EVOLUTION OF STEAM ENGINE TO

TGV ( BULLET TRAIN )

 LEADER : SAI KUMAR
• PARTNERS :
• * VARUN
*BHAVYA
*RAMESH
*AKHELLA
 STEAM ENGINE

• STEAM LOCOMOTIVE
• A steam locomotive is a type of railway
locomotive that produces its pulling
power through a steam engine. These
locomotives are fueled by burning combustible
material – usually coal, wood, or oil – to
produce steam in a boiler. The steam moves
reciprocating pistons which are mechanically
connected to the locomotive's main wheels
(drivers). Both fuel and water supplies are
carried with the locomotive, either on the
locomotive itself or in wagons (tenders) pulled
behind.
STEAM ENGINE
Steam locomotives were first developed in
the United Kingdom during the early 19th
century and used for railway transport until
the middle of the 20th century. Richard
Trevithick built the first steam locomotive
in 1802. The first commercially successful
steam locomotive was built in 1812–13
by John Blenkinsop. [1] 
Locomotion  No. 1,
built by George Stephenson and his
son Robert's company Robert Stephenson
and Company, was the first steam
locomotive to haul passengers on a public
railway, the Stockton and Darlington
Railway in 1825. In 1830, George
Stephenson opened the first public inter-
city railway, the Liverpool and Manchester
Railway. Robert Stephenson and Company
was the pre-eminent builder of steam
locomotives for railways in the United
Kingdom, the United States, and much of
Europe in the first decades of steam.[2]
BASIC FORM :
FUNCTIONING:
BOILER

A boiler consists of a firebox where the fuel is burned, a barrel where water
is turned into steam and a smokebox which is kept at a slightly lower
pressure than outside the firebox.
Solid fuel, such as wood, coal or coke, is thrown into the firebox through a
door by a fireman, onto a set of grates which hold the fuel in a bed as it
burns. Ash falls through the grate into an ashpan. If oil is used as the fuel, a
door is needed for adjusting the air flow, maintaining the firebox, and
cleaning the oil jets.
The fire-tube boiler has internal tubes connecting the firebox to the
smokebox through which the combustion gases flow transferring heat to
the water. All the tubes together provide a large contact area, called the
tube heating surface, between the gas and water in the boiler. Boiler water
surrounds the firebox to stop the metal from becoming too hot. This is
another area where the gas transfers heat to the water and is called the
firebox heating surface. Ash and char collect in the smokebox as the gas
gets drawn up the chimneystack( smokestack
 or   in the US) by the exhaust
steam from the cylinders. Surrounding the boiler are layers of insulation or
lagging to reduce heat loss
STEAM CIRCUIT

The steam generated in the boiler fills the space above the
water in the partially filled boiler. Its maximum working
pressure is limited by spring-loaded safety valves. It is then
collected either in a perforated tube fitted above the water
level or by a dome that often houses the regulator valve, or
throttle, the purpose of which is to control the amount of
steam leaving the boiler. The steam then either travels directly
along and down a steam pipe to the engine unit or may first
pass into the wet header of a superheater, the role of the latter
being to improve thermal efficiency and eliminate water
droplets suspended in the "saturated steam", the state in
which it leaves the boiler. On leaving the superheater, the
steam exits the dry header of the superheater and passes
down a steam pipe, entering the steam chests adjacent to the
cylinders of a reciprocating engine. Inside each steam chest is
a sliding valve that distributes the steam via ports that
connect the steam chest to the ends of the cylinder space.
The role of the valves is twofold: admission of each fresh dose
of steam, and exhaust of the used steam once it has done its
RUNNING GEAR SYSTEM

Running gear includes the brake gear, wheel sets, axleboxes, springing

and the motion that includes connecting rods and valve gear. The
transmission of the power from the pistons to the rails and the
behaviour of the locomotive as a vehicle, being able to negotiate curves,
points and irregularities in the track, is of paramount importance.
Because reciprocating power has to be directly applied to the rail from
0 rpm upwards, this creates the problem of adhesion of the driving
wheels to the smooth rail surface. Adhesive weight is the portion of the
locomotive's weight bearing on the driving wheels. This is made more
effective if a pair of driving wheels is able to make the most of its axle
load, i.e. its individual share of the adhesive weight. Equalising
beams connecting the ends of leaf springs have often been deemed a
complication in Britain, however, locomotives fitted with the beams have
usually been less prone to loss of traction due to wheel-slip. Suspension
using equalizing levers between driving axles, and between driving axles
and trucks, was standard practice on North American locomotives to
maintain even wheel loads when operating on uneven track.
CHASIS

