DOCSLIB.ORG

Correspondence on New Zealand and Ceylon

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Correspondence on New Zealand and Ceylon 120 DISCUSSION ON NEWZEALAND RAILWAYS. minutes of Mr. Longridge. was satisfied the results he had given were substantially correct, and would be borne out by experience in such a country as was referred to. Mr. Barlow. Mr. W. H. BARLOW,President, said it appearedto him impos- sible to inculcate any general laws for the laying out of railways suchas those described inthe Papers. There weredominant Circumstances which must control them. It was so even in England. On a part of the railway with which he was most inti- mately concerned, the Midland, there was an incline of 1 in 37 which had been made for many years and had a large traffic over it, and on other parts there were gradientsof 1 in 120. The com- pany had been spending large sums of money in improving the gradients on 1 in 120, while they had not felt it necessary to improve the gradient of 1 in 37. That showed that the circum- stances of the traffic might regulate such matters as well as the circumstances attending theconstruction. Correspondence. Mr. Abt. Mr. R. ABT wouldcompare theconditions of theline from Wellington to Woodville with those of two similar lines, one of whichwas worked by an ordinary tank locomotive, while the other was a rackrailway. The first of these, theUetliberg railway, was fully described in the foreign abstracts.' The secondwas the Rorschach-Heiden railway. Rorschach was a main station of the 'United Swiss railways, on the shores of the Lake of Constance, 1,320 feet above the sea. Heiden, 2,600 feet above the sea,was a well-knownpleasure resort. The railway between the two hadto facilitate the journeyof visitors to Heiden, and at the same t.ime to serve a good many quarries situate near the middle of its length, at the Wienachten station. It had been opensince 1875. Thetrains were made up on the quay at Rorschach, and first ran for abont 1 mile over the track of the United Swiss railways. This part was nearly level, and had only a few curves, of large radius. The incline was 3 miles 188 yards long. The steepest gradient. was 1 in 11 ; the curves were gene- rally of 600 feet radius. The gauge was 4 feet S& inches, as the goods wagons of the other Swiss and French railways hadto pass over the line as faras the quarries at Wienachten. The rails were 3$ inches high, and weighed 40 1bR. per yard. The wooden cross- sleeperswere spaced 24 feet apart. On thecentre line of the railway was a rack, exactly like that on the Rigi. Vide Minutes of Proceedings Inst. C.E., vol. xl., p. 275, and vol. xlix., p. 307. Downloaded by [ University of Sussex] on [18/09/16]. Copyright © ICE Publishing, all rights reserved. Proceedings.] CORRESPONDENCECEYLONON RAILWAYS. 121 The railway wasworked by three rack-wheel locomotives, built Mr. Abt. at the late engine works at Aarau. At first the level part of the line, from the quay at Rorschach to the foot of the incline, was worked by adhesion-locomotives of a special type. But as the line had a very small traffic, and this arrangement greatly increased the expense, in 1878 the rack-locomotives were modified, so that, by the help of the adhesion of one pair of wheels, they could run on the ordinary rails, without a rack, to the quay. The principal dimensions of these locomotives were as under :- Diameter of cylinder, 11 -8 inches ; stroke, 20 inches ; boiler pressure, 150 lbs. ; grate surface, 10%square feet ; heating surface of fire-box, 62 square feet ; ditto of tubes, 475 square feet; total, 538 square feet : weight empty, 12%tons ; with fuel and water, 16i tons; wheel base, 10 feet; diameter of travelling wheels, 32+ inches; of the rack-wheel, 41 inches. There were sevencarriages for summer traffic, weighing 214 lbs. for each seat ; and twofor winter traffic, heated by steam, weighing 482 lbs. per seat; giving 414 places in all. All the carriages had brakes for the rack-wheel. The railway possessed only eight goods wagons of its own, weighing each about4 tons, and carrying about 79 tons. The cost of the railway, including materials, was;E90,000, or %25,664per mile; which sum, considering that the difficulties of construction were moderate,seemed extraordinarily high. The normal capacity of the engines, very seldom utilised, was to draw a train of 39 tons (exclusive of the engine) at a mean speed of 5 to 6 miles an hour in ascending, and 6 to 7: miles in descending. The expenditure of coal was 53 lbs. per train-mile. The whole working expense per train-mile was 4s. 2d., of which 28. was for running expenses. A comparison of the performances on these two lines with that on the Featherston incline gave the following :- Load Drawn on Railway. llnclineof l in Is.)Averege Weight LoT&~~~~ motive Weight. 