128-637: The Main Railway (German: Mainbahn , pronounced 'mine barn') is a 37.5 km-long double-track electrified railway line, which runs on the south side of the river Main from Mainz to Frankfurt central station . Immediately after the opening of the Rhine-Main Railway from Mainz to Aschaffenburg by the Hessian Ludwig Railway Company in 1858, it was anxious to also own a connection to Frankfurt. Therefore, it built
256-519: A power transmission system . Electric locomotives benefit from the high efficiency of electric motors, often above 90% (not including the inefficiency of generating the electricity). Additional efficiency can be gained from regenerative braking , which allows kinetic energy to be recovered during braking to put power back on the line. Newer electric locomotives use AC motor-inverter drive systems that provide for regenerative braking. Electric locomotives are quiet compared to diesel locomotives since there
384-452: A combustion-powered locomotive (i.e., steam- or diesel-powered ) could cause a safety issue due to the risks of fire, explosion or fumes in a confined space. Battery locomotives are preferred for mine railways where gas could be ignited by trolley-powered units arcing at the collection shoes, or where electrical resistance could develop in the supply or return circuits, especially at rail joints, and allow dangerous current leakage into
512-429: A ground and polished journal that is integral to the axle. The other side of the housing has a tongue-shaped protuberance that engages a matching slot in the truck (bogie) bolster, its purpose being to act as a torque reaction device, as well as support. Power transfer from the motor to the axle is effected by spur gearing , in which a pinion on the motor shaft engages a bull gear on the axle. Both gears are enclosed in
640-573: A higher total efficiency. Electricity for electric rail systems can also come from renewable energy , nuclear power , or other low-carbon sources, which do not emit pollution or emissions. Electric locomotives may easily be constructed with greater power output than most diesel locomotives. For passenger operation it is possible to provide enough power with diesel engines (see e.g. ' ICE TD ') but, at higher speeds, this proves costly and impractical. Therefore, almost all high speed trains are electric. The high power of electric locomotives also gives them
768-467: A historical concern for double-stack rail transport regarding clearances with overhead lines but it is no longer universally true as of 2022 , with both Indian Railways and China Railway regularly operating electric double-stack cargo trains under overhead lines. Railway electrification has constantly increased in the past decades, and as of 2022, electrified tracks account for nearly one-third of total tracks globally. Railway electrification
896-415: A liquid-tight housing containing lubricating oil. The type of service in which the locomotive is used dictates the gear ratio employed. Numerically high ratios are commonly found on freight units, whereas numerically low ratios are typical of passenger engines. The Whyte notation system for classifying steam locomotives is not adequate for describing the variety of electric locomotive arrangements, though
1024-409: A modern locomotive can be up to 50% of the cost of the vehicle. Electric traction allows the use of regenerative braking, in which the motors are used as brakes and become generators that transform the motion of the train into electrical power that is then fed back into the lines. This system is particularly advantageous in mountainous operations, as descending locomotives can produce a large portion of
1152-499: A new type 3-phase asynchronous electric drive motors and generators for electric locomotives at the Fives-Lille Company. Kandó's early 1894 designs were first applied in a short three-phase AC tramway in Évian-les-Bains (France), which was constructed between 1896 and 1898. In 1918, Kandó invented and developed the rotary phase converter , enabling electric locomotives to use three-phase motors whilst supplied via
1280-537: A number of European countries, India, Saudi Arabia, eastern Japan, countries that used to be part of the Soviet Union, on high-speed lines in much of Western Europe (including countries that still run conventional railways under DC but not in countries using 16.7 Hz, see above). Most systems like this operate at 25 kV, although 12.5 kV sections exist in the United States, and 20 kV
1408-457: A power grid that is delivered to a locomotive, and within the locomotive, transformed and rectified to a lower DC voltage in preparation for use by traction motors. These motors may either be DC motors which directly use the DC or they may be three-phase AC motors which require further conversion of the DC to variable frequency three-phase AC (using power electronics). Thus both systems are faced with
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#17327983988401536-498: A relative lack of flexibility (since electric trains need third rails or overhead wires), and a vulnerability to power interruptions. Electro-diesel locomotives and electro-diesel multiple units mitigate these problems somewhat as they are capable of running on diesel power during an outage or on non-electrified routes. Different regions may use different supply voltages and frequencies, complicating through service and requiring greater complexity of locomotive power. There used to be
1664-481: A separate fourth rail for this purpose. In comparison to the principal alternative, the diesel engine , electric railways offer substantially better energy efficiency , lower emissions , and lower operating costs. Electric locomotives are also usually quieter, more powerful, and more responsive and reliable than diesel. They have no local emissions, an important advantage in tunnels and urban areas. Some electric traction systems provide regenerative braking that turns
1792-479: A single overhead wire, carrying the simple industrial frequency (50 Hz) single phase AC of the high voltage national networks. Italian railways were the first in the world to introduce electric traction for the entire length of a mainline rather than just a short stretch. The 106 km Valtellina line was opened on 4 September 1902, designed by Kandó and a team from the Ganz Works . The electrical system
1920-410: A smaller rail parallel to the main track, above ground level. There are multiple pickups on both sides of the locomotive in order to accommodate the breaks in the third rail required by trackwork. This system is preferred in subways because of the close clearances it affords. During the initial development of railroad electrical propulsion, a number of drive systems were devised to couple the output of
2048-841: A speed of 13 km/h. During four months, the train carried 90,000 passengers on a 300-meter-long (984 feet) circular track. The electricity (150 V DC) was supplied through a third insulated rail between the tracks. A contact roller was used to collect the electricity. The world's first electric tram line opened in Lichterfelde near Berlin, Germany, in 1881. It was built by Werner von Siemens (see Gross-Lichterfelde Tramway and Berlin Straßenbahn ). Volk's Electric Railway opened in 1883 in Brighton. Also in 1883, Mödling and Hinterbrühl Tram opened near Vienna in Austria. It
