(2) Your rail that had to be bent could be bent by using heat/fire and track jacks. (3) As is true today, most sharp curves were found off in the yards, backtracks or on narrow gauge allignments.
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Rail is not even very stiff in short lengths unless it is quite heavy. Rail weights up to 90# per yard and with standard old lengths of 33-39 feet can be bent simply by spiking one end and slowly working in the other end to gauge. This works on curves as sharp as 16-18 degrees with this weight rail.
First they were made of cast iron in various shapes, the transition to rolled steel rails was in the 1850s and since then the principle has remained the same, a hot steel beam is reshaped by a set of specially shaped rollers.
Generally laid perpendicular to the rails, ties transfer loads to the track ballast and subgrade, hold the rails upright and keep them spaced to the correct gauge. Wooden ties are used on many traditional railways.
On May 10, 1869, at Promontory Summit, Utah, a golden spike was hammered into the final tie. The transcontinental railroad was built in six years almost entirely by hand. Workers drove spikes into mountains, filled the holes with black powder, and blasted through the rock inch by inch.
In the early days of British railways, trains ran up to 78 mph by the year 1850. However, they ran at just 30mph in 1830. As railway technology and infrastructure progressed, train speed increased accordingly. In the U.S., trains ran much slower, reaching speeds of just 25 mph in the west until the late 19th century.
Our engine moves from the front to the back. The train does not turn around. All seat backs flip forward and backward so you do not have to face backwards on either trip. Car availability depends on the time of year.
The outer rail is raised to tilt the train to the inside of the curve - this provides roll-over protection and at cruise speeds gravity helps keep the train more or less centered in the track. The wheels are tapered and 'steer' the bogies away from the rails, so on a curve the train is 'steered' around the bend.
Accidents were compounded by running trains in both directions on single tracks and hasty and cheap trestle construction. In 1875, there were 1,201 train accidents. Five years later, in 1880, that rate had increased to 8,216 in one year.
Before the air brake, railroad engineers would stop trains by cutting power, braking their locomotives and using the whistle to signal their brakemen. The brakemen would turn the brakes in one car and jump to the next to set the brakes there, and then to the next, etc.
Railway workers labored an average of 12 hours a day, six days a week. Sometimes they worked 16 to 20 hours without a rest. Their average wage was $2.50 a day. Railroad work was difficult and dangerous, and in 1877 a nationwide rebellion of railroad workers brought the United States to a standstill.
The “golden age” of rail travel in America was the period between 1900 and the late 1940's. During those years, most travel was done by train and some of it in luxury.