1-- exclusiveEngine. of I of Locomotive. Tons. l Tons. Tons. Wellington and Woodville . 1 64 36'0 1.8 Uetliberg . 26 23.5 1.1 Rorschach and Heiden . 1 58 15.5 3.7 The speed on the Uetliberg railway (9: miles per hour) was about twice as great as on the other two lines. The work done, Downloaded by [ University of Sussex] on [18/09/16]. Copyright © ICE Publishing, all rights reserved. 122 CORRESPONDENCE ON NEW ZEALAND RAILWAYS. minutesof Mr. Sbt. considering that it was a simple adhesion system, was large; on the other hand, the safety was certainly less than with the Fellor rack systems. The first cost and the working cost must, however, be less with the simple system. The working cost for such small local lines was not really comparable with that on mainlines, because it depended on so manydifferent circumstances. There was a decided difference between the results of the two special systems, the Fell and the rack railway. On an incline of 1 in 15, the rack locomotive, weighing 16.5 tons, drew almost as much as the Fell locomotive, weighing 36 tons. Mr. Abt would undertake, from actual experiment, to build a locomotive of about 16 tons, which on an incline of 1 in 15 should draw, besides itself, a load of 70 to 1’75 tons, or 4$ times its own weight, at a speed of 5 miles per hour. The permanentway for rack railways consisted, besides the rack, of exactly the same pieces as for an ordinary railway. The rack and its fastenings cost at present 218. per lineal yard,or, with laying, 228. 6d. to 22s. 9d. Probably it would cost slightly more than the central rails and theirfastenings of the Fell system. The safety, however, with the rack systom was higher than with the other, especially in bad weather and with much snow. The rack engines of the LL mixed system,” which were built byMr. Abt at the Aarau works, possessed equally with the Fell engines the power of moving, both on the rack by the rack-wheels, and on ordinary lines by adhesion ; but the speed in the latter case was only a littlehigher than on the rack.Since this problem had been satisfactorily solved by rack engines on the mixed system, and several engines had proved thoroughly satisfactory in working, he believed thatin most cases, wherethe introduction of a steep incline was needed, its working by rack railway would be muchmore advantageous thanby the Fell system.The rack itself, after ten years’ service, showed not the slightest wear; the expense of lubrication (2 -468. per mile of track per annum) was not worthmentioning. Again, the expense of lubricatingthe specialrack-gear was small, sayone-third the average cost for ordinary working parts. The heaviest expense was that of main- tainingthe gear itself. Thelargo rack-wheel cost about 3240, and would run 30,000 miles before it needed changing. The inter- mediate wheels cost together 3280, and would run 50,000 miles. M~.Alford. Mr. R. F. ALFORDhad been engaged in designing the Fell engines, under Mr. Widmark, at theAvonside Engine Company, and, through the courtesy of the consulting engineers for New Zealand and the manufacturers- he was ableto submit the following information :- Downloaded by [ University of Sussex] on [18/09/16]. Copyright © ICE Publishing, all rights reserved. Proceedings.] CORRESPONDENCE ON CEYLON RAILWAYS. 123 In the first place, a slight error had crept into the Paper as to the Mr. Alford. stroke of the inside or Fell cylinders. They were not 12 inches in diameter ancl 15 inches stroke, but 12 inches in diameter and 14 inches stroke. This altered the tractive force from 96 lbs. to 89 6 lbs. per lb. of effective steam in the cylinders. The weight of the engine hadbeen also stated slightly high; the weight empty being 27%tons at Bristol ; there had been a slight alteration in the cab, but this could not add more than 2 or 3 cwt., which gave a total weight of 302 tons and 343 tons iu running order, with the tanks and coal-boxes empty and full respectively, and a calculated weight of 25 tons 8 cwt., 26 tons 6 cwt., and 27 tons 3 cwt., on tho coupled wheels, with the tanks empty, half full, and full, respec- tively. The calculated adhesive working pressure due to the four Fell wheels was 26 tons 6 cwt., or 13 tons 3 cwt. on each side of the rail,giving 6 tons 114 cwt. perwheel; but more or less pressure could be put on if thought desirable, and at a trial of one of the engines at Bristol the Fell wheels drew the engine back- wards with full steam on both engines ; the tanks and coal-boxes were filled, so asto give the highest possible adhesion tothe coupled wheels of the ordinary engine.
