The history of the creation of the world's first steam locomotive is quite diverse and has many controversial issues. The locomotive itself is a steam unit, which is mounted on a moving chassis, which is designed to move on metal rails. The platform is designed to move various cargo and passengers. In 1769, the creation of the first steam locomotive in the world began with the construction of an ordinary wooden cart placed on rails. The cart was equipped with a primitive steam boiler and a machine with vertical steam cylinders that rotated the front wheels. However, designer Joseph Cugnot's attempts to make his dreams come true were unsuccessful, and the project was closed after one year in 1770.
When was the first steam locomotive created?
In 1803, Richard Trevithick, an experienced English engineer who knew the principles of mechanics and gas dynamics, invented new steam boilers that were lightweight and practical for installation on a moving chassis. The official date of invention of the world's first steam locomotive, called the “Puffing Devil,” is considered to be 1801, when inventor Richard Trevithick received a patent for his unique creation.
What was the first steam locomotive?
The new technique, called “Puffing Devil,” differed significantly from previous versions not only in technical characteristics, but also in appearance. However, the locomotive, despite its seemingly modernity, was never able to conquer the railway, because due to a shortage of steel, the cast iron rails could not withstand the enormous weight of the locomotive and gradually sagged. One morning, after an overnight stay, the equipment simply could not budge.
Who invented the steam locomotive?
The inventor of the world's first steam locomotive is considered Richard Trevithick. It was persistence in self-development and education that allowed me to take the position of chief engineer in one of the machine-building companies in the future. At the age of 29, the inventor received his first patent for an invention, a steam engine. high pressure, which he actually used for the first locomotive.
Over the next 10 years, the engineer worked on the development of several steam locomotives, one of which in 1808 became more advanced and reached a speed of about 30 km/h. The car had a name "Catch Me Who Can", which translated meant “Catch me who can.” However, due to the lack of investors, the development of this project had to be postponed. In 1816, Richard went completely broke and went to war in Peru. Soon after being wounded in 1827, he returned home to Dartford, where 6 years later he died in complete poverty.
The first Russian steam locomotive
In Russia, the first domestic steam locomotive was built by engineers Miron and Efim, son and father in 1833. The equipment had a similar design to that of the English steam locomotive inventor Stephenson “Rocket”. The fact is that Miron Cherepanov, the creator of the steam locomotive, had previously visited England, where he actually saw this creation. Later, the idea came to the engineer and prompted him to create his own equipment. Already in 1834, the very first personal steam locomotive was tested at the Vyysky plant in Nizhny Tagil. The steam locomotives of the Cherepanov family dragged wagons with ore weighing at least 3 tons at a speed of 15 km/h.
The history of the invention of the steam locomotive has many controversial issues. It is known that the first attempts to create steam self-propelled machines were a cart on a wooden frame. It was driven by a simple steam boiler and an engine with vertical cylinders, thanks to which the wheels rotated. Despite the fact that Joseph Cugnot is considered the author of the first machines, he did not have to put his invention on rails.
Richard Trevithick
The first to invent a steam locomotive was Richard Trevithick, an engineer from England, who in 1801 first thought out the design of new steam boilers - light and practical, and then patented the world's first steam locomotive, the Puffing Devil. Distinctive feature this model were good specifications, but its production was also discontinued due to a shortage of steel from which the rails had to be made, because the cast iron rails simply could not cope with the enormous weight of the vehicle and sagged. 
7 years later, Trevithick developed a more advanced machine design, capable of moving at speeds of up to 30 km/h. The name “Catch Me Who Can” was not given to this model by chance: in London there were whole competitions in the speed of a car with horses.
Followers of Trevithick
The first steam locomotives in the world were heavy and could not always move on too smooth rails. Therefore, inventors after Trevithick sought to come up with various means that would improve the adhesion of wheels to rails. So, in 1811, William Barton built a new steam engine with three pairs of wheels. The innovation of his approach was the teeth that were equipped with the middle wheels. They were needed to engage with the teeth of the rack laid along the tracks. Of course, the device moved smoothly along the rails, but it created such noise that it had to be abandoned and the teeth replaced with levers on hinges. However, this solution also did not take root.Another version of the steam locomotive was created by mechanic Forster and blacksmith Hackworth - their machine was called "Puffing Billy", which was explained by the loud noise when releasing steam. The design turned out to be successful, since most of the elements were recreated by analogy with Trevithick’s first model.
In 1813, the Blücher steam locomotive was built, which was invented by George Stephenson. True, he had to work hard to make his vehicle perfect, and it achieved perfection only in 1816, when the third version was released, capable of carrying trains weighing up to 50 tons, reaching a speed of 10 km/h.
Cherepanovs
While steam locomotives were already beginning to travel around the world, in Russia the movement of people between cities was carried out on horse-drawn stagecoaches. The history of steam locomotive building in our country was started by Efim and Miron Cherepanov, the creators of the first Russian steam locomotive. Already in 1830 they began to work on their machine. The “steamboat Dilijan”—that’s what the Cherepanovs called their creation—was ready in 1834. The “iron miracle,” frightening those around him, moved on cast iron rails, was designed to transport ore, and reached speeds of up to 15 km/h.The Cherepanovs were the first to create a steam locomotive in Russia, but their machine was not in demand, and most models were purchased abroad. By 1880, the number of steam units in our country increased significantly, although their production occupied only a third of the market. But it is believed that it was our engineers who were able to destroy England’s monopoly on their production. The era of steam locomotives lasted until the 50s of the 20th century, and the created vehicles were in operation as early as the 70s. Today you can see the first steam locomotives only in museums.
Aleksandrovsky plant, now called Proletarsky
Despite the fact that the Cherepanovs' steam locomotive appeared in Russia back in 1833, foreign steam locomotives were purchased from England and Belgium for the first Russian railway. Even the coal for them was originally delivered from England. In those days, seagoing ships were supplied with overseas coal, since Russian coal, according to the then British scientists, was supposedly harmful to both boilers and stokers, just as much as domestic gasoline is now harmful compared to Euro-5 fuel.
However, these locomotives turned out to be technically extremely imperfect. Their brakes were hand-operated and the brake pads were made from aspen. The buffer bars were also made of wood. When the train departed, the assistant driver walked next to the locomotive and opened the cylinder-blowing valves, and when the water accumulated in the cylinders came out, he climbed onto the locomotive while moving. Therefore, as soon as the construction of the Nikolaev railway from St. Petersburg to Moscow began, it was decided to equip it exclusively with domestic steam locomotives. The order for their production was received by the Aleksandrovsky Iron Foundry. It was founded in 1824 and was located near St. Petersburg on the banks of the Neva. In 1843, the plant was transferred from the Department of Mining and Salt Affairs to the Main Directorate of Communications and Public Buildings and renamed the Alexandrovsky Mechanical Plant. The plant had experience in producing steam engines. Back in 1827, the Heir Alexander, one of the first steamships intended for sea navigation, was built at this plant, and in 1834, at the shipyard of the Alexander Plant, according to the design of Adjutant General K. A. Schilder, the first Russian metal ship was built Submarine displacement 16.4 tons.
The first Russian serial locomotive has not survived to ours. But the contemporary model has been preserved.
On March 23, 1844, the mechanical establishment, which previously belonged to the Mining Department, was transferred to the Main Directorate of Communications and was named the “Alexandrovsky Plant of the St. Petersburg-Moscow Railway.” The construction of the rolling stock was carried out by engineers - students of the St. Petersburg Institute of the Corps of Railway Engineers. The first steam locomotive was built not only during the day, but also at night, by the light of smoky torches and smoking oil lamps. In March 1845, to the enthusiastic cries of a huge crowd of St. Petersburg residents who had gathered in the vacant lot in front of the plant, steam locomotive No. 1, later called the “D” series, emerged from the locomotive workshops. The letter D was probably given by capital letter surname of the designer - engineer Dokuchaev. The first Russian mainline steam locomotives were not like the English ones. They were more powerful and easier to manage. These were locomotives of the 1-3-0 type, which had never been used anywhere in the world before. The rear drive axle was located behind the combustion part of the boiler. True, some locomotives did not have a front runner wheel, and were classified as 0-3-0 locomotives.
