LGB "Golden Spike" Steam Locomotive Set

LGB Steam Locomotive Set 150 Years "Golden Spike" | Limited edition - 299 pieces worldwide | Special edition with diverse digital functions

Highlights:

• Finely detailed metal models Made of brass and die-cast in the tradition of earlier LGB metal models.
• Series strictly limited to 299 pieces.
• Many light and sound functions
• Pulsed smoke generator with cylinder vapor and vapor output at the whistle
• Including a replica of an American rail nail - gold-plated
• Includes flagpole with US flag

One-time series in 2019 on the occasion of the 150th anniversary of the completion of the transcontinental railway in the USA - strictly limited to 299 pieces worldwide - secure your copy of this extremely elaborate and exclusive set now!

Details of the anniversary set "Golden Spike":

Illustrations show the first pre-series hand samples. Set consisting of two steam locomotives as they were present at the opening of the first transcontinental railroad in the USA. Design, coloring and lettering correspond to the two replicas - loco "119" of the Union Pacific RR and loco "Jupiter" of the Central Pacific RR, as they are still in use today in the memorial at Promontory Summit in Utah. Finely detailed models in heavy metal construction with many applied details. Each locomotive is powered by a high-performance motor, equipped with an mfx/DCC decoder with many light and sound functions such as headlights, driver's cab lighting, firebox lighting and much more. driving noise and whistling sound and bell sound that can be triggered by a reed switch, also functional in analogue mode. Built-in smoke generator with wheel-synchronous vapor ejection as well as cylinder vapor and fume output on the whistlewhen it is pressed. Cab doors and smoke box door can be opened. Detailed and functional Link & Pin coupling on the tender, separately attached and movable coupling rod at the front of the cow catcher. Fully articulated replica of the engine's internal controls in the locomotive frame. The length of the coupling between the locomotive and the tender can be adjusted in two stages. Length over coupler locomotive 119 55 cm, locomotive Jupiter 52 cm. The models have one Replica of an American rail nail - made of metal and real gold plated -, and a model of the typical flagpole with a true-to-scale American flag is included with the locomotives. Both locomotives are together packed in a noble wooden box. Figures of an engine driver and stoker as well as LGB standard and US claw couplings are also included.

For example:

When the first US railroads went into operation, Americans could already imagine a transcontinental connection by trains. This idea soon gained more and more followers. By the time the American Civil War began in 1861, the eastern states already covered 31,000 miles (50,000 kilometers) more routes than Europe at the time. Only a small portion of it was in the area west of the Missouri. A railroad line spanning the continent now promised many benefits, such as expanding trade, reducing travel time for immigrants, and helping the army keep enemy Indians under control. In 1862, therefore, Congress approved the construction of a transcontinental rail link. The Central Pacific was to advance east from Sacramento and the Union Pacific west from Omaha.

The two railroads received government bonds ranging from $16,000 to $48,000, depending on the difficulty of the terrain to be tackled, and 10 parcels of land for every mile completed. Both railways began construction in 1863. However, they did not make much progress at first, as the civil war required the country's attention. It was only after the end of the war in 1865 that things progressed more quickly, since there were now enough workers and material available. Right from the start, the workers of the "Central Pacific" encountered the problem of having to negotiate the high mountains of the Sierra Nevada. The terrain of the "Union Pacific" was less problematic, but its workers had to constantly fend off attacks by Indians.

Each mile to be completed required eight flat cars of material. Supply proved to be extraordinarily difficult for both companies. In particular, the "Central Pacific" found it necessary to bring every rail, every rail spike and every locomotive 15,000 miles by sea around Cape Horn. Nevertheless, both companies made faster progress than expected. The work crews, often led by ex-Army officers, were drilled to cover 2 to 5 miles of track a day on level ground. The "Union Pacific" looked for its people among the unemployed in America, eg Irish, German and Italian immigrants, former soldiers from the northern and southern states and former slaves, a total of 8,000 to 10,000 workers. Due to the gold rush, not enough workers could be found in California. Therefore, the "Central Pacifi"c had to import 10,000 Chinese, who formed the backbone of the railway construction here. By mid-1868, workers on the Central Pacific had crossed the heights of the Sierra Nevada and laid 200 miles of track. The "Union Pacific" managed 700 miles on flat terrain in the same period. As the tracks converged, the two companies competed for funding and land allocation. This went so far that over a distance of around 200 miles, the rail lines ran parallel to each other at only a short distance. Eventually, Congress identified the "Promontory Summit" north of the Great Salt Lake as the tie point. on the 10th May 1869 then drove the "Jupiter" of the Central Pacific and the No. 119 of the Union Pacific towards each other.

The tracks were symbolically connected by a golden rail nail, which was then immediately replaced by a permanent iron one. The Central Pacific eventually built 690 and the Union Pacific 1,086 miles of the transcontinental route that now connected East and West. In 1903, the Southern Pacific, succeeding the Central Pacific, began building a shortcut across the Great Salt Lake. The historic route via Promontory Summit soon fell into disrepair, with its tracks eventually being dismantled in 1942. But in the 1950s, interest in this historic site revived. Initially under private care, Promontory was founded on 2 Promoted to National Historic Site status in April 1957. On July 30, 1965, the 1,100-hectare site was handed over to the federal national park administration, which subsequently made considerable efforts to provide visitors with a clear understanding of the construction of America's first transcontinental railway. In 1975, she commissioned the opening ceremony's two 2'B locomotives, the "Jupiter of the Central Pacific" and No. 119 of the Union Pacific, faithfully reproduced.

After four years of work, on 10 May 1979, the two replicas started their service on a 1.7-mile long, newly laid route and, for the 110th anniversary, steamed towards each other as they once did. Since then, the two machines have left their depot under their own power every morning during the summer season, steamed to the original location and returned to the machine house in the early evening. In the visitor center there are educational films and numerous exhibits on the historical event. And as a special highlight, from the end of May to the beginning of September, a dedicated team of volunteers will perform the re-enactment of the "Driving of the Last Spike" ceremony. This event takes place on Saturdays and public holidays and spectators are often allowed to participate as extras.

Attention: 15+ no toy.