Load more

Recommended publications
  • May 22, 2017 Volume 37
    MAY 22, 2017 ■■■■■■■■■■■ VOLUME 37 ■■■■■■■■■■ NUMBER 5 A Club in Transition 3 The Semaphore David N. Clinton, Editor-in-Chief CONTRIBUTING EDITORS Southeastern Massachusetts…………………. Paul Cutler, Jr. “The Operator”………………………………… Paul Cutler III Cape Cod News………………………………….Skip Burton Boston Globe Reporter………………………. Brendan Sheehan Boston Herald Reporter……………………… Jim South Wall Street Journal Reporter....………………. Paul Bonanno, Jack Foley Rhode Island News…………………………… Tony Donatelli Empire State News…………………………… Dick Kozlowski Amtrak News……………………………. .. Rick Sutton, Russell Buck “The Chief’s Corner”……………………… . Fred Lockhart PRODUCTION STAFF Publication………………………………… ….. Al Taylor Al Munn Jim Ferris Web Page …………………..…………………… Savery Moore Club Photographer……………………………….Joe Dumas The Semaphore is the monthly (except July) newsletter of the South Shore Model Railway Club & Museum (SSMRC) and any opinions found herein are those of the authors thereof and of the Editors and do not necessarily reflect any policies of this organization. The SSMRC, as a non-profit organization, does not endorse any position. Your comments are welcome! Please address all correspondence regarding this publication to: The Semaphore, 11 Hancock Rd., Hingham, MA 02043. ©2017 E-mail: [email protected] Club phone: 781-740-2000. Web page: www.ssmrc.org VOLUME 37 ■■■■■ NUMBER 5 ■■■■■ MAY 2017 CLUB OFFICERS BILL OF LADING President………………….Jack Foley Vice-President…….. …..Dan Peterson Chief’s Corner ...... …….….4 Treasurer………………....Will Baker A Club in Transition….…..13 Secretary……………….....Dave Clinton Contests ................ ………..4 Chief Engineer……….. .Fred Lockhart Directors……………… ...Bill Garvey (’18) Clinic……………..….…….7 ……………………….. .Bryan Miller (‘18) ……………………… ….Roger St. Peter (’17) Editor’s Notes. ….…....… .13 …………………………...Rick Sutton (‘17) Form 19 Orders .... ………..4 Members .............. ….…....14 Memories ............. .………..5 Potpourri .............. ..……….7 ON THE COVER: The first 25% of our building was Running Extra .....
    [Show full text]
  • SPEEDLINES, Issue #11, High-Speed Intercity Passenger
    HIGH-SPEED INTERCITY PASSENGER RAIL SPEEDLINESMARCH 2014 ISSUE #11 ACS-64 WELCOMES THE PHILADELPHIA » p.10 Vice President BIDEN All Aboard! US Vice President Biden Welcomes First Siemens-built Amtrak Locomotive Entering Passenger Service. 2 CONTENTS SPEEDLINES MAGAZINE 3 CHAIRMAN’S MESSAGE 5 HSIPR COMMITTEE 6 LEGISLATIVE UPDATE 9 NY EMPIRE CORRIDOR 10 VP BIDEN VISITS PHILADELPHIA Jeff Morales Amtrak President-CEO Joe Boardman, Federal Railroad Administrator Joseph Szabo traveled to the U.S Department 12 AMTRAK’S NEW WORKHORSE of Transportation (DOT) Transportation Technology Center (TTC) facility in Pueblo, Colorado to get an update on the testing program and to observe a testing demonstration. 15 TRANSCONTINENTAL RR 16 WORLD-CLASS PASSENGER RAIL CHAIR: DAVID KUTROSKY VICE CHAIR: PETER GERTLER 18 IN THE SPOTLIGHT SECRETARY: AL ENGEL OFFICER AT LARGE: NORMAN FORDE IMMEDIATE PAST-CHAIR: JOLENE MOLITORIS 19 NEC FUTURE PLANNING EDITOR: WENDY WENNER PUBLISHER: AL ENGEL ASSOCIATE PUBLISHER: KENNETH SISLAK 21 HSR IN TURKEY LAYOUT DESIGNER: WENDY WENNER 23 FUTURE DESIGNS: HSR IN THE USA SPEEDLINES is published by the HS&IPR Committee in cooperation with: American Public Transportation Association 1666 K Street NW 25 ENGINEERING HSR u VIII INTERNATIONAL CONFERENCE / CORDOBA, SPAIN Washington, DC 20006 © 2011-2014 APTA - ALL RIGHTS RESERVED 26 TEXAS - AN HSR CONTENDER 3 CHAIRMAN’S MESSAGE We are seeking no less than $50 billion over the next six years to develop the high-speed intercity passenger rail system that would connect with Amtrak, commuter rail and transit systems. FROM THE DESK OF DAVID KUTROSKY Welcome to the APTA Legislative Conference. As you know, 2014 is going to be a pivotal year for transportation as funding issues and several other legislative initiatives work their way through Congress.