The chassis, or locomotive frame, is the principal structure

onto which the boiler is mounted and which incorporates
the various elements of the running gear. The boiler is
rigidly mounted on a "saddle" beneath the smokebox and in
front of the boiler barrel, but the firebox at the rear is
allowed to slide forward and backwards, to allow for
expansion when hot.
European locomotives usually use "plate frames", where
two vertical flat plates form the main chassis, with a variety
of spacers and a buffer beam at each end to form a rigid
structure. When inside cylinders are mounted between the
frames, the plate frames are a single large casting that
forms a major support element. The axleboxes slide up and
down to give some sprung suspension, against thickened
webs attached to the frame, called "hornblocks".[22]
FUEL AND WATER

Generally, the largest locomotives are permanently coupled to

a tender that carries the water and fuel. Often, locomotives working
shorter distances do not have a tender and carry the fuel in a bunker,
with the water carried in tanks placed next to the boiler. The tanks can
be in various configurations, including two tanks alongside (side
tanks or pannier tanks), one on top (saddle tank) or one between the
frames (well tank).
The fuel used depended on what was economically available to the
railway. In the UK and other parts of Europe, plentiful supplies of coal
made this the obvious choice from the earliest days of the steam
engine. Until 1870,[24] the majority of locomotives in the United States
burned wood, but as the Eastern forests were cleared, coal gradually
became more widely used until it became the dominant fuel worldwide
in steam locomotives. Railways serving sugar cane farming operations
burned bagasse, a byproduct of sugar refining. In the US, the ready
availability and low price of oil made it a popular steam locomotive fuel
after 1900 for the southwestern railroads, particularly the Southern
Pacific. In the Australian state of Victoria, many steam locomotives
were converted to heavy oil firing after World War II. German, Russian,
Australian and British railways experimented with using coal dust to
fire locomotives.
CREW

A steam locomotive is normally controlled from the

boiler's backhead, and the crew is usually protected from
the elements by a cab. A crew of at least two people is
normally required to operate a steam locomotive. One,
the train driver or engineer (North America), is responsible
for controlling the locomotive's starting, stopping and speed,
and the fireman is responsible for maintaining the fire,
regulating steam pressure and monitoring boiler and tender
water levels. Due to the historical loss of operational
infrastructure and staffing, preserved steam locomotives
operating on the mainline will often have a support
crew travelling with the train.
MALLARD STEAM ENGINE
 London and North Eastern Railway locomotive
number 4468 (original), 22 (LNER 1946) and 60022 (BR),
named  Mallard  is a Class A4 4-6-2 Pacific steam locomotive built
at Doncaster Works, England in 1938. It is historically significant
as the holder of the world speed record for steam locomotives at
126 mph (203 km/h).[1]
The A4 class was designed by Nigel Gresley to power high-speed
streamlined trains. The wind-tunnel-tested,[2] aerodynamic body
and high power allowed the class to reach speeds of over 100
miles per hour (160 km/h), although in everyday service it rarely
attained this speed. While in British Railways days regular steam-
hauled rail services in the UK were officially limited to a 90 mph
'line speed', pre-war, the A4s had to run significantly above
90 mph just to keep schedule on trains such asSilverthe 
Jubilee The Coronation
 and  ,[3] with the engines reaching
100 mph on many occasions. [4][5] 
Mallard  covered almost one
and a half million miles (2.4 million km) before it was retired in
1963.
The locomotive is 70 ft (21 m) long and weighs 165 tons,
including the tender. It is painted LNER garter blue with red
wheels and steel rims.
Mallard  is now part of the National Collection at the United
Kingdom's National Railway Museum in Yor
 TECHNICAL SPECIFICATIONS

Mallard  was released into traffic for the first time on 3 March 1938. It
was the first A4 to be fitted with a Kylchap double blast pipe from new.
This was one of the factors that led to its selection for the attempt on
the world rail speed record in July of that year.
Mallard  wore a variety of liveries throughout its career. These were:
garter blue as 4468, LNER wartime black from 13 June 1942, later
wartime black with the tender marked as "NE" from 21 October 1943
as 22 with yellow small stencilled numbers, post-war garter blue with
white and red lining from 5 March 1948 with stainless steel cabside
number 22, British railways dark blue as 60022 from 16 September
1949, Brunswick green from 4 July 1952 and its original LNER garter
blue for preservation in 1963.
The A4 class was built with streamlined valances, or side skirting, but
this was removed during the war to ease maintenance.  Mallard  lost its
valances during a works visit 13 June 1942, regaining them in
preservation in 1963.
Mallard  was fitted with twelve boilers during its 25-year career. These
boilers were: 9024 (from construction), 8959 (from 4496  Golden
Shuttle , 13 June 1942), 8907 (from 2511  Silver King , 1 August 1946),
Golden Plover Walter
8948 (from 31  ,  K Whigham , 10 January 1951),
SHINKANSEN
SHINKANSEN AND IT’S TECHNICAL SPECIFICATIONS

