{"id":68943,"date":"2021-07-13T15:46:21","date_gmt":"2021-07-13T15:46:21","guid":{"rendered":"https:\/\/websitedesigns.com.au\/elankanew\/?p=68943"},"modified":"2021-07-13T15:46:21","modified_gmt":"2021-07-13T15:46:21","slug":"railways-of-ceylon-and-the-old-world-compiled-by-raj-gonsalkorale","status":"publish","type":"post","link":"https:\/\/websitedesigns.com.au\/elankanew\/railways-of-ceylon-and-the-old-world-compiled-by-raj-gonsalkorale\/","title":{"rendered":"Railways of Ceylon and the old world – Compiled by Raj Gonsalkorale"},"content":{"rendered":"

Railways of Ceylon and the old world – Compiled by Raj Gonsalkorale<\/span><\/span><\/h1>\n

Information and photographs sourced from the Wikipedia<\/span><\/h1>\n

The Sri Lanka Railway, originally known as Ceylon Government Railways, was conceived in the 1850s and service began in 1864 with the construction of the main line from Colombo to Ambepussa, 54 kilometers to the east. The Railway was initially built in Ceylon with the intension of transportation of Tea and Coffee from hill country to Colombo.<\/span><\/p>\n

For many years, transporting such goods was the main purpose and the source of income on the line. With time and population growth, however, passenger traffic increased. In the 1960s, passenger traffic overtook freight as the main source of revenue.<\/span><\/p>\n

The railway is now primarily engaged in the transport of passengers, especially commuters to and from Colombo, thereby reducing road congestion.<\/span><\/p>\n

<\/p>\n

The first train that ran on 27 December 1864, was officially opened for traffic on 02 October 1865. The train was extended in stages with service to Kandy in 1867, to Nawalapitiya in 1874, to Nanu-Oya in 1885, to Bandarawela in 1894, and to Badulla in 1924.<\/span><\/p>\n

Other lines were completed in due course to link the country: the Matale Line in 1880, the Coast Line in 1895, the Northern Line in 1905, the Mannar Line in 1914, the Kelani Valley Line in 1919, the Puttalam Line in 1926, and the Batticaloa and Trincomalee Lines in 1928. Thereafter, no major extends were added to the\u00a0Sri\u00a0Lankan\u00a0(Ceylon) Railway Routes as the British left the country for native rule. Until 1953,\u00a0Sri\u00a0Lankan\u00a0Railway served with steam locomotives and enhanced its service to more power with diesel locomotives. Various types of diesel locomotives were added to the service.<\/span><\/p>\n

\"Railways<\/p>\n

1880 steam-powered train on the hill-country Colombo-Badulla line\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0\u00a0<\/strong><\/span><\/p>\n

\"Railways<\/p>\n

Sri Lanka Railway Network<\/span><\/i><\/b><\/span><\/h2>\n

The Railway network comprises nine lines radiating from Colombo, which connect most major population and industrial centres. The photographs shown below, sourced from Wikipedia, shows the hard work that would have gone into when the train lines were being built.<\/span><\/p>\n

The Main Line<\/span><\/strong>\u00a0starts from Colombo and runs east and north past the rapidly developing centers of Ragama, Gampaha, Veyangoda, and Polgahawela. At Rambukkana, the Main Line begins its steep climb into the hills of the upcountry. Between Balana and Kadugannawa, the track clings to the side of sheer cliffs, offering passengers spectacular views of Batalegala (\u2018Bible\u2019 Rock). The Main Line then continues its climb through the scenic tea country, connecting busy local market centers at Gampola, Nawalapitiya, and Hatton before reaching Nanu-Oya. This is the connection to the former colonial resort of Nuwara-Eliya, which is still popular because of its temperate climate, its many classic hotels, and its British-style gardens. The Main Line continues its ascent to the summit at Pattipola, 6,226 feet above sea level, before descending past Bandarawela to Badulla. In the upcountry, passengers are rewarded with delightful views of tea gardens, mountains and valleys, cascading torrents and waterfalls.<\/span><\/span><\/p>\n

The Matale Line<\/span><\/strong>\u00a0branches off the Main Line at Peradeniya Junction, near the world-famous Peradeniya Botanical Gardens. It connects to Kandy, home of the \u015ar\u012b Dalada Maligawa, which houses the Sacred Tooth Relic of the Lord Buddha, before descending to Matale.<\/span><\/span><\/p>\n