    [Show full text]
  • FERRMED LOCOMOTIVE CONCEPT STUDY 1 2.Pdf
    FERRMED FREIGHT LOCOMOTIVE CONCEPT STUDY By: TABLE OF CONTENTS 1 INTRODUCTION .................................................................................................................... 4 1.1 What is FERRMED? ....................................................................................................... 4 1.2 FERRMED Objectives .................................................................................................... 5 1.3 The FERRMED Standards.............................................................................................. 5 2 EXECUTIVE SUMMARY ....................................................................................................... 7 3 EUROPEAN NETWORK CHARACTERISTICS .................................................................... 9 4 INTEROPERABILITY AND CROSS-ACCEPTANCE .......................................................... 12 4.1 Interoperability .............................................................................................................. 12 4.2 ERTMS.......................................................................................................................... 18 4.3 Cross-Acceptance ......................................................................................................... 21 5 STATE-OF-THE-ART WORLDWIDE LOCOMOTIVES ....................................................... 23 6 REQUIRED STARTING TRACTIVE EFFORT AND POWER TO HAUL “FERRMED TRAINS” .....................................................................................................................................
    [Show full text]
  • The Evolution of the Steam Locomotive, 1803 to 1898 (1899)
    > g s J> ° "^ Q as : F7 lA-dh-**^) THE EVOLUTION OF THE STEAM LOCOMOTIVE (1803 to 1898.) BY Q. A. SEKON, Editor of the "Railway Magazine" and "Hallway Year Book, Author of "A History of the Great Western Railway," *•., 4*. SECOND EDITION (Enlarged). £on&on THE RAILWAY PUBLISHING CO., Ltd., 79 and 80, Temple Chambers, Temple Avenue, E.C. 1899. T3 in PKEFACE TO SECOND EDITION. When, ten days ago, the first copy of the " Evolution of the Steam Locomotive" was ready for sale, I did not expect to be called upon to write a preface for a new edition before 240 hours had expired. The author cannot but be gratified to know that the whole of the extremely large first edition was exhausted practically upon publication, and since many would-be readers are still unsupplied, the demand for another edition is pressing. Under these circumstances but slight modifications have been made in the original text, although additional particulars and illustrations have been inserted in the new edition. The new matter relates to the locomotives of the North Staffordshire, London., Tilbury, and Southend, Great Western, and London and North Western Railways. I sincerely thank the many correspondents who, in the few days that have elapsed since the publication: of the "Evolution of the , Steam Locomotive," have so readily assured me of - their hearty appreciation of the book. rj .;! G. A. SEKON. -! January, 1899. PREFACE TO FIRST EDITION. In connection with the marvellous growth of our railway system there is nothing of so paramount importance and interest as the evolution of the locomotive steam engine.
    [Show full text]
  • Index to Volume 77
    INDEX TO VOLUME 77 Reproduction of any part of this volume for commercial pur poses is not allowed without the specific permission of the publishers. All contents © 2016 and 2017 by Kalmbach Publishing Co., Wau kesha, Wis. JANUARY 2017 THROUGH DECEMBER 2017 – 910 PAGES HOW TO USE THIS INDEX: Feature material has been indexed three or more times—once by the title under which it was published, again under the author’s last name, and finally under one or more of the subject categories or railroads. Photographs standing alone are indexed (usually by railroad), but photo graphs within a feature article are not separately indexed. Brief news items are indexed under the appropriate railroad and/or category; news stories are indexed under the appro- priate railroad and/or category and under the author’s last name. Most references to people are indexed under the company with which they are easily identified; if there is no easy identification, they may be indexed under the person’s last name (for deaths, see “Obi t uaries”). Maps, museums, radio frequencies, railroad historical societies, rosters of locomotives and equipment, product reviews, and stations are indexed under these categories. Items from countries other than the U.S. and Canada are indexed under the appropriate country. A Amtrak Capitol Limited at Point of Rocks, Md., Gallery, 10 minutes at Fassifern, In My Own Words, Jan 56-57 Mar 69 Aberdeen & Asheboro: Amtrak consists, Ask TRAINS, Nov 65 Sleepy short line to busy unit train host, Jun 24-31 (correc) Amtrak diners enter service,
    [Show full text]
  • Best Practices and Strategies for Improving Rail Energy Efficiency
    U.S. Department of Transportation Best Practices and Strategies for Federal Railroad Improving Rail Energy Efficiency Administration Office of Research and Development Washington, DC 20590 DOT/FRA/ORD-14/02 Final Report January 2014 NOTICE This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof. Any opinions, findings and conclusions, or recommendations expressed in this material do not necessarily reflect the views or policies of the United States Government, nor does mention of trade names, commercial products, or organizations imply endorsement by the United States Government. The United States Government assumes no liability for the content or use of the material contained in this document. NOTICE The United States Government does not endorse products or manufacturers. Trade or manufacturers’ names appear herein solely because they are considered essential to the objective of this report. REPORT DOCUMENTATION PAGE Form Approved OMB No. 0704-0188 Public reporting burden for this collection of information is estimated to average 1 hour per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden, to Washington Headquarters Services, Directorate for Information Operations and Reports, 1215 Jefferson Davis Highway, Suite 1204, Arlington, VA 22202-4302, and to the Office of Management and Budget, Paperwork Reduction Project (0704-0188), Washington, DC 20503.
