Chapter 1

History of railway

The history of rail transport in Great Britain to 1830 covers the period up to the opening of the
Liverpool and Manchester Railway, the world's first intercity passenger railway operated solely by
steam locomotives. The earliest form of railways, horse-drawn wagon ways, originated in Germany
in the 16th century.

Soon wagon ways were also built in Britain. However, the first use of steam locomotives
was in Britain. The invention of wrought iron rails, together with Richard Trevithick's
pioneering steam locomotive meant that Britain had the first modern railways in the
world. A wagonway was used by German miners at Caldbeck, Cumbria, England,
perhaps from the 1560s.[1] A wagonway was built at Prescot, near Liverpool, sometime
around 1600, possibly as early as 1594. Owned by Philip Layton, the line carried coal
from a pit near Prescot Hall to a terminus about half a mile away. As early as 1671
railed roads were in use in Durham to ease the conveyance of coal; the first of these
was the Tanfield Wagon Way.[4]Many of these tramroads or wagon ways were built in the
17th. and 18th. centuries. They used simply straight and parallel rails of timber on which
carts with simple flanged iron wheels were drawn by horses, enabling several wagons
to be moved simultaneously.

Richard Reynolds probably for the first time replaced wooden rails with cast iron
rails[5] and in 1793 when the then superintendent of the Cromford Canal, Benjamin
Outram, constructed a tramway with 'L'-shaped flanged cast-iron plate rails from the
quarry at Crich: it was a little over a mile in length descending some 300 feet (91 m) and
had a gauge of 3 ft 6 in (1,067 mm). Wagons fitted with simple flangeless wheels were
kept on the track by vertical ledges, or plates. Cast-iron rails were a significant
improvement over wooden rails as they could support a greater weight and the friction
between wheel and rail was lower, allowing longer trains to be moved by horses.
Outram's rails were superseded by William Jessop's cast iron edge rails where flanged
wheels ran on the top edge of simple bar-shaped rails without the guiding ledges of
Outram's flanged plate rails. The rails had been first employed in 1789 at Nanpantan at
the Loughborough Charnwood Forest Canal. Such rails could be manufactured
in 3 ft(914 mm) lengths. Jessop, a former pupil of John Smeaton, became a partner with
Outram in 1790 in the latter's Butterley ironworks.
Cast iron rails had a propensity to break easily, and the short lengths soon became
uneven. In 1820, John Birkenshaw introduced a method of rolling rails in greater lengths
using wrought iron which was used from then onwards.

Chapter 2

Indian history of railway

The first railway proposals for India were made in Madras in 1832. ... India's first passenger train,
hauled by three steam locomotives (Sahib, Sindh and Sultan), ran for 34 kilometres (21 mi) with 400
people in 14 carriages on 1,676 mm (5 ft 6 in) broad gauge track between Bori Bunder (Mumbai)
and Thane on 16 April 1853.

Indian Railway (IR) runs more than 20,000 passenger trains daily, on both long-
distanceand suburban routes, from 7,349 stations across India The trains have a five-digit
numbering system. Mail or express trains, the most common types, run at an average
speed of 50.6 kilometres per hour (31.4 mph). In the freight segment, IR runs more than
9,200 trains daily. The average speed of freight trains is around 24 kilometres per hour
(15 mph).
As of March 2017, IR's rolling stock consisted of 277,987 freight wagons, 70,937 passenger
coaches and 11,452 locomotives. IR owns locomotive and coach-production facilities at
several locations in India. The world's eighth-largest employer, it had 1.308 million
employees as of March 2017.

