The Inception of the Railroad Age

The development of the steam locomotive at the beginning of the 1800s marked a turning point in the history of transportation. Often referred to as the “Father of Railways,” George Stephenson designed “Locomotion No. 1,” the first steam-powered locomotive, for the Stockton and Darlington Railway in England in 1825. This occasion saw the deployment of steam locomotives on the world’s first public railway, revolutionizing the movement of people and products and greatly cutting down on journey time.

Broadening Perspectives

Early locomotives were so successful that railways quickly spread throughout the United Kingdom and then the rest of the world. The famous Liverpool and Manchester Railway, which debuted in 1830 and had double track, scheduled trains, and signaling systems, served as the model for other railway construction projects. From Russia’s Trans-Siberian Railway, which spanned over 9,289 kilometers, to the Union Pacific Railroad, which assisted in bridging the American West, railroads started to transverse continents.

Railroading’s Golden Age

Many people refer to the late 19th and early 20th centuries as the railroad golden period. Significant progress was achieved in signaling technology, track construction, and locomotive design during this time. With increased strength and efficiency, steam locomotives were able to move longer trains faster. Exotic passenger trains that provided unmatched comfort and speed over great distances, such as the Transcontinental Railroad and the Orient Express, embodied the glitz of the time.

The Effects on the Economy and Society

Railroads have a significant effect on both the economy and society. They made it possible for commodities to move quickly, cutting prices and creating new markets. Additionally, railroads helped the United States expand westward, which aided in the growth of new communities and industries. They also contributed significantly to the industrialization process by supplying the infrastructure required for large-scale manufacturing and delivery.

The Switch to Electric and Diesel

The limitations of steam locomotives became evident by the middle of the 20th century. They were expensive to maintain, labor-intensive, and inefficient. The introduction of electric and diesel locomotives provided a more effective and environmentally friendly option. The slow phase-out of steam locomotives was the result of a transition that started in the 1930s and picked up speed after World War II.

Technological Developments in Electric and Diesel

Significant advancements in efficiency, dependability, and speed were made by diesel and electric trains. Because of their excellent efficiency and rapid acceleration, electric trains—which are propelled by overhead lines or third rails—became well-liked for short-distance and commuter services. Long-distance and freight services were dominated, however, by diesel trains. The best of both worlds was merged with power and flexibility with the creation of diesel-electric locomotives, which employ a diesel engine to generate electricity to drive the train’s motors.

The High-Speed Rail Era

A major turning point in the history of rail transportation was the emergence of high-speed rail, which brought about a transition to train systems that were quicker, more effective, and equipped with more sophisticated technology. High-speed rail (HSR) network expansion and widespread acceptance have defined this era, which started in the middle of the 20th century and is still going strong today.

Launch & Trailblazing of Japan’s Shinkansen

The Shinkansen, or “bullet train,” introduced in Japan in 1964 marked the official start of the era. This invention revolutionized travel, not merely making significant advancements in rail technology. Two of the biggest cities in Japan, Tokyo and Osaka, were connected by the Shinkansen, a train system with top speeds of 210 km/h (130 mph). This resulted in a significant reduction in travel time between these locations and established a new benchmark for rail travel efficiency and speed. The Shinkansen’s performance demonstrated how high-speed rail can compete with air travel for medium-distance routes, improve connectivity, and alter regional economies.

Technological Progress and Innovative Design

Because of its advanced technology and unique architectural elements, high-speed trains can travel at far faster speeds than conventional rail. This includes high-speed rail lines that are specifically engineered to handle higher velocity with gentler curves and gradients, aerodynamically designed train noses to reduce drag, and sophisticated suspension systems for stability and comfort at high speeds. These trains also have advanced signaling and control systems that guarantee safety even when traveling at fast speeds.