2176-418: A third rail. The key advantage of the four-rail system is that neither running rail carries any current. This scheme was introduced because of the problems of return currents, intended to be carried by the earthed (grounded) running rail, flowing through the iron tunnel linings instead. This can cause electrolytic damage and even arcing if the tunnel segments are not electrically bonded together. The problem
2304-402: Is a locomotive powered by electricity from overhead lines , a third rail or on-board energy storage such as a battery or a supercapacitor . Locomotives with on-board fuelled prime movers , such as diesel engines or gas turbines , are classed as diesel–electric or gas turbine–electric and not as electric locomotives, because the electric generator/motor combination serves only as
2432-654: Is common in Canada and the U.S.) but not for passenger or mixed passenger/freight traffic like on many European railway lines, especially where heavy freight trains must be run at comparatively high speeds (80 km/h or more). These factors led to high degrees of electrification in most European countries. In some countries, like Switzerland, even electric shunters are common and many private sidings are served by electric locomotives. During World War II , when materials to build new electric locomotives were not available, Swiss Federal Railways installed electric heating elements in
2560-411: Is derived by using resistors which ensures that stray earth currents are kept to manageable levels. Power-only rails can be mounted on strongly insulating ceramic chairs to minimise current leak, but this is not possible for running rails, which have to be seated on stronger metal chairs to carry the weight of trains. However, elastomeric rubber pads placed between the rails and chairs can now solve part of
2688-451: Is effected by one contact shoe each that slide on top of each one of the running rails . This and all other rubber-tyred metros that have a 1,435 mm ( 4 ft 8 + 1 ⁄ 2 in ) standard gauge track between the roll ways operate in the same manner. Railways and electrical utilities use AC as opposed to DC for the same reason: to use transformers , which require AC, to produce higher voltages. The higher
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#17327983988402816-526: Is electrified, companies often find that they need to continue use of diesel trains even if sections are electrified. The increasing demand for container traffic, which is more efficient when utilizing the double-stack car , also has network effect issues with existing electrifications due to insufficient clearance of overhead electrical lines for these trains, but electrification can be built or modified to have sufficient clearance, at additional cost. A problem specifically related to electrified lines are gaps in
2944-486: Is limited and losses are significantly higher. However, the higher voltages used in many AC electrification systems reduce transmission losses over longer distances, allowing for fewer substations or more powerful locomotives to be used. Also, the energy used to blow air to cool transformers, power electronics (including rectifiers), and other conversion hardware must be accounted for. Standard AC electrification systems use much higher voltages than standard DC systems. One of
3072-418: Is no easy way to do the voltage/current transformation for DC so efficiently as achieved by AC transformers. AC traction still occasionally uses dual overhead wires instead of single-phase lines. The resulting three-phase current drives induction motors , which do not have sensitive commutators and permit easy realisation of a regenerative brake . Speed is controlled by changing the number of pole pairs in
3200-1091: Is no engine and exhaust noise and less mechanical noise. The lack of reciprocating parts means electric locomotives are easier on the track, reducing track maintenance. Power plant capacity is far greater than any individual locomotive uses, so electric locomotives can have a higher power output than diesel locomotives and they can produce even higher short-term surge power for fast acceleration. Electric locomotives are ideal for commuter rail service with frequent stops. Electric locomotives are used on freight routes with consistently high traffic volumes, or in areas with advanced rail networks. Power plants, even if they burn fossil fuels , are far cleaner than mobile sources such as locomotive engines. The power can also come from low-carbon or renewable sources , including geothermal power , hydroelectric power , biomass , solar power , nuclear power and wind turbines . Electric locomotives usually cost 20% less than diesel locomotives, their maintenance costs are 25–35% lower, and cost up to 50% less to run. The chief disadvantage of electrification
3328-778: Is no longer exactly one-third of the grid frequency. This solved overheating problems with the rotary converters used to generate some of this power from the grid supply. In the US , the New York, New Haven, and Hartford Railroad , the Pennsylvania Railroad and the Philadelphia and Reading Railway adopted 11 kV 25 Hz single-phase AC. Parts of the original electrified network still operate at 25 Hz, with voltage boosted to 12 kV, while others were converted to 12.5 or 25 kV 60 Hz. In
3456-463: Is now employed largely unmodified by ÖBB to haul their Railjet which is however limited to a top speed of 230 km/h due to economic and infrastructure concerns. An electric locomotive can be supplied with power from The distinguishing design features of electric locomotives are: The most fundamental difference lies in the choice of AC or DC. The earliest systems used DC, as AC was not well understood and insulation material for high voltage lines
3584-414: Is powered by onboard batteries; a kind of battery electric vehicle . Such locomotives are used where a diesel or conventional electric locomotive would be unsuitable. An example is maintenance trains on electrified lines when the electricity supply is turned off. Another use for battery locomotives is in industrial facilities (e.g. explosives factories, oil, and gas refineries or chemical factories) where
3712-447: Is sufficient traffic, the reduced track and especially the lower engine maintenance and running costs exceed the costs of this maintenance significantly. Newly electrified lines often show a "sparks effect", whereby electrification in passenger rail systems leads to significant jumps in patronage / revenue. The reasons may include electric trains being seen as more modern and attractive to ride, faster, quieter and smoother service, and
3840-436: Is supplied to moving trains with a (nearly) continuous conductor running along the track that usually takes one of two forms: an overhead line , suspended from poles or towers along the track or from structure or tunnel ceilings, or a third rail mounted at track level and contacted by a sliding " pickup shoe ". Both overhead wire and third-rail systems usually use the running rails as the return conductor, but some systems use
3968-410: Is that the power-wasting resistors used in DC locomotives for speed control were not needed in an AC locomotive: multiple taps on the transformer can supply a range of voltages. Separate low-voltage transformer windings supply lighting and the motors driving auxiliary machinery. More recently, the development of very high power semiconductors has caused the classic DC motor to be largely replaced with