The Coast Line<\/span><\/strong>\u00a0runs south from Colombo, following the edge of the Indian Ocean, and offering passengers views of tropical beaches and coconut palms. This line links the regional towns of Moratuwa, Panadura, and Kalutara South, as well as popular beach resorts at Aluthgama, Ambalangoda, and Hikkaduwa. The line continues past Galle, which is famous for its historic and well-preserved Dutch Fort, before terminating at Matara.<\/span><\/span><\/p>\n

The Kelani Valley Line<\/span><\/strong>\u00a0extends from Colombo south and east to Avissawella. This was originally built as a narrow gauge line and was converted to dual gauge between 1991 and 1997.<\/span><\/span><\/p>\n

The Puttalam Line<\/span><\/strong>\u00a0branches off the Main Line at Ragama, extends north past Negombo, an important regional town and tourist centre, and links other busy market towns and fishing villages.<\/span><\/span><\/p>\n

The Northern Line<\/span><\/strong>\u00a0branches northward from the Main Line at Polgahawela, passing Kurunegala, the capital of Wayamba Province, before continuing to the historic cultural and religious centre of Anuradhapura. This city was established in the 4th century B.C. and contains many sites of religious and archaeological interest. Service is now curtailed beyond Vavuniya and on the Mannar Line.<\/span><\/span><\/p>\n

The Batticaloa Line<\/span><\/strong>\u00a0branches eastward from the Northern Line at Maho, to Polonnaruwa, site of an ancient capital in the 11th century and home to many historic monuments.<\/span><\/span><\/p>\n

The Trincomalee Line<\/span><\/strong>\u00a0branches north and east from the Batticaloa Line at Gal-Oya Junction and extends to Trincomalee.<\/span><\/span><\/p>\n

\u00a0<\/span><\/b><\/span><\/p>\n

Historical photographs showing the hard work that had to be endured in constructing the Rail tracks<\/span><\/i><\/b><\/span><\/p>\n

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Ancient systems<\/strong><\/span><\/h2>\n

The\u00a0Post Track<\/a>, a prehistoric\u00a0causeway<\/a>\u00a0in the valley of the\u00a0River Brue<\/a>\u00a0in the\u00a0Somerset Levels<\/a>, England, is one of the oldest known constructed trackways and dates from around 3838 BCE,\u00a0making it some 30 years older than the\u00a0Sweet Track<\/a>\u00a0from the same area.[2]<\/a><\/sup>\u00a0Various sections have been scheduled as\u00a0ancient monuments<\/a>.[3]<\/a>[4]<\/a>[5]<\/a>[6]<\/a><\/sup><\/span><\/p>\n

Evidence indicates that there was a 6 to 8.5\u00a0km long\u00a0Diolkos<\/a><\/em>\u00a0paved trackway, which transported boats across the\u00a0Isthmus of Corinth<\/a>\u00a0in\u00a0Greece<\/a>\u00a0from around 600 BC.\u00a0Wheeled vehicles pulled by men and animals ran in grooves in\u00a0limestone<\/a>, 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 AD.\u00a0Paved trackways were also later built in\u00a0Roman Egypt<\/a>.<\/span><\/p>\n

In China, a railway has been discovered in south west Henan province near Nanyang city. It was carbon dated to be about 2200 years ago from Qin dynasty. The rails are made from hard wood and treated against corrosion while the sleepers or railway ties made from wood that were not treated and therefore have rotted. Qin railway sleeper was designed to allow horses to gallop through which would go to the next rail station which would then be swapped for a fresh horse. The railway is theorized to have been used for transportation of goods to the front line troops and to fix the Great Wall.<\/span><\/p>\n

Pre-steam<\/strong><\/span><\/p>\n

Wooden rails introduced<\/span><\/p>\n

\"\"<\/p>\n

Wagonways<\/span><\/a>\u00a0(or\u00a0tramways<\/a>), 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\u00a0Georgius Agricola<\/a>\u00a0(see image) in his 1556 work\u00a0De re metallica<\/a><\/em>.\u00a0This 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\u00a0Hunde<\/em>\u00a0(“dogs”) from the noise they made on the tracks.\u00a0There are many references to wagonways in central Europe in the 16th century<\/span><\/p>\n