Worldwide Growth and Acceptance

Following Japan’s lead, a number of other nations started building high-speed rail systems. With the introduction of the Train à Grande Vitesse (TGV) in 1981, France set the standard for speed in Europe, matching and later surpassing the Shinkansen. The TGV’s economic success and record-breaking performance encouraged the creation of other high-speed rail systems throughout the continent, such as Italy’s Frecciarossa, Spain’s AVE, and Germany’s InterCity Express (ICE).

High-speed rail saw tremendous expansion throughout Asia, with China emerging as the world leader. With trains capable of traveling at up to 350 km/h (217 mph), China has constructed the greatest high-speed rail network in the world since the opening of its first high-speed line in 2008. The nation’s dedication to high-speed rail as the mainstay of its transportation network is reflected in this quick expansion.

Effect and Potential Futures

High-speed rail has had a significant impact on the economy, society, and travel. It has essentially reduced geographical distances and brought areas closer together by making long-distance travel faster and more convenient. With the benefits of quicker check-in times, reduced environmental effect, and links from one city core to another, high-speed trains present a competitive option to flying.

In summary

Railroad history is a celebration of human ingenuity and the unwavering quest of progress. Railroads have continuously changed over time, from the first steam locomotives trundling along at slow rates to the sleek high-speed trains that can now carry passengers across continents in a matter of hours. The innovative heritage of the railroads promises to propel us forward faster and more sustainably than in the past.

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Embrace the Journey: Setting the Scene for Adventure

Before diving into specific activities, it’s essential to approach your train voyage with the right mindset. View it not just as travel time, but as an integral part of your adventure. Trains offer a unique vantage point to see the world, with panoramic windows framing ever-changing backdrops. Prepare to embrace the journey, the landscapes, and the serendipitous moments that come with train travel.

Discover the World from Your Window

One of the simplest yet most rewarding activities on a train journey is sightseeing. The ever-changing scenery can include bustling cityscapes, serene countryside, majestic mountains, and more. Keep your camera or smartphone handy to capture these moments. The natural lighting and unique perspectives make for excellent photography opportunities.

Journaling and Sketching

As you watch the world go by, consider documenting your thoughts, experiences, and the sights you see in a travel journal. Sketching the landscapes or jotting down observations can enhance your appreciation of the journey and serve as a wonderful keepsake. This quiet time can also spark creativity, leading to poetic musings or story ideas.

Engage with Entertainment and Leisure

Train journeys provide the perfect excuse to catch up on your reading list or enjoy films and series you’ve been meaning to watch. Whether it’s diving into a gripping novel or streaming a movie on your device, you can immerse yourself in stories with the world passing by as your backdrop.

Online Gaming and Exploration

With Wi-Fi available on many trains, the journey can be an excellent time to explore online gaming. Websites like https://topcasinoer.net/casino-uden-rofus/ offer a plethora of games that can be enjoyed without leaving your seat. Whether you’re into puzzles, strategy games, or casino classics, there’s something online to keep you entertained. Remember to gamble responsibly and enjoy the fun aspect of these games.

Crafting and Knitting

For those who prefer a tactile activity, bringing along crafting supplies or a knitting project can be a soothing way to pass the time. The rhythmic motion of the train complements the meditative nature of crafting, making it a perfect travel pastime.

Socializing and Networking on Extended Train Voyages

Train journeys, unlike any other mode of travel, offer a unique communal atmosphere that fosters interaction and connection among passengers. The nature of train travel – its slower pace, shared spaces, and the collective experience of the journey – naturally encourages socializing and networking. Here’s how you can make the most of these opportunities.

The Dining Car: A Social Hub

The dining car is more than just a place to eat; it’s the social heart of the train. Here, passengers from all walks of life come together, sharing tables and stories. Meals become an occasion to meet new people and exchange tales from the road. This communal setting breaks down barriers and encourages camaraderie. Whether you’re sharing travel tips with a backpacker or discussing local customs with a local, every meal can turn into a memorable exchange.

