1.
Alstom
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A merger with parts of the General Electric Company plc formed GEC-Alstom in 1989, the company became Alstom in 1998. In 2014, Alstom and General Electric announced that a US$17 billion bid for the power and grid divisions had been made. The GE acquisition deal for the power and grid division was accepted by EU and US anticompetition authorities in mid 2015, in 1932, Alsthom expanded into transportation by acquiring Constructions Electriques de France, Tarbes, a manufacturer of electric locomotives as well as electrical and hydraulic equipment. In 1969, Compagnie Générale dElectricité became the majority shareholder of Alsthom, in 1976, Alsthom merged with Chantiers de lAtlantique, becoming Alsthom Atlantique. Thus, the business expanded into marine, the next year, it constructed the first 1300 MW generator set for the Paluel power station, setting a world record with an output of 1500 MW. In 1978, Alsthom delivered its first TGV to SNCF, the TGV went on to break world rail speed records in 1981 and in 1990. It also set the endurance record for high-speed train lines in 2001. In 1986, Alsthom Belfort received an order from EDF for the largest gas turbine in the world, in 1988–89, holding company CGEE Alstom acquired ACEC Energie and ACEC Automatisme from the dissolution of Belgian electrical engineering company ACEC SA. Alstom acquired 100% of ACECs transport division, renaming it ACEC Transport, in 1991, Alstoms parent company CGE was renamed Alcatel Alsthom Compagnie Générale dElectricité, or Alcatel Alsthom for short. In 1994, GEC Alsthom acquired the vehicle manufacturer Linke-Hofmann-Busch from Salzgitter AG. In 1995, the acquired the remaining shares in the steam turbine manufacturer MAN Energie. In early 1998, GEC Alsthom acquired the electrical contractor Cegelec, in 1998, GEC-Alsthom bought Italian firm SASIB SpAs rail signalling subsidiary Sasib Railways, which included the former General Railway Signal. In June 1998, GEC Alsthom was listed on the Paris Stock Exchange, GEC, at the same time, the company name was changed to Alstom. In 1999, Alstoms energy division merged with ABB in a 50–50 joint company known as ABB Alstom Power, Alstom also bought Canadas Télécité, a passenger information and security solutions company, and sold its heavy-duty gas turbine business to General Electric. The next year, it bought out ABBs share in ABB Alstom Power, in 2000, Alstom sold its diesel engine businesses to MAN Group. It also acquired a 51% stake in Fiat Ferroviaria, the Italian rail manufacturer, in April 2003, Alstom sold its industrial turbine business to Siemens for €1.1 billion. By 2003, Alstom was facing a crisis due to poor sales and over $5 billion of debt liabilities. Alstoms share price had dropped 90% over two years, in 2004, the French state took a 21% stake in Alstom and received an EU-approved French government bailout worth €2.5 billion
2.
London Underground 1959 Stock
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The 1959 Tube Stock was a type of London Underground tube train constructed in the late 1950s. They were intended for use on the Piccadilly line, but also saw use on several other tube lines and it was the first production tube stock to have unpainted aluminium alloy bodywork. The 1959 Stock was built by Metro-Cammell in Birmingham and were based on the prototype aluminium alloy bodied 1956 Stock. It operated at times on the Northern line, Bakerloo line, Central line. The units had a career, with some examples remaining in service until 2000. The 1959 Stock entered service on the Piccadilly line, but most units were drafted to the Central line because that lines Standard stock was becoming very unreliable, the Central lines version of the 1959 stock, the 1962 stock, later took over. The Piccadilly line extension to Heathrow, which opened in the early 1970s, therefore, the 1959 Stock was transferred to the Northern line between 1975 and 1979, allowing the scrapping of the oldest 1938 Stock on that line. The 1959 Stock also saw service on the Bakerloo line in the 1980s, when new, the 1959 stock was seen as distinctive because of the clean silver exterior. Over the years, however, the trains unpainted exteriors became jaded, the blue and grey interiors dated quickly. Stylistically the 1959 stock looked worn, but without the aesthetic red, by the mid-1990s these units were getting old and were in need of works attention. By this time, all the remaining 1959 Stock was concentrated on the Northern line, minor refurbishment of the stock took place, painting the blue/grey interiors white and replacing some of the seat moquettes. New trains in the form of 1995 Stock were built as replacements for both the 1959 stock and the 30 trains of 1972 stock also operating on the Northern line. Withdrawal of the 1959 Stock was an affair, and when the last example was withdrawn on 28 January 2000, it was the only remaining tube train to be crewed with a motorman. One unit was repainted in red and cream livery in 1990 to commemorate the lines 100th anniversary. Several vehicles have been preserved, at locations, including one complete 4-car unit. The complete list is shown below
3.