A wagonway was introduced to England by\u00a0German miners<\/a>\u00a0at\u00a0Caldbeck<\/a>,\u00a0Cumbria<\/a>, possibly in the 1560s.\u00a0A wagonway was built at\u00a0Prescot<\/a>, near\u00a0Liverpool<\/a>, 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.[21]<\/a><\/sup>\u00a0A funicular railway was made at\u00a0Broseley<\/a>\u00a0in\u00a0Shropshire<\/a>\u00a0some time before 1604. This carried coal for James Clifford from his mines down to the\u00a0river Severn<\/a>\u00a0to be loaded onto barges and carried to riverside towns.\u00a0The\u00a0Wollaton Wagonway<\/a>, completed in 1604 by\u00a0Huntingdon Beaumont<\/a>, has sometimes erroneously been cited as the earliest British railway. It ran from\u00a0Strelley<\/a>\u00a0to\u00a0Wollaton<\/a>\u00a0near\u00a0Nottingham<\/a>.<\/span><\/p>\n

The\u00a0Middleton Railway<\/a>\u00a0in\u00a0Leeds<\/a>, 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\u00a0Lewiston, New York<\/a>.<\/span><\/p>\n

Metal rails introduced<\/strong><\/span><\/h3>\n

The introduction of steam engines for powering blast air to\u00a0blast furnaces<\/a>\u00a0led to a large increase in British iron production after the mid 1750s<\/span><\/p>\n

In the late 1760s, the\u00a0Coalbrookdale<\/a>\u00a0Company began to fix plates of\u00a0cast iron<\/a>\u00a0to the upper surface of wooden rails, which increased their durability and load-bearing ability. At first only\u00a0balloon loops<\/a>\u00a0could be used for turning wagons, but later, movable points were introduced that allowed\u00a0passing loops<\/a>\u00a0to be created<\/span><\/p>\n

\"\"<\/p>\n

A replica of a “Little Eaton Tramway” wagon, the tracks are plateways.<\/span><\/p>\n

A system was introduced in which unflanged wheels ran on L-shaped metal plates\u00a0\u2013 these became known as\u00a0plateways<\/a>.\u00a0John Curr<\/a>, a Sheffield colliery manager, invented this flanged rail in 1787, though the exact date of this is disputed[who?<\/a><\/em>]<\/sup>. The plate rail was taken up by\u00a0Benjamin Outram<\/a>\u00a0for wagonways serving his canals, manufacturing them at his\u00a0Butterley ironworks<\/a>. In 1803,\u00a0William Jessop<\/a>\u00a0opened the\u00a0Surrey Iron Railway<\/a>, a double track plateway, sometimes erroneously cited as world’s first public railway, in south London.<\/span><\/p>\n

Cast iron fishbelly edge rail manufactured by Outram at the\u00a0Butterley Company<\/a>\u00a0ironworks for the\u00a0Cromford and High Peak Railway<\/a>\u00a0(1831). These are smooth edgerails for wheels with flanges.<\/span><\/p>\n

In 1789,\u00a0William Jessop<\/a>\u00a0had introduced a form of all-iron\u00a0edge rail<\/a>\u00a0and flanged wheels for an extension to the\u00a0Charnwood Forest Canal<\/a>\u00a0at\u00a0Nanpantan<\/a>,\u00a0Loughborough<\/a>,\u00a0Leicestershire<\/a>. 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\u00a0Lake Lock Rail Road<\/a>\u00a0in 1796. Although the primary purpose of the line was to carry coal, it also carried passengers.<\/span><\/p>\n

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.<\/span><\/p>\n

Cast iron was not a satisfactory material for rails because it was brittle and broke under heavy loads. The wrought iron rail, invented by\u00a0John Birkinshaw<\/a>\u00a0in 1820, solved these problems.\u00a0Wrought iron<\/a>\u00a0(usually simply referred to as “iron”) was a\u00a0ductile<\/a>\u00a0material that could undergo considerable deformation before breaking, making it more suitable for iron rails. But wrought iron was expensive to produce until\u00a0Henry Cort<\/a>\u00a0patented the\u00a0puddling process<\/a>\u00a0in 1784. In 1783, Cort also patented the\u00a0rolling process<\/a>, which was 15 times faster at consolidating and shaping iron than hammering.[28]<\/a><\/sup>\u00a0These processes greatly lowered the cost of producing iron and iron rails. The next important development in iron production was\u00a0hot blast<\/a>\u00a0developed by\u00a0James Beaumont Neilson<\/a>\u00a0(patented 1828), which considerably reduced the amount of\u00a0coke (fuel)<\/a>\u00a0or charcoal needed to produce\u00a0pig iron<\/a>.[29]<\/a><\/sup>\u00a0Wrought iron was a soft material that contained slag or\u00a0dross<\/em>. 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.<\/span><\/p>\n