Main Railway - Misplaced Pages Continue
4096-894: Is the countrywide system. 3 kV DC is used in Belgium, Italy, Spain, Poland, Slovakia, Slovenia, South Africa, Chile, the northern portion of the Czech Republic, the former republics of the Soviet Union , and in the Netherlands on a few kilometers between Maastricht and Belgium. It was formerly used by the Milwaukee Road from Harlowton, Montana , to Seattle, across the Continental Divide and including extensive branch and loop lines in Montana, and by
4224-580: Is the development of powering trains and locomotives using electricity instead of diesel or steam power . The history of railway electrification dates back to the late 19th century when the first electric tramways were introduced in cities like Berlin , London , and New York City . In 1881, the first permanent railway electrification in the world was the Gross-Lichterfelde Tramway in Berlin , Germany. Overhead line electrification
4352-483: Is the high cost for infrastructure: overhead lines or third rail, substations, and control systems. The impact of this varies depending on local laws and regulations. For example, public policy in the U.S. interferes with electrification: higher property taxes are imposed on privately owned rail facilities if they are electrified. The EPA regulates exhaust emissions on locomotive and marine engines, similar to regulations on car & freight truck emissions, in order to limit
4480-555: Is used by "individual services" (not at regular intervals through the day) of ICE lines 20, 31, 50 and 91 as well as IC line 31. The long-distance services depart from Mainz Hauptbahnhof , passing through Raunheim Mönchwald junction via the connecting line to the Cologne-Frankfurt high-speed railway to Frankfurt Airport long-distance station . From here trains run non-stop to Frankfurt am Main Stadion station and via
4608-838: Is used on some narrow-gauge lines in Japan. On "French system" HSLs, the overhead line and a "sleeper" feeder line each carry 25 kV in relation to the rails, but in opposite phase so they are at 50 kV from each other; autotransformers equalize the tension at regular intervals. Various railway electrification systems in the late nineteenth and twentieth centuries utilised three-phase , rather than single-phase electric power delivery due to ease of design of both power supply and locomotives. These systems could either use standard network frequency and three power cables, or reduced frequency, which allowed for return-phase line to be third rail, rather than an additional overhead wire. The majority of modern electrification systems take AC energy from
4736-456: Is widespread in Europe, with electric multiple units commonly used for passenger trains. Due to higher density schedules, operating costs are more dominant with respect to the infrastructure costs than in the U.S. and electric locomotives have much lower operating costs than diesel. In addition, governments were motivated to electrify their railway networks due to coal shortages experienced during
4864-656: The Delaware, Lackawanna and Western Railroad (now New Jersey Transit , converted to 25 kV AC) in the United States, and the Kolkata suburban railway (Bardhaman Main Line) in India, before it was converted to 25 kV 50 Hz. DC voltages between 600 V and 750 V are used by most tramways and trolleybus networks, as well as some metro systems as the traction motors accept this voltage without
4992-514: The Ganz works and Societa Italiana Westinghouse , was an electro-mechanical converter , allowing the use of three-phase motors from single-phase AC, eliminating the need for two overhead wires. In 1923, the first phase-converter locomotive in Hungary was constructed on the basis of Kandó's designs and serial production began soon after. The first installation, at 16 kV 50 Hz, was in 1932 on
5120-711: The HSL-Zuid and Betuwelijn , and 3,000 V south of Maastricht . In Portugal, it is used in the Cascais Line and in Denmark on the suburban S-train system (1650 V DC). In the United Kingdom, 1,500 V DC was used in 1954 for the Woodhead trans-Pennine route (now closed); the system used regenerative braking , allowing for transfer of energy between climbing and descending trains on
5248-701: The Innovia ART system. While part of the SkyTrain network, the Canada Line does not use this system and instead uses more traditional motors attached to the wheels and third-rail electrification. A few lines of the Paris Métro in France operate on a four-rail power system. The trains move on rubber tyres which roll on a pair of narrow roll ways made of steel and, in some places, of concrete . Since
Main Railway - Misplaced Pages Continue
5376-545: The Pennsylvania Railroad applied classes to its electric locomotives as if they were steam. For example, the PRR GG1 class indicates that it is arranged like two 4-6-0 class G locomotives coupled back-to-back. UIC classification system was typically used for electric locomotives, as it could handle the complex arrangements of powered and unpowered axles and could distinguish between coupled and uncoupled drive systems. A battery–electric locomotive (or battery locomotive)
5504-596: The Pennsylvania Railroad , which had introduced electric locomotives because of the NYC regulation, electrified its entire territory east of Harrisburg, Pennsylvania . The Chicago, Milwaukee, St. Paul, and Pacific Railroad (the Milwaukee Road ), the last transcontinental line to be built, electrified its lines across the Rocky Mountains and to the Pacific Ocean starting in 1915. A few East Coastlines, notably
5632-632: 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
5760-533: The SJ Class Dm 3 locomotives on Swedish Railways produced a record 7,200 kW. Locomotives capable of commercial passenger service at 200 km/h appeared in Germany and France in the same period. Further improvements resulted from the introduction of electronic control systems, which permitted the use of increasingly lighter and more powerful motors that could be fitted inside the bogies (standardizing from
5888-579: The Southern Railway serving Coulsdon North and Sutton railway station . The lines were electrified at 6.7 kV 25 Hz. It was announced in 1926 that all lines were to be converted to DC third rail and the last overhead-powered electric service ran in September 1929. AC power is used at 60 Hz in North America (excluding the aforementioned 25 Hz network), western Japan, South Korea and Taiwan; and at 50 Hz in
6016-479: The United Kingdom (750 V and 1,500 V); Netherlands , Japan , Ireland (1,500 V); Slovenia , Belgium , Italy , Poland , Russia , Spain (3,000 V) and Washington, D.C. (750 V). Electrical circuits require two connections (or for three phase AC , three connections). From the beginning, the track was used for one side of the circuit. Unlike model railroads the track normally supplies only one side,
6144-461: The United States , the New York, New Haven and Hartford Railroad was one of the first major railways to be electrified. Railway electrification continued to expand throughout the 20th century, with technological improvements and the development of high-speed trains and commuters . Today, many countries have extensive electrified railway networks with 375 000 km of standard lines in