    [Show full text]
  • Bc Historical Photograph Albums
    BRITISH COLUMBIA HISTORICAL PHOTOGRAPH ALBUM S A List of Albums in The Library of the University of British Columbi a Rare Books and Special Collections (~ .kk . (- ~ 'uv~ ALBUM I/1 C 1. Eleot+,io~Signolling Installation . Siemens Control System . North and West Curve Junction, Didcot . Brought into use July 16, 1908 . 38 Lever Locking Frame . Casing removed . External view . (2 photos) 2. Didoot8 .N °R ~ In course of erection and testing . (On wood blocks ; to facilitate wiring ) At the foot of 5—arm bracket signal . One signal machine operating 5 arms, any one of which is selected by th e coupling above the machine . (2 photos) 3. Interior of the Cabin . Didcot . Signal an Taylor operating the levers . Signalman Hnap* writing up the train book . (2 photos ) 4. Didco t The Cabin and Battery Hous e Top—Front View. Bottom—Back Vie w (2 photos } 5. 38 Lever Electic Locking Frame . Didcot (1 photo ) 6. Didco t Facing Pints at West Curve Junction . Lineman Bourne— Provender Store i n distance . Temporary levers for working Main Line Signals . May 6, 1905 . Signalman French and Train Staff East End Cabin, Didcot . For working train s over single line . (] photos ) 7. Lperating the Train Staff Instrument . Didco t Cardiff Express passing East End Cabi n Interior of West Curve Cabin . Interior of East End Cabin . Signal0an French at the Levers . (4 photos) ALBUM #1 (con d at Dbjou t ) 8~ "La France ." Engine No . 103, built in France ; after on week on the road . July 9, 1908 . Gear of the above Locomotive . July 9 ° 1908.
    [Show full text]
  • Determinants of Rail Rolling Stock Value an Analysis of the Determinants of Locomotive and Freight Wagon Value in the European Market
    DETERMINANTS OF RAIL ROLLING STOCK VALUE AN ANALYSIS OF THE DETERMINANTS OF LOCOMOTIVE AND FREIGHT WAGON VALUE IN THE EUROPEAN MARKET MAXIME BONNIER DELFT, 14 JANUARY 2019 MASTER THESIS TRANSPORT, INFRASTRUCTURE AND LOGISTICS i DELFT UNIVERSITY OF TECHNOLOGY ii DETERMINANTS OF RAIL ROLLING STOCK VALUE AN ANALYSIS OF THE DETERMINANTS OF LOCOMOTIVE AND FREIGHT WAGON VALUE IN THE EUROPEAN MARKET FRONT COVER LOCON 9905 in the evening sun at the temporary container terminal in Almelo on March 21, 2012. This locomotive started its second life through a second-hand transaction, 29 years after the manufacturer completed it. Built by Alsthom for Dutch national operator NS in 1982, locomotive 1836 was sold to private rail freight operator LOCON Benelux B.V. in October 2011. Subsequently, the locomotive was repainted and renumbered in 9905. In September 2017, when LOCON Benelux B.V. faced bankruptcy, Rotterdam-based rail fleet management company RailReLease B.V. acquired it. At that time, locomotive 9905 was still going strong at an age of 35 years, showing the potential of second-hand rail vehicles. PHOTO COURTESY Henk Zwoferink Fotografie iii iv DETERMINANTS OF RAIL ROLLING STOCK VALUE AN ANALYSIS OF THE DETERMINANTS OF LOCOMOTIVE AND FREIGHT WAGON VALUE IN THE EUROPEAN MARKET MAXIME BONNIER BSC DELFT, 14 JANUARY 2019 IN PARTIAL FULFILMENT OF THE REQUIREMENTS FOR THE DEGREE OF MASTER OