The
history of rail transport
began before the beginning of the common era. It can be divided into several discrete periods defined by the principal means of track material and motive power used.
[1]
Ancient systems
[
edit
]
The
Post Track
, a prehistoric
causeway
in the valley of the
River Brue
in the
Somerset Levels
, England, is one of the oldest known constructed trackways and dates from around 3838 BCE,
[2]
making it some 30 years older than the
Sweet Track
from the same area.
[3]
Various sections have been designated as
scheduled monuments
.
[4]
Evidence indicates that there was a 6-to-8.5-kilometre long (3.7 to 5.3 mi)
Diolkos
paved trackway, which transported boats across the
Isthmus of Corinth
in
Greece
from around 600 BCE.
[5]
[6]
Wheeled vehicles pulled by men and animals ran in grooves in
limestone
, 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 1st century CE.
[6]
Paved trackways were also later built in
Roman Egypt
.
[7]
[8]
Pre-steam
[
edit
]
Wooden rails introduced
[
edit
]
In 1515,
Cardinal Matthaus Lang
wrote a description of the
Reisszug
, a
funicular
railway at the
Hohensalzburg Fortress
in Austria. The line originally used wooden rails and a
hemp
haulage rope and was operated by human or animal power, through a
treadwheel
.
[9]
The line still exists and remains operational, although in updated form. It may be the oldest operational railway.
[10]
Wagonways
(or
tramways
), with wooden rails and horse-drawn traffic, are known to have been used in the 1550s to facilitate transportation of ore tubs to and from mines. They soon became popular in Europe and an example of their operation was illustrated by
Georgius Agricola
(see image) in his 1556 work
De re metallica
.
[11]
This line 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. The miners called the wagons
Hunde
("dogs") from the noise they made on the tracks.
[12]
There are many references to wagonways in central Europe in the 16th century.
[13]
A wagonway was introduced to England by
German miners
at
Caldbeck
,
Cumbria
, possibly in the 1560s.
[14]
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.
[15]
A funicular railway was made at
Broseley
in
Shropshire
some time before 1604. This carried coal for James Clifford from his mines down to the
river Severn
to be loaded onto barges and carried to riverside towns.
[16]
The
Wollaton Wagonway
, completed in 1604 by
Huntingdon Beaumont
, has sometimes erroneously been cited as the earliest British railway. It ran from
Strelley
to
Wollaton
near
Nottingham
.
[17]
The
Middleton Railway
in
Leeds
, which was built in 1758, later became the world's oldest operational railway (other than funiculars), albeit now in an upgraded form. In 1764, the first railway in America was built in
Lewiston, New York
.
[18]
Metal rails introduced
[
edit
]
The introduction of steam engines for powering blast air to
blast furnaces
led to a large increase in British iron production after the mid-1750s.
[19]
: 123?25
In the late 1760s, the
Coalbrookdale
Company began to fix plates of
cast iron
to the upper surface of wooden rails, which increased their durability and load-bearing ability. At first only
balloon loops
could be used for turning wagons, but later, movable points were introduced that allowed
passing loops
to be created.
[20]
A system was introduced in which unflanged wheels ran on L-shaped metal plates – these became known as
plateways
.
John Curr
, a Sheffield colliery manager, invented this flanged rail in 1787, though the exact date of this is disputed.
[
who?
]
The plate rail was taken up by
Benjamin Outram
for wagonways serving his canals, manufacturing them at his
Butterley ironworks
. In 1803,
William Jessop
opened the
Surrey Iron Railway
, a double track plateway, sometimes erroneously cited as world's first public railway, in south London.
[21]
In 1789,
William Jessop
had introduced a form of all-iron
edge rail
and flanged wheels for an extension to the
Charnwood Forest Canal
at
Nanpantan
,
Loughborough
,
Leicestershire
. In 1790, Jessop and his partner Outram began to manufacture edge-rails. Jessop became a partner in the Butterley Company in 1790. The first public edgeway (thus also first public railway) built was the
Lake Lock Rail Road
in 1796. Although the primary purpose of the line was to carry coal, it also carried passengers.
These two systems of constructing iron railways, the "L" plate-rail and the smooth edge-rail, continued to exist side by side into the early 19th century. The flanged wheel and edge-rail eventually proved its superiority and became the standard for railways.
Cast iron was not a satisfactory material for rails because it was brittle and broke under heavy loads. The wrought iron rail, invented by
John Birkinshaw
in 1820, solved these problems.
Wrought iron
(usually simply referred to as "iron") was a
ductile
material that could undergo considerable deformation before breaking, making it more suitable for iron rails. But wrought iron was expensive to produce until
Henry Cort
patented the
puddling process
in 1784. In 1783, Cort also patented the
rolling process
, which was 15 times faster at consolidating and shaping iron than hammering.
[22]
These processes greatly lowered the cost of producing iron and iron rails. The next important development in iron production was
hot blast
developed by
James Beaumont Neilson
(patented 1828), which considerably reduced the amount of
coke (fuel)
or charcoal needed to produce
pig iron
.
[23]
Wrought iron was a soft material that contained slag or
dross
. The softness and dross tended to make iron rails distort and delaminate and they typically lasted less than 10 years in use, and sometimes as little as one year under high traffic. All these developments in the production of iron eventually led to replacement of composite wood/iron rails with superior all-iron rails.
The introduction of the
Bessemer process
, enabling steel to be made inexpensively, led to the era of great expansion of railways that began in the late 1860s. Steel rails lasted several times longer than iron.
[24]
[25]
[26]
Steel rails made heavier locomotives possible, allowing for longer trains and improving the productivity of railroads.
[27]
The Bessemer process introduced nitrogen into the steel, which caused the steel to become brittle with age. The
open hearth furnace
began to replace the Bessemer process near the end of 19th century, improving the quality of steel and further reducing costs. Steel completely replaced the use of iron in rails, becoming standard for all railways.
Steam power introduced
[
edit
]
James Watt
, a Scottish inventor and mechanical engineer, greatly improved the
steam engine
of
Thomas Newcomen
, hitherto used to pump water out of mines. Watt developed a
reciprocating engine
in 1769, capable of powering a wheel. Although the Watt engine powered cotton mills and a variety of machinery, it was a large
stationary engine
. It could not be otherwise: the state of boiler technology necessitated the use of low pressure steam acting upon a vacuum in the cylinder; this required a separate
condenser
and an
air pump
. Nevertheless, as the construction of boilers improved, Watt investigated the use of high-pressure steam acting directly upon a piston. This raised the possibility of a smaller engine, that might be used to power a vehicle and he patented a design for a
steam locomotive
in 1784. His employee
William Murdoch
produced a working model of a self-propelled steam carriage in that year.
[28]
The first full-scale working railway
steam locomotive
was built in the United Kingdom in 1804 by
Richard Trevithick
, a British engineer born in
Cornwall
. This used high-pressure steam to drive the engine by one power stroke. The transmission system employed a large
flywheel
to even out the action of the piston rod. On 21 February 1804, the world's first steam-powered railway journey took place when Trevithick's unnamed steam locomotive hauled a train along the tramway of the
Penydarren
ironworks, near
Merthyr Tydfil
in
South Wales
.
[29]
[30]
Trevithick later demonstrated a locomotive operating 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 least because his engines were too heavy for the cast-iron plateway track then in use.
[31]
The first commercially successful steam locomotive was
Matthew Murray
's
rack
locomotive
Salamanca
built for the
Middleton Railway
in
Leeds
in 1812. This twin-cylinder locomotive was not heavy enough to break the
edge-rails
track and solved the problem of
adhesion
by a
cog-wheel
using teeth cast on the side of one of the rails. Thus it was also the first
rack railway
.