6272-531: The Virginian Railway and the Norfolk and Western Railway , electrified short sections of their mountain crossings. However, by this point electrification in the United States was more associated with dense urban traffic and the use of electric locomotives declined in the face of dieselization. Diesel shared some of the electric locomotive's advantages over steam and the cost of building and maintaining
6400-404: The traction motors to the wheels. Early locomotives often used jackshaft drives. In this arrangement, the traction motor is mounted within the body of the locomotive and drives the jackshaft through a set of gears. This system was employed because the first traction motors were too large and heavy to mount directly on the axles. Due to the number of mechanical parts involved, frequent maintenance
6528-532: The 1990s onwards on asynchronous three-phase motors, fed through GTO-inverters). In the 1980s, the development of very high-speed service brought further electrification. The Japanese Shinkansen and the French TGV were the first systems for which devoted high-speed lines were built from scratch. Similar programs were undertaken in Italy , Germany and Spain ; in the United States the only new mainline service
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#17327983988406656-492: The 56 km section of the Hungarian State Railways between Budapest and Komárom . This proved successful and the electrification was extended to Hegyeshalom in 1934. In Europe, electrification projects initially focused on mountainous regions for several reasons: coal supplies were difficult, hydroelectric power was readily available, and electric locomotives gave more traction on steeper lines. This
6784-541: The B&;O to the new line to New York through a series of tunnels around the edges of Baltimore's downtown. Parallel tracks on the Pennsylvania Railroad had shown that coal smoke from steam locomotives would be a major operating issue and a public nuisance. Three Bo+Bo units were initially used, the EL-1 Model. At the south end of the electrified section; they coupled onto the locomotive and train and pulled it through
6912-691: The Buchli drive was mainly used by the French SNCF and Swiss Federal Railways . The quill drive was also developed about this time and mounted the traction motor above or to the side of the axle and coupled to the axle through a reduction gear and a hollow shaft – the quill – flexibly connected to the driving axle. The Pennsylvania Railroad GG1 locomotive used a quill drive. Again, as traction motors continued to shrink in size and weight, quill drives gradually fell out of favor in low-speed freight locomotives. In high-speed passenger locomotives used in Europe,
7040-509: The First and Second World Wars. Diesel locomotives have less power compared to electric locomotives for the same weight and dimensions. For instance, the 2,200 kW of a modern British Rail Class 66 diesel locomotive was matched in 1927 by the electric SBB-CFF-FFS Ae 4/7 (2,300 kW), which is lighter. However, for low speeds, the tractive effort is more important than power. Diesel engines can be competitive for slow freight traffic (as it
7168-481: The London Underground. One setback for third rail systems is that level crossings become more complex, usually requiring a gap section. The original Baltimore and Ohio Railroad electrification used a sliding pickup (a contact shoe or simply the "shoe") in an overhead channel, a system quickly found to be unsatisfactory. It was replaced by a third rail , in which a pickup rides underneath or on top of
7296-717: The Netherlands, New Zealand ( Wellington ), Singapore (on the North East MRT line ), the United States ( Chicago area on the Metra Electric district and the South Shore Line interurban line and Link light rail in Seattle , Washington). In Slovakia, there are two narrow-gauge lines in the High Tatras (one a cog railway ). In the Netherlands it is used on the main system, alongside 25 kV on
7424-750: The Niederräder Main bridge. On 1 February 1897, it along with the rest of the Hessian Ludwigs railway became part of the Prussian-Hessian Railway Company . Electrification of the line was completed on 15 December 1958. On 2 February 1990, one of the worst train accidents in the Rhine-Main area occurred near Rüsselsheim when a train from Frankfurt collided with one from Wiesbaden and derailed, killing 17 people and injuring over 80, some seriously. Since 1999
7552-709: The Raunheim Mönchwald–Raunheim Mönchhof connecting curve has provided a connection with the Cologne–Frankfurt high-speed rail line , allowing long-distance trains to and from on the Left Rhine line to use the Frankfurt Airport long-distance station . The following structures are original and those marked are listed monuments: The Main Railway is used by long-distance and local passenger services as well as freight traffic, The line
7680-745: The UK, the London, Brighton and South Coast Railway pioneered overhead electrification of its suburban lines in London, London Bridge to Victoria being opened to traffic on 1 December 1909. Victoria to Crystal Palace via Balham and West Norwood opened in May 1911. Peckham Rye to West Norwood opened in June 1912. Further extensions were not made owing to the First World War. Two lines opened in 1925 under
7808-494: The ability to pull freight at higher speed over gradients; in mixed traffic conditions this increases capacity when the time between trains can be decreased. The higher power of electric locomotives and an electrification can also be a cheaper alternative to a new and less steep railway if train weights are to be increased on a system. On the other hand, electrification may not be suitable for lines with low frequency of traffic, because lower running cost of trains may be outweighed by
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#17327983988407936-516: The advantages of raising the voltage is that, to transmit certain level of power, lower current is necessary ( P = V × I ). Lowering the current reduces the ohmic losses and allows for less bulky, lighter overhead line equipment and more spacing between traction substations, while maintaining power capacity of the system. On the other hand, the higher voltage requires larger isolation gaps, requiring some elements of infrastructure to be larger. The standard-frequency AC system may introduce imbalance to
8064-430: The amount of carbon monoxide, unburnt hydrocarbons, nitric oxides, and soot output from these mobile power sources. Because railroad infrastructure is privately owned in the U.S., railroads are unwilling to make the necessary investments for electrification. In Europe and elsewhere, railway networks are considered part of the national transport infrastructure, just like roads, highways and waterways, so are often financed by
8192-457: The boilers of some steam shunters , fed from the overhead supply, to deal with the shortage of imported coal. Recent political developments in many European countries to enhance public transit have led to another boost for electric traction. In addition, gaps in the unelectrified track are closed to avoid replacing electric locomotives by diesel for these sections. The necessary modernization and electrification of these lines are possible, due to