Participating in Train Events and Activities

Some train services offer organized events like wine tastings, cultural performances, or talks on local history. Participating in these activities not only enriches your travel experience but also provides a natural setting for meeting people with similar interests. These events are designed to be engaging and interactive, making it easy to strike up conversations and connect with fellow travelers.

Group Games and Shared Entertainment

Bringing along card games, board games, or travel-sized games can be a fantastic way to break the ice with fellow passengers. Games are a universal language that can bring people together, creating fun and memorable experiences. Initiating a game night in one of the communal cars can attract others looking to socialize and make the time pass more enjoyably.

Networking Opportunities

Train travel also offers unique networking opportunities, especially for those in professions where travel and culture play a significant role. Sharing a journey can lead to unexpected professional connections and opportunities. It’s not uncommon to meet people working in similar fields or industries, making it an excellent opportunity to exchange business cards and stories. Be open and curious – you never know if the person sitting next to you could be a future collaborator, client, or friend.

Making the Most of Shared Experiences

Train journeys provide a shared experience that can bond people together. Whether it’s marveling at a beautiful sunset, navigating a delay, or exploring a station during a stopover, these shared moments can foster a sense of community among passengers. Embrace these experiences and remain open to the spontaneous connections they can spark.

Conclusion: Making Memories on the Move

Extended train voyages offer a unique opportunity to slow down, enjoy the moment, and engage in a variety of activities. Whether you’re soaking in the scenic views, diving into a good book, exploring online gaming, or socializing with fellow travelers, there’s no shortage of ways to enrich your journey. Remember, the key to an unforgettable train voyage is to embrace the experience, stay open to new discoveries, and find joy in the journey itself. With a bit of planning and an adventurous spirit, your train travel can become a cherished adventure, full of memories that last a lifetime.

The post Activities to Enjoy During Extended Train Voyages appeared first on StarInc.

Railroad businesses and their stocks are important elements of the transportation industry in any part of the world, making additional research worthwhile. Moreover, given their cyclical nature, there are always opportunities to buy or sell these companies in the future. 

Currently, a significant portion of the freight and cargo that cannot be moved by trucks is transported by rail, with a small number of corporations in charge of this crucial infrastructure. 

And this article will help you know the largest and most profitable railroads in the US as we have partnered with Lorraine Roberte, a financial writeron PaydayBears. It is a financial organization in which you can borrow money instantly to invest in the stock market or aid financial obligations.

Here are the five (5) largest and most profitable railroads in the United States.

Burlington Northern Santa Fe Railway Company (BNSF)

The number one largest and most profitable railroad in the US is the Burlington Northern Santa Fe Railway Company (BNSF) in Lou Menk Dr, Fort Worth, Texas. 

It is considered the first American company on the global list of profitable railroads, and they operate mostly on the west of the Mississippi River. 

The BNSF freight line transports vital shipments that run nearly 8,000 locomotives over 32,500 miles of track in 28 states. Their revenue for 2022 was $25.9 billion.

Union Pacific

The number two profitable railroad company is The Union Pacific Railroad in Omaha, Nebraska, also known as simply Union Pacific and officially known as Union Pacific Railroad Company. 

It is a freight-hauling railroad that runs 8,300 locomotives over 32,200 miles of tracks through 23 different states in the United States west of Chicago and New Orleans. 

Union Pacific began operations in 1862. The first US transcontinental railroad was partly built because of this illustrious firm. Their revenue for 2022 is at least $24.9 billion.

CSX

The number three largest and most profitable railroad in the US right now is CSX, which mainly operates across North America. They operate in several parts of the US and are involved in freight rail, which includes traditional rail operations and intermodal containers and trailers.

The majority of the eastern US, up to the Mississippi River, is covered by its regional divisions: the Northeast, South, Midwest, and Southwest. In addition, Ontario and Quebec are served by CSX’s lines that go into Canada. 

They cover 23 states and over 21,000 route miles of rail with their operations. Their revenue in 2022 was $14.9 billion.