Steam locomotive formula 0-3-0
When equipped, the locomotive weighed about 30 tons; the diameter of the driving wheels was 1371 mm, the diameter of the cylinders was 457 mm, and the piston stroke was 508 mm. Steam distribution was carried out by so-called expansion valves, since the rocker steam distribution mechanism was not yet used at that time; expansion valves made it possible to change the direction of movement and set a certain steam cutoff. The blowing cylinder taps were opened only from the outside, and therefore, when the train departed, the assistant driver, having opened the taps, walked next to the locomotive until the water stopped blowing, after which he closed the taps and jumped onto the locomotive while moving. The wheels were made of cast iron without tires or counterweights, which made the locomotive's running very restless. The connecting rods had a round cross-section. There were no booths for the driver and assistant, no platforms or railings around the boiler, no sandboxes, no valves near the ash pit. The firebox and connections were made of red copper, the smoke pipes were made of brass. The boiler was fed with water by a pump, since injectors did not yet exist.
Only firewood was used as fuel. They were still afraid of domestic coal, but they decided not to import British coal for both economic and political reasons - the Crimean War was approaching.
Freight locomotives, like all rolling stock built for the St. Petersburg-Moscow Railway, had a central buffer coupling.
The first locomotives of the Aleksandrovsky plant did not yet have a driver’s cabin, but very soon a visor first appeared above the driver, and then improvised homemade cabins.
Wanting to improve its steam locomotive fleet, in 1863 the Nikolaev Railway began a major refurbishment of freight locomotives of types 0-3-0 and 1-3-0. During 1863 - 1867 At the Aleksandrovsky plant, 93 steam locomotives were converted, of which 42 received the designation of the Ga series, 31 - Gs and 20 - Gv. The remaining 28 unconverted steam locomotives were assigned the role of snowplows and shunting locomotives. The latter were deprived of their tender and serial number. Instead, they were designated by letters. The first of them received the letter A, and the last, tenth, the letter K.
The G series freight locomotive was a conversion of the first Russian freight locomotive. Used on the Nikolaev railway since 1863.
The steam locomotives of the GV series were equipped with horizontal cylinders, rectangular connecting rods and an Allan rocker steam distribution mechanism. On the G6 series locomotives, the cylinders remained inclined, the connecting rods were round, and a Stephenson rocker mechanism was installed. Somewhat later, injectors were installed on G-series locomotives instead of feed pumps.
A year later, the first passenger locomotive of the “B” series came out of the locomotive workshops of the Aleksandrovsky plant. In terms of boiler, steam engine, tender, length and weight, it did not differ from a freight locomotive, but it had not three, but two sets of wheels and a front two-axle bogie. The trolley supported the front of the locomotive.
The first passenger locomotive received number 122 - before that, the count was kept for freight locomotives.
The B series locomotive had huge wheels with a diameter of 1705 millimeters, almost equal to the current one. Only the runners were small. Large wheels allowed the locomotive to reach the highest possible speed. With a small wheel diameter, the speed of the locomotive is lower, but the traction force is greater.
Hand brakes were operated using a brake wheel and rods. When the driver turned the brake wheel, the screw gear pulled the brake shoe and pressed it against the car wheel. The train did not stop immediately due to such braking, but after traveling a distance of more than a kilometer. Modern air brakes stop a train within eight hundred meters, while electro-pneumatic brakes stop a train at a shorter distance.
The evaporating heating surface of the boiler was 101 m2, the steam pressure was 8 kgf/cm2. Most of the parts were the same as those of freight locomotives of the 0-3-0 series D. A spark arrester was located at the base of the pipe, the wheels were cast iron and did not have counterweights, the tenders had a wooden frame; Like freight locomotives, 2-2-0 type locomotives had a central buffer coupling.
The first Russian mainline passenger steam locomotive of the B series had huge wheels with a diameter of 1705 millimeters. The cylinder diameter of the steam engine was 406.4 mm and the piston stroke was 508 mm.
Series B passenger locomotive
Initially, passenger locomotives of the 2-2-0 type had only a number designation (numbers 122 - 164), but then, when in 1863 - 1867. They began to be overhauled, like the commercial locomotives, and the steam locomotives that had not undergone alteration received the designation series B. During their reconstruction, the boilers and frames were overhauled, covered booths were installed for the locomotive crew, and on some locomotives the steam distribution mechanism with expansion spools was replaced with a rocker one. The converted locomotives of type 2-2-0 received the designation series B with subscripts A, B and C, which characterized certain design changes. A total of 33 steam locomotives of the B series were converted: 12 into the BA series, 6 into the BB series and 15 into the Bv series (Fig. 1.10). The remaining 10 locomotives were dismantled and scrapped in the early 70s. The modernized locomotives had 156 smoke pipes with a length of 3317 mm and an outer diameter of 57 mm. Boilers with a diameter of 1191 mm were installed on steam locomotives of the Ba series, and boilers with a diameter of 1189 mm were installed on steam locomotives of the Bg and B series.
