Evolution of Trains

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SHRI BALWANT INSTITUTE OF TECHNOLOGYApproved by AICTE, Min of HRD, Govt of India & DTE, Govt of Haryana

Affiliated to DCR University of Science and Technology, Murthal, Sonepat

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Abstract

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hai aur space aur blank mat rakhiyo

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TABLE OF CONTENTS

1. INTRODUCTION .2

2. DESCRIPTION ..... 33. CONCLUSION .4

4. REFERENCES ..5

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INTRODUCTION

Before the invention of the railroad land transfers were for millennia in much the sameprimitive way: to pull either passenger or freight wagons used the muscular strength of

animals.

But in the early 19th

century an unexpected solution was presented. The use of motivepower of steam resulted in the construction of the railroad, which was the first motorized

means of land transport, which not only gave optimal solutions for the season, but alsoopened a new chapter in global technological developments.

The appearance of the station can be installed in the early 18th century with the use of a

steam engine locomotive. The first traction engine was designed by Englishman Trevithik.The engine has developed an average speed of 8 kph.

In Greece the first rail system opened in 1869, the route Athens-Piraeus and was in

"Company of ap'Athinon station in Piraeus. Piraeus station located at the current terminalof the power station.

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DESCRIPTION

Locomotives

Locomotive

The first rain that circulated in Athens-Piraeus Itinerary.

How a steam engine works

They convert heat energy into kinetic. Each engine must be filled with water after certain

hours. The steam engine built by Thomas Shavers in 1698 for pumping water is the first

machine built for practical applications.

The next important milestone was the cameraNioukomen Thomas, in 1712, which wasimproved byJames Watt.

Since then the engines continued to improve and evolve constantly, playing a key role inthe realization of the Industrial Revolution, and of the Industrial Revolution, and thus in thetransition from manual mode of operation and production to mechanized.

Also it played an important role in the development of navigation and shipping, with the

advent of steamers, which did not depend on wind for propulsion, such as sailing, and theintroduction of railways as the main method of land transport in developed countries.

Diesel Engines

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And they also convert thermal energy into kinetic. They are divided into two types: those

that directly convert heat energy into kinetic and those that convert heat into electricity,

which in turn is converted into kinetic energy. These machines are divided into two- strokeand three-stroke, with regard to the production of work during the stroke.

Electromechanical

They convert electrical energy into kinetic. The electric motors should be supplied withelectricity. So over the railways there is electrical network of constant electricity 3.000 V

dc or single-phase AC electric motor 25.000 V.I has a making system of electricity and a

transformer for the degradation of the high voltage mains voltage to the motors.

CurrentTrains

Modern trains

The fastest train in the world: Japanese

magnetically levitated train (Maglev)

The second fastest train

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Gas turbines train

There are trains, of high specifications such us the type of Intercity (express or regular) andtrains (fast, high speed, etc.). The Intercity train is the classification applicable to certain

long-distance passenger train in Europe. Such trains (in contrast to regional, local or

commuter trains) entering port at major stations only. The Intercity-Express is a high-speedtrain system used mainly in Germany but also in neighboring countries like Switzerland,

Austria, Holland and Belgium.

TheICEin Germany is supposed to be the flagship of the German trains, and is their most

valuable product. German trains, and is their most valuable product.

Densely populated urban areas usually serve three different operating systems of the

railways.

The overhead trampower lines, is a word originating from the Scottish dictionary and

describes a small train ,developed in the late 19th century.

Metro working with terrestrial electricity is a mass transit railway system in the cities. Thefirst subway was opened in the London Underground (1863) and is better known as The

Tube. It consists of 11 lines. Besides its age, the London Underground is the most extensiveand longest in the world. The first metro in continental Europe was in Budapest.

The fastest trains in the world

The JapaneseMaglev (Magnetically Levitated Train) magnetic elevation train has the speedrecord of 581 km / h on a test line west of Tokyo on 2/12/2003.

The next is the French TGV-POS(it rests on the rails) is an electromachine and grabbed the574,8 km/h on 3/4/2007.

The fastest diesel train is the Spanish Talgo XXI in 256.38Km/h and did that in 2002 and

the end leaving the Gas Turbine Train TGV 001 - 318Km/h.

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Agas turbine train is a passenger train that utilizes more than one gas turbines as its main

source of power. Nowadays,, these gas turbine trains are used in United Kingdom, in

France, inUnited States, in Canada.