London Underground 1962 Stock
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The 1962 Tube Stock was a type of London Underground tube train built for use on the Central line. They were used on the Central line between 1962 and 1995, the 1962 Stock was built by Metro-Cammell and the BR Workshops in Derby for use on the Central line. Each unit consisted of four vehicles, two driving motors, an intermediate trailer, and an intermediate non-driving motor, formed DM + T + NDM + DM. A train usually consisted of two working in multiple. The 1962 Stock was ordered as a matter of urgency to replace the Standard Stock previously used on the Central line, two fires on Standard Stock units resulted in the hospitalisation of dozens of passengers. This experience, plus rapidly increasing numbers of breakdowns, hastened the need to replace these trains, the 1962 stock was ordered from Birmingham RC&W and from the British Railways workshops in Derby, a total of 619 cars. In 1961, BRCW asked to be relieved of their contract, as they were in difficulty, and the order was transferred to Metro-Cammell. The first 1962 stock train of 8 cars commenced service on 12 April 1962, the major improvement was the use of motor alternators for the auxiliary supplies using static rectification, instead of the motor generator sets. By the early 1990s, the 1962 Stock was due for replacement and this came in the form of the new 1992 Stock, which was developed from the prototype 1986 Stock. The last unit on the Central line was withdrawn on 17 February 1995, however, their use on the Northern line was short-lived, as they were soon replaced by the 1995 Stock, and the final unit was withdrawn on 11 November 1999. Several units remain in use as departmental vehicles, in addition, twelve cars were sold to the Epping Ongar Railway, but were scrapped after being destroyed by vandals while stabled at Ongar. One complete unit was preserved by Cravens Heritage Trains in 1995 and is being restored at Hainault depot, end view of 1962 Stock car,1978 Cravens Heritage Trains - owners of the preserved unit. Rolling Stock Summary Pictures on Flickr of this stock
4.
London Underground 1972 Stock
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The London Underground 1972 Stock is a type of rolling stock used on the London Underground. The 1972 Stock was ordered to make up the shortfall in trains on the Northern lines 1959 Tube Stock fleet and it is, however, currently used on the Bakerloo line. A total of 252 cars were ordered from Metro-Cammell and later refurbished by Tickford, in 2016, the 1972 stock started to have life extension work done to ensure the trains could remain in service. In the early 1970s the 1938 Tube stock on the Bakerloo and Northern lines was life-expired, tentative designs for a new Northern line fleet were abandoned when the go-ahead was given for the Piccadilly line to be extended to Heathrow Airport. That required a new fleet of trains to replace the 1959 stock then in use. Originally it was planned to refurbish some 301938 trains, the 1972 Tube stock was ordered in a hurry, so there was no time to create a new design, the trains were based on the 1967 Tube stock on the Victoria line. Although almost identical looking, the 1972 trains had a guard and door controls in the rear car, a further 33 trains of 1972 Tube stock were ordered to provide service on the Jubilee line. The 1972 Mk2 stock had slightly different interiors, such as dark blue seating moquette, externally the biggest difference was that the doors were painted red, with an LT roundel on the side of the carriages, rather than the Johnston lettering. The train number plates on the 1972 Mk2 trains operated on the Northern, the earlier 1972 stock on the Northern line was replaced by 1995 Tube Stock in 1999. The 1972 Mark 2 stock was refurbished in the 1990s. After being withdrawn from the Northern line, a few cars of 1972 Mark 1 stock were converted to run with 1967 stock in service on the Victoria line. A further two trains were converted to be compatible