In the year ending March 2018, IR carried 8.26 billion passengers and transported 1.16
billion tonnes of freight. In the fiscal year 2017–18, IR is projected to have revenue
of ₹1.874 trillion (US$26 billion), consisting of ₹1.175 trillion (US$16 billion) in freight
revenue and ₹501.25 billion (US$7.0 billion) in passenger revenue, with an operating
ratio of 96.0 percent.
India's first passenger train, hauled by three steam locomotives (Sahib, Sindh and Sultan), ran
for 34 kilometres (21 mi) with 400 people in 14 carriages on 1,676 mm (5 ft 6 in) broad
gauge track between Bori Bunder (Mumbai) and Thane on 16 April 1853. The Thane viaducts,
India's first railway bridges, were built over the Thane creek when the Mumbai-Thane line was
extended to Kalyan in May 1854.[10] Eastern India's first passenger train ran 24 miles (39 km)
from Howrah, near Kolkata, to Hoogly on 15 August 1854. The first passenger train in South
India ran 60 miles (97 km) from Royapuram- Veyasarapady (Madras) to Wallajah Road (Arcot)
on 1 July 1856.
On 24 February 1873, a horse-drawn 3.8-kilometre (2.4 mi) tram opened in Calcutta
between Sealdah and Armenian Ghat Street.] On 9 May 1874, a horse-drawn tramway
began operation in Bombay between Colaba and Parel. In 1897, lighting in passenger
coaches was introduced by many railway companies. On 3 February 1925, the first
electric passenger train in India ran between Victoria Terminus and Kurla.
The organisation of Indian railways into regional zones began in 1951,

when the Southern (14 April 1951), Central (5 November 1951) and Western (5
November 1951) zones were created.] Fans and lights were mandated for all
compartments in all passenger classes in 1951, and sleeping accommodations were
introduced in coaches. In 1956, the first fully air-conditioned train was introduced
between Howrah and Delhi. Ten years later, the first containerized freight service began
between Mumbai and Ahmedabad. In 1986, computerized ticketing and reservations
were introduced in New Delhi.

In 1988, the first Shatabdi Express was introduced between New Delhi and Jhansi; it was
later extended to Bhopal.[19] Two years later, the first self-printing ticket machine (SPTM)
was introduced in New Delhi.[20] In 1993, air-conditioned three-tier coaches and a
sleeper class (separate from second class) were introduced on IR. The CONCERT
system of computerized reservations was deployed in New Delhi, Mumbai and Chennai
in September 1996. In 1998, coupon validating machines (CVMs) were introduced at
Mumbai Chhatrapati Shivaji Maharaj Terminus. The nationwide Concierge system
began operation on 18 April 1999. In February 2000, the Indian Railways website went
online.[21]On 3 August 2002, IR began online train reservations and ticketing. [22] Indian
Railways announced on 31 March 2017 that the country's entire rail network would be
electrified by 2022.[23]

Railway map of India in 1909

Smaller railway near Thane 1855

Largest railway near Thane 1855
Indian Railways is headed by a seven-member Railway Board whose chairman reports
to the Ministry of Railways. Railway Board also acts as the Ministry of Railways. The
officers manning the office of Railway Board are mostly from organised Group A
Railway Services and Railway Board Secretariat Service. IR is divided into 18 zones,
headed by general managers who report to the Railway Board. The zones are further
subdivided into 68 operating divisions, headed by divisional railway managers (DRM).

The divisional officers of the engineering, mechanical, electrical, signal and

telecommunication, stores, accounts, personnel, operating, commercial, security and
safety branches report to their respective DRMs and are tasked with the operation and
maintenance of assets. Station masters control individual stations and train movements
through their stations' territory. In addition, there are a number of production units,
training establishments, public sector enterprises and other offices working under the
Control of the railway board.

Chapter 3
Electric train

The first electric passenger train was presented by Werner von Siemens at
Berlin in 1879. ... A contact roller was used to collect the electricity. The
world's first electric tram line opened in Lichterfelde near Berlin, Germany, in
1881

electric locomotive is a locomotive powered by electricity from overhead lines, a third

