Comparison between Two Design of Trains in the UK - Essay Example

Introduction Trains in the United Kingdom have been an important means of transport for many years. In fact, the oldest railway system in the world finds its roots in this country. Additionally, George Stephenson, a British man, takes the credit as being the first person to build the locomotive, which is the famous ‘rocket’. This essay examines two kinds of train designs in the UK. It highlights differences in their history, levels of pollution, price and speed as well as their levels of noise pollution. The trains discussed are the Mallard and the new class 395 train whose photos also feature in the paper. The Mallard comprised a group of Gresley Class A4 steam engines constructed by the London and North Eastern Railways in the 1930s to provide high-speed passenger transport along the East Coast from London to Edinburgh. The 4468 Mallard, designed by Sir Nigel Gresley, was built in 1938 at the Doncaster plant. The Mallard project sought to rival the LMS Silver Link, which had attained a speed of 114mph (185km/h) earlier on in 1938 on the West Coast from King’s Cross to Glasgow. Different from other steam engines, the Mallard design used aerodynamics on the body, which enabled it to reach speeds of over 100mph (160kph). Presently, the condition of the track or the top designed speeds of the engine determine the fastest speed commercial trains can attain (Yorkshirehistory.com, para1). In the 1930s, there was no strict top speed hence steam engines could travel at the speed desired by either the driver or the fireman. Nowadays, engines have upper limits that are faster than their design speeds and damage to the engine would be severe. Speeds above 100mph (160km/h) in service were ordinary, although services were usually scheduled based on a top speed of 90mph (145km/h). At this time, this was a tremendously fast rail service. The East Coast railway where the A4 group of locomotives passed underwent maintenance to allow for 90mph travel for vast portions in the mid 20th century. This has resulted in the modern inter-city 225 trains reaching a speed of 112mph between London and York, fastest train service in the UK, and making the UK number six in terms of the fastest schedules in a country. This standard speed is also higher than average speeds in comparison to various high-speed lines (e.g. 103mph Firenze -> Rome, Italy). An explanation for this speed today is the pre-existence of already fast trains (90-100mph (145km/h - 160km/h) way before the introduction of high-speed trains (125mph (200km/h) and now 140mph (225km/h). Therefore, it has been possible to upgrade large sections of the mainline for fast speeds. On July 3, 1938, the Mallard set a locomotive speed record, which remains the fastest ever. The mallard had a six car streamline with a dynamometer car amounting to a total of 240 tons (O-keating.com, para2). The Mallard was chosen primarily because it comprised one of the four engines fitted with a Kylchap exhaust. These improved engines could attain faster speeds than the normal A4. The journey began from Barkston triangle and headed towards the south. The Mallard hauled the train over Stoke Summit travelling at a speed of 75 mph and then descended at an incline of 1:178 to 1:200 for a distance of six miles to achieve a speed of 114 mph. Ultimately, it reached a speed of 125 mph, peaking at 126 mph for some seconds. It then continued moving at a speed of 120mph for three miles. Despite this impressive feat, the engine overheated and the train had to move slowly back to the Doncaster plant for repair. Despite the fact that the mallard attained the top position as the fastest engine in the UK at the time, there are various controversies as to whether it should remain in historical records as the fastest steam locomotive (Yorkshirehistory.com, para2). Various scholars argue that the record should go to a German train since it clocked a half of the Mallard’s top speed while moving on a level ground. Americans too clamour for this title claiming that their steam locomotives attained a top speed of 127mph or 203 km/h. The employment of steam locomotives soon ended. One reason was the introduction of diesel electric trains and the severe budget cuts made to the railways by the then chairperson of the British Railways, Dr. Beeching, in the early 1960s.  The new record that the Mallard set was a matter of national pride since it broke a pre-existing record of 124mph set in Germany two years earlier. After the ascent of Hitler to the Third Reich, the attainment of this speed by the mallard helped highlight Britain as a force to reckon with. The three-cylinder design helped to stabilize the train while it was moving at a high velocity and the big driving wheels served to increase the speed potential. Being among the very first streamlined locomotives, they also had an aesthetic appeal. Out of all the A4s working at the time, the Mallard had both a double chimney and blast pipe, which helped to improve air circulation and enhanced exhaust flow while moving very fast. At the time of the record run, the mallard was only five months old. This boosted the locomotive’s speed moving down the mainline, and the mechanical components were still in good shape. On that celebrated Sunday 70 years ago, driver Joseph Duddington and fireman Thomas Bray were picked to drive the locomotive on its record breaking attempt. Mallard, having six coaches and an inbuilt laboratory, a dynamometer car behind it, obtained the fastest recorded speed for steam locomotives on the steep Stoke Bank south of Grantham. The record was set when the instruments in the dynamometer car recorded that the train was moving at a maximum velocity of 126mph (202.7km/h).The Mallard locomotive was high in pollution, releasing soot and clouds of steam and smoke. In the contemporary United Kingdom, the Mallard pales in comparison to the latest addition to the UK railway transport system-the Class 395. Moving at a speed of 142mph, this revolutionary speed train effectively relegates the Mallard to the museum. Although they both have a streamlined design, at 126mph, the Mallard would trail far behind. The shiny blue high speed Class 395electric multiple units, fashioned in Japan by Hitachi as in similar design to their Shinkansen trains or bullet trains. The 395s function out of a new purpose-built depository at Ashford. Hitachi Company maintains