with the MkII type, and these now run on the Bakerloo line, one ex-Northern line Trainset is also permanently based at the now-closed Aldwych tube station, for use in films. The 1972 trains are formed of seven-car sets, and have a total of 268 passenger seats, the EVO tube concept design, a lighter articulated train with walk-through cars, was introduced early in 2011. In early 2014 the Bakerloo, Piccadilly, Central and Waterloo & City line rolling-stock replacement project was renamed New Tube for London and moved to the design and specification stage. The proposal introduces fully automated trains and signalling to increase capacity first on the Piccadilly line in 2025, followed by the Central, Waterloo & City, and Bakerloo lines by 2033. The fully automated trains may not have drivers, however, the ASLEF and RMT trade unions representing drivers strongly oppose this, middle two car are 67DM vehicles -3079,3179. Front 2 and rear two are 72 MK1 stock Front two 3313-4313 Rear two 4213-3213 Unit 3079 &3179 have recently been overhauled in Eastleigh, with no cab windows and new cables leading into each other. The AIT will replace the Track Recording Train which is currently in use, transport for London - Rolling Stock -1972 Tubeprune -1972 Tube Stock
5.
Northern line
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The Northern line is a London Underground line, coloured black on the Tube map. The section between Stockwell and Borough opened in 1890, and is the oldest section of deep-level tube line on the network, for most of its length it is a deep-level tube line. There were about 252,310,000 passenger journeys in 2011/12 on the Northern line, making it the second-busiest line on the Underground. Despite its name, it does not serve the northernmost stations on the network, though it does serve the southernmost station, there are 50 stations on the line, of which 36 have platforms below ground. An extension in the 1920s used a route planned by a fourth company. Abandoned plans from the 1920s to extend the line further southwards, from the 1930s to the 1970s, the tracks of a seventh company were also managed as a branch of the Northern line. The C&SLR, Londons first deep-level tube railway, was built under the supervision of James Henry Greathead and it was the first of the Undergrounds lines to be constructed by boring deep below the surface and the first to be operated by electric traction. The railway opened in November 1890 from Stockwell to a station at King William Street. This was inconveniently placed and unable to cope with the traffic so, in 1900. By 1907 the C&SLR had been extended at both ends to run from Clapham Common to Euston. The CCE&HR was opened in 1907 and ran from Charing Cross via Euston and Camden Town to Golders Green and it was extended south by one stop to Embankment in 1914 to form an interchange with the Bakerloo and District lines. In 1913 the Underground Electric Railways Company of London, owner of the CCE&HR, took over the C&SLR, during the early 1920s, a series of works was carried out to connect the C&SLR and CCE&HR tunnels to enable an integrated service to be operated. The first of new tunnels, between the C&SLRs Euston station and the CCE&HRs station at Camden Town, had originally been planned in 1912 but had been delayed by World War I. The second connection linked the CCE&HRs Embankment and C&SLRs Kennington stations and provided a new station at Waterloo to connect to the main line station there. The smaller-diameter tunnels of the C&SLR were expanded to match the diameter of the CCE&HR. In conjunction with the works to integrate the two lines, two extensions were undertaken, northwards to Edgware in Middlesex and southwards to Morden in Surrey. The Edgware extension used plans dating back to 1901 for the Edgware and it extended the CCE&HR line from its terminus at Golders Green to Edgware in two stages, to Hendon Central in 1923 and to Edgware in 1924. The line crossed open countryside and ran on the surface, apart from a tunnel north of Hendon Central
6.