8320-595: The current route to Frankfurt South station or via the current route to Frankfurt (Main) Hauptbahnhof . A few trains use the Mannheim–Frankfurt railway to Mannheim Hauptbahnhof . Regional and Rhine-Main S-Bahn services run between Kelsterbach station and Frankfurt-Schwanheim Fernbahn junction over the Airport loop . Rail electrification Railway electrification is the use of electric power for
8448-410: The distance they could transmit power. However, in the early 20th century, alternating current (AC) power systems were developed, which allowed for more efficient power transmission over longer distances. In the 1920s and 1930s, many countries worldwide began to electrify their railways. In Europe, Switzerland , Sweden , France , and Italy were among the early adopters of railway electrification. In
8576-568: The early development of electric locomotion was driven by the increasing use of tunnels, particularly in urban areas. Smoke from steam locomotives was noxious and municipalities were increasingly inclined to prohibit their use within their limits. The first electrically worked underground line was the City and South London Railway , prompted by a clause in its enabling act prohibiting the use of steam power. It opened in 1890, using electric locomotives built by Mather and Platt . Electricity quickly became
8704-474: The electrification of many European main lines. European electric locomotive technology had improved steadily from the 1920s onwards. By comparison, the Milwaukee Road class EP-2 (1918) weighed 240 t, with a power of 3,330 kW and a maximum speed of 112 km/h; in 1935, German E 18 had a power of 2,800 kW, but weighed only 108 tons and had a maximum speed of 150 km/h. On 29 March 1955, French locomotive CC 7107 reached 331 km/h. In 1960
8832-448: The electrification. Electric vehicles, especially locomotives, lose power when traversing gaps in the supply, such as phase change gaps in overhead systems, and gaps over points in third rail systems. These become a nuisance if the locomotive stops with its collector on a dead gap, in which case there is no power to restart. This is less of a problem in trains consisting of two or more multiple units coupled together, since in that case if
8960-404: The end of funding. Most electrification systems use overhead wires, but third rail is an option up to 1,500 V. Third rail systems almost exclusively use DC distribution. The use of AC is usually not feasible due to the dimensions of a third rail being physically very large compared with the skin depth that AC penetrates to 0.3 millimetres or 0.012 inches in a steel rail. This effect makes
9088-591: The experiment was curtailed. In 1970 the Ural Electromechanical Institute of Railway Engineers carried out calculations for railway electrification at 12 kV DC , showing that the equivalent loss levels for a 25 kV AC system could be achieved with DC voltage between 11 and 16 kV. In the 1980s and 1990s 12 kV DC was being tested on the October Railway near Leningrad (now Petersburg ). The experiments ended in 1995 due to
9216-460: The expo site at 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. However, they were much larger than the DC motors of
9344-500: The fact that electrification often goes hand in hand with a general infrastructure and rolling stock overhaul / replacement, which leads to better service quality (in a way that theoretically could also be achieved by doing similar upgrades yet without electrification). Whatever the causes of the sparks effect, it is well established for numerous routes that have electrified over decades. This also applies when bus routes with diesel buses are replaced by trolleybuses. The overhead wires make
9472-756: The first main-line three-phase locomotives to the 40 km Burgdorf–Thun railway (highest point 770 metres), Switzerland. The first implementation of industrial frequency single-phase AC supply for locomotives came from Oerlikon in 1901, using the designs of Hans Behn-Eschenburg and Emil Huber-Stockar ; installation on the Seebach-Wettingen line of the Swiss Federal Railways was completed in 1904. The 15 kV, 50 Hz 345 kW (460 hp), 48 tonne locomotives used transformers and rotary converters to power DC traction motors. In 1894, Hungarian engineer Kálmán Kandó developed
9600-399: 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. The first electric passenger train was presented by Werner von Siemens at Berlin in 1879. The locomotive was driven by a 2.2 kW, series-wound motor, and the train, consisting of the locomotive and three cars, reached
9728-1012: The general power grid. This is especially useful in mountainous areas where heavily loaded trains must descend long grades. Central station electricity can often be generated with higher efficiency than a mobile engine/generator. While the efficiency of power plant generation and diesel locomotive generation are roughly the same in the nominal regime, diesel motors decrease in efficiency in non-nominal regimes at low power while if an electric power plant needs to generate less power it will shut down its least efficient generators, thereby increasing efficiency. The electric train can save energy (as compared to diesel) by regenerative braking and by not needing to consume energy by idling as diesel locomotives do when stopped or coasting. However, electric rolling stock may run cooling blowers when stopped or coasting, thus consuming energy. Large fossil fuel power stations operate at high efficiency, and can be used for district heating or to produce district cooling , leading to
9856-1013: The ground. The first electric locomotive built in 1837 was a battery locomotive. It was built by chemist Robert Davidson of Aberdeen in Scotland , and it was powered by galvanic cells (batteries). Another early example was at the Kennecott Copper Mine , McCarthy, Alaska , wherein 1917 the underground haulage ways were widened to enable working by two battery locomotives of 4 + 1 ⁄ 2 short tons (4.0 long tons; 4.1 t). In 1928, Kennecott Copper ordered four 700-series electric locomotives with onboard batteries. These locomotives weighed 85 short tons (76 long tons; 77 t) and operated on 750 volts overhead trolley wire with considerable further range whilst running on batteries. The locomotives provided several decades of service using nickel–iron battery (Edison) technology. The batteries were replaced with lead-acid batteries , and
9984-411: The high cost of the electrification infrastructure. Therefore, most long-distance lines in developing or sparsely populated countries are not electrified due to relatively low frequency of trains. Network effects are a large factor with electrification. When converting lines to electric, the connections with other lines must be considered. Some electrifications have subsequently been removed because of
10112-603: The line took only one and a half years. A test run took place on 20 December 1862 and it was opened on 3 January 1863. The line originally ran through the former Forsthaus station and today's Friedensbrücke (Peace Bridge, now a road bridge) in Frankfurt across the Main to the former Main-Neckar station . This entry was replaced on 16 January 1882 by the current alignment through Goldstein station (later: Frankfurt-Sportfeld , now: Frankfurt (Main) Stadion ), Niederrad station and