 Initially, it was built to connect distant Japanese regions with Tokyo,

the capital, in order to aid economic growth and development.
Beyond long-distance travel, some sections around the largest
metropolitan areas are used as a commuter rail network.[1][2] It is
operated by five Japan Railways Group companies.
Over the Shinkansen's 50-plus year history, carrying over 5.3 billion
passengers, there has been not a single passenger fatality or injury
due to train accidents.[3]
Starting with the Tōkaidō Shinkansen (515.4 km, 320.3 mi) in 1964,
[4] the network has expanded to currently consist of 2,764.6 km (1,
717.8 mi) of lines with maximum speeds of 240–320 km/h
(150–200 mph), 283.5 km (176.2 mi) of Mini-Shinkansen lines with a
maximum speed of 130 km/h (80 mph), and 10.3 km (6.4 mi) of spur
lines with Shinkansen services.[5] The network presently links most
major cities on the islands of Honshu and Kyushu, and Hakodate on
northern island of Hokkaido, with an extension to Sapporo under
construction and scheduled to commence in March 2031.[6] The
maximum operating speed is 320 km/h (200 mph) (on a 387.5 km
section of the Tōhoku Shinkansen).[7] Test runs have reached
443 km/h (275 mph) for conventional rail in 1996, and up to a world
record 603 km/h (375 mph) for SCMaglev trains in April 2015.[8]
HISTORY

Japan was the first country to build dedicated railway lines for
high-speed travel. Because of the mountainous terrain, the
existing network consisted of 1,067 mm (3 ft 6 in) narrow-
gauge lines, which generally took indirect routes and could not
be adapted to higher speeds. Consequently, Japan had a
greater need for new high-speed lines than countries where
the existing standard gauge or broad gauge rail system had
more upgrade potential.
Among the key people credited with the construction of the
first Shinkansen are Hideo Shima, the Chief Engineer,
and Shinji Sogō, the first President of Japanese National
Railways (JNR) who managed to persuade politicians to back
the plan. Other significant people responsible for its technical
development were Tadanao Miki, Tadashi Matsudaira, and
Hajime Kawanabe based at the Railway Technical Research
Institute (RTRI), part of JNR. They were responsible for much
of the technical development of the first line, the Tōkaidō
Shinkansen. All three had worked on aircraft design
during World War II.[16]
IT’S EXPANSION

The Tōkaidō Shinkansen's rapid success prompted an extension

westward to Okayama, Hiroshima and Fukuoka (the San'yō Shinkansen),
which was completed in 1975. Prime Minister Kakuei Tanaka was an
ardent supporter of the Shinkansen, and his government proposed an
extensive network paralleling most existing trunk lines. Two new lines,
the Tōhoku Shinkansen and Jōetsu Shinkansen, were built following this
plan. Many other planned lines were delayed or scrapped entirely
as JNR slid into debt throughout the late 1970s, largely because of the
high cost of building the Shinkansen network. By the early 1980s, the
company was practically insolvent, leading to its privatization in 1987.
Development of the Shinkansen by the privatised regional JR
companies has continued, with new train models developed, each
generally with its own distinctive appearance (such as the 500
series introduced by JR West). Since 2014, shinkansen trains run
regularly at speeds up to 320 km/h (200 mph), placing them alongside
the French TGV and German ICE as the second fastest trains in the
world.
Since 1970, development has also been underway for the Chūō
Shinkansen, a planned maglev line from Tokyo to Osaka. On 21 April
2015, a seven-car L0 series maglev trainset set a world speed record of
603 km/h (375 mph).[8]
SAFETY

Over the Shinkansen's 50-plus year history, carrying over 10 billion

passengers, there have been no passenger fatalities due to train accidents
such as derailments or collisions,[3] despite frequent earthquakes and
typhoons. Injuries and a single fatality have been caused by doors closing
on passengers or their belongings; attendants are employed at platforms to
prevent such accidents.[26] There have, however, been suicides by
passengers jumping both from and in front of moving trains.[27] On 30 June
2015, a passenger committed suicide on board a Shinkansen train by
setting himself on fire, killing another passenger and seriously injuring seven
other people.[28]
There have been two derailments of Shinkansen trains in passenger service.
The first one occurred during the Chūetsu earthquake on 23 October 2004.
Toki  No. 325 train on the Jōetsu Shinkansen
Eight of ten cars of the 
derailed near Nagaoka Station in Nagaoka, Niigata. There were no
casualties among the 154 passengers.[29]
Another derailment happened on 2 March 2013 on the Akita
Shinkansen when the  Komachi  No. 25 train derailed in blizzard conditions
in Daisen, Akita. No passengers were injured.[30]
In the event of an earthquake, an earthquake detection system can bring
the train to a stop very quickly; newer trainsets are lighter and have stronger
braking systems, allowing for quicker stopping. A new anti-derailment
device was installed after detailed analysis of the Jōetsu derailment.
TGV ( Train à Grande Vitesse )
INTRODUCTION