rail or on-board energy storage such as a battery or a supercapacitor.
Electric locomotives with on-board fueled prime movers, such as diesel engines or gas
turbines, are classed as diesel-electric or gas turbine-electric and not as electric
locomotives, because the electric generator/motor combination serves only as a power
transmission system.
Electric locomotives benefit from the high efficiency of electric motors, often above 90%
(not including the inefficiency of generating the electricity). Additional efficiency can be
gained from regenerative braking, which allows kinetic energy to be recovered during
braking to put power back on the line. Newer electric locomotives use AC motor-inverter
drive systems that provide for regenerative braking. Electric locomotives are quiet
compared to diesel locomotives since there is no engine and exhaust noise and less
mechanical noise. The lack of reciprocating parts means electric locomotives are easier
on the track, reducing track maintenance. Power plant capacity is far greater than any
individual locomotive uses, so electric locomotives can have a higher power output than
diesel locomotives and they can produce even higher short-term surge power for fast
acceleration. Electric locomotives are ideal for commuter rail service with frequent stops.
Electric locomotives are used on freight routes with consistently high traffic volumes, or
in areas with advanced rail networks. Power plants, even if they burn fossil fuels, are far
cleaner than mobile sources such as locomotive engines. The power can also come
from clean or renewable sources, including geothermal power, hydroelectric power, nuclear
power, solar power and wind turbines.
The chief disadvantage of electrification is the high cost for infrastructure: overhead lines or third
rail, substations, and control systems. Public policy in the U.S. interferes with electrification:
higher property taxes are imposed on privately owned rail facilities if they are electrified.[citation
needed] The EPA regulates exhaust emissions on locomotive and marine engines, similar to
regulations on car & freight truck emissions, in order to limit the amount of carbon monoxide,
unburnt hydrocarbons, nitric oxides, and soot output from these mobile power
sources.[2] Because railroad infrastructure is privately owned in the U.S., railroads are unwilling
to make the necessary investments for electrification. In Europe and elsewhere, railway
networks are considered part of the national transport infrastructure, just like roads, highways
and waterways, so are often financed by the state. Operators of the rolling stock pay fees
according to rail use. This makes possible the large investments required for the technically
and, in the long-term, also economically advantageous electrification.
Electric Traction around the world

Europe

Electrification is widespread in Europe. Due to higher density schedules, operating costs are
more dominant with respect to the infrastructure costs than in the U.S. and electric locomotives
have much lower operating costs than diesel. In addition, governments were motivated to
electrify their railway networks due to coal shortages experienced during the First and Second
World Wars.
Diesel locomotives have less power compared to electric locomotives for the same weight and
dimensions. For instance, the 2,200 kW of a modern British Rail Class 66was matched in 1927
by the electric SBB-CFF-FFS Ae 4/7 (2,300 kW), which is lighter. However, for low speeds,
tractive effort is more important than power. This is why diesel engines are competitive for slow
freight traffic (as it is common in Canada and the U.S) but not for passenger or mixed
passenger/freight traffic like on many European railway lines, especially where heavy freight
trains must be run at comparatively high speeds (80 km/h or more).

North America

Electric locomotives are used for passenger trains on Amtrak's Northeast

Corridorbetween Washington, DC, and Boston, with a branch to Harrisburg, Pennsylvania,
and on some commuter rail lines. Mass transit systems and other electrified commuter
lines use electric multiple units, where each car is powered. All other long-distance
passenger service and, with rare exceptions, all freight is hauled by diesel-electric
locomotives.
In North America, the flexibility of diesel locomotives and the relatively low cost of their
infrastructure has led them to prevail except where legal or operational constraints
dictate the use of electricity. An example of the latter is the use of electric locomotives
by Amtrak and commuter railroads in the Northeast. New Jersey Transit New York corridor
uses ALP-46 electric locomotives, due to the prohibition on diesel operation in Penn
Station and the Hudson and East River Tunnels leading to it. Some other trains to Penn
Station use dual-mode locomotives that can also operate off third-rail power in the
tunnels and the station. Electric locomotives are planned for the California High-Speed
Rail system.
During the steam era, some mountainous areas were electrified but these have been
discontinued. The junction between electrified and non-electrified territory is the locale
of engine changes; for example, Amtrak trains had extended stops in New Haven,
Connecticut, as locomotives were swapped, a delay which contributed to the decision to

electrify the New Haven to Boston segment of the Northeast Corridor in 2000.