Insulated-gate bipolar transistor
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The IGBT is a semiconductor device with four alternating layers that are controlled by a metal-oxide-semiconductor gate structure without regenerative action. Since it is designed to turn on and off rapidly, amplifiers that use it often synthesize complex waveforms with pulse-width modulation, the first-generation IGBTs of the 1980s and early 1990s were prone to failure through effects such as latchup and secondary breakdown. The current third-generation IGBTs are even better, with speed rivaling MOSFETs and this mode of operation was first proposed by Yamagami in his Japanese patent S47-21739, which was filed in 1968. This mode of operation was first experimentally reported in the four layer device by B. W. Scharf. This mode of operation was also discovered in vertical device in 1979 by B. Plummer filed a patent application for IGBT mode of operation in the four layer device in 1978, USP No.4199774 was issued in 1980 and B1 Re33209 was reissued in 1995 for the IGBT mode operation in the four layer device. Hans W. Becke and Carl F. Wheatley invented a device for which they filed a patent application in 1980. This patent has been called the seminal patent of the insulated gate bipolar transistor, the patent claimed no thyristor action occurs under any device operating conditions. This substantially means that the device exhibits non-latch-up IGBT operation over the device operation range. This additional p+ region creates a connection of a PNP bipolar junction transistor with the surface n-channel MOSFET. Practical devices capable of operating over a current range were first reported by Baliga et al. in 1982. A similar paper was submitted by J. P. Russel et al. to IEEE Electron Device Letter in 1982. However, it was demonstrated by Baliga and also by A. M. Goodman et al. in 1983 that the speed could be adjusted over a broad range by using electron irradiation. This was followed by demonstration of operation of the device at elevated temperatures by Baliga in 1985, complete suppression of the parasitic thyristor action and the resultant non-latch-up IGBT operation for the entire device operation range was achieved by A. Nakagawa et al. in 1984. The non-latch-up design concept was filed for US patents, to test the lack of latch-up, the prototype 1200V IGBTs were directly connected without any loads across a 600V constant voltage source and were switched on for 25 microseconds. The entire 600V was dropped across the device and a short circuit current flowed. The devices successfully withstood this severe condition and this was the first demonstration of so-called short-circuit-withstanding-capability in IGBTs. Non-latch-up IGBT operation was ensured, for the first time, for the device operation range
7.
Variable-frequency drive
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A variable-frequency drive is a type of adjustable-speed drive used in electro-mechanical drive systems to control AC motor speed and torque by varying motor input frequency and voltage. VFDs are used in applications ranging from small appliances to the largest of mine mill drives and that lack of penetration highlights significant energy efficiency improvement opportunities for retrofitted and new VFD installations. VFDs are available in a number of different low- and medium-voltage AC-AC and DC-AC topologies, a variable-frequency drive is a device used in a drive system consisting of the following three main sub-systems, AC motor, main drive controller assembly, and drive/operator interface. The AC electric motor used in a VFD system is usually three-phase induction motor, motors that are designed for fixed-speed operation are often used. The VFD controller is a power electronics conversion system consisting of three distinct sub-systems, a rectifier bridge converter, a direct current link, and an inverter. Voltage-source inverter drives are by far the most common type of drives, most drives are AC-AC drives in that they convert AC line input to AC inverter output. However, in applications such as common DC bus or solar applications. The most basic rectifier converter for the VSI drive is configured as a three-phase, six-pulse, in a VSI drive, the DC link consists of a capacitor which smooths out the converters DC output ripple and provides a stiff input to the inverter. This filtered DC voltage is converted to quasi-sinusoidal AC voltage output using the active switching elements. VSI drives provide higher power factor and lower distortion than phase-controlled current-source inverter. The drive controller can also be configured as a phase converter having single-phase converter input, controller advances have exploited dramatic increases in the voltage and current ratings and switching frequency of solid-state power devices over the past six decades. Introduced in 1983, the bipolar transistor has in the past two decades come to dominate VFDs as an inverter switching device. For example, for 460 V,60 Hz motors, this linear V/Hz relationship is 460/60 =7.67 V/Hz, some V/Hz control drives can also operate in quadratic V/Hz mode or can even be programmed to suit special multi-point V/Hz paths. Although space vector pulse-width modulation is becoming popular, sinusoidal PWM is the most straightforward method used to vary drives motor voltage. Operation of the motors above rated nameplate speed is possible, but is limited to conditions that do not require more power than the rating of the motor. This is sometimes called field weakening and, for AC motors, means operating at less than rated V/Hz, permanent magnet synchronous motors have quite limited field-weakening speed range due to the constant magnet flux linkage. Wound-rotor synchronous motors and induction motors have much wider speed range, for example, a 100 HP,460 V,60 Hz,1775 RPM induction motor supplied with 460 V,75 Hz, would be limited to 60/75 = 80% torque at 125% speed = 100% power. At higher speeds, the motor torque has to be limited further due to the lowering of the breakaway torque of the motor
8.