This was followed in 1813 by the locomotive
Puffing Billy
built by
Christopher Blackett
and
William Hedley
for the
Wylam
Colliery Railway, the first successful locomotive running by
adhesion
only. This was accomplished by the distribution of weight between a number of wheels.
Puffing Billy
is now on display in the
Science Museum
in London, making it the oldest locomotive in existence.
[32]
In 1814,
George Stephenson
, inspired by the early locomotives of Trevithick, Murray and Hedley, persuaded the manager of the
Killingworth
colliery
where he worked to allow him to build a
steam-powered
machine. Stephenson played a pivotal role in the development and widespread adoption of the steam locomotive. His designs considerably improved on the work of the earlier pioneers. He built the locomotive
Blucher
, also a successful
flanged
-wheel adhesion locomotive. In 1825, he built the locomotive
Locomotion
for the
Stockton and Darlington Railway
in the north east of England, which became the first public steam railway in the world, although it used both horse power and steam power on different runs. In 1829, he built the locomotive
Rocket
, which entered in and won the
Rainhill Trials
. This success led to Stephenson establishing his company as the pre-eminent builder of steam locomotives for railways in Great Britain and Ireland, the United States, and much of Europe.
[33]
: 24?30
[34]
The first public railway which used only steam locomotives, all the time, was
Liverpool and Manchester Railway
, built in 1830.
Steam power continued to be the dominant power system in railways around the world for more than a century.
Electric power introduced
[
edit
]
The first known electric locomotive was built in 1837 by chemist
Robert Davidson
of
Aberdeen
in Scotland, and it was powered by
galvanic cells
(batteries). Thus it was also the earliest battery electric locomotive. Davidson later built a larger locomotive named
Galvani
, exhibited at the
Royal Scottish Society of Arts
Exhibition in 1841. The seven-ton vehicle had two
direct-drive
reluctance motors
, with fixed electromagnets acting on iron bars attached to a wooden cylinder on each axle, and simple
commutators
. It hauled a load of six tons at four miles per hour (6 kilometers per hour) for a distance of one and a half miles (2.4 kilometres). It was tested on the
Edinburgh and Glasgow Railway
in September of the following year, but the limited power from batteries prevented its general use. It was destroyed by railway workers, who saw it as a threat to their job security.
[35]
[36]
[37]
Early experimentation with railway electrification was undertaken by the Ukrainian engineer
Fyodor Pirotsky
. In 1875, he had electrically powered railway cars run on
Miller's line
, between
Sestroretsk
and
Beloostrov
. During September 1880, in St. Petersburg, Pirotsky put into operation an electric tram he had converted from a double-decker
horse tramway
.
[38]
[39]
[40]
Although Pirotsky's own tram project was taken no further, his experiment and work in the field did stimulate interest in electric trams globally.
Carl von Siemens
met with Pirotsky and studied exhibits of his work carefully. The Siemens brothers (Carl and Werner) began commercial production of their own design of electric trams soon after, in 1881.
[41]
Werner von Siemens
demonstrated an electric railway in 1879 in Berlin. One of the world's first electric tram lines,
Gross-Lichterfelde Tramway
, opened in
Lichterfelde
near
Berlin
, Germany, in 1881. It was built by Siemens. The tram ran on 180 Volt DC, which was supplied by running rails. In 1891 the track was equipped with an
overhead wire
and the line was extended to
Berlin-Lichterfelde West station
. The
Volk's Electric Railway
opened in 1883 in
Brighton
, England. The railway is still operational, thus making it the oldest operational electric railway in the world. Also in 1883,
Modling and Hinterbruhl Tram
opened near Vienna in Austria. It was the first tram line in the world in regular service powered from an overhead line. Five years later, in the
US
electric
trolleys
were pioneered in 1888 on the
Richmond Union Passenger Railway
, using equipment designed by
Frank J. Sprague
.
[42]
The first use of electrification on a main line was on a four-mile stretch of the
Baltimore Belt Line
of the
Baltimore and Ohio Railroad
(B&O) in 1895 connecting the main portion of the B&O to the new line to
New York
through a series of tunnels around the edges of Baltimore's downtown.
Electricity quickly became the power supply of choice for subways, abetted by the Sprague's invention of multiple-unit train control in 1897. By the early 1900s, most street railways were electrified.
The first practical
AC
electric locomotive was designed by
Charles Brown
, then working for
Oerlikon
, Zurich. In 1891, Brown had demonstrated long-distance power transmission, using
three-phase AC
, between a
hydro-electric plant
at
Lauffen am Neckar
and
Frankfurt am Main
West, a distance of 280 km. Using experience he had gained while working for
Jean Heilmann
on steam-electric locomotive designs, Brown observed that
three-phase motors
had a higher
power-to-weight ratio
than
DC
motors and, because of the absence of a
commutator
, were simpler to manufacture and maintain.
[43]
However, they were much larger than the DC motors of the time and could not be mounted in underfloor
bogies
: they could only be carried within locomotive bodies.
In 1894, Hungarian engineer
Kalman Kando
developed a new type 3-phase asynchronous electric drive motors and generators for electric locomotives. Kando's early 1894 designs were first applied in a short three-phase AC tramway in Evian-les-Bains (France), which was constructed between 1896 and 1898.
[45]
[46]
[47]
[48]
[49]
In 1896, Oerlikon installed the first commercial example of the system on the
Lugano Tramway
. Each 30-tonne locomotive had two 110 kW (150 hp) motors run by three-phase 750 V 40 Hz fed from double overhead lines. Three-phase motors run at constant speed and provide
regenerative braking
, and are well suited to steeply graded routes, and the first main-line three-phase locomotives were supplied by Brown (by then in partnership with
Walter Boveri
) in 1899 on the 40 km
Burgdorf?Thun line
, Switzerland.
Italian railways were the first in the world to introduce electric traction for the entire length of a main line rather than just a short stretch. The 106 km
Ferrovia della Valtellina
line was opened on 4 September 1902, designed by Kando and a team from the Ganz works.
[51]
The electrical system was three-phase at 3 kV 15 Hz. In 1918,
[52]
Kando invented and developed the
rotary phase converter
, enabling electric locomotives to use three-phase motors whilst supplied via a single overhead wire, carrying the simple industrial frequency (50 Hz) single phase AC of the high voltage national networks.
[51]
An important contribution to the wider adoption of AC traction came from SNCF of France after World War II. The company conducted trials at 50 Hz, and established it as a standard. Following SNCF's successful trials, 50 Hz (now also called industrial frequency) was adopted as standard for main lines across the world.
Diesel power introduced
[
edit
]
Earliest recorded examples of an internal combustion engine for railway use included a prototype designed by
William Dent Priestman
, which was examined by
Sir William Thomson
in 1888 who described it as a "[Priestmans' petroleum engine]... mounted upon a truck which is worked on a temporary line of rails to show the adaptation of a petroleum engine for locomotive purposes.".
[54]
[55]
In 1894, a 20 hp (15 kW) two axle machine built by
Priestman Brothers
was used on the
Hull Docks
.
[56]
In 1906,
Rudolf Diesel
,
Adolf Klose
and the steam and diesel engine manufacturer
Gebruder Sulzer
founded Diesel-Sulzer-Klose GmbH to manufacture diesel-powered locomotives. Sulzer had been manufacturing diesel engines since 1898. The Prussian State Railways ordered a diesel locomotive from the company in 1909. The world's first diesel-powered locomotive was operated in the summer of 1912 on the
Winterthur?Romanshorn railway
in Switzerland, but was not a commercial success.
The locomotive weight was 95 tonnes and the power was 883 kW with a maximum speed of 100 km/h.
[58]
Small numbers of prototype diesel locomotives were produced in a number of countries through the mid-1920s.
A significant breakthrough occurred in 1914, when
Hermann Lemp
, a
General Electric
electrical engineer, developed and patented a reliable
direct current
electrical control system (subsequent improvements were also patented by Lemp).