Norfolk Southern Railway

Fourth on our list is the Norfolk Southern Railway. It is a Class I freight railroad that runs throughout the Eastern US. The Norfolk, Western Railway, and Southern Railway merged in 1982 to become the corporation with its headquarters in Atlanta. 

The firm runs 19,420 route miles in 22 eastern states and the District of Columbia and has permission to run across the Canadian Pacific Railway’s Albany to Montréal route in Canada. The Norfolk Southern Corporation’s principal subsidiary is Norfolk Southern Railway.

And in 2022, they have a revenue of about $12.7 billion.

Canadian National Railway

The Compagnie des chemins de fer nationaux du Canada, also known as the Canadian National Railway Company, is the last largest and most profitable railroad on our list. It is a Class I Canadian freight railroad with its main office in Montreal, Quebec. It services both Canada and the Midwestern and Southern United States.

With a network of around 20,400 route miles connecting the Atlantic coast in Nova Scotia to the Pacific coast in British Columbia, CN is Canada’s largest railroad in revenue and physical size. By acquiring railroads like the Illinois Central in the late 20th century, CN greatly increased its capacity in the United States.

Their revenue last 2022 was about $12.4 billion.

The post The Largest and Most Profitable Railroads in the US appeared first on StarInc.

These companies play a vital role in the nation’s economy, and their services are critical to various industries, including agriculture, manufacturing, and retail.

Top 5 Largest Cargo Rail Companies in the US

We will identify and describe the five largest cargo rail companies in the United States. Then, we will delve into their history, current operations, financial performance, and market position to comprehensively understand these companies.

1. Union Pacific Railroad

Union Pacific Railroad is the largest cargo rail company in the United States, operating in 23 states in the western two-thirds of the country. Established in 1862, the company has a rich history and has been at the forefront of innovation in the transportation industry.

The company’s current operations focus on shipping products like coal, agricultural, industrial, and intermodal containers. With a network of over 32,000 miles of track, Union Pacific Railroad has a significant presence in the western United States.

Union Pacific Railroad’s financial performance is impressive, with the company reporting $20.2 billion in revenue in 2020. The company’s market position is also strong, as it is the largest cargo rail company in the United States and one of the largest in the world.

Here are some key facts about Union Pacific Railroad:

• Union Pacific Railroad has a workforce of around 32,000 employees
• Their headquarters is located in Omaha, Nebraska.
• Union Pacific Railroad received E.H. Harriman Award for its safety performance in 2020.

2. BNSF Railway

BNSF Railway is the second-largest cargo rail company in the United States, operating in 28 states across the country’s western, central, and southeastern regions. Established in 1995, the company is a subsidiary of Berkshire Hathaway Inc., the holding company led by billionaire investor Warren Buffett.

BNSF Railway’s operations focus on shipping a wide range of products, including consumer goods, agricultural products, and industrial products. With a network of over 32,500 miles of track, the company has an extensive presence in the western and central United States.

Regarding financial performance, BNSF Railway reported $22.6 billion in revenue in 2020. The company’s market position is strong, as it is the second-largest cargo rail company in the United States and one of the largest in the world.

3. CSX Transportation

CSX Transportation is the third-largest cargo rail company in the United States, operating in 23 states in the eastern United States. The company was founded in 1980, and its headquarters are in Jacksonville, Florida.

Their operations focus on transporting a wide range of products, including agricultural products, chemicals, and consumer goods. The company’s network spans over 21,000 miles of track, primarily in the eastern United States.

About CSX Transportation:

• The company has a workforce of around 18,000 employees.
• CSX Transportation has made significant investments in technology, such as its Precision Scheduled Railroading (PSR) system, which aims to improve efficiency and reduce costs.
• The company has also been recognized for its sustainability efforts, receiving the Dow Jones Sustainability North America Index Award for the second consecutive year in 2020.

4. Norfolk Southern Railway

Norfolk Southern Railway’s operations focus on transporting a range of products, including coal, automotive products, and intermodal containers. The company has over 19,500 miles of track network in the eastern United States.

As for wealth, Norfolk Southern Railway reported $9.9 billion in revenue. The company’s market position is strong, as it is one of the largest cargo rail companies in the eastern United States.

5. Canadian Pacific Railway:

Canadian Pacific Railway is a major cargo rail company in Canada and operates in the northern United States. The company was established in 1881 and was headquartered in Calgary, Alberta.

Canadian Pacific Railway’s operations focus on transporting a range of products, including grain, coal, and intermodal containers. The company has over 12,500 miles of track network in Canada and the northern United States.

Canadian Pacific Railway secured CAD 7.7 billion (USD 6.1 billion) in revenue. The company’s market position is strong, as it is one of Canada’s largest cargo rail companies in Canada and has a growing presence in the northern United States.

The post The 5 Largest Cargo Rail Companies in the United States appeared first on StarInc.

Railroads are booming, and not just in North Platte. Thanks to changes in technology, rising diesel prices and improved delivery speeds, more and more freight is moving from the highways to the railroads: trains need only one gallon of fuel to move a ton of goods 500 miles. The number of shipments on Union Pacific has increased from 133,000 to 180,000 tons since 2009. The company’s stock price has risen 350% since 2009, with competitors Kansas City Southern and Canadian Pacific having doubled their share prices.

Industry revenues have risen 19% to $80.6 billion since 2009, and 10,000 new railroad jobs have been created and countless in related industries. The Federal Railroad Administration predicts that by 2035, the volume of freight carried by U.S. railroads will grow by 22%.

Breakthrough Destination

All of this leads to billions of dollars of investment in new railroad and infrastructure developments not seen in America since the construction of the transcontinental railroad. Today, thousands of state-of-the-art locomotives – far more fuel-efficient and less polluting than those that came before – are running on American railroads.

But most importantly, the boom occurred in an industry that takes nothing from taxpayers. That includes $20 billion in annual infrastructure spending, including $3 billion for a powerful mandatory safety improvement program known as Positive Train Control. What a contrast to America’s highways, which receive $40 billion in federal subsidies each year!

Of course, not everything is perfect here. Last year, freight traffic was lower because of stagnation in the coal and other industries. The railroads have been modernized, but so have ideas about safety and environmental preservation, especially after a string of deadly explosions on oil trains. It is already clear that the success of railroads is not a short-term tribute to fashion. There are many signs that we are in the early stages of an amazing industry renaissance.

The train that’s going away.

Investors have put a rush on the stock of railroad companies such as Carl Icahn’s American Railcar Industries.

America’s second railroad boom began with tragedy. On a sunny September day in 2008, a driver operating a commuter train in California was distracted by sms, ran a red light and crashed into a UP freight train. The driver and 24 passengers were killed and 135 others were injured. It was the worst railroad disaster in nearly twenty years. As early as October, Congress passed the Railroad Safety Improvement Act, requiring companies to pay for, build and implement a new, safer traffic control system by 2015. The law required UP alone to retrofit an average of 2.5 locomotives and 10 miles of railroad track per day for seven years.

The new system revolutionized freight transportation because it allowed railroads to locate locomotives to within a yard (and with remote access to stop a train if a driver ignored the signal). Not only was it safer, it was also more efficient: previously trains would stop at every red semaphore, but the system would allow drivers to know ahead of time about scheduled stops and simply reduce speed to a level where they would not have to stop completely and then burn more fuel coming off the track.

The increase in efficiency has coincided with improved economics. The price of diesel fuel began to approach $4 a gallon again, so orders began to rise and the cost of the traffic control system was no longer perceived as a heavy burden.