In 1858 - 1859 To service trains of “special importance” (royal ones), two 2-2-0 type steam locomotives were built at the Aleksandrovsky Plant, which were then converted into 3-2-0 type steam locomotives to reduce the load from the wheel pairs on the rails. These locomotives, designated series A, had a working weight of 48.5 tons. (adhesion weight 26 t), diameter of driving wheels 1980 mm, distance between outer wheel pairs 7128 mm. The boiler with a diameter of 1319 mm contained 157 smoke pipes with a length of 4280 mm and an outer diameter of 57 mm; the evaporating heating surface was 138.8 m2, the grate area was 1.85 m2, the steam pressure was 8 kgf/cm2; the cylinder diameter was 558.5 mm, the piston stroke was 558 mm. The locomotive used internal steam distribution with an Allan scaffold. The A series locomotives were more powerful than the B series locomotives.
After the construction of the A-series locomotives, trains of “special importance” were transported exclusively by these locomotives: one of them drove the train from St. Petersburg to Bologoe, and the second from Bologoe to the final station.
HISTORY OF THE STEAM LOGO
The invention that changed the world
For a long time Railways were built only in mines, but then horse-drawn passenger roads became widespread. The first such rail road was built in 1801 in England between Wandsworth and Croydon.
The first steam locomotive was built in 1804 by Richard Trevithick, who in his youth knew James Watt, the inventor of the steam engine. However, iron in those years was too expensive, and cast iron rails could not support a heavy machine.
In subsequent years, many engineers tried to create steam locomotives, but the most successful of them was George Stephenson, who in 1812-1829. not only proposed several successful designs for steam locomotives, but also managed to persuade the mine owners to build the first railway from Darlington to Stockton, capable of supporting a steam locomotive. Later, Stephenson's steam locomotive, the Rocket, won a specially arranged competition and became the main locomotive of the first Manchester-Liverpool public railway.
The creation of the railway network led to explosive growth of industry from the mid-19th century, especially metallurgy. In many ways, it was the invention of the steam locomotive that gave impetus to the creation of the world in which we now live.
Complication of design
Basically, the design of the steam locomotive was formed by 1900 and remained until recent years its buildings.
Freight turnover growth railways, laying tracks in mountainous conditions required the creation of steam locomotives with all big amount traction axles, the number of which reached 7. Fearing severe lateral destruction of the track by a multi-axle rigid crew, locomotive technology took the path of creating powerful steam locomotives with an articulated crew. The most widely used steam locomotive is the Mallet type, first built in 1894.
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There are also other types of articulated steam locomotives, which, however, are not widely used due to their complexity and high cost: steam locomotives Ferlie, Garratta, Gollwe, Du Bousquet, etc. The Mallet type steam locomotive had, as a rule, two frames: a rear, rigidly attached to the boiler, and a movable front one, connected to the rear by means of a hinge. Each frame was located on a separate group of moving axles (from two to five), which had its own steam engine. These locomotives were most widely used on railways in the USA and Canada.
In 1915-1916 In the United States of America, a triple articulated freight locomotive (triplex) “Mallet” was created with 12 coupling axles of the 1-4-0+0-4-0+0-4-1 type. The third group of driving axles of this locomotive with the machine was located under the tender. To increase the power of American freight steam locomotives, an auxiliary steam engine was used - a “booster” (Lime locomotives), which was located on the rear (supporting) bogie of the locomotive and was activated during starting and acceleration.
Steam locomotives of Russia and the USSR
In Russia, the first railway with a length of 27 kilometers was opened on November 12, 1837 between St. Petersburg and Tsarskoye Selo. The locomotive that drove the train was purchased from George Stephenson in England.
IN late XIX century, Russia sharply lagged behind Europe in terms of the density of railways. And the need for intensive passenger transportation, aggravated by enormous distances, was very high and increasing. There was a steady increase in passenger traffic, which quadrupled between 1893 and 1913 alone.
Earlier than in other countries, sleeping cars appeared on Russian railways, in which passengers could live for a week or more. Earlier than in Europe, there was also a need to increase the weight of passenger trains to 500 tons and above.
The first steam locomotive in Russia was built by father and son mechanics at the Nizhne Tagil plant in 1833-1834. The Cherepanovs' steam locomotive transported trains with ore weighing more than 200 poods (3.2 tons) at a speed of 12-13 versts per hour (13-14 km/h).