[59]
Lemp's design used a single lever to control both engine and generator in a coordinated fashion, and was the
prototype
for all
diesel?electric locomotive
control systems. In 1914, world's first functional diesel?electric railcars were produced for the
Koniglich-Sachsische Staatseisenbahnen
(
Royal Saxon State Railways
) by
Waggonfabrik Rastatt
with electric equipment from
Brown, Boveri & Cie
and diesel engines from
Swiss
Sulzer AG
. They were classified as
DET 1 and DET 2
[
de
]
. The first regular use of diesel?electric locomotives was in
switching
(shunter) applications. General Electric produced several small switching locomotives in the 1930s (the famous "
44-tonner
" switcher was introduced in 1940) Westinghouse Electric and Baldwin collaborated to build switching locomotives starting in 1929.
In 1929, the
Canadian National Railways
became the first North American railway to use diesels in mainline service with two units, 9000 and 9001, from Westinghouse.
High-speed rail
[
edit
]
The first electrified
high-speed rail
T?kaid? Shinkansen (series 0)
was introduced in 1964 between
Tokyo
and
Osaka
in Japan. Since then
high-speed rail
transport, functioning at speeds up and above 300 km/h (186.4 mph), has been built in Japan, Spain, France, Germany, Italy,
Taiwan
, the People's Republic of China, the
United Kingdom
,
South Korea
,
Scandinavia
,
Belgium
, the
Netherlands
, and
Indonesia
. The construction of many 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, Milan?Rome?Naples, as well as many other major lines.
[
citation needed
]
High-speed trains normally operate on
standard gauge
tracks of
continuously welded rail
on
grade-separated
right-of-way
that incorporates a large
turning radius
in its design. While high-speed rail is most often designed for passenger travel, some high-speed systems also offer freight service.
Hydrogen power introduced
[
edit
]
Alstom Coradia Lint
hydrogen-powered train
entered service in
Lower Saxony
,
Germany
in 2018.
History by country
[
edit
]
Europe
[
edit
]
In recent years deregulation has been a major topic across Europe.
[61]
[62]
[63]
Belgium
[
edit
]
Belgium took the lead in the
Industrial Revolution
on the Continent starting in the 1820s. It provided an ideal model for showing the value of the railways for speeding the industrial revolution. After splitting from the
Netherlands
in 1830, the new country decided to stimulate industry. It planned and funded a simple cross-shaped system that connected the major cities, ports and mining areas and linked to neighboring countries. Unusually, the Belgian state became a major contributor to early rail development and championed the creation of a national network with no duplication of lines. Belgium thus became the railway center of the region.
The system was built along British lines, often with British engineers doing the planning. Profits were low but the infrastructure necessary for rapid industrial growth was put in place.
[64]
The first railway in Belgium, running from northern
Brussels
to
Mechelen
, was completed in May 1835.
Britain
[
edit
]
Early developments
[
edit
]
The earliest railway in Britain was a
wagonway
system; a horse drawn wooden rail system, used by German miners at
Caldbeck
,
Cumbria
, England, perhaps from the 1560s.
[14]
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.
[15]
On 26 July 1803, Jessop opened the
Surrey Iron Railway
, south of London erroneously considered first railway in Britain, also a horse-drawn one. It was not a railway in the modern sense of the word, as it functioned like a
turnpike road
. There were no official services, as anyone could bring a vehicle on the railway by paying a toll.
The oldest railway in continuous use is the
Tanfield Railway
in County Durham, England. This began life in 1725 as a wooden waggonway worked with horse power and developed by private coal owners and included the construction of the
Causey Arch
, the world's oldest purpose built railway bridge. By the mid 19th century it had converted to standard gauge track and steam locomotive power. It continues in operation as a heritage line. The
Middleton Railway
in
Leeds
, opened in 1758, is also still in use as a heritage line and began using steam locomotive power in 1812 before reverting to horsepower and then upgrading to standard gauge. In 1764, the first railway in the Americas was built in
Lewiston, New York
.
[18]
The first passenger
Horsecar
or
tram
,
Swansea and Mumbles Railway
was opened between
Swansea
and
Mumbles
in
Wales
in 1807.
[65]
Horse remained preferable mode for tram transport even after arrival of steam engines, well till the end of 19th century. The major reason was that the horse-cars were clean as compared to steam driven trams which caused smoke in city streets.
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 speeding up personal travel and goods transport. Evans specified that there should be separate sets of parallel tracks for trains going in different directions. However, conditions in the infant United States 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
[66]
that in 1808 James attended the demonstration running of
Richard Trevithick
's
steam locomotive
Catch me who can
in London; certainly at this time he began to consider the long-term development of this means of transport. He proposed a number of projects that later came to fruition and is credited with carrying out a survey of the
Liverpool and Manchester Railway
. Unfortunately he became bankrupt and his schemes were taken over by George Stephenson and others. However, he is credited by many historians with the title of "Father of the Railway".
[66]
It was not until 1825, that the success of the
Stockton and Darlington Railway
in
County Durham
, England, the world's first public railway to combine locomotive power, malleable iron rails, twin tracks and other innovations such as early signalling, proto-Station buildings and rudimentary timetables in one place It proved to a national and international audience that the railways could be made profitable for passengers and general goods as well as a single commodity such as coal. This railway broke new ground by using rails made of
rolled
wrought iron
, produced at
Bedlington Ironworks
in
Northumberland
.
[67]
Such rails were stronger. This railway linked the coal field of Durham with the towns of
Darlington
and the port of
Stockton-on-Tees
and was intended to enable local collieries (which were connected to the line by short branches) to transport their coal to the docks. 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 that required a scheduled or timetabled service of trains. However, the line also functioned as a toll railway, on which private horse-drawn wagons could be carried. This hybrid of a system (which also included, at one stage, a horse-drawn passenger traffic when sufficient locomotives weren't available) 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 S&DRs chief engineer
Timothy Hackworth
under the guidance of its principal funder
Edward Pease
, hosted visiting engineers from the US, Prussia and France and shared experience and learning on how to build and run a railway so that by 1830 railways were being built in several locations across the UK, USA and Europe. Trained engineers and workers from the S&DR went on to help develop several other lines elsewhere including the Liverpool and Manchester of 1830, the next step forward in railway development.
The success of the Stockton and Darlington encouraged the rich investors in the rapidly industrialising
North West of England
to embark upon a project to link the rich cotton manufacturing town of
Manchester
with the thriving port of
Liverpool
. The
Liverpool and Manchester Railway
was the first modern railway, in that both the goods and passenger traffic were operated by scheduled or timetabled locomotive hauled trains. When it was built, there was serious doubt that locomotives could maintain a regular service over the distance involved. A widely reported competition was held in 1829 called the
Rainhill Trials
, to find the most suitable
steam engine
to haul the trains. A number of locomotives were entered, including
Novelty
,
Perseverance
and
Sans Pareil
. The winner was
Stephenson's Rocket
, which steamed better because of its
multi-tubular boiler
(suggested by
Henry Booth
, a director of the railway company).
The promoters were mainly interested in goods traffic, but after the line opened on 15 September 1830, they were surprised to find that passenger traffic was just as remunerative. The success of the Liverpool and Manchester railway added to the influence of the S&DR in the development of railways elsewhere in Britain and abroad. The company hosted many visiting deputations from other railway projects and many railwaymen received their early training and experience upon this line. The Liverpool and Manchester line was, however, only 35 miles (56 km) long. The world's first trunk line can be said to be the
Grand Junction Railway
, opening in 1837 and linking a midpoint on the Liverpool and Manchester Railway with
Birmingham
, via
Crewe
,
Stafford
and
Wolverhampton
.