History of rail transport

The history of rail transport dates back nearly 500 years and includes systems with man or horse

power andrailsof wood or stone. Modernrail transportsystems first appeared in England in the

1820s. These systems, which made use of thesteam locomotive, were the first practical forms of

mechanized land transport, and they remained the primary form of mechanized land transport

for the next 100 years.

Wagonways and tramways

Earliest traces

The earliest evidence of awagonway, a predecessor of the railway, found so far was the 6to 8.5 km longDiolkoswagonway, which transported boats across theIsthmus of Corinth

in Greece since around 600 BC.[1][2][3][4][5]

Wheeled vehicles pulled by men and animals ranin grooves inlimestone, which provided the track element, preventing the wagons from

leaving the intended route. The Diolkos was in use for over 650 years, until at least the 1stcentury AD.

[5]The first horse-drawn wagonways also appeared in ancientGreece, with

others to be found onMaltaand various parts of theRoman Empire, using cut-stone tracks.

Railways began reappearing in Europe after theDark Ages. The earliest known record of arailway in Europe from this period is a stained-glass window in theMinster of Freiburg im

Breisgaudating from around 1350.[6]

In 1515,Cardinal Matthus Langwrote a description of theReisszug, afunicular railwayattheHohensalzburg Castlein Austria. The line originally used wooden rails and ahemp

haulage rope, and was operated by human or animal power, through atreadwheel. The line

still exists, albeit in updated form, and is probably the oldest railway still to operate.[7][8]

Early wagonways

Main article:Wagonways

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Minecartshown inDe Re Metallica(1556). The guide pin fits in a groove between two wooden

planks.

Wagonways (or 'tramways') are thought to have developed in Germany in the 1550s tofacilitate the transport of ore tubs to and from mines, utilising primitive wooden rails. Such

an operation was illustrated in 1556 byGeorgius Agricola(Image right).[9]

These used"Hund" carts with unflanged wheels running on wooden planks and a vertical pin on the

truck fitting into the gap between the planks, to keep it going the right way.[10]

Such atransport system was used by German miners atCaldbeck,Cumbria, perhaps from the

1560s.[11]

The first true railway is now suggested to have been afunicular railwaymade at

BroseleyinShropshireat some time before 1605. This carried coal for James Clifford fromhis mines down to theriver Severnto be loaded on to barges and carried to riverside

towns.[12]

Though the first documentary record of this is later, its construction probably

preceded theWollaton Wagonway, completed in 1604, hitherto regarded as the earliestBritish installation. This ran fromStrelleytoWollatonnearNottingham. Another earlywagonwayis noted onwards.Huntingdon Beaumont(who was concerned with mining at

Strelley) also laid down broad wooden rails nearNewcastle upon Tyne, on which a singlehorse could haul fifty or sixtybushels(130150 kg) of coal.

[13]

By the 18th century, such wagonways and tramways existed in a number of areas. Ralph

Allen, for example, constructed a tramway to transport stone from a local quarry to supplythe needs of the builders of the Georgian terraces ofBath. TheBattle of Prestonpans, in the

Jacobite Rebellion, was fought astride a wagonway.[14]

This type of transport spread rapidlythrough the wholeTynesidecoal-field, and the greatest number of lines were to be found in

the coalfield nearNewcastle upon Tyne. Their function in most cases was to facilitate thetransport of coal inchaldronwagons from the coalpits to astaithe(a wooden pier) on theriver bank, whence coal could be shipped to London bycollier brigs. The wagonways were

engineered so that trains of coal wagons could descend to the staithe by gravity, beingbraked by a brakesman who would "sprag" the wheels by jamming them. Wagonways on

less steep gradients could be retarded by allowing the wheels to bind on curves. As thework became more wearing on the horses, a vehicle known as adandy wagonwas

introduced, in which the horse could rest on downhill stretches.

Rails

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Because a stiff wheel rolling on a rigid rail requires less energy per ton-mile moved than

road transport (with a highly compliant wheel on an uneven surface), railroads are highly

suitable for the movement of dense, bulk goods such as coal and other minerals. This wasincentive to focus a great deal of inventiveness upon the possible configurations and shapes

of wheels and rails. In the late 1760s, theCoalbrookdaleCompany began to fix plates ofcast ironto the upper surface of the wooden rails. These (and earlier railways) hadflanged

wheels as on modern railways, but another system was introduced, in which unflangedwheels ran on L-shaped metal platesthese became known as plateways.John Curr, a

Sheffield colliery manager, invented this flanged rail, though the exact date of this isdisputed. The plate rail was taken up byBenjamin Outramfor wagonways serving his

canals, manufacturing them at hisButterley ironworks. MeanwhileWilliam Jessop, acivilengineer, had used a form of edge rail successfully for an extension to theCharnwood

Forest CanalatNanpantan,Loughborough,Leicestershirein 1789. Jessop became a partner

in the Butterley Company in 1790. The flanged wheel eventually proved its superiority dueto its performance on curves, and the composite iron/wood rail was replaced by all metal

rail, with its vastly superior stiffness, durability, and safety.