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In the first half of the 19th century, steam locomotives were mainly imported to Russia from abroad. Serial production was established only in the 1870s. Before this, since 1845, a small number of foreign-designed steam locomotives had been produced in Russia. And if in 1869 only about 20 cars were produced, then by 1880 the production of steam locomotives had grown to almost three hundred and continued to increase. It is even believed that Russia was the first country to break England’s monopoly on their production. But, despite this, at the end of the 1870s, domestic steam locomotives made up a little more than 1/3 of the total fleet, largely thanks to officials who believed that imported ones were obviously better than their own.
During Civil War and in the early 1920s, Russia practically did not produce its own steam locomotives; the required number was ordered from Germany and Sweden (part of the E series). Since 1925, production of steam locomotives was restored and continued until 1956.
Since the 1920s, electric lighting began to be installed on steam locomotives. At first, the lights were powered by the cars' generators (the acetylene lights were not removed and were used when moving without a train), and then steam turbine generators began to be installed on the locomotive itself.
From 1914 to 1931, the technical condition of steam locomotives deteriorated sharply, which was associated with the introduction of the so-called. "impersonal" ride. If previously each locomotive was assigned to its own crew of drivers, which monitored the technical condition of “their” locomotive, but its work was tied to the crew’s work shifts, then with impersonal driving the locomotive could work around the clock. However, this approach had a significant drawback - it became unprofitable for drivers to treat the locomotive with care and monitor its condition. Therefore, due to the catastrophic technical condition of the locomotives, “attached” driving was restored in 1931. It should be noted that due to the widespread transition to diesel and electric locomotives, impersonal driving was restored in the 1960s, which again had a negative impact on the condition of the rolling stock, but the advantages of this method are modern conditions exceeded its shortcomings.
In the USSR, the most common types of steam locomotives were: Ov (“sheep”), SU, E, EU, EM, ER, SO, FD, IS (FDP), L, LV, P36. The production of steam locomotives in the USSR was completely stopped in 1956.
Decline of the steam locomotive era
The era of steam locomotives continued until the 1950s, when their production was completely curtailed. In most countries, the remaining steam locomotives were in service until the mid-1970s, during which time they were mostly destroyed, a small part was kept in reserve in case of an energy crisis, and a few were transferred to museums or tourist routes.
The beginning of the Industrial Revolution in Europe is associated with the invention of the steam engine, initially used in the mining and weaving industries. The ingenious invention prompted many engineers to adapt it for transport needs. The topic of the article is the world's first steam locomotive and Interesting Facts associated with its appearance.
Prerequisites
The water pump has been known to mankind since antiquity. Several centuries had to pass before it learned to use the energy of steam, the practical application of which was first discussed by the great Leonardo da Vinci. Single steam engines created at the end of the 17th century - the steam boiler of the Frenchman Denis Papin (1680), the pump of the Englishman Thomas Severi (1898) - were a real curiosity.
The creation of a safe piston engine into which water was injected is associated with the name of an Englishman (1711). The improvement of these inventions brought the Glasgow mechanic James Watt worldwide fame. It was he who received a patent for the creation of a steam engine (1769), suitable for widespread use in production.
The world's first steam locomotive will be created after a fundamental invention: the separation of the main cylinder and the condenser, which made it possible not to waste energy on constant heating of the engine. The production of steam engines was put on stream in 1776 thanks to the advent of lathes, milling and planing machines.
By 1785, 66 engines had been built. However, to impart rotational motion to the working shaft, a double action was necessary. Watt patented it in 1784, and by 1800 it was already used in all branches of production, powering other machines.
Richard Trevithick
Who invented the first steam locomotive in the world? One of the first to try to use a steam engine for transport needs was the Frenchman Nicolas Cugnot, who created a self-propelled carriage (1769). At this time, Richard Trevithick had not even been born.
A native of Cornwall (England), a famous mining region, the future inventor was born in large family in 1771. His father was a respected miner, and Richard, who loved mathematics since childhood, tried to make work underground easier by improving steam engines and miner pumps. In 1801, for the needs of the enterprise, he created a cart - the prototype of the first bus, which later became widespread as an independent type of transport. It was a trackless steam locomotive (patented in 1802) called the Puffing Devil.