Traction motor
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A traction motor is an electric motor used for propulsion of a vehicle, such as an electric locomotive or electric roadway vehicle. Direct-current motors with field windings were the oldest type of traction motors. These provided a speed-torque characteristic useful for propulsion, providing high torque at speeds for acceleration of the vehicle. By arranging the field winding with multiple taps, the speed characteristic could be varied, a further measure of control was provided by using pairs of motors on a vehicle, for slow operation or heavy loads, two motors could be run in series off the direct current supply. Where higher speed was desired, the motors could be operated in parallel, making a higher voltage available at each, parts of a rail system might use different voltages, with higher voltages in long runs between stations and lower voltage near stations where slower operation would be useful. A variant of the DC system was the AC operated series motor, since both the armature and field current reverse at the same time, the behavior of the motor is similar to that when energized with direct current. The AC system allowed efficient distribution of power down the length of a rail line, AC induction motors and synchronous motors are simple and low maintenance, but are awkward to apply for traction motors because of their fixed speed characteristic. An AC induction motor only generates useful amounts of power over a speed range determined by its construction. Traditionally road vehicles have used diesel and petrol engines with a mechanical or hydraulic transmission system, traditionally, these were series-wound brushed DC motors, usually running on approximately 600 volts. The availability of high-powered semiconductors has now made practical the use of much simpler, synchronous AC motors are also occasionally used, as in the French TGV. Before the mid-20th century, a large motor was often used to drive multiple driving wheels through connecting rods that were very similar to those used on steam locomotives. Examples are the Pennsylvania Railroad DD1, FF1 and L5 and the various Swiss Crocodiles and it is now standard practice to provide one traction motor driving each axle through a gear drive. Usually, the motor is three-point suspended between the bogie frame and the driven axle, this is referred to as a nose-suspended traction motor. The problem with such an arrangement is that a portion of the weight is unsprung, increasing unwanted forces on the track. In the case of the famous Pennsylvania Railroad GG1, two bogie-mounted motors drove each axle through a quill drive, the Bi-Polar electric locomotives built by General Electric for the Milwaukee Road had direct drive motors. The rotating shaft of the motor was also the axle for the wheels, by mounting the relatively heavy traction motor directly to the power cars frame rather than to the bogie, better dynamics are obtained allowing better high-speed operation. The DC motor was the mainstay of electric drives on both electric and diesel-electric locomotives, street-cars/trams and diesel electric drilling rigs for many years. It consists of two parts, an armature and fixed field windings surrounding the rotating armature mounted around a shaft
9.