Ironically, the main development in railroad transportation has been precisely related to oil transportation. The energy boom has benefited railroads, especially where oil reservoirs are located in places where there are no pipelines, such as Bakken, North Dakota. EOG Resources ordered the first train to transport crude oil from Bakken in 2009. Now BNSF alone carries 600,000 barrels (that’s enough crude in refined form to fill 1.3 million tank cars). BNSF now has 10,000 tank cars designed to carry oil. “We’re on our way to having our railroads carry 1 million barrels a day,” says BNSF Chairman Matt Rose. – “We’re experiencing the kind of growth I’ve never seen in my entire career.

The railroads transport more than just crude oil. For each new field oil companies order 40 cars of materials. There is gravel and concrete to build the base of drilling rigs. And hydraulic fracturing requires hundreds of tons of sand, which is poured into the wells, thus preventing oil and gas from escaping. Most of this sand is transported by rail from quarries in Wisconsin.

The locomotive of the industry

A new generation of railroading is taking shape in a shiny white building in Fort Worth, Texas. GE Transportation, a subsidiary of General Electric, is headquartered here. GE has been building locomotives in a huge complex in Erie, Pennsylvania, that employs 5,000 people for more than a century. But the Fort Worth plant, which opened in January 2013 in response to increased demand, is 20 percent more efficient.

Four new locomotives leave here every week (with plans to increase production to five in the second quarter). There is bright lighting and fresh air, and the ceilings are so high that the locomotives can be turned upside down to install the wheels. Using huge cranes, 400 trim GE employees, in stylish black polo shirts and often with iPads in hand, assemble the locomotives from parts like children with a Lego set, moving five pre-assembled modules on a 73-foot-long steel platform. The 12-cylinder engines come here from GE’s Grove City, Pennsylvania plant, the generators from the Erie factory, and the combined traction engines from GE’s Mexico City facility.

These two-hundred-twenty-ton power plants on wheels look majestic. But in addition, GE locomotives – just like their competitors produced by Caterpillar, Siemens, and Bombardier – are smart: they are stuffed with 250 sensors and two dozen microprocessors. By analyzing massive amounts of information, GE is helping railroads and their customers increase productivity, reduce fuel consumption and minimize downtime. RailConnect 360, GE’s new monitoring and diagnostic software, can even predict train breakdowns.

Case in point – trains wriggling through hilly terrain are like toys on springs. When the train goes up the hill, the cars stretch; when the train goes down, they almost overlap one another. Trip Optimizer, GE Transportation’s new smart speed stabilizer system, detects the slope of the hill, the length and weight of the train, its grade and braking distance. It then automatically adjusts the speed of the train to maximize efficiency and minimize fuel consumption.

The information comes from GPS, from topographic maps of the laid track and from sensors mounted on locomotives. All of them work according to complex algorithms of train control. The control is not fully automated, as it is in some passenger trains (for example, in the Paris subway), the entire process is controlled by the driver. However, the system is smart enough to detect that a turn is approaching, or that some of the rails are busy, and automatically slow down to soften the springiness.

The system is already installed on 2,500 locomotives on eight railroads in North America, Australia and Brazil. GE reports that customers have saved 3% to 17% fuel, depending on the type of train and topography. The company says Trip Optimizer-equipped locomotives have already traveled 100,000,000 miles, saving 25 million gallons of diesel fuel. Norfolk Southern estimates that increasing rail speeds by at least one mile per hour would save the company more than $200 million a year.

GE is also testing new technology that should help marshalling yard managers get the right cars to the right trains faster. Currently, cars are idle about 40 percent of the time. Such low productivity pisses off customers like Ford Motor, whose general manager Mark Fields, after his cars began piling up in parking lots waiting for locomotives to take them to dealers, met with railroad officials last year and asked for a higher turnover rate. According to Ford officials, the problem has been solved.

GE’s attention is now focused on the fuel problem, and the company wants to release a new line of locomotives that can run on liquefied natural gas and save up to 50 percent on diesel fuel at the former price. This is critical because their main competitors, truck fleets, are already switching to cheaper natural gas. BNSF and Canadian National are already trying converted natural gas on trains across North America.