The TGV (French: Train à Grande Vitesse , "high-speed train") is

France's intercity high-speed rail service, operated by the SNCF,
the state-owned national rail operator. The SNCF started working
on a high-speed rail network in 1966 and later presented the
project to President Valéry Giscard d'Estaing who approved it.
Originally designed as turbotrains to be powered by gas turbines,
TGV prototypes evolved into electric trains with the 1973 oil crisis.
In 1976 the SNCF ordered 87 high-speed trains from GEC-Alsthom.
Following the inaugural service between Paris and Lyon in 1981 on
the LGV Sud-Est (LGVLigne
for à Grande Vitesse ; "high-speed line")
, the network, centered on Paris, has expanded to connect major
cities across France (Marseille, Lille, Bordeaux, Strasbourg,
Rennes, Montpellier) and in neighbouring countries on a
combination of high-speed and conventional lines. The TGV
network in France carries about 110 million passengers a year.
DEVELOPMENT
It was originally planned that the TGV, then standing for très grande vitesse  ("very
high speed") or  turbine grande vitesse  ("high-speed turbine"), would be propelled
by gas turbines, selected for their small size, good power-to-weight ratio and
ability to deliver high power over an extended period. The first prototype, TGV 001,
was the only gas-turbine TGV: following the increase in the price of oil during
the 1973 energy crisis, gas turbines were deemed uneconomic and the project
turned to electricity from overhead lines, generated by new nuclear power
stations.
TGV 001 was not a wasted prototype:[11] its gas turbine was only one of its many
new technologies for high-speed rail travel. It also tested high-speed brakes,
needed to dissipate the large amount of kinetic energy of a train at high speed,
high-speed aerodynamics, and signalling. It was articulated, comprising two
adjacent carriages sharing a bogie, allowing free yet controlled motion with
respect to one another. It reached 318 km/h (198 mph), which remains the world
speed record for a non-electric train. Its interior and exterior were styled by
British-born designer Jack Cooper, whose work formed the basis of early TGV
designs, including the distinctive nose shape of the first power cars.
Changing the TGV to electric traction required a significant design overhaul. The
first electric prototype, nicknamed Zébulon, was completed in 1974, testing
features such as innovative body mounting of motors, pantographs,
 suspension and braking. Body mounting of motors allowed over 3 tonnes to be
eliminated from the power cars and greatly reduced the unsprung weight. The
prototype travelled almost 1,000,000 km (620,000 mi) during testing.
AROUND THE WORLD

The TGV system itself extends to neighbouring countries, either directly

(Italy, Spain, Belgium, Luxembourg and Germany) or through TGV-
derivative networks linking France to Switzerland (Lyria), to Belgium,
Germany and the Netherlands (Thalys), as well as to the United
Kingdom (Eurostar). Several future lines are planned, including
extensions within France and to surrounding countries. Cities such as
Tours and Le Mans have become part of a "TGV commuter belt" around
Paris; the TGV also serves Charles de Gaulle Airport and Lyon–Saint-
Exupéry Airport. A visitor attraction in itself, it stops at Disneyland
Paris and in tourist cities such as Avignon and Aix-en-Provence as well.
Brest, Chambéry, Nice, Toulouse and Biarritz are reachable by TGVs
running on a mix of LGVs and modernised lines. In 2007, the SNCF
generated profits of €1.1 billion (approximately US$1.75 billion, £875
million) driven largely by higher margins on the TGV network.[8][9]
IT HOLDS THE RECORD!

A modified TGV test train holds the world

speed record for conventional trains. On 3
April 2007 a modified TGV POS train
reached 574.8 km/h (357.2 mph) under
test conditions on the LGV Est between
Paris and Strasbourg. The line voltage was
boosted to 31 kV, and extra ballast was
tamped onto the permanent way. The train
beat the 1990 world speed record of
515.3 km/h (320.2 mph), set by a similarly
shortened train (two power cars and three
passenger cars), along with unofficial
records set during weeks preceding the
official record run. The test was part of an
extensive research programme by Alstom.
[16][17]
THANK
YOU!