Bogie
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A bogie is a chassis or framework carrying wheels, attached to a vehicle, thus serving as a modular subassembly of wheels and axles. Bogies take various forms in various modes of transport, while bogie is the preferred spelling and first-listed variant in various dictionaries, bogey and bogy are also used. A bogie in the UK, or a truck, wheel truck. In Indian English, bogie may also refer to a railway carriage. In South Africa, the bogie is often alternatively used to refer to a freight or goods wagon. The first standard gauge British railway to build coaches with bogies, an alternate configuration often is used in articulated vehicles, which places the bogies under the connection between the carriages or wagons. Most bogies have two axles, but some cars designed for heavy loads have more axles per bogie, heavy-duty cars may have more than two bogies using span bolsters to equalize the load and connect the bogies to the cars. Suspension to absorb shocks between the frame and the rail vehicle body, Common types are coil springs, or rubber airbags. At least one wheelset, composed of an axle with bearings and a wheel at each end The bolster, the railway car is supported at the pivot point on the bolster. Axle box suspensions absorb shocks between the bearings and the bogie frame. The axle box suspension usually consists of a spring between the frame and axle bearings to permit up-and-down movement, and sliders to prevent lateral movement. A more modern design uses solid rubber springs, brake equipment, Two main types are used, brake shoes that are pressed against the tread of the wheel, and disc brakes and pads. More modern, bolsterless bogie designs omit these features, instead taking advantage of the movement of the suspension to permit rotational movement. The Commonwealth bogie, manufactured by the English Steel Corporation under licence from the Commonwealth Steel Company in Illinois, fitted with SKF or Timken bearings, it was introduced in the late 1950s for all BR Mark 1 vehicles. It was a heavy, cast-steel design weighing about 6.5 long tons, with sealed roller bearings on the axle ends, the leaf springs were replaced by coil springs running vertically rather than horizontally. The advanced design gave a better quality than the BR1. The side frame of the bogie was usually of bar construction, with simple horn guides attached, the axle boxes had a cast-steel equaliser beam or bar resting on them. The bar had two steel coil springs placed on it and the bogie frame rested on the springs, the effect was to allow the bar to act as a compensating lever between the two axles and to use both springs to soften shocks from either axle
10.
Adtranz
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ABB Daimler-Benz Transportation, commonly known under its brand Adtranz, was a multi-national rail transport equipment manufacturer with facilities concentrated in Europe and the US. The company was created in 1996 in the merger of Daimler-Benzs, in 1999, DaimlerChrysler bought ABBs shares and changed its official name to DaimlerChrysler Rail Systems. Bombardier Transportation acquired the company in 2001, at which time Adtranz was the second largest manufacturer of such equipment. The acquisition significantly increased the size of Bombardiers rail industry holdings making Bombardier the largest rail equipment manufacturer in the world, Adtranz manufactured mainline locomotives, high-speed, regional, metro and underground passenger trains, trams and people movers as well as freight wagons. Non rolling stock businesses included railway electrification and signalling infrastructure, in the EU, outside Germany, the merger would have meant no significant market share increase, including Scandinavia, where ABB had a dominant market share. The merger came into force on 1 January 1996, however the company continued to be loss making, losing $111 million in 1997. Polish manufacturer Pafawag was acquired in 1997 and the facility modernised, controlling interests in MÁV Dunakeszi, Hungary, a new diesel locomotive design with engine and electrical traction system provided by General Electric was introduced, named Blue Tiger. Adtranz intended to consolidate its product range around these families once on-going deliveries are finished, Adtranz continued to make an operating loss in 1998, attributed to earlier contracts with underestimated costs, as well as technical problems with products. The same year brought an order for 400 locomotives for Deutsche Bahn, in 2000 Adtranz finally achieved profitability. In preparation for a sale from DaimlerChrysler buyers for non-core rolling stock manufacturing businesses were sought, in January 2000 The Greenbrier Companies acquired the freight wagon business based in Siegen. The electrical installations business was sold to Balfour Beatty in late 2000 for €153million, no buyer was found for the railway signalling division. In August 2000 Bombardier Inc. announced that it was to buy Adtranz for $711million, the takeover came into legal effect on 1 May 2001 with a final price of $725million. The brand Adtranz was created by Landor Associates as part of the identity of ABB Daimler Benz Transportation. It was capitalised by the companies with a capital D as ADtranz, following the standard English text formatting, above the text ADtranz, the company logo included a green dot, symbolizing a signal set on green, as well as the environmental friendliness of railways. In addition to the company registered the slogan ADtranz - we speak railways. Rights on the brand and slogan were deleted in 2008 and 2007 respectively, westinghouse Transportation - via AEG acquisition 1988 Archive of Adranz homepage Welcome to Adtranz. Archived from the original on 28 December 1996
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