The post Transportation Fever: Why the U.S. is Experiencing a New Rail Boom appeared first on StarInc.

The first American “swallow” to follow the TGV were the Acela type trains which connected Washington DC, New York and Boston on one line. One way distance is 734 km. The trains run at an average interval of about one hour (there are a total of 20 trains a day both from Washington and Boston).

The joint creation of the Canadian company Bombardier and French Alstom began regular runs in 2000. Though, it still has to grow up to the French “brother” in speed (240 km/h), but it cannot complain about the lack of passengers: nowadays the Acela trains provide half of all Amtrak company income.

Apparently, these indicators became one of the reasons why President Barack Obama set the following goal for America: in 25 years, up to 80% of Americans must have regular access to the high-speed rail service. And we are talking about trains that can reach speeds of 350 kilometers per hour. This plan became one of the key projects in the economic stimulus program, which was put forward by Obama in 2009. Its total cost is 797 billion dollars.

It is impossible to say that the project of covering the whole territory of America with high-speed steel lines has unconditional support of politicians and the public in the conditions of difficult economic situation in the USA. But supporters of the “flying” expresses remind: Traffic jams in urban areas of America cost the country $110 billion annually because of needlessly wasted fuel and time, while the major French railway company SNCF paid taxes to the amount of $780 million to its government for the last 5 years.

By now, the deployed length of America’s steel lines (if all the tracks are connected together so that one long track is created) is 357,000 km.

And a little about the future

Rail transport is returning to the cities. In Washington in 2013 after half-century absence streetcars will go again. The authorities of the capital intend to build 60 km of tracks, having spent for that 100 million dollars.

The number of Amtrak customers continuously increases for the ninth year in a row. Last year 30 million people used the services of the company, or nearly one in ten Americans. Rail travel is also growing in popularity. Trains with special sightseeing cars make sightseeing trips from the East Coast to the West Coast. And even avid motorists often prefer to put their cars on the freight platforms, get on the same train in passenger cars and thus get to their destination, bypassing the inevitable traffic jams on the approaches to the cities.

As cheap gasoline and easy car travel become a thing of the past in the United States, America’s transportation future increasingly takes on the appearance of the high-speed express train.

The post Chasing the TGV appeared first on StarInc.

Trevithick’s baton was picked up by his compatriots – the family tandem of father and son George and Robert Stephenson. In 1829 the steam locomotive “Rocket” designed by them reached a speed unthinkable for those times – 47 kilometers per hour.

But America would not be the New World if it allowed itself to lag behind the Old, especially in technological innovation and its application to business. The railroad began to be used in the U.S. in the 1920s of the 18th century and had a very scientific name: the gravity railroad. Simply wooden slats were laid along the side of a mountain or hill and wheelbarrows of building material, wood, or coal were rolled down. The movement was due to gravity – hence the name “gravity”.

But a year before the first “express” went between Manchester and Liverpool, the first real railroad was operating in the United States, in the northeastern part of Pennsylvania. Its name was rather cumbersome: “Gravity Railroad of the Delaware & Hudson Canal Company. The steam locomotive that ushered in the era of real railroads in America was “christened” to match this historic event: the Stourbridge Lion.

The U.S. government provided full support for the development of rail transportation. Subsidies, free allotment of federal land for laying tracks and building relevant infrastructure, organizational and personnel assistance – all this poured down to the railroads as from a horn of plenty.

As the years went by. The railroads not only helped to develop uninhabited territories, but were themselves the most important engine of scientific and technological progress in the United States. Thermodynamics, internal combustion engines, metallurgy, the emergence of engineering disciplines, engineering and metalworking, and even the division of the United States into time zones were all credit to the American “pig-iron.”