The introduction of theBessemer processfor making cheap steel led to the era of greatexpansion of railways that began in the late 1860s. Steel rails lasted several times longer

than iron.[15][16][17]

Steam power introduced

James Watt, a Scottish inventor and mechanical engineer, was responsible forimprovements to thesteam engineofThomas Newcomen, hitherto used to pump water outof mines. Watt developed areciprocating engine, capable of powering a wheel. Although

the Watt engine powered cotton mills and a variety of machinery, it was a largestationaryengine. It could not be otherwise; the state of boiler technology necessitated the use of low

pressure steam acting upon a vacuum in the cylinder, and this mode of operation needed aseparatecondenserand anair pump. Nevertheless, as the construction of boilers improved,

he investigated the use of high pressure steam acting directly upon a piston. This raised thepossibility of a smaller engine, that might be used to power a vehicle, and he actually

patented a design for asteam locomotivein 1784. His employeeWilliam Murdochproduced a working model of a self-propelled steam carriage in that year.

[18]

A replica of Trevithick's engine at theNational Waterfront Museum, Swansea

The first working model of a steam rail locomotive was designed and constructed byJohn

Fitchin the United States in 1794.[19]The first full scale working railwaysteam locomotive

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was built in the United Kingdom in 1804 byRichard Trevithick, an English engineer born

inCornwall. (The story goes that it was constructed to satisfy a bet bySamuel Homfray, the

local iron master.) This used high pressure steam to drive the engine by one power stroke.(The transmission system employed a large fly-wheel to even out the action of the piston

rod.) On 21 February 1804 the world's first railway journey took place as Trevithick'sunnamedsteam locomotivehauled a train along thetramwayof thePenydarrenironworks,

nearMerthyr TydfilinSouth Wales.[20][21]Trevithick later demonstrated a locomotiveoperating upon a piece of circular rail track in Bloomsbury, London, the "Catch-Me-Who-

Can", but never got beyond the experimental stage with railway locomotives, not leastbecause his engines were too heavy for the cast-iron plateway track then in use. Despite his

inventive talents, Richard Trevithick died in poverty, with his achievement being largelyunrecognized.

[22]

The impact of theNapoleonic Warsresulted in (amongst other things) a dramatic rise in the

price of fodder. This was the imperative that made thelocomotivean economic proposition,if it could be perfected.

The first commercially successful steam locomotive wasMatthew Murray'sracklocomotiveSalamancabuilt for thenarrow gaugeMiddleton Railwayin 1812. This twincylinder locomotive was not heavy enough to break theedge-railstrack, and solved theproblem ofadhesionby acog-wheelutilising teeth cast on the side of one of the rails. It

was the firstrack railway.

This was followed in 1813 by thePuffing Billybuilt byChristopher BlackettandWilliam

Hedleyfor the Wylam Colliery Railway, the first successful locomotive running by

adhesiononly. This was accomplished by the distribution of weight by a number of wheels.Puffing Billy is now on display in theScience Museumin London, the oldest locomotive in

existence.[23]

In 1814George Stephenson, inspired by the early locomotives of Trevithick, Murray andHedley, persuaded the manager of theKillingworthcollierywhere he worked to allow him

to build asteam-poweredmachine. He built theBlcher, one of the first successfulflanged-wheel adhesion locomotives. Stephenson played a pivotal role in the development and

widespread adoption of the steam locomotive. His designs considerably improved on thework of the earlier pioneers. In 1825 he built theLocomotionfor theStockton and

Darlington Railwayin the north east of England, which was the first public steam railway

in the world. Such success led to Stephenson establishing his company as the pre-eminentbuilder of steam locomotives used on railways in the United Kingdom, United States and

much of Europe.[24]

Britain

As the colliery and quarry tramways and wagonways grew longer, the possibility of usingthe technology for the public conveyance of goods suggested itself. On 26 July 1803,

Jessop opened theSurrey Iron Railwayin south Londonarguably, the world's first publicrailway, albeit a horse-drawn one. It was not a railway in the modern sense of the word, as

it functioned like aturnpike road. There were no official services, as anyone could bring avehicle on the railway by paying a toll.