The introduction of the\u00a0Bessemer process<\/a>, 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.[30]<\/a>[31]<\/a>[32]<\/a><\/sup>\u00a0Steel rails made heavier locomotives possible, allowing for longer trains and improving the productivity of railroads.[33]<\/a><\/sup>\u00a0The Bessemer process introduced nitrogen into the steel, which caused the steel to become brittle with age. The\u00a0open hearth furnace<\/a>\u00a0began 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.<\/span><\/p>\n

Steam power introduced<\/strong><\/span><\/h2>\n

James Watt<\/a>, a British inventor and mechanical engineer, greatly improved the\u00a0steam engine<\/a>\u00a0of\u00a0Thomas Newcomen<\/a>, hitherto used to pump water out of mines. Watt developed a\u00a0reciprocating engine<\/a>\u00a0in 1769, capable of powering a wheel. Although the Watt engine powered cotton mills and a variety of machinery, it was a large\u00a0stationary engine<\/a>. 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\u00a0condenser<\/a>\u00a0and an\u00a0air pump<\/a>. 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\u00a0steam locomotive<\/a>\u00a0in 1784. His employee\u00a0William Murdoch<\/a>\u00a0produced a working model of a self-propelled steam carriage in that year.<\/span><\/p>\n

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A replica of Trevithick’s engine at the\u00a0National Waterfront Museum<\/a>, Swansea<\/span><\/p>\n

The first full-scale working railway\u00a0steam locomotive<\/a>\u00a0was built in the United Kingdom in 1804 by\u00a0Richard Trevithick<\/a>, a British engineer born in\u00a0Cornwall<\/a>. This used high-pressure steam to drive the engine by one power stroke. The transmission system employed a large\u00a0flywheel<\/a>\u00a0to 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\u00a0Penydarren<\/a>\u00a0ironworks, near\u00a0Merthyr Tydfil<\/a>\u00a0in\u00a0South Wales<\/a>.Trevithick later demonstrated a locomotive operating upon a piece of circular rail track in\u00a0Bloomsbury<\/a>, London, the\u00a0Catch Me Who Can<\/a><\/em>, 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.<\/span><\/p>\n

The first commercially successful steam locomotive was\u00a0Matthew Murray<\/a>‘s\u00a0rack<\/a>\u00a0locomotive\u00a0Salamanca<\/a><\/em>\u00a0built for the\u00a0Middleton Railway<\/a>\u00a0in\u00a0Leeds<\/a>\u00a0in 1812. This twin-cylinder locomotive was not heavy enough to break the\u00a0edge-rails<\/a>\u00a0track and solved the problem of\u00a0adhesion<\/a>\u00a0by a\u00a0cog-wheel<\/a>\u00a0using teeth cast on the side of one of the rails. Thus it was also the first\u00a0rack railway<\/a>.<\/span><\/p>\n

This was followed in 1813 by the locomotive\u00a0Puffing Billy<\/a><\/em>\u00a0built by\u00a0Christopher Blackett<\/a>\u00a0and\u00a0William Hedley<\/a>\u00a0for the\u00a0Wylam<\/a>\u00a0Colliery Railway, the first successful locomotive running by\u00a0adhesion<\/a>\u00a0only. This was accomplished by the distribution of weight between a number of wheels.\u00a0Puffing Billy<\/em>\u00a0is now on display in the\u00a0Science Museum<\/a>\u00a0in London, making it the oldest locomotive in existence.<\/span><\/p>\n

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The\u00a0Locomotion<\/em>\u00a0at Darlington Railway Centre and Museum<\/span><\/p>\n