From dawn to dusk

It seemed that the development of the railroads was inseparable from the economic and social development of America itself, with only new miles of track, dozens of brand new locomotives, and an increasing number of satisfied customers ahead of them. Confidence that this will be the case has been bolstered by the intense penetration of the railroad into cities and their suburbs. Streetcars, sometimes serving as commuter trains, became as much an integral part of the urban landscape as conventional sidewalks.

World War II strengthened the railroads’ position at the top of the U.S. transportation hierarchy. The main transportation of military equipment, related goods, and troops was by rail.

The situation changed after the war ended. The economic rise in the U.S., coupled with cheap gasoline and the growth of the New World’s wealth, gave such a powerful impetus to the development of the automobile industry that it defined even the internal territorial structure of the United States.

It was thought that automobiles and these highways would make it easy for people to get from one area to another as needed. Americans increasingly began to prefer rubber wheels to iron ones.

The General Motors Corporation, as well as a number of other companies associated with the automobile industry, allegedly already in the 1930s began actively buying up city streetcars, including streetcar infrastructure and commuter electric trains in order to destroy them and thereby facilitate the mass introduction of individual automobiles and city buses into American life.

So, those loads that used to be carried by trains were now dashingly carried along the highways by “eighteen-wheelers”. The benefits, and more importantly, convenience, were evident. Truckers delivered cargo right to the door of recipients, while for the cargo brought by the train people had to go to the station or hire a truck for a “lift”.

U.S. civilian aviation also contributed to the decline in interest in railroads. Mass construction of high-speed comfortable passenger planes together with widespread construction of airports made traveling by rail an anachronism.

It was not a fun picture. By 1965 there were only 10,000 passenger cars in regular service, 85% fewer than in 1929. Freight service, however, was still “afloat” and even brought in some profit.

Government Assistance

Understanding that you can not “put all the eggs in one basket,” even if this “basket” is moved by such a reliable and affordable transport as the automobile, the U.S. government took a rather unique step for him – created in 1971, the state passenger rail company. Its name Amtrak was formed from a combination of two words – American track, which simply means “American track”. Amtrak’s task was to provide intercity services.

The company is directly controlled by the government. Its directors are appointed by the U.S. president, but become so only after approval by Congress. Amtrak retains this status to this day.

To allow the railroads to better “help themselves,” the federal government passed the so-called “Staggers Railroad Act” in 1980. This law effectively exempted railroad companies from antitrust laws, giving them virtually unlimited freedom in setting prices for services, mergers, and consolidations.

But even despite these measures, which saved passenger rail service in America from near oblivion, trains were ringing their horns less and less frequently in the American expanse, and cities forgot the sound of the streetcar bell. The railroads began to be slowly dismantled, and some were so bad that they broke even under the trains standing on them. From the early 1970s to the early 1980s, the total length of active railroad tracks in America almost halved, from 480,000 to 260,000 kilometers.

This was the case until the fall of 1973, when the fuel crisis caused by the oil embargo hit the United States.

Automobiles, trucks and buses, from indispensable and unpretentious helpers, suddenly turned into fuel-eating monsters, capable of eating up a serious hole in the state budget and the budget of a single family.

America seriously thought about an alternative to motor transport. But it took another 40 years, along with a new wave of oil price hikes, for America’s railroads to enter a renaissance.

A real railroad boom began in the United States. According to The Washington Post, while major railroad companies laid off 4,700 people in 2002, they had already hired more than 5,000 employees in 2006. Not only did profits soar, but so did the stocks of these companies. From 2003 to 2008, the total profits of the railroad companies doubled, while the market value of their largest company, Union Pacific, tripled over the same period.

Experts estimate that the total tonnage of rail traffic will increase by 90% by 2035. But in order for this to become a reality, 148 billion dollars will have to be invested in the development of railways. And of that amount, only 96 billion will be spent by private railroad companies. The rest will come from the federal and state governments.

The gradual emergence of the U.S. from the recession brings the demand for railroad services back to the pre-crisis level.

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