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In 1812,Oliver Evans, an American engineer and inventor, published his vision of what

steam railways could become, with cities and towns linked by a network of long distance

railways plied by speedy locomotives, greatly reducing the time required for personal traveland for transport of goods. Evans specified that there should be separate sets of parallel

tracks for trains going in different directions. Unfortunately, conditions in the infant UnitedStates did not enable his vision to take hold.

This vision had its counterpart in Britain, where it proved to be far more influential.William James, a rich and influential surveyor and land agent, was inspired by the

development of the steam locomotive to suggest a national network of railways. It seems

likely[25]

in 1808 James attended the demonstration running ofRichard TrevithickssteamlocomotiveCatch me who canin London; certainly at this time he began to consider the

long-term development of this means of transport. He was responsible for proposing anumber of projects that later came to fruition, and he is credited with carrying out a survey

of theLiverpool and Manchester Railway. Unfortunately, he became bankrupt and hisschemes were taken over by George Stephenson and others. However, he is credited by

many historians with the title of "Father of the Railway".[25]

It was not until 1825 that the success of theStockton and Darlington Railwayproved thatthe railways could be made as useful to the general shipping public as to the colliery owner.This railway broke new ground by using rails made ofrolledwrought iron, produced at

Bedlington IronworksinNorthumberland.[26]

Such rails were stronger. This railway linkedthe town ofDarlingtonwith the port ofStockton-on-Tees, and was intended to enable local

collieries (which were connected to the line by short branches) to transport their coal to thedocks. As this would constitute the bulk of the traffic, the company took the important step

of offering to haul the colliery wagons or chaldrons by locomotive power, something thatrequired a scheduled or timetabled service of trains. However, the line also functioned as a

toll railway, where private horse drawn wagons could be operated upon it. This curious

hybrid of a system (which also included, at one stage, a horse drawn passenger wagon)could not last, and within a few years, traffic was restricted to timetabled trains. (However,

the tradition of private owned wagons continued on railways in Britain until the 1960s.)

The success of the Stockton and Darlington encouraged the rich investors of the rapidly

industrialisingNorth West of Englandto embark upon a project to link the rich cottonmanufacturing town ofManchesterwith the thriving port ofLiverpool. TheLiverpool and

Manchester Railwaywas the first modern railway, in that both the goods and passenger

traffic was operated by scheduled or timetabled locomotive hauled trains. At the time of itsconstruction, there was still a serious doubt that locomotives could maintain a regular

service over the distance involved. A widely reported competition was held in 1829 called

theRainhill Trials, to find the most suitablesteam engineto haul thetrains. A number oflocomotives were entered, includingNovelty,Perseverance, andSans Pareil. The winnerwasStephenson's Rocket, which had superior steaming qualities as a consequence of the

installation of amulti-tubular boiler(suggested byHenry Booth, a director of the railway

company).

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A replica of the Planet, which ran on theLiverpool and Manchester Railwayfrom 1830

The promoters were mainly interested in goods traffic, but after the line opened on 15September 1830, they found to their amazement that passenger traffic was just as

remunerative. The success of the Liverpool and Manchester railway influenced thedevelopment of railways elsewhere in Britain and abroad. The company hosted many

visiting deputations from other railway projects, and many railwaymen received their earlytraining and experience upon this line.

It must be remembered that the Liverpool and Manchester line was still a short one (35

miles (56 km)), linking two towns within an Englishshire county. The world's first trunkline can be said to be theGrand Junction Railway, opening in 1837, and linking a midpoint

on the Liverpool and Manchester Railway withBirmingham, by way ofCrewe,Stafford,andWolverhampton.

British Empire

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India

The 1909 Map ofIndian Railways, when India had the fourth largest railway network in the world.

Indiaprovides an example of the British Empire pouring its money and expertise into avery well built system designed for military reasons (after the Mutiny of 1857), and with

the hope that it would stimulate industry. The system was overbuilt and much too elaborateand expensive for the small amount of freight traffic it carried. However, it did capture the

imagination of the Indians, who saw their railways as the symbol of an industrial

modernitybut one that was not realized until a century or so later.

The British built a superb system in India. However, Christensen (1996) looks at of colonial

purpose, local needs, capital, service, and private-versus-public interests. He concludes that

making the railways a creature of the state hindered success because railway expenses hadto go through the same time-consuming and political budgeting process as did all other

state expenses. Railway costs could therefore not be tailored to the timely needs of therailways or their passengers.