Further development
[
edit
]
The earliest locomotives in revenue service were small four-wheeled ones similar to the Rocket. However, the inclined cylinders caused the engine to rock, so they first became horizontal and then, in his "Planet" design, were mounted inside the frames. While this improved stability, the "crank axles" were extremely prone to breakage. Greater speed was achieved by larger driving wheels at expense of a tendency for wheel slip when starting. Greater tractive effort was obtained by smaller wheels coupled together, but speed was limited by the fragility of the cast iron connecting rods. Hence, from the beginning, there was a distinction between the light fast passenger locomotive and the slower more powerful goods engine.
Edward Bury
, in particular, refined this design and the so-called
"Bury Pattern"
was popular for a number of years, particularly on the
London and Birmingham
.
Meanwhile, by 1840, Stephenson had produced larger, more stable, engines in the form of the
2-2-2
"Patentee"
and six-coupled goods engines. Locomotives were travelling longer distances and being worked more extensively. The
North Midland Railway
expressed their concern to
Robert Stephenson
who was, at that time, their general manager, about the effect of heat on their fireboxes. After some experiments, he patented his so-called
Long Boiler design
. These became a new standard and similar designs were produced by other manufacturers, particularly
Sharp Brothers
whose engines became known affectionately as "Sharpies".
The longer wheelbase for the longer boiler produced problems in cornering. For his six-coupled engines, Stephenson removed the flanges from the centre pair of wheels. For his express engines, he shifted the trailing wheel to the front in the
4-2-0
formation, as in his "Great A". There were other problems: the firebox was restricted in size or had to be mounted behind the wheels; and for improved stability most engineers believed that the centre of gravity should be kept low.
The most extreme outcome of this was the
Crampton locomotive
which mounted the driving wheels behind the firebox and could be made very large in diameter. These achieved the hitherto unheard of speed of 70 mph (110 km/h) but were very prone to wheelslip. With their long wheelbase, they were unsuccessful on
Britain
's winding tracks, but became popular in the US and France, where the popular expression became
prendre le Crampton
.
John Gray of the
London and Brighton Railway
disbelieved the necessity for a low centre of gravity and produced a series of locomotives that were much admired by
David Joy
who developed the design at the firm of
E. B. Wilson and Company
to produce the
2-2-2
Jenny Lind locomotive
, one of the most successful passenger locomotives of its day. Meanwhile, the Stephenson
0-6-0
Long Boiler locomotive with inside cylinders became the archetypal goods engine.
Growth of British railways
[68]
Year
|
Total miles
|
1830
|
98
|
1835
|
338
|
1840
|
1,498
|
1845
|
2,441
|
1850
|
6,621
|
1855
|
8,280
|
1860
|
10,433
|
Expanding network
[
edit
]
Railways quickly became essential to the swift movement of goods and labour that was needed for
industrialization
. In the beginning,
canals
were in competition with the railways, but the railways quickly gained ground as
steam
and rail technology improved and railways were built in places where canals were not practical.
By the 1850s, many steam-powered railways had reached the fringes of built-up London. But the new companies were not permitted to demolish enough property to penetrate the city or the West End, so passengers had to disembark at
Paddington
,
Euston
,
King's Cross
,
Fenchurch Street
,
Charing Cross
,
Waterloo
or
Victoria
and then make their own way by
hackney carriage
or on foot into the centre, thereby massively increasing
congestion
in the city. A
Metropolitan Railway
was built underground to connect several of these separate railway terminals and was the world's first "Metro".
Social and economic consequences
[
edit
]
The railways changed British society in numerous and complex ways. Although recent attempts to measure the economic significance of the railways have suggested that their overall contribution to the growth of GDP was more modest than an earlier generation of historians sometimes assumed, it is nonetheless clear that the railways had a sizeable impact in many spheres of economic activity. The building of railways and locomotives, for example, called for large quantities of heavy materials and thus provided a significant stimulus or 'backward linkage', to the coal-mining, iron-production, engineering and construction industries.
They also helped to reduce transaction costs, which in turn lowered the costs of goods: the distribution and sale of perishable goods such as meat, milk, fish and vegetables were transformed by the emergence of the railways, giving rise not only to cheaper produce in the shops but also to far greater variety in people's diets.
Finally, by improving personal mobility the railways were a significant force for social change. Rail transport had originally been conceived as a way of moving coal and industrial goods but the railway operators quickly realised the potential market for railway travel, leading to an extremely rapid expansion in passenger services. The number of railway passengers trebled in just eight years between 1842 and 1850: traffic volumes roughly doubled in the 1850s and then doubled again in the 1860s.
[69]
As the historian Derek Aldcroft has noted, "in terms of mobility and choice they added a new dimension to everyday life".
[70]
Bulgaria
[
edit
]
The
Ruse
?
Varna
was the first railway line in the modern
Bulgarian
territory, and also in the former
Ottoman Empire
. It was started in 1864 by the Turkish government, by commissioning for it an English company managed by
William Gladstone
, a politician, and the Barkley brothers, civil engineers. The line, which was 223 km long, was opened in 1866.
France
[
edit
]
In France, railways were first operated by private coal companies the first legal agreement to build a railway was given in 1823 and the line (from
Saint-Etienne to Andrezieux
) was operated in 1827. Much of the equipment was imported from Britain but this stimulated machinery makers, which soon created a national heavy industry. Trains became a national medium for the modernization of backward regions and a leading advocate of this approach was the poet-politician
Alphonse de Lamartine
. One writer hoped that railways might improve the lot of "populations two or three centuries behind their fellows" and eliminate "the savage instincts born of isolation and misery." Consequently, France built a centralized system that radiated from Paris (plus lines that cut east to west in the south). This design was intended to achieve political and cultural goals rather than maximize efficiency.
After some consolidation, six companies controlled monopolies of their regions, subject to close control by the government in terms of fares, finances and even minute technical details. The central government department of Ponts et Chaussees [bridges and roads] brought in British engineers and workers, handled much of the construction work, provided engineering expertise and planning, land acquisition and construction of permanent infrastructure such as the track bed, bridges and tunnels. It also subsidized militarily necessary lines along the German border, which was considered necessary for the national defense. Private operating companies provided management, hired labor, laid the tracks and built and operated stations. They purchased and maintained the rolling stock?6,000 locomotives were in operation in 1880, which averaged 51,600 passengers a year or 21,200 tons of freight.
Although starting the whole system at once was politically expedient, it delayed completion and forced even more reliance on temporary experts brought in from Britain. Financing was also a problem. The solution was a narrow base of funding through the Rothschilds and the closed circles of the Bourse in Paris, so France did not develop the same kind of national stock exchange that flourished in London and New York. The system did help modernize the parts of rural France it reached and help to develop many local industrial centers, mostly in the North (coal and iron mines) and in the East (textiles and heavy industry). Critics such as
Emile Zola
complained that it never overcame the corruption of the political system, but rather contributed to it.
The railways probably helped the industrial revolution in France by facilitating a national market for raw materials, wines, cheeses and imported and exported manufactured products. In
The Rise of Rail-Power in War and Conquest, 1833?1914
, published in 1915, Edwin A. Pratt wrote, "the French railways … attained a remarkable degree of success. … It was estimated that the 75,966 men and 4,469 horses transported by rail from Paris to
the Mediterranean
or to the frontiers of the
Kingdom of Sardinia
between 20 and 30 April April [during the 1859
Second Italian War of Independence
] would have taken sixty days to make the journey by road. … This… was about twice as fast as the best achievement recorded up to that time on the German railways.
[71]
" Yet the goals set by the French for their railway system were moralistic, political and military rather than economic. As a result, the freight trains were shorter and less heavily loaded than those in such rapidly industrializing nations such as Britain, Belgium or Germany. Other infrastructure needs in rural France, such as better roads and canals, were neglected because of the expense of the railways, so it seems likely that there were net negative effects in areas not served by the trains.