If Watt's engines were cumbersome due to the use of low-pressure steam, then R. Trevithick was not afraid to increase it several times (up to 8 atmospheres). The power remained the same, but the engine size was significantly reduced, which was important for the development of transport. Watt reacted extremely negatively to this, considering high blood pressure unsafe.
Tests
Cast iron rails were created in South Wales; the inventor himself lived in Cambourne at that time. Trevithick experimentally proved that when smooth wheels come into contact with smooth rails, a frictional force will arise sufficient to move a steam locomotive, even if wagons loaded with coal are attached to it. This was very important given the practical goals of the enterprises.
For industrial needs, the first steam locomotive in the world was built in the year preceding its testing (1803). They were written about in February 1804, reporting the use of the invented machine to transport 10 tons of iron. The self-propelled carriage on rails covered a distance of 9 miles, and as it moved, the weight of the load increased to 15 tons - about 70 people risked climbing up to ride to the approving roar of the crowd. The speed was 5 miles per hour, and there was no need to add water to the boiler. But the too bulky locomotive could not be widespread, so Trevithick continued to improve the design.
Catch Me Who Can
For the new model, called Catch Me Who Can, Trevithick is building a ring road out of rails on the outskirts of London. He believes that manufacturers will be interested in the new machine. Having surrounded the test site with a high fence, he even begins to sell entrance tickets to those who want to ride, hoping to cover costs and make a profit. The new engine allowed it to reach speeds of up to 30 km/h.
But the idea was not successful. The world's first steam locomotive for passengers, created for entertainment, did not attract the attention of industrialists. Due to a burst cast iron rail, it overturned, receiving serious damage. Trevithick did not even bother to restore it, focusing on other inventions. In 1816, he left for Peru to install his engines in local mines.
The fate of Trevithick: interesting facts
Until 1827, the outstanding inventor remained in South America. Returning to the country, he discovered that his achievements had been successfully used and developed by other engineers. He died in 1833, almost penniless. The main problem that prevented his ideas from being realized at the turn of the century was the lack of roads. He spent his fortune clearing special routes for steam carriages, freeing them from trees and stones.
The very first steam locomotive in the world led to an appeal to the English Parliament for legislators to ban engines using high-pressure steam. The law was not passed, but it still stopped Trevithick's development.
Watt brought charges against his student for stealing ideas for creating a steam engine from the Botton and Watt company. This caused a huge scandal, forcing Trevithick to defend his good name.
Only in the 20s were conditions created for steam transport. This is associated with the name of George Stephenson.
Opening of a public railway
During Trevithick's lifetime, in 1825, a railway was opened connecting Stockton and Darlington. Self-taught engineer George Stephenson came up with a convenient design that allowed a locomotive to pull a heavy train along smooth rails. In his invention important role played by the rails themselves, the gauge of which is still generally accepted in Western Europe (1435 mm). The locomotive was driven by Stephenson himself during the opening of the railway, followed by a cavalcade of horsemen who fell behind during the descent. The crowd's amazement knew no bounds. The speed was 24 km/h.
Stephenson created the world's first steam locomotive for public needs in 1814. He covered a distance of 30 km, and by the middle of the century, all of Europe was covered with a network of railways. Steam locomotives began to transport not only goods, but also people.
In the Soviet Union, it was claimed for a long time that the steam locomotive was invented by Stephenson and the Russian Cherepanovs. Father and son allegedly did this independently of Western Europe. In fact, Miron Cherepanov visited England, where he saw the structure on rails. Returning to the Vyisky plant, he tried to copy what he saw, but it still took two years to develop his idea. The world's first steam locomotive on rails was tested in 1804 (many consider this date to be the birthday of the steam locomotive), and the “land steamship” appeared in Russia in 1833.
It was used to transport ore until the entire forest in the surrounding area was destroyed. Locomotives were replaced by horse-drawn ones, remembering the invention two years later.
This is interesting
There is a statue in Cambourne of Richard Trevithick holding his first trackless cart, called the Sniffling Devil. The model can be seen in many museums dedicated to the history of steam locomotive construction. Where is the world's first steam locomotive located?
One day the inventor stopped at the tavern, forgetting to reduce the fire that maintained the temperature of the boiler. When the water boiled away, the cart caught fire. A few minutes were enough for her to disappear. However, this did not upset the resilient Trevithick, who continued to work on new inventions.
His burial place, unfortunately, has been lost, but the name of the talented engineer is inscribed in golden letters in world history.