[31]

By the 1940s, India had the fourth longest railway network in the world. Yet the country's

industrialization was delayed until after independence in 1947 by British colonial policy.Until the 1930s, both the Indian government and the private railway companies hired only

European supervisors, civil engineers, and even operating personnel, such as engine(locomotive) drivers. The government's "Stores Policy" required that bids on railway

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matriel be presented to the India Office in London, making it almost impossible for

enterprises based in India to compete for orders. Likewise, the railway companies

purchased most of their matriel in Britain, rather than in India. Although the railwaymaintenance workshops in India could have manufactured and repaired locomotives, the

railways imported a majority of them from Britain, and the others from Germany, Belgium,and the United States. The Tata company built a steel mill in India before World War I but

could not obtain orders for rails until the 1920s and 1930s.[32]

Pakistan

Pakistanhas a rich railway heritage spanning almost 200 years which it owes theBritish. Itwas in 1847 when the first railway was imagined but it was not until 1861 when it came

into existence in the form of the railway built fromKarachitoKotri. Pakistan has stayed

true to this rich heritage because sincerail transportis possibly the most popular mode ofnon-independent transport in Pakistan.

[33]

Diesel and electric engines

Electric railways revolutionize urban transport

Prior to the development of electric railways, most overland transport aside from the

railways had consisted primarily of horse powered vehicles. Placing ahorse caron rails hadenabled a horse to move twice as many people, and so street railways were born. The

world's first electric tram line opened in Lichterfelde near Berlin, Germany, in 1881. It wasbuilt by Werner von Siemens (seeGross-Lichterfelde Tramway). Seven years later, in

January 1888,Richmond, Virginiaserved as American proving grounds forelectricrailwaysasFrank Spraguebuilt an electric streetcar system there. By the 1890s, electric

power became practical and more widespread, allowing extensive underground railways.Large cities such as London, New York, and Paris builtsubwaysystems. When electric

propulsion became practical, most street railways were electrified. These then became

known as "streetcars," "trolleys," "trams" and "Strassenbahn." They can be found aroundthe world.

In many countries, these electric street railways grew beyond the metropolitan areas toconnect with other urban centers. In the USA, "electric interurban" railroad networks

connected most urban areas in the states of Illinois, Indiana, Ohio, Pennsylvania and New

York. In Southern California, thePacific Electric Railwayconnected most cities in LosAngeles and Orange Counties, and theInland Empire. There were similar systems in

Europe. One of the more notable rail systems connected every town and city in Belgium.One of the more notable tramway systems in Asia is theHong Kong Tramways, which

started operation in 1904 and run exclusively on double-decker trams.

The remnants of these systems still exist, and in many places they have been modernized tobecome part of the urban "rapid transit" system in their respective areas. In the past thirty

years increasing numbers of cities have restored electric rail service by building "light rail"systems to replace the tram system they removed during the mid-20th century.

Diesel power

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Diesel-electriclocomotives could be described as electric locomotives with an on-board

generator powered by a diesel engine. The first diesel locomotives were low-powered

machines,diesel-mechanicaltypes used in switching yards. Diesel and electric locomotivesare cleaner, more efficient, and require less maintenance than steam locomotives. They also

required less specialized skills in operation and their introduction diminished the power ofrailway unions in the United States (one of the earliest countries to adopt diesel power on a

wide scale). After working through technical difficulties in the early 1900s, diesellocomotives became mainstream after World War II. By the 1970s, diesel and electric

power had replaced steam power on most of the world's railroads.[16]

In the 20th century,road transportand air travel replaced railroads for most long-distancepassenger travel in the United States, but railroads remain important for hauling freight in

the United States, and for passenger transport in many other countries.

High-speed rail

Starting with the opening of the firstShinkansenline between Tokyo andOsakain 1964,high-speed railtransport, functioning at speeds up and above 300 km/h, has been built in

Spain, France, Germany, Italy, the People's Republic of China, Taiwan, the United

Kingdom, South Korea, Scandinavia, Belgium and the Netherlands. The construction ofmany of these lines has resulted in the dramatic decline of short haul flights and automotive

traffic between connected cities, such as the London-Paris-Brussels corridor, Madrid-Barcelona, as well as many other major lines.

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CONCLUSION

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REFERENCES

en.wikipedia.org/wiki/Gas_turbine_train www.ideashelper.com/history-railway-locomotive-headlamp-14.htm, The History of the

Railway Locomotive Headlamp

inventors.about.com/library/inventors/blrailroad.htm, The History of Railroad Innovations

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