[72]
Germany
[
edit
]
An operation was illustrated in Germany in 1556 by
Georgius Agricola
in his work
De re metallica
.
[11]
This line 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. The miners called the wagons
Hunde
("dogs") from the noise they made on the tracks.
[12]
This system became very popular across Europe.
The takeoff stage of economic development came with the railroad revolution in the 1840s, which opened up new markets for local products, created a pool of middle managers, increased the demand for engineers, architects and skilled machinists and stimulated investments in coal and iron.
[73]
Political disunity of three dozen states and a pervasive conservatism made it difficult to build railways in the 1830s. However, by the 1840s, trunk lines did link the major cities; each German state was responsible for the lines within its own borders. Economist
Friedrich List
summed up the advantages to be derived from the development of the railway system in 1841:
- As a means of national defence, it facilitates the concentration, distribution and direction of the army.
- It is a means to the improvement of the culture of the nation. It brings talent, knowledge and skill of every kind readily to market.
- It secures the community against dearth and famine and against excessive fluctuation in the prices of the necessaries of life.
- It promotes the spirit of the nation, as it has a tendency to destroy the Philistine spirit arising from isolation and provincial prejudice and vanity. It binds nations by ligaments and promotes an interchange of food and of commodities, thus making it feel to be a unit. The iron rails become a nerve system, which, on the one hand, strengthens public opinion, and, on the other hand, strengthens the power of the state for police and governmental purposes.
[74]
Lacking a technological base at first, the Germans imported their engineering and hardware from Britain, but quickly learned the skills needed to operate and expand the railways. In many cities, the new railway shops were the centres of technological awareness and training, so that by 1850, Germany was self-sufficient in meeting the demands of railroad construction and the railways were a major impetus for the growth of the new steel industry. Observers found that even as late as 1890, their engineering was inferior to Britain's. However, German unification in 1870 stimulated consolidation, nationalisation into state-owned companies and further rapid growth. Unlike the situation in France, the goal was support of industrialisation and so heavy lines crisscrossed the Ruhr and other industrial districts and provided good connections to the major ports of Hamburg and Bremen. By 1880, Germany had 9,400 locomotives pulling 43,000 passengers and 30,000 tons of freight a day and forged ahead of France.
[75]
Italy
[
edit
]
Railways
were introduced in Italy when it was still a divided country. The first line to be built on the peninsula was the
Naples?Portici line
, in the
Kingdom of the Two Sicilies
, which was 7.640 km (4.747 mi) long and was inaugurated on 3 October 1839, nine years after the world's first "modern" inter-city railway, the
Liverpool and Manchester Railway
. During the first phase of development, it was operated by a locomotive derived by the British
Planet
, that served the Royal convoy that traveled between the capital city of Naples and the summer residence at
Royal Palace of Portici
. Soon after, the line lost its exclusive nature and was rapidly expanded toward
Salerno
and
Nola
, serving both public transportation and freight needs.
The following year the firm Holzhammer of
Bolzano
was granted the "Imperial-Royal privilege" to build the
Milano?Monza line
(12 km (7.5 mi)), the second railway built in Italy, in the then
Kingdom of Lombardy?Venetia
, a part of the
Austrian Empire
.
[76]
On request of the Milanese and Venetian industries, but also for the already clear military importance, construction of the
Milan?Venice line
was begun. In 1842 the
Padua
-
Mestre
stretch of 32 km (20 mi) was inaugurated, followed in 1846 by the Milan-
Treviglio
(32 km (20 mi)) and Padua-
Vicenza
(30 km (19 mi)), as well as the bridge spanning the lagoon of Venice.
Network as of 20 September 1870, when the
Papal States
was annexed to Italy
In the
Kingdom of Sardinia
(comprising
Piedmont
,
Liguria
and Sardinia), King
Charles Albert
ordered on 18 July 1844 the construction of the
Turin?Genoa railway
, which was inaugurated on 18 December 1853.
[77]
This was followed by the opening of other sections which connected with
France
,
Switzerland
and Lombardy?Venetia. A
locomotive
factory was also founded in Genoa, in order to avoid the English monopoly in the field. This became the modern
Ansaldo
.
[78]
In
Tuscany
, the
Duke of Lucca
signed the concession for the
Lucca?Pisa railway
, while, in 1845, the
Duchy of Parma
began the construction of two lines towards
Piacenza
and
Modena
. In the
Papal States
,
Pope Gregory XVI
opposed railways but
Pope Pius IX
took a more liberal view.
[79]
Some lines were begun in 1846 under Pius IX with the
Rome and Frascati Rail Road
then the
Rome and Civitavecchia Rail Road
.
In the course of the
Wars of Italian Independence
railways proved to be instrumental in the defeat of Charles Albert's army at
Peschiera
[
it
]
, as well as in the Austrian defeats at
Palestro
and
Magenta
: in the latter French troops were able to reach the battlefield quickly thanks to the new means of transport and established a defence line right on the
ballast
of the line.
[80]
At the creation of the
unified Kingdom of Italy
(17 March 1861), railways in the country were the following:
[81]
Piedmont
|
850 km (530 mi)
|
Lombardy?Venetia
|
522 km (324 mi)
|
Tuscany
|
257 km (160 mi)
|
Papal State
|
317 km (197 mi) (year 1870)
|
Kingdom of the Two Sicilies
|
128 km (80 mi)
|
for a total of 2,064 km (1,283 mi) active railways.
Lines in the Papal States were still under construction, whilst
Sicily
had its first, short railway only in 1863 (
Palermo
-
Bagheria
). In 1870 the last remnant of the Papal States was also annexed to Italy: it comprised the railway connection from Rome to
Frascati
,
Civitavecchia
,
Terni
and
Cassino
(through
Velletri
). In 1872 there were in Italy about 7,000 km (4,300 mi) of railways.
[82]
After unification, construction of new lines was boosted: in 1875, with the completion of the section
Orte
-
Orvieto
, the direct
Florence?Rome line
was completed, reducing the travel time of the former route passing through
Foligno
-Terontola.
[83]
As of 2011, the
Italian railway system
is one of the most important parts of the infrastructure of
Italy
, with a total length of 24,227 km (15,054 mi).
[84]
Netherlands
[
edit
]
Rail transport in the Netherlands is generally considered to have begun on 20 September 1839 when the first train, drawn by the locomotive
De Arend
, successfully made the 16 km trip from
Amsterdam
to
Haarlem
. However, the first plan for a railroad in the Netherlands was launched only shortly after the first railroad opened in Britain.
The history of rail transport in the Netherlands can be described in six eras:
- the period up to 1839 – the first plans were made for a railroad,
- 1840?1860 – railroads experienced their early expansion,
- 1860?1890 – the government started ordering the construction of new lines,
- 1890?1938 – the different railroads were consolidated into two large railroads,
- 1938?1992 –
Nederlandse Spoorwegen
was granted a
monopoly
on rail transport, and
- 1992 to present – the Nederlandse Spoorwegen
lost its monopoly
.
Poland
[
edit
]
Poland restored its own independence as the
Second Polish Republic
in 1918 from the
German
,
Austro-Hungarian
and
Russian
Empires.
First Polish locomotive
Ok22
(100 km/h) started operating in 1923.
Imported electric locomotives
English Electric EL.100
(100 km/h) were in use in Warsaw since 1936.
New Polish locomotive
Pm36
-1 (140 km/h) was shown at the
International Exposition of Art and Technology in Modern Life
in Paris in 1937.
New Polish electric locomotive
EP09
(160 km/h) was designed in 1977 and started regular operation linking Warsaw and Krakow in 1987.
On 14 December 2014 PKP Intercity New
Pendolino
trains by Alstom under the name 'Express Intercity Premium' began operating on the
CMK line
(224 km line from Krakow and Katowice to Warsaw) with trains reaching 200 km/h (124 mph) as a regularly scheduled operation.
Russia
[
edit
]
In the early 1830s, the Russian father and son inventors the Cherepanovs built
the first Russian steam locomotive
. The first railway line was built in Russia in 1837 between Saint-Petersburg and Tsarskoye Selo. It was 27 km long and linked the Imperial Palaces at Tsarskoye Selo and Pavlovsk. The track gauge was 6 feet (1.8 metres). Russia was in need of big transportation systems and geographically suited to railroads, with long flat stretches of land and comparatively simple land acquisition. It was hampered, however, by its outmoded political situation and a shortage of capital. Foreign initiative and capital were required. It was the Americans who brought the technology of railway construction to Russia.
[
citation needed
]
In 1842, planning began for the building of Russia's first important railway; it linked Moscow and St Petersburg.
[85]
Spain
[
edit
]
Cuba, then a Spanish colony, built its first rail line in 1837. The history of rail transport in
peninsular Spain
begins in 1848 with the construction of a railway line between Barcelona and
Mataro
. In 1852, the first narrow gauge line was built. In 1863 a line reached the Portuguese border. By 1864, the Madrid-
Irun
line had been opened and the French border was reached.
North America
[
edit
]
Canada
[
edit
]
The earliest railway in Canada was a wooden railway reportedly used in the construction of the French fortress at
Louisburg, Nova Scotia
.
[86]
The first Canadian railway, the
Champlain and St. Lawrence Railroad
, was opened in 1836 outside of
Montreal
, a seasonal portage railway to connect river traffic. It was followed by the Albion Railway in
Stellarton, Nova Scotia
in 1840, a collier railway connecting coal mines to a seaport. In
Canada
, the national government strongly supported railway construction for political goals. First it wanted to knit the far-flung provinces together and second, it wanted to maximize trade inside Canada and minimize trade with the United States, to avoid becoming an economic satellite. The
Grand Trunk Railway
of Canada linked Toronto and Montreal in 1853, then opened a line to Portland, Maine (which was ice-free) and lines to Michigan and Chicago. By 1870 it was the longest railway in the world. The Intercolonial line, finished in 1876, linked the Maritimes to
Quebec
and
Ontario
, tying them to the new Confederation.
Anglo entrepreneurs in
Montreal
sought direct lines into the US and shunned connections with the Maritimes, with a goal of competing with American railroad lines heading west to the Pacific.
Joseph Howe
,
Charles Tupper
and other Nova Scotia leaders used the rhetoric of a "civilizing mission" centered on their British heritage, because Atlantic-centered railway projects promised to make Halifax the eastern terminus of an intercolonial railway system tied to London.
Leonard Tilley
, New Brunswick's most ardent railway promoter, championed the cause of "economic progress," stressing that Atlantic Canadians needed to pursue the most cost-effective transportation connections possible if they wanted to expand their influence beyond local markets. Advocating an intercolonial connection to Canada and a western extension into larger American markets in Maine and beyond, New Brunswick entrepreneurs promoted ties to the United States first, connections with Halifax second and routes into central Canada last. Thus metropolitan rivalries between Montreal, Halifax and Saint John led Canada to build more railway lines per capita than any other industrializing nation, even though it lacked capital resources and had too little freight and passenger traffic to allow the systems to turn a profit.
[87]
Den Otter (1997) challenges popular assumptions that Canada built transcontinental railways because it feared the annexationist schemes of aggressive Americans. Instead Canada overbuilt railroads because it hoped to compete with, even overtake Americans in the race for continental riches. It downplayed the more realistic Maritimes-based London-oriented connections and turned to utopian prospects for the farmlands and minerals of the west. The result was closer ties between north and south, symbolized by the Grand Trunk's expansion into the American Midwest. These economic links promoted trade, commerce and the flow of ideas between the two countries, integrating Canada into a North American economy and culture by 1880. About 700,000 Canadians migrated to the US in the late 19th century.
[88]
The Canadian Pacific, paralleling the American border, opened a vital link to British Canada and stimulated settlement of the Prairies. The CP was affiliated with
James J. Hill
's American railways and opened even more connections to the South. The connections were two-way, as thousands of American moved to the Prairies after their own frontier had closed.
Two additional transcontinental lines were built to the west coast?three in all?but that was far more than the traffic would bear, making the system simply too expensive. One after another, the federal government was forced to take over the lines and cover their deficits. In 1923, the government merged the Grand Trunk, Grand Trunk Pacific, Canadian Northern and National Transcontinental lines into the new the Canadian National Railways system. Since most of the equipment was imported from Britain or the US and most of the products carried were from farms, mines or forests, there was little stimulation to domestic manufacturing. On the other hand, the railways were essential to the growth of the wheat regions in the Prairies and to the expansion of coal mining, lumbering and paper making. Improvements to the St. Lawrence waterway system continued apace and many short lines were built to river ports.
[89]
United States
[
edit
]
Overview
[
edit
]
Railroads played a large role in the development of the United States from the
industrial revolution
in the
North-east
1810?50 to the settlement of the West 1850?1890. The American railroad mania began with the
Baltimore and Ohio Railroad
in 1828 and flourished until the
Panic of 1873
bankrupted many companies and temporarily ended growth.
Railroads not only increased the speed of transport, they also dramatically lowered its cost. For example, the
first transcontinental railroad
resulted in passengers and freight being able to cross the country in a matter of days instead of months and at one tenth the cost of stagecoach or wagon transport. With economical transportation in the West (which had been referred to as the "Great American Desert") now farming, ranching and mining could be done at a profit. As a result, railroads transformed the country, particularly the West (which had few navigable rivers).
[90]
[91]
[92]
[93]
[94]
Although the South started early to build railways, it concentrated on short lines linking cotton regions to oceanic or river ports and the absence of an interconnected network was a major handicap during the
Civil War
. The North and Midwest constructed networks that linked every city by 1860. In the heavily settled Midwestern
Corn Belt
, over 80 percent of farms were within 10 miles of a railway, facilitating the shipment of grain, hogs and cattle to national and international markets. A large number of short lines were built, but thanks to a fast developing financial system based on
Wall Street
and oriented to railway bonds, the majority were consolidated into 20 trunk lines by 1890. State and local governments often subsidized lines, but rarely owned them.
The system was largely built by 1910, but then trucks arrived to eat away the freight traffic and automobiles (and later airplanes) to devour the passenger traffic. The use of diesel electric locomotives (after 1940) made for much more efficient operations that needed fewer workers on the road and in repair shops.
Mileage
[
edit
]
Route mileage peaked at 254,000 miles (409,000 km) in 1916 and fell to 140,000 miles (230,000 km) in 2009.
[95]
In 1830, there were about 75 miles (121 km) of railroad track, in short lines linked to coal and granite mines.
[96]
). After this, railroad lines grew rapidly. Ten years later, in 1840, the railways had grown to 2,800 miles (4,500 km). By 1860, on the eve of civil war, the length had reached 29,000 miles (47,000 km), mostly in the North. The South had much less trackage and it was geared to moving cotton short distances to river or ocean ports. The Southern railroads were destroyed during the war but were soon rebuilt. By 1890, the national system was virtually complete with 164,000 miles (264,000 km).
[97]
Railroad Accumulated Mileage by Region
|
|
1830
|
1840
|
1850
|
1860
|
1870
|
1880
|
1890
|
ME, NH, VT, MA, RI, CT
|
29.80
|
513.34
|
2,595.57
|
3,644.24
|
4,326.73
|
5,888.09
|
6,718.19
|
NY, PA, OH, MI, IN, MD, DE, NJ, DC
|
|
1,483.76
|
3,740.36
|
11,927.21
|
18,291.93
|
28,154.73
|
40,825.60
|
VA, WV, KY, TN, MS, AL, GA, FL, NC, SC
|
10.00
|
737.33
|
2,082.07
|
7,907.79
|
10,609.60
|
14,458.33
|
27,833.15
|
IL, IA, WI, MO, MN
|
|
|
46.48
|
4,951.47
|
11,030.85
|
22,212.98
|
35,579.80
|
LA, AR & OK (Indian) Territory
|
|
20.75
|
107.00
|
250.23
|
331.23
|
1,621.11
|
5,153.91
|
(Terr.)ND/SD, NM, WY, MT, ID, UT, AZ, WA
(States)NE, KS, TX, CO, CA, NV, OR
|
|
|
|
238.85
|
4,577.99
|
15,466.18
|
47,451.47
|
TOTAL USA
|
39.80
|
2,755.18
|
8,571.48
|
28,919.79
|
49,168.33
|
87,801.42
|
163,562.12
|
[98]
In 1869, the symbolically important
transcontinental railroad
was completed in the United States with the driving of a golden spike (near the city of
Ogden
).
Latin America
[
edit
]
In Latin America in the late 19th and early 20th centuries railways were critical elements in the early stages of modernization of the
Latin American economy
, especially in linking agricultural regions to export-oriented seaports.
[99]
After 1870 Latin American governments encouraged further rail development through generous concessions that included government subsidies for construction. Railway construction is the subject of considerable scholarship, examining the economic, political, and social impacts of railroads. Railways transformed many regions of Latin America beginning in the late nineteenth century. "Increasing exports of primary commodities, rising imports of capital goods, the expansion of activities drawing directly and indirectly on overseas investment, the rising share of manufacturing in output, and a generalized increase in the pace and scope of economic activity were all tied closely to the timing and character of the region's infrastructural development."
[100]
Rates of railway line construction were not uniform, but by 1870 railway line construction was underway, with Cuba leading with the largest railway track in service (1,295 km), followed by Chile (797 km), Brazil (744 km), Argentina (732 km), Peru (669 km), and Mexico (417 km). By 1900, Argentina (16,563 km), Brazil (15,316 km) and Mexico (13,615 km) were the leaders in length of track in service, and Peru, which had been an early leader in railway construction, had stagnated (1,790 km).
[101]
In Mexico, growing nationalistic fervor led the government to bring the bulk of the nation's railroads under national control in 1909, with a new government corporation,
Ferrocarriles Nacionales de Mexico
(FNM), that exercised control of the main trunk rail lines through a majority of share ownership.
[102]
Asia
[
edit
]
India
[
edit
]
The first proposals for railways in
India
were made in
Madras
in 1832.
[103]
The first train in India ran from
Red Hills
to
Chintadripet
bridge in
Madras
in 1837. It was called
Red Hill Railway
. It was hauled by a rotary steam engine locomotive manufactured by William Avery. It was built by Sir
Arthur Cotton
. It was primarily used for transporting granite stones for road building work in Madras.
[103]
In 1845, a railway was built at
Dowleswaram
in
Rajahmundry
. It was called
Godavari Dam Construction Railway
. It was also built by Arthur Cotton. It was used to supply stones for construction of a dam over
Godavari
.
[103]
On 8 May 1845,
Madras Railway
was incorporated. In the same year, the
East India Railway
company was incorporated. On 1 August 1849,
Great Indian Peninsular Railway
(GIPR) was incorporated. In 1851, a railway was built in
Roorkee
. It was called
Solani Aqueduct Railway
. It was hauled by steam locomotive Thomason, named after a British officer-in-charge. It was used for transporting construction materials for building of
aqueduct
over Solani river.
[103]
In 1852, the "Madras Guaranteed Railway Company" was incorporated.
The first passenger train in
India
ran between
Bombay
(
Bori Bunder
) and
Thane
on 16 April 1853. The 14-carriage train was hauled by three steam locomotives: Sahib, Sindh and Sultan. It ran for about 34 kilometers between these two cities carrying 400 people. The line was built and operated by GIPR.
[104]
[105]
This railway line was built in
1,676 mm
(
5 ft 6 in
)
broad gauge
, which became the standard for the railways in the country. The first passenger railway train in eastern India ran from
Howrah
, near
Calcutta
to
Hoogly
, for distance of 24 miles, on 15 August 1854. The line was built and operated by EIR.
[106]
The first passenger train in South India ran from
Royapuram
/ Veyasarapady (
Madras
) to Wallajah Road (
Arcot
) on 1 July 1856, for a distance of 60 miles. It was built and operated by Madras Railway.
[107]
On 24 February 1873, the first
tramway
(a
horse-drawn tramway
) opened in Calcutta between
Sealdah
and Armenian Ghat Street, a distance of 3.8 km.
[108]
Iran
[
edit
]
Iranian
railway history goes back to 1887 when an approximately 20-km long railway between
Tehran
and
Ray
was established. After this time many short railways were constructed but the main railway,
Trans-Iranian Railway
, was started in 1927 and operated in 1938 by connecting the Persian Gulf to the Caspian Sea.
Japan
[
edit
]
In 1867, in
Japan
,
Edo period
(
Tokugawa shogunate
) and its
feudal system
was ended, then
Meiji period
was entered and the government strived to acquire western culture and technology. In 1872, the first railway in Japan was inaugurated by
Japanese Government Railways (JGR)
, connecting
Shimbashi
in
Tokyo
and
Yokohama
. The first 10
steam locomotives
were ordered to
Avonside
,
Dubs
,
Sharp Stewart
,
Vulcan
and
Yorkshire
companies in
United Kingdom
. Subsequently, so many
locomotives
and
railroad cars
were ordered to
United Kingdom
,
United States
and
Germany
, before they could be manufactured in Japan. At that time, JGR adopted
narrow gauge
(1,067 mm) rather than
standard gauge
(1,435 mm), considering its cost of construction, so still now, narrow gauge has been mostly adopted and called "standard gauge in Japan". In 1874, the second railway connected between
Osaka
and
Kobe
by JGR. Following them, railways were spread around Japan,
Hokkaido
,
T?hoku
,
Kant?
,
Ch?bu
,
Kansai
,
Ch?goku
,
Shikoku
and
Kyushu
regions by JGR and many private companies. In 1895, the first electric railway, also the first electric street railway was inaugurated by Kyoto Electric Railway in
Kyoto
, and the first
trams
seems to be ordered to
J. G. Brill
in United States. In 1923, the first
diesel locomotive
was ordered to
Deutz AG
in Germany by Horinouchi Railway Company in
Shizuoka prefecture
. In 1927, the first
subway
was inaugurated by
Tokyo Metro
, and connected between
Ueno
and
Asakusa
in Tokyo, and the electric railroad cars were ordered to
Nippon Sharyo
as Class 1000. Then, in 1928, the first diesel railroad car, equipped with diesel engine of
MAN AG
, was ordered and manufactured by Amemiya Manufacturing, for Nagaoka Railway in
Niigata prefecture
.
Viewing the development of locomotive and railroad car technology in Japan, in 1893, the first steam locomotive was manufactured by Kobe works of JGR as
JGR Class 860
. Then in 1904, the first electric railroad car seems to be manufactured by
Iidabashi
works of K?bu railway (now
Ch?? Main Line
of
JR East
) as Class 950. In 1926, the first
electric locomotive
was manufactured by
Hitachi
as
JGR Class ED15
. In 1927, the first diesel locomotive, equipped with diesel engine of Niigata Engineering, was manufactured by Amemiya Manufacturing. By
World War II
, Japan also suffered catastrophic damage, however they accomplished reconstruction. In 1964, the first electric
high-speed rail
in the world,
T?kaid? Shinkansen
(standard gauge) was inaugurated by
Japanese National Railways (JNR)
, and connected between Tokyo and Osaka. The first high-speed trains were manufactured by
Kawasaki Heavy Industries
,
Nippon Sharyo
,
Hitachi
,
Kinki Sharyo
and
Tokyu Car Corporation
(now J-TREC), as
Shinkansen 0 Series
. Today, Electric, battery electric, electric hybrid, electric-diesel, diesel locomotives, railroad cars, high-speed trains, and
AGTs
are manufacrured by Hitachi, Kawasaki, Nippon Sharyo, Kinki Sharyo, J-TREC and
Mitsubishi Heavy Industries
, and they are running around the world.