them. To go for a single trip, a ticket aboard the 395 costs around £20 a week or £3. The faster trains slash the time taken to travel from 50 minutes to 17 minutes. If one travels twice a day, one cuts down almost an hour a day less travelling. After the train leaves Ebbsfleet, it quickly enters the tunnel designed to pass under the Thames and emerges very fast at the Dartford crossing. Since it is an express service to St Pancras, it does not slow down (Hitachi-rail.com, para2). From St. Pancras to Ashford, the train only takes 37 minutes, which is a shorter time than the duration commuters spend to travel to Charing Cross. The Telegraph further reports that with the advent of such phenomenal speed, it is costly to ride on the 395s. For instance, a one-way ticket to travel from Ashford to both Cannon Street and Charing Cross costs twenty-two pounds. Compared to riding in the Mallard, such a price would seem ridiculously overpriced for someone living in the 1930s through the 1950s when the famous Mallard was in operation (Millward, para2). Sir Nigel Gresley’s invention of the Mallard appeared remarkable especially with its novel aerodynamic shape. However, the 395’s computer-generated design is a landmark technological advancement. Duffell reports the ambiance aboard the 395s is serene and comfortable. The seats are quite comfortable and a table is available for every one on board. Additionally, there are power points available, although no Wi-Fi system is present. Air conditioning is present, in addition to the 2-by-2 seating arrangement. The seats do not face one another, and only one class of seating exists, the idea most probably being that everybody is a first class passenger aboard the 395. While the Mallard had three drivers, the 395 has just one driver. Despite being a new type of train founded on a Japanese design, the 395 employs the use of common technology used on other UK trains. A common misconception is the terming of the 395 as a Javelin, although this refers to the name of the particular service that it will run during the 2012 Olympics, not the train itself. Another difference is in the power generation used to drive the train. While the Mallard run on steam from water heated in a boiler, the 395 trains incorporate a dual-voltage system, and can run on either the 750V DC 3rd rail system, or the 25kV AC overhead lines used on High Speed. Eight AC induction motors provide traction governed by IGBT power electronics, enabling a smooth acceleration and the capacity to use regenerative braking, which economizes on electricity. Other technological differences from the Mallard feature in the 395’s employment of European signalling standards, but the advance to St. Pancras employs UK systems, hence the train is fitted with both AWS/TPWS and TVM430/KVB equipment. The trains formations presently comprise one six-car unit per train, but will ultimately run as twelve cars. The 395 can attain a top speed of 225km/h. Other key improvements range from a Global Positioning System -powered Selective Door Opening safety system, Driver Only Operation enhanced by external CCTV cameras, as well as modern Train Management System running the entire system. In terms of pollution, the Mallard is a great pollutant compared to the 395. The mallard contributes pollution both in terms of noise as well as air pollutants. The 395 on the contrary, is very quiet with a minimal level of pollution to the environment. As regards the trains’ body structure, the Mallard is significantly different from the 395. The Japanese company Hitachi undertook structural design changes with a view to developing its A-Train technology. The Society for Risk Analysis broadcast of an order of new trains for the planned high-speed commuter services had triggered the company’s desire in profiting from the British railway market. The A-Trains had been constructed using a new type of aluminium, which was not only lightweight but also easy to recycle. A new kind of welding, Friction Stir Welding (FSW), served to fuse metal panels together with little destructive effects on the strength of the materials, keeping heat distortion to a minimum during the process. Creating a double-skinned aluminium shell achieved a robust body that greatly reduced vibrations, reduced the intensity of peripheral sound, and made available highly effective heat insulation (Kentrail.co.uk, para2). Conclusion The Mallard will go down in history as the fastest locomotive in the world in the 1930s. Thanks to the reputed engineer, Sir Nigel Gresley, the Mallard provided an efficient means of transport across the UK. Its speed and aerodynamic shape helped cut down precious travel time between various towns. Today, the train is on display and it bears testimony to the engineering feats of the previous century. The class 395 trains, just like the Mallard, are another engineering spectacle that will greatly serve people in the coming 2012 London Olympics. Despite being costly than the average train, these sleek trains are able to reduce travel time by up to half an hour. The Mallard Source: (http://www.train photos.com/picture/number3895.asp) The Class 395 train Source: (http://www.railpictures.net/viewphoto.php?id=315298&nseq=1) Works Cited Duffell, A. (2009). High Speed Rail Hits The UK. Retrieved 24th July 2010, from http://andyduffell.com/techblog/?tag=class-395 Hitachi-rail.com, (2009). Hitachi Class 395 Train Makes UK’s First Domestic High Speed Passenger Voyage. Retrieved 23rd July 2010, from http://www.hitachi-rail.com/rail_now/hot_topics/2009/090622/index.html Kentrail.co.uk. (2010). Javelin: Class395. Retrieved 24th July 2010, from http://www.kentrail.co.uk/class_395.htm Millward, D. (2009). 142mph train makes first UK journey - but speed comes at a price. Retrieved 27th July 2010, from http://www.telegraph.co.uk/news/uknews/5567918/142mph-train-makes-first-UK-journey-but-speed-comes-at-a-price.html O-keating.com, (2010). The Mallard. Retrieved 23rd July 2010, from http://www.o-keating.com/hsr/mallard.htm Railpictures.net, (2010). Class 395. Retrieved 24th July 2010, from http://www.railpictures.net/showphotos.php?locomotive=Class%20395 Trainphotos.com, (2010). 4468 Mallard At The Great Reunion. Retrieved 24th July 2010, from http://www.train-photos.com/picture/number3895.asp Yorkshirehistory.com, (2009). Pacific Class Steam Locomotives. Retrieved 23rd July 2010, from http://www.yorkshirehistory.com/trains.htm Read More