In 1814,\u00a0George Stephenson<\/a>, inspired by the early locomotives of Trevithick, Murray and Hedley, persuaded the manager of the\u00a0Killingworth<\/a>\u00a0colliery<\/a>\u00a0where he worked to allow him to build a\u00a0steam-powered<\/a>\u00a0machine. 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\u00a0Bl\u00fccher<\/a><\/em>, also a successful\u00a0flanged<\/a>-wheel adhesion locomotive. In 1825, he built the locomotive\u00a0Locomotion<\/a><\/em>\u00a0for the\u00a0Stockton and Darlington Railway<\/a>\u00a0in 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\u00a0Rocket<\/a><\/em>, which entered in and won the\u00a0Rainhill Trials<\/a>. 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.[39]<\/a><\/sup>:24\u201330[40]<\/a><\/sup>\u00a0The first public railway which used only steam locomotives, all the time, was\u00a0Liverpool and Manchester Railway<\/a>, built in 1830.<\/span><\/p>\n

Steam power continued to be the dominant power system in railways around the world for more than a century.<\/span><\/p>\n

Electric power introduced<\/strong><\/span><\/h2>\n

The first known electric locomotive was built in 1837 by chemist\u00a0Robert Davidson<\/a>\u00a0of\u00a0Aberdeen<\/a>\u00a0in Scotland, and it was powered by\u00a0galvanic cells<\/a>\u00a0(batteries). Thus it was also the earliest battery electric locomotive. Davidson later built a larger locomotive named\u00a0Galvani<\/em>, exhibited at the\u00a0Royal Scottish Society of Arts<\/a>\u00a0Exhibition in 1841. The seven-ton vehicle had two\u00a0direct-drive<\/a>\u00a0reluctance motors<\/a>, with fixed electromagnets acting on iron bars attached to a wooden cylinder on each axle, and simple\u00a0commutators<\/a>.<\/span><\/p>\n

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\u00a0Edinburgh and Glasgow Railway<\/a>\u00a0in 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.<\/span><\/p>\n

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Lichterfelde tram, 1882<\/span><\/p>\n

Werner von Siemens<\/a>\u00a0demonstrated an electric railway in 1879 in Berlin. The world’s first electric tram line,\u00a0Gross-Lichterfelde Tramway<\/a>, opened in\u00a0Lichterfelde<\/a>\u00a0near\u00a0Berlin<\/a>, 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\u00a0overhead wire<\/a>\u00a0and the line was extended to\u00a0Berlin-Lichterfelde West station<\/a>. The\u00a0Volk’s Electric Railway<\/a>\u00a0opened in 1883 in\u00a0Brighton<\/a>, England. The railway is still operational, thus making it the oldest operational electric railway in the world. Also in 1883,\u00a0M\u00f6dling and Hinterbr\u00fchl Tram<\/a>\u00a0opened 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\u00a0US<\/a>\u00a0electric\u00a0trolleys<\/a>\u00a0were pioneered in 1888 on the\u00a0Richmond Union Passenger Railway<\/a>, using equipment designed by\u00a0Frank J. Sprague<\/a>.<\/span><\/p>\n

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Baltimore & Ohio electric engine<\/span><\/p>\n

The first use of electrification on a main line was on a four-mile stretch of the\u00a0Baltimore Belt Line<\/a>\u00a0of the\u00a0Baltimore and Ohio Railroad<\/a>\u00a0(B&O) in 1895 connecting the main portion of the B&O to the new line to\u00a0New York<\/a>\u00a0through a series of tunnels around the edges of Baltimore’s downtown.<\/span><\/p>\n

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.<\/span><\/p>\n

The first practical\u00a0AC<\/a>\u00a0electric locomotive was designed by\u00a0Charles Brown<\/a>, then working for\u00a0Oerlikon<\/a>, Z\u00fcrich. In 1891, Brown had demonstrated long-distance power transmission, using\u00a0three-phase AC<\/a>, between a\u00a0hydro-electric plant<\/a>\u00a0at\u00a0Lauffen am Neckar<\/a>\u00a0and\u00a0Frankfurt am Main<\/a>\u00a0West, a distance of 280\u00a0km. Using experience he had gained while working for\u00a0Jean Heilmann<\/a>\u00a0on steam-electric locomotive designs, Brown observed that\u00a0three-phase motors<\/a>\u00a0had a higher power-to-weight ratio than\u00a0DC<\/a>\u00a0motors and, because of the absence of a\u00a0commutator<\/a>, were simpler to manufacture and maintain.[45]<\/a><\/sup>\u00a0However, they were much larger than the DC motors of the time and could not be mounted in underfloor\u00a0bogies<\/a>: they could only be carried within locomotive bodies.[46]<\/a><\/sup><\/span><\/p>\n