[
citation needed
]
Pakistan
[
edit
]
It was 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 from
Karachi
to
Kotri
. Since then
rail transport
is a popular mode of non-independent transport in Pakistan.
Africa
[
edit
]
Angola
[
edit
]
Botswana
[
edit
]
Congo
[
edit
]
East Africa
[
edit
]
The railway was built from the Kenyan port of Mombasa to Kampala, Uganda, and construction was hampered by the presence of man-eating lions.
[109]
Egypt
[
edit
]
1833?1877
[
edit
]
Robert Stephenson
(1803?59) was the engineer of Egypt's first railway
In 1833,
Muhammad Ali
Pasha
considered building a railway between
Suez
and
Cairo
to improve transit between Europe and India. Muhammad Ali had proceeded to buy the rail when the project was abandoned due to pressure by the French who had an interest in building a canal instead.
[
citation needed
]
Proposed railway from Cairo to the Sea of Suez by
C.F. Cheffins
, 1840s; state carriage by
Wason Manufacturing
built for
Sa'id Pasha
for state functions, included with 161 less ornate railcars sent by the company in 1860
Muhammad Ali died in 1848, and in 1851 his successor
Abbas I
contracted
Robert Stephenson
to build Egypt's first
standard gauge
railway. The first section, between
Alexandria
on the Mediterranean coast and
Kafr el-Zayyat
on the
Rosetta branch of the Nile
was opened in 1854. This was the first railway in the
Ottoman Empire
as well as
Africa
and the
Middle East
. In the same year Abbas died and was succeeded by
Sa'id Pasha
, in whose reign the section between Kafr el-Zayyat and
Cairo
was completed in 1856 followed by an extension from Cairo to
Suez
in 1858. This completed the first modern transport link between the Mediterranean and the
Indian Ocean
, as
Ferdinand de Lesseps
did not complete the
Suez Canal
until 1869.
Namibia (South West Africa)
[
edit
]
The first railway in the German colony of South West Africa was the 18 kilometres (11 mi)-long line running North-East from
Walvis Bay
to connect with the existing road between
Swakopmund
and
Windhoek
. It was built to
2 ft 6 in
(
762 mm
) gauge and was opened in 1898.
[110]
Morocco
[
edit
]
The Moroccan rail transport was first developed around 1906 and later during the French and Spanish protectorate. It functioned initially as a means to transport natural resources from in-land mines to the harbors. It was also used to move colonial troops.
Mozambique
[
edit
]
South Africa
[
edit
]
Sudan
[
edit
]
Zambia
[
edit
]
Zimbabwe
[
edit
]
See also
[
edit
]
See also
[
edit
]
References
[
edit
]
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Encyclopedia of Railways
(London, 1977), worldwide coverage, heavily illustrated
- O’Brien, Patrick.
Railways and the Economic Development of Western Europe, 1830?1914
(1983)
- O'Brien, Patrick.
The New Economic History of the Railways
(Routledge, 2014)
- Omrani, Bijan
Asia Overland: Tales of Travel on the Trans-Siberian and Silk Road
Odyssey Publications, 2010
ISBN
962-217-811-1
- Otte, Thomas G. and Keith Neilson, eds.
Railways and International Politics: Paths of Empire, 1848?1945
(Routledge, 2012) 11 essays by leading scholars
- Pinkepank, Jerry A. (1973).
The Second Diesel Spotter's Guide
. Milwaukee WI: Kalmbach Books.
ISBN
978-0-89024-026-7
.
- Riley, C. J.
The Encyclopedia of Trains & Locomotives
(2002)
- Savage, Christopher and T. C. Barker.
Economic History of Transport in Britain
(Routledge, 2012)
- Schivelbusch, Wolfgang.
The railway journey: the industrialization of time and space in the nineteenth century
(Univ of California Press, 2014)
- Skelton, Oscar D. (1916).
The Railway Builders
. Glasgow, Brook, & Company, Toronto.
- Stover, John.
American Railways
(2nd ed 1997)
- Clarke, Thomas Curtis (June 1888).
"The Building of a Railway"
.
Scribner's Magazine
.
III
(6): 642?670.
Includes numerous c. 1880 diagrams and illustrations
- Jack Simmons
and Gordon Biddle (editors).
The Oxford Companion to British Railway History: From 1603 to the 1990s
(2nd ed 1999)
- Stover, John.
The Routledge Historical Atlas of the American Railroads
(2001)
- Summerhill, William R. "Big Social Savings in a Small Laggard Economy: Railroad-Led Growth in Brazil",
Journal of Economic History
(2005) 65#1 pp. 72?102
in JSTOR
- Wolmar, Christian.
On the wrong line: How ideology and incompetence wrecked Britain's railways
(Kemsing Publishing, 2005).
- Wolmar, Christian.
Fire and steam: a new history of the railways in Britain
(Atlantic Books, 2009).
- Wolmar, Christian.
Engines of war: how wars were won & lost on the railways
(PublicAffairs, 2010).
- Wolmar, Christian.
Blood, iron, and gold: How the railroads transformed the world
(Public Affairs, 2011).
- Wolmar, Christian.
The great railroad revolution: The history of trains in America
(PublicAffairs, 2012).
- Wolmar, Christian.
The Iron Road: The Illustrated History of Railways
(Dorling Kindersley, 2014).
- Wolmar, Christian.
To the Edge of the World: The Story of the Trans-Siberian Express, the World's Greatest Railroad
(PublicAffairs, 2014).
- Wolmar, Christian.
Railways and the Raj: How the age of steam transformed India
(Atlantic Books, 2017).
Historiography
[
edit
]
- Hurd II, John and Ian J. Kerr, eds.
India's railway history: a research handbook
(Brill, 2012)
- Lee, Robert. "A Fractious Federation: Patterns in Australian Railway Historiography."
Mobility in History
(2013) 4#1 pp. 149?158
- McDonald, Kate. "Asymmetrical Integration: Lessons from a Railway Empire."
Technology and Culture
(2015) 56#1 pp. 115?149
- Pathak, Dev N. "Marian Aguiar, Tracking Modernity: India’s Railway and the Culture of Mobility."
South Asia: Journal of South Asian Studies
(2012) 35#4 pp. 900?901
- Salerno, Elena. "The Historiography of Railways in Argentina: Between Foreign Investment, Nationalism and Liberalism."
Mobility in History
(2014) 5#1 pp. 105?120
External links
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edit
]
- WWW Guide to "Railroad History" 2016
- John H. White, Jr. Reference Collection, 1880s?1990
Archived
5 August 2015 at the
Wayback Machine
Archives Center, National Museum of American History, Smithsonian Institution.
- National Railway Historical Society
Archived
18 April 2019 at the
Wayback Machine
- Foreign Railways of the World: Containing in One Volume, the Names of Officers, Length, Capital,...
(1884)
- How the Railroad is Modernising Asia
, The Advertiser, Adelaide, S. Australia, 22 March 1913. N.B.: The article is approx. 1,500 words, covering approx. a dozen Asian countries.
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Dependencies and
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History of rail transport in Europe
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History of rail transport in Oceania
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