10240-1144: The locomotives were retired shortly afterward. All four locomotives were donated to museums, but one was scrapped. The others can be seen at the Boone and Scenic Valley Railroad , Iowa, and at the Western Railway Museum in Rio Vista, California. The Toronto Transit Commission previously operated on the Toronto subway a battery electric locomotive built by Nippon Sharyo in 1968 and retired in 2009. London Underground regularly operates battery–electric locomotives for general maintenance work. As of 2022 , battery locomotives with 7 and 14 MWh energy capacity have been ordered by rail lines and are under development. In 2020, Zhuzhou Electric Locomotive Company , manufacturers of stored electrical power systems using supercapacitors initially developed for use in trams , announced that they were extending their product line to include locomotives. Electrification
10368-497: The losses (saving 2 GWh per year per 100 route-km; equalling about €150,000 p.a.). The line chosen is one of the lines, totalling 6000 km, that are in need of renewal. In the 1960s the Soviets experimented with boosting the overhead voltage from 3 to 6 kV. DC rolling stock was equipped with ignitron -based converters to lower the supply voltage to 3 kV. The converters turned out to be unreliable and
10496-422: The maximum power that can be transmitted, also can be responsible for electrochemical corrosion due to stray DC currents. Electric trains need not carry the weight of prime movers , transmission and fuel. This is partly offset by the weight of electrical equipment. Regenerative braking returns power to the electrification system so that it may be used elsewhere, by other trains on the same system or returned to
10624-402: The need for overhead wires between those stations. Maintenance costs of the lines may be increased by electrification, but many systems claim lower costs due to reduced wear-and-tear on the track from lighter rolling stock. There are some additional maintenance costs associated with the electrical equipment around the track, such as power sub-stations and the catenary wire itself, but, if there
10752-494: The new line from a branch off the Rhine-Main line at Bischofsheim along the left (southern) bank of the Main to Frankfurt. It thereby put itself into competition with the parallel Taunus Railway , which runs on the right bank of the Main. The concession for building and operating the line was awarded by Grand Duchy of Hesse on 15 August 1861 and by the senate of the Free City of Frankfurt on 17 January 1862. The building of
10880-434: The other side(s) of the circuit being provided separately. Railways generally tend to prefer overhead lines , often called " catenaries " after the support system used to hold the wire parallel to the ground. Three collection methods are possible: Of the three, the pantograph method is best suited for high-speed operation. Some locomotives use both overhead and third rail collection (e.g. British Rail Class 92 ). In Europe,
11008-424: The performance of AC locomotives was sufficiently developed to allow all its future installations, regardless of terrain, to be of this standard, with its associated cheaper and more efficient infrastructure. The SNCF decision, ignoring as it did the 2,000 miles (3,200 km) of high-voltage DC already installed on French routes, was influential in the standard selected for other countries in Europe. The 1960s saw
11136-495: The period of electrification of the Italian railways, tests were made as to which type of power to use: in some sections there was a 3,600 V 16 + 2 ⁄ 3 Hz three-phase power supply, in others there was 1,500 V DC, 3 kV DC and 10 kV AC 45 Hz supply. After WW2, 3 kV DC power was chosen for the entire Italian railway system. A later development of Kandó, working with both
11264-505: The phase separation between the electrified sections powered from different phases, whereas high voltage would make the transmission more efficient. UIC conducted a case study for the conversion of the Bordeaux-Hendaye railway line (France), currently electrified at 1.5 kV DC, to 9 kV DC and found that the conversion would allow to use less bulky overhead wires (saving €20 million per 100 route-km) and lower
11392-573: The power required for ascending trains. Most systems have a characteristic voltage and, in the case of AC power, a system frequency. Many locomotives have been equipped to handle multiple voltages and frequencies as systems came to overlap or were upgraded. American FL9 locomotives were equipped to handle power from two different electrical systems and could also operate as diesel–electrics. While today's systems predominantly operate on AC, many DC systems are still in use – e.g., in South Africa and
11520-620: The power supply infrastructure, which discouraged new installations, brought on the elimination of most main-line electrification outside the Northeast. Except for a few captive systems (e.g. the Deseret Power Railroad ), by 2000 electrification was confined to the Northeast Corridor and some commuter service; even there, freight service was handled by diesel. Development continued in Europe, where electrification
11648-544: The power supply of choice for subways, abetted by Sprague's invention of multiple-unit train control in 1897. Surface and elevated rapid transit systems generally used steam until forced to convert by ordinance. The first use of electrification on an American 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
11776-508: The problem by insulating the running rails from the current return should there be a leakage through the running rails. The Expo and Millennium Line of the Vancouver SkyTrain use side-contact fourth-rail systems for their 650 V DC supply. Both are located to the side of the train, as the space between the running rails is occupied by an aluminum plate, as part of stator of the linear induction propulsion system used on
11904-614: The propulsion of rail transport . Electric railways use either electric locomotives (hauling passengers or freight in separate cars), electric multiple units ( passenger cars with their own motors) or both. Electricity is typically generated in large and relatively efficient generating stations , transmitted to the railway network and distributed to the trains. Some electric railways have their own dedicated generating stations and transmission lines , but most purchase power from an electric utility . The railway usually provides its own distribution lines, switches, and transformers . Power
12032-400: The quill drive is still predominant. Another drive was the " bi-polar " system, in which the motor armature was the axle itself, the frame and field assembly of the motor being attached to the truck (bogie) in a fixed position. The motor had two field poles, which allowed a limited amount of vertical movement of the armature. This system was of limited value since the power output of each motor
12160-420: The recommended geometry and shape of pantographs are defined by standard EN 50367/IEC 60486 Mass transit systems and suburban lines often use a third rail instead of overhead wire. It allows for smaller tunnels and lower clearance under bridges, and has advantages for intensive traffic that it is a very sturdy system, not sensitive to snapping overhead wires. Some systems use four rails, especially some lines in
12288-465: The resistance per unit length unacceptably high compared with the use of DC. Third rail is more compact than overhead wires and can be used in smaller-diameter tunnels, an important factor for subway systems. The London Underground in England is one of few networks that uses a four-rail system. The additional rail carries the electrical return that, on third-rail and overhead networks, is provided by