In 1894, Hungarian engineer\u00a0K\u00e1lm\u00e1n Kand\u00f3<\/a>\u00a0developed a new type 3-phase asynchronous electric drive motors and generators for electric locomotives. Kand\u00f3’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.[47]<\/a>[48]<\/a>[49]<\/a>[50]<\/a>[51]<\/a><\/sup><\/span><\/p>\n

In 1896, Oerlikon installed the first commercial example of the system on the\u00a0Lugano Tramway<\/a>. Each 30-tonne locomotive had two 110\u00a0kW (150\u00a0hp) motors run by three-phase 750\u00a0V 40\u00a0Hz fed from double overhead lines. Three-phase motors run at constant speed and provide\u00a0regenerative braking<\/a>, 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\u00a0Walter Boveri<\/a>) in 1899 on the 40\u00a0km\u00a0Burgdorf\u2014Thun line<\/a>, Switzerland.<\/span><\/p>\n

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A prototype of a Ganz AC electric locomotive in Valtellina, Italy, 1901<\/span><\/p>\n

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\u00a0km\u00a0Valtellina<\/a>\u00a0line was opened on 4 September 1902, designed by Kand\u00f3 and a team from the Ganz works.[52]<\/a>[53]<\/a><\/sup>\u00a0The electrical system was three-phase at 3\u00a0kV 15\u00a0Hz. In 1918,[54]<\/a><\/sup>\u00a0Kand\u00f3 invented and developed the\u00a0rotary phase converter<\/a>, enabling electric locomotives to use three-phase motors whilst supplied via a single overhead wire, carrying the simple industrial frequency (50\u00a0Hz) single phase AC of the high voltage national networks.[53]<\/a><\/sup><\/span><\/p>\n

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\u00a0Hz, and established it as a standard. Following SNCF’s successful trials, 50\u00a0Hz (now also called industrial frequency) was adopted as standard for main lines across the world.[55]<\/a><\/sup><\/span><\/p>\n

Diesel power introduced<\/strong><\/span><\/h2>\n

\"\"<\/p>\n

Diagram of Priestman Oil Engine from\u00a0The Steam engine and gas and oil engines<\/em>\u00a0(1900) by John Perry<\/span><\/p>\n

Earliest recorded examples of an internal combustion engine for railway use included a prototype designed by\u00a0William Dent Priestman<\/a>, which was examined by\u00a0Sir William Thomson<\/a>\u00a0in 1888 who described it as a\u00a0“[Priestman oil 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.”<\/em>.[56]<\/a>[57]<\/a><\/sup>\u00a0In 1894, a 20\u00a0hp (15\u00a0kW) two axle machine built by\u00a0Priestman Brothers<\/a>\u00a0was used on the\u00a0Hull Docks<\/a>.[58]<\/a><\/sup><\/span><\/p>\n

In 1906,\u00a0Rudolf Diesel<\/a>,\u00a0Adolf Klose<\/a>\u00a0and the steam and diesel engine manufacturer\u00a0Gebr\u00fcder Sulzer<\/a>\u00a0founded 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\u00a0Winterthur\u2013Romanshorn railway<\/a>\u00a0in Switzerland, but was not a commercial success.[59]<\/a><\/sup>\u00a0The locomotive weight was 95 tonnes and the power was 883\u00a0kW with a maximum speed of 100\u00a0km\/h.[60]<\/a><\/sup>\u00a0Small numbers of prototype diesel locomotives were produced in a number of countries through the mid-1920s.<\/span><\/p>\n

\"\"<\/p>\n

Swiss<\/a>\u00a0&\u00a0German<\/a>\u00a0co-production: world’s first functional diesel\u2013electric railcar 1914<\/span><\/p>\n