Asia

Japan

Electrification systems used by the JR group, Japan's formerly state-owned operators,

are 1,500 V DC and 20 kV AC for conventional lines and 25 kV AC for Shinkansen.
Electrification at 600 V DC and 750 V DC are also seen in private lines. The frequency
of the AC power supply is 50 Hz in Eastern Japan and 60 Hz in Western Japan.

Japan has come close to complete electrification largely due to the relatively short
distances and mountainous terrain, which make electric service a particularly
economical investment. Additionally, the mix of freight to passenger service is weighted
much more toward passenger service (even in rural areas) than in many other
countries, and this has helped drive government investment into the electrification of
many remote lines.

Electrification began in earnest for local railways in the 1920s and main lines
electrification began following World War II using a universal 1,500 V DC standard and
eventually, a 20 kV standard for rapid intercity main lines (often overlaying 1,500 V DC
lines) and 25 kV AC for high-speed Shinkansenlines. Because most of the electrification
infrastructure was destroyed in the war, the only variances to this standard with
significant traffic are a few of the older subway lines in Tokyo and Osaka. The Tōkaidō
Main Line, Japan's busiest line, completed electrification in 1956 and Tōkaidō
Shinkansen was complete in 1964. By the mid-1970s, most main lines had been
converted. During the 1970s and into the 1980s, when a fast-growing Japanese
economy encouraged massive infrastructure spending, almost every line with any
significant traffic was electrified. Though the massive debts incurred for these upgrades
(along with the more publicized expense of Shinkansen expansions) led to the
privatization and break-up of the national rail company. By the time of the breakup in
1987, electric service had penetrated to every line with significant traffic. In the 1990s,
and 2000s, rural infrastructure was the focus of a lot of government stimulus funding
and this included some rail electrification on infrequently used lines, and funding for
expanding the Shinkansen network (which, as with all high-speed trains, is electric). The
latter was mostly in the form of loans rather than direct investment as in the former.

Chapter 4

Electic train in India

On 3 February 1925, the first electricpassenger train in India ran between

Victoria Terminus and Kurla. ... In 1956, the first fully air-conditioned train was
introduced between Howrah and Delhi. Ten years later, the first containerized
freight service began between Mumbai and Ahmedabad.
Indian Railways (IR) is India's national railway system operated by the Ministry of Railways. It
manages the fourth largest railway network in the world by size, with 67,368-kilometre
(41,861 mi) route.. Routes are electrified with 25 kV AC electric traction while thirty three
percent of them are double or multi-tracked.

Indian Railway (IR) runs more than 20,000 passenger trains daily, on both long-
distanceand suburban routes, from 7,349 stations across India. The trains have a five-digit
numbering system. Mail or express trains, the most common type, run at an average speed of
50.6 kilometres per hour (31.4 mph). In the freight segment, IR runs more than 9,200 trains
daily. The average speed of freight trains is around 24 kilometres per hour (15 mph).

As of March 2017, IR's rolling stock consisted of 277,987 freight wagons, 70,937 passenger
coaches and 11,452 locomotives.] IR owns locomotive and coach-production facilities at
several locations in India. The world's eighth-largest employer, it had 1.308 million
employees as of March 2017.

In the year ending March 2018, IR carried 8.26 billion passengers and transported 1.16
billion tonnes of freight.] In the fiscal year 2017–18, IR is projected to have revenue
of ₹1.874 trillion (US$26 billion), consisting of ₹1.175 trillion (US$16 billion) in freight
revenue and ₹501.25 billion (US$7.0 billion) in passenger revenue, with an operating
ratio of 96.0 percent
 Type Government Enterprises

Industry Rail transport

Founded 8 May 1845 (173 years ago)[1]

Headquarters New Delhi

India

Area served India

Key people  Piyush Goyal (Minister of Railways)

 Vinod Kumar
Yadav(Chairman, Railway Board)

Services Passenger railways

Freight services
Parcel carrier
Catering and tourism services
Parking lot operations
Other related services

Revenue ₹1.874
trillion(US$26 billion)[2] (2017–
18)

Net income ₹64.25

billion(US$890 million)[2] (2017–
18)