12416-570: The revenue obtained for freight and passenger traffic. Different systems are used for urban and intercity areas; some electric locomotives can switch to different supply voltages to allow flexibility in operation. Six of the most commonly used voltages have been selected for European and international standardisation. Some of these are independent of the contact system used, so that, for example, 750 V DC may be used with either third rail or overhead lines. There are many other voltage systems used for railway electrification systems around
12544-429: The running rails. On the London Underground, a top-contact third rail is beside the track, energized at +420 V DC , and a top-contact fourth rail is located centrally between the running rails at −210 V DC , which combine to provide a traction voltage of 630 V DC . The same system was used for Milan 's earliest underground line, Milan Metro 's line 1 , whose more recent lines use an overhead catenary or
12672-467: The same task: converting and transporting high-voltage AC from the power grid to low-voltage DC in the locomotive. The difference between AC and DC electrification systems lies in where the AC is converted to DC: at the substation or on the train. Energy efficiency and infrastructure costs determine which of these is used on a network, although this is often fixed due to pre-existing electrification systems. Both
12800-530: The service "visible" even in no bus is running and the existence of the infrastructure gives some long-term expectations of the line being in operation. Due to the height restriction imposed by the overhead wires, double-stacked container trains have been traditionally difficult and rare to operate under electrified lines. However, this limitation is being overcome by railways in India, China and African countries by laying new tracks with increased catenary height. Electric locomotive An electric locomotive
12928-439: The state. Operators of the rolling stock pay fees according to rail use. This makes possible the large investments required for the technically and, in the long-term, also economically advantageous electrification. The first known electric locomotive was built in 1837 by chemist Robert Davidson of Aberdeen , and it was powered by galvanic cells (batteries). Davidson later built a larger locomotive named Galvani , exhibited at
13056-399: The stator circuit, with acceleration controlled by switching additional resistors in, or out, of the rotor circuit. The two-phase lines are heavy and complicated near switches, where the phases have to cross each other. The system was widely used in northern Italy until 1976 and is still in use on some Swiss rack railways . The simple feasibility of a fail-safe electric brake is an advantage of
13184-569: The steep approaches to the tunnel. The system was also used for suburban electrification in East London and Manchester , now converted to 25 kV AC. It is now only used for the Tyne and Wear Metro . In India, 1,500 V DC was the first electrification system launched in 1925 in Mumbai area. Between 2012 and 2016, the electrification was converted to 25 kV 50 Hz, which
13312-443: The supply grid, requiring careful planning and design (as at each substation power is drawn from two out of three phases). The low-frequency AC system may be powered by separate generation and distribution network or a network of converter substations, adding the expense, also low-frequency transformers, used both at the substations and on the rolling stock, are particularly bulky and heavy. The DC system, apart from being limited as to
13440-442: The system, while speed control and the two-phase lines are problematic. Rectifier locomotives, which used AC power transmission and DC motors, were common, though DC commutators had problems both in starting and at low velocities. Today's advanced electric locomotives use brushless three-phase AC induction motors . These polyphase machines are powered from GTO -, IGCT - or IGBT -based inverters. The cost of electronic devices in
13568-694: The three-phase induction motor fed by a variable frequency drive , a special inverter that varies both frequency and voltage to control motor speed. These drives can run equally well on DC or AC of any frequency, and many modern electric locomotives are designed to handle different supply voltages and frequencies to simplify cross-border operation. Five European countries – Germany, Austria, Switzerland, Norway and Sweden – have standardized on 15 kV 16 + 2 ⁄ 3 Hz (the 50 Hz mains frequency divided by three) single-phase AC. On 16 October 1995, Germany, Austria and Switzerland changed from 16 + 2 ⁄ 3 Hz to 16.7 Hz which
13696-575: The through traffic to non-electrified lines. If through traffic is to have any benefit, time-consuming engine switches must occur to make such connections or expensive dual mode engines must be used. This is mostly an issue for long-distance trips, but many lines come to be dominated by through traffic from long-haul freight trains (usually running coal, ore, or containers to or from ports). In theory, these trains could enjoy dramatic savings through electrification, but it can be too costly to extend electrification to isolated areas, and unless an entire network
13824-607: The time and could not be mounted in underfloor bogies : they could only be carried within locomotive bodies. 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 a constant speed and provide regenerative braking and are thus well suited to steeply graded routes; in 1899 Brown (by then in partnership with Walter Boveri ) supplied
13952-466: The train stops with one collector in a dead gap, another multiple unit can push or pull the disconnected unit until it can again draw power. The same applies to the kind of push-pull trains which have a locomotive at each end. Power gaps can be overcome in single-collector trains by on-board batteries or motor-flywheel-generator systems. In 2014, progress is being made in the use of large capacitors to power electric vehicles between stations, and so avoid
14080-713: The train's kinetic energy back into electricity and returns it to the supply system to be used by other trains or the general utility grid. While diesel locomotives burn petroleum products, electricity can be generated from diverse sources, including renewable energy . Historically, concerns of resource independence have played a role in the decision to electrify railway lines. The landlocked Swiss confederation which almost completely lacks oil or coal deposits but has plentiful hydropower electrified its network in part in reaction to supply issues during both World Wars. Disadvantages of electric traction include: high capital costs that may be uneconomic on lightly trafficked routes,
14208-413: The transmission and conversion of electric energy involve losses: ohmic losses in wires and power electronics, magnetic field losses in transformers and smoothing reactors (inductors). Power conversion for a DC system takes place mainly in a railway substation where large, heavy, and more efficient hardware can be used as compared to an AC system where conversion takes place aboard the locomotive where space