A significant breakthrough occurred in 1914, when\u00a0Hermann Lemp<\/a>, a\u00a0General Electric<\/a>\u00a0electrical engineer, developed and patented a reliable\u00a0direct current<\/a>\u00a0electrical control system (subsequent improvements were also patented by Lemp).[61]<\/a><\/sup>\u00a0Lemp’s design used a single lever to control both engine and generator in a coordinated fashion, and was the\u00a0prototype<\/a>\u00a0for all\u00a0diesel\u2013electric locomotive<\/a>\u00a0control systems. In 1914, world’s first functional diesel\u2013electric railcars were produced for the\u00a0K\u00f6niglich-S\u00e4chsische Staatseisenbahnen<\/em>\u00a0(Royal Saxon State Railways<\/a>) by\u00a0Waggonfabrik Rastatt<\/a>\u00a0with electric equipment from\u00a0Brown, Boveri & Cie<\/a>\u00a0and diesel engines from\u00a0Swiss<\/a>\u00a0Sulzer AG<\/a>.<\/span><\/p>\n

They were classified as\u00a0DET 1 and DET 2<\/a>\u00a0[de<\/a>]. The first regular use of diesel\u2013electric locomotives was in\u00a0switching<\/a>\u00a0(shunter) applications. General Electric produced several small switching locomotives in the 1930s (the famous “44-tonner<\/a>” switcher was introduced in 1940) Westinghouse Electric and Baldwin collaborated to build switching locomotives starting in 1929.<\/span><\/p>\n

In 1929, the\u00a0Canadian National Railways<\/a>\u00a0became the first North American railway to use diesels in mainline service with two units, 9000 and 9001, from Westinghouse.[62]<\/a><\/sup><\/span><\/p>\n

High-speed rail<\/strong><\/span><\/h2>\n

\"\"<\/p>\n

0-Series\u00a0Shinkansen<\/a>, introduced in 1964, triggered the intercity train travel boom.<\/span><\/p>\n

The first electrified\u00a0high-speed rail<\/a>\u00a0T\u014dkaid\u014d Shinkansen (series 0)<\/a>\u00a0was introduced in 1964 between\u00a0Tokyo<\/a>\u00a0and\u00a0Osaka<\/a>\u00a0in Japan. Since then\u00a0high-speed rail<\/a>\u00a0transport, functioning at speeds up and above 300\u00a0km\/h, has been built in Japan, Spain, France, Germany, Italy,\u00a0Taiwan<\/a>(Republic of China), the People’s Republic of China, the\u00a0United Kingdom<\/a>,\u00a0South Korea<\/a>,\u00a0Scandinavia<\/a>,\u00a0Belgium<\/a>\u00a0and the\u00a0Netherlands<\/a>. 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\u2013Paris\u2013Brussels corridor, Madrid\u2013Barcelona, Milan\u2013Rome\u2013Naples, as well as many other major lines.<\/span><\/p>\n

High-speed trains normally operate on\u00a0standard gauge<\/a>\u00a0tracks of\u00a0continuously welded rail<\/a>\u00a0on\u00a0grade-separated<\/a>\u00a0right-of-way<\/a>\u00a0that incorporates a large\u00a0turning radius<\/a>\u00a0in its design. While high-speed rail is most often designed for passenger travel, some high-speed systems also offer freight service.<\/span><\/p>\n

\n

-Compiled by Raj Gonsalkorale<\/span><\/p>\n","protected":false},"excerpt":{"rendered":"

Railways of Ceylon and the old world – Compiled by Raj Gonsalkorale Information and photographs sourced from the Wikipedia The Sri Lanka Railway, originally known as Ceylon Government Railways, was conceived in the 1850s and service began in 1864 with the construction of the main line from Colombo to Ambepussa, 54 kilometers to the east. […]<\/p>\n","protected":false},"author":3,"featured_media":68944,"comment_status":"closed","ping_status":"open","sticky":false,"template":"","format":"aside","meta":{"footnotes":""},"categories":[20],"tags":[35857,5887],"class_list":{"0":"post-68943","1":"post","2":"type-post","3":"status-publish","4":"format-aside","5":"has-post-thumbnail","7":"category-articles","8":"tag-railways-of-ceylon-and-the-old-world","9":"tag-raj-gonsalkorale","10":"post_format-post-format-aside"},"yoast_head":"\nRailways of Ceylon and the old world - Compiled by Raj Gonsalkorale<\/title>\n<meta name=\"description\" content=\"The Sri Lanka Railway, originally known as Ceylon Government Railways, was conceived in the 1850s and service began in 1864\" \/>\n<meta name=\"robots\" content=\"noindex, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Railways of Ceylon and the old world - 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