Owner British Raj(until 1947) Dominion of

India(1947-1950)Government of
India(1950-present)
 Number of 1.308 million[3] (2017)
employees

Parent Ministry of Railways

Divisions 18 zones

Subsidiaries  CONCOR
 RITES
 IRCON
 IRCTC
 DFCCI
 RailTel
 MRVC
 RVNL
 NHSRCL
 IRFC

Reporting mark IR

Locale India
 Dates of 8 May 1845[1]–present
operation

Track gauge 1,676 mm (5 ft 6 in)

1,000 mm(3 ft 3 3⁄8 in)
762 mm (2 ft 6 in)
610 mm (2 ft)

Electrification 25,367 kilometres

(15,762 mi)[3]

Length 67,368 kilometres (41,861 mi)

(route)[3]
93,902 kilometres (58,348 mi)
(running track)[3]
121,407 kilometres (75,439 mi)
(total track)[4]

Electrification in Indian railways

Chapter 5

Traction

 The process of moving vehicle is called Traction

 25 kV, ac, 50 Hz single phase power supply for electric traction is derived from the grid system of State
Electricity Boards through traction sub-stations located along the route of the electrified sections at
distances of 35 to 50 km apart.
 The distance between adjacent sub-stations may however be even less depending on intensity of traffic
and load of trains.

 Electric traction is an environmental friendly, pollution-free and energy efficient alternative to fossil
fuels.
 Advent of Electric Traction in IR dates back to 1925 when the Electric train services introduced between
Bombay VT and Kurla Harbour on 1500 Volt DC.
 At present 28 per cent of Route kilometres on Indian Railways are electrified.
 Later IR introduced 3000 Volt DC and subsequently when 25 kv AC system of traction emerged as an
economical system of Electrification all over the world IR decided in 1957 to adopt 25 kv AC system of
electrification as a standard with SNCF (French Railways) as their consultant in the initial stages.

 25 kV, ac, 50 Hz single phase power supply for electric traction is derived from the grid system of State
Electricity Boards through traction sub-stations located along the route of the electrified sections at
distances of 35 to 50 km apart.
 The distance between adjacent sub-stations may however be even less depending on intensity of traffic
and load of train.

The traction is classified in two parts

Non Electric Traction

Electric Traction
Chapter 6

Non Electric Traction

Steam Engine Drive
Steam engine drive was the most widely used drive for traction in India. And the
efficiency of this drive is 5-8%. It’s non Electric drive means that for the traction of
vehicles there is no use of electricity.

Advantage of steam engine

 Simplicity of design
 Easy to control
 With properly designed boiler it has overload capacity
 It is self contained unit
  No interference with any communication line
 There is no need of electricity in the drive
 Low initial cost as no track electrification are needed
 Simplified maintenance

Disadvantages of steam engine

 Low Thermal Efficiency

 Bigger size of running sheds and workshops are needed
 Low coefficient of adhesion
 Need of adequate supplies of feed water at regular intervals
 This is not good for underground railways
 Steaming time is required to put the steam locomotive into operation and it can
not services immediately.
 Steam locomotive, because of boilers, have centre of gravity very high
 Steam locomotive service is not clean owing to coal dust, ash. These pollute the
environment which is not good
 It has low operational availability

Internal combustion engine

 It is non Electric drive , combustion engine drive is very common in roads

transport vehicles like Truck
Buses
Cars
 Though suitable for road and light railway work, it is unsatisfactory for heavy work
on railway.

Advantage of internal combustion engine

 It has low initial cost

 It is a compact self contained unit
 Speed control with gear arrangements is quite simple
 Efficiency is about 25%
 Bette than steam engine drive
 The Braking arrangement is quite simple

Disadvantages of internal combustion engine

 The life of the engine is shorter

 The overload capacity is limited on account of its speed Torque
characteristics
 The IC engine has practically a constant torque at all speed
 Engine has high starting torque will not be loaded to its full capacity during
running. This necessitates some form of Torque conversion like the gear.
 Maintenance and running costs are fairly high.