14336-670: The tunnels. Railroad entrances to New York City required similar tunnels and the smoke problems were more acute there. A collision in the Park Avenue tunnel in 1902 led the New York State legislature to outlaw the use of smoke-generating locomotives south of the Harlem River after 1 July 1908. In response, electric locomotives began operation in 1904 on the New York Central Railroad . In the 1930s,
14464-470: The tyres do not conduct the return current, the two guide bars provided outside the running ' roll ways ' become, in a sense, a third and fourth rail which each provide 750 V DC , so at least electrically it is a four-rail system. Each wheel set of a powered bogie carries one traction motor . A side sliding (side running) contact shoe picks up the current from the vertical face of each guide bar. The return of each traction motor, as well as each wagon ,
14592-443: The use of low currents; transmission losses are proportional to the square of the current (e.g. twice the current means four times the loss). Thus, high power can be conducted over long distances on lighter and cheaper wires. Transformers in the locomotives transform this power to a low voltage and high current for the motors. A similar high voltage, low current system could not be employed with direct current locomotives because there
14720-432: The voltage, the lower the current for the same power (because power is current multiplied by voltage), and power loss is proportional to the current squared. The lower current reduces line loss, thus allowing higher power to be delivered. As alternating current is used with high voltages. Inside the locomotive, a transformer steps the voltage down for use by the traction motors and auxiliary loads. An early advantage of AC
14848-405: The weight of an on-board transformer. Increasing availability of high-voltage semiconductors may allow the use of higher and more efficient DC voltages that heretofore have only been practical with AC. The use of medium-voltage DC electrification (MVDC) would solve some of the issues associated with standard-frequency AC electrification systems, especially possible supply grid load imbalance and
14976-532: The world, and the list of railway electrification systems covers both standard voltage and non-standard voltage systems. The permissible range of voltages allowed for the standardised voltages is as stated in standards BS EN 50163 and IEC 60850. These take into account the number of trains drawing current and their distance from the substation. 1,500 V DC is used in Japan, Indonesia, Hong Kong (parts), Ireland, Australia (parts), France (also using 25 kV 50 Hz AC ) ,
15104-471: The world, including China , India , Japan , France , Germany , and the United Kingdom . Electrification is seen as a more sustainable and environmentally friendly alternative to diesel or steam power and is an important part of many countries' transportation infrastructure. Electrification systems are classified by three main parameters: Selection of an electrification system is based on economics of energy supply, maintenance, and capital cost compared to
15232-590: Was an extension of electrification over the Northeast Corridor from New Haven, Connecticut , to Boston, Massachusetts , though new electric light rail systems continued to be built. On 2 September 2006, a standard production Siemens electric locomotive of the Eurosprinter type ES64-U4 ( ÖBB Class 1216) achieved 357 km/h (222 mph), the record for a locomotive-hauled train, on the new line between Ingolstadt and Nuremberg. This locomotive
15360-437: Was exacerbated because the return current also had a tendency to flow through nearby iron pipes forming the water and gas mains. Some of these, particularly Victorian mains that predated London's underground railways, were not constructed to carry currents and had no adequate electrical bonding between pipe segments. The four-rail system solves the problem. Although the supply has an artificially created earth point, this connection
15488-553: Was first applied successfully by Frank Sprague in Richmond, Virginia in 1887-1888, and led to the electrification of hundreds of additional street railway systems by the early 1890s. The first electrification of a mainline railway was the Baltimore and Ohio Railroad's Baltimore Belt Line in the United States in 1895–96. The early electrification of railways used direct current (DC) power systems, which were limited in terms of
15616-404: Was limited. The EP-2 bi-polar electrics used by the Milwaukee Road compensated for this problem by using a large number of powered axles. Modern freight electric locomotives, like their Diesel–electric counterparts, almost universally use axle-hung traction motors, with one motor for each powered axle. In this arrangement, one side of the motor housing is supported by plain bearings riding on
15744-399: Was necessary. The jackshaft drive was abandoned for all but the smallest units when smaller and lighter motors were developed, Several other systems were devised as the electric locomotive matured. The Buchli drive was a fully spring-loaded system, in which the weight of the driving motors was completely disconnected from the driving wheels. First used in electric locomotives from the 1920s,
15872-498: Was not available. DC locomotives typically run at relatively low voltage (600 to 3,000 volts); the equipment is therefore relatively massive because the currents involved are large in order to transmit sufficient power. Power must be supplied at frequent intervals as the high currents result in large transmission system losses. As AC motors were developed, they became the predominant type, particularly on longer routes. High voltages (tens of thousands of volts) are used because this allows
16000-463: Was particularly applicable in Switzerland, where almost all lines are electrified. An important contribution to the wider adoption of AC traction came from SNCF of France after World War II . The company had assessed the industrial-frequency AC line routed through the steep Höllental Valley , Germany, which was under French administration following the war. After trials, the company decided that
16128-526: Was the first in the world in regular service powered from an overhead line. Five years later, in the U.S. electric trolleys were pioneered in 1888 on the Richmond Union Passenger Railway , using equipment designed by Frank J. Sprague . The first electrified Hungarian railway lines were opened in 1887. Budapest (See: BHÉV ): Ráckeve line (1887), Szentendre line (1888), Gödöllő line (1888), Csepel line (1912). Much of
16256-513: Was three-phase at 3 kV 15 Hz. The voltage was significantly higher than used earlier and it required new designs for electric motors and switching devices. The three-phase two-wire system was used on several railways in Northern Italy and became known as "the Italian system". Kandó was invited in 1905 to undertake the management of Società Italiana Westinghouse and led the development of several Italian electric locomotives. During
16384-546: Was widespread. 1,500 V DC is still used on some lines near France and 25 kV 50 Hz is used by high-speed trains. The first practical AC electric locomotive was designed by Charles Brown , then working for Oerlikon , Zürich. In 1891, Brown had demonstrated long-distance power transmission for the International Electrotechnical Exhibition , using three-phase AC , between a hydro–electric plant at Lauffen am Neckar and
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