary of the Time Table Convention (which later became the General Time Convention), planned the four major time zones railroads would use.

Narrow-Gauge Railroads

The 1870's witnessed a unique phenomenon take root, the narrow-gauge railroad. 

While the Erie had been built to 6-foot gauge; 5 feet was standard in the South; and 4 feet, 9 inches adopted by the Pennsylvania Railroad, a growing consortium in the post-Civil War era believed narrower gauge operation could save considerable construction and operational costs. 

While these widths had been used for some time in other parts of the world, notably Britain where Isaac W. Boulton showcased a 2-foot gauge locomotive on 1 mile of track near Wigan, Lancashire in 1861, it did not gain considerable traction in America until trade publications (principally  Railway Age ) picked up Robert Francis Fairlie's paper on the subject entitled Railway Gauges . 

His writing strongly touted the advantages of the 3-foot gauge.  General William J. Palmer, a decorated U.S. Army officer of the Civil War, was already so convinced of its advantages he went his own way and swiftly organized the Denver & Rio Grande Railway on October 27, 1870. 

The D&RG became America's first, and most successful 3-foot railroad; by 1887 it boasted 1,673 miles in operation throughout Colorado according to Dr. George Hilton's book, " American Narrow Gauge Railroads ." 

Narrow-gauge construction reached a fever pitch during the 1880's but its apparent advantages were quickly dashed; many were built very poorly and interchange with standard-gauge railroads made it very inefficient. 

Most were converted to 4 feet, 8 1/2 inches by the 1920's.  Surprisingly, components of what later became the Denver & Rio Grande Western survived until 1980!

They were listed by geographical location: Eastern, Central, Mountain and Pacific. These zones lay along the 75th (Eastern), 90th (Central), 105th (Mountain) and 120th (Pacific) meridians. 

Following more effort and work, significant organizations pushed for Standard Time's passage including the American Association for the Advancement of Scenic, American Metrological Society, and American Society of Civil Engineers. 

Canadian Pacific's chief engineer, Sir Sanford Fleming, took an even bolder step, stating in 1879 that a similar system should be used worldwide. 

Finally, the American Railway Association, the industry's trade group at the time (which became the Association of American Railroads on October 12, 1934), adopted the proposal and it became effective on November 18, 1883.   

Dowd was recognized for his efforts by being awarded a lifetime pass on any railroad.  In an ironic and cruel twist of fate, he was killed by a train at Saratoga, New York on November 12, 1904.  

SteamLocomotive.com

Wes Barris's SteamLocomotive.com is simply the best web resource on the study of steam locomotives. 

It is difficult to truly articulate just how much material can be found at this website. 

It is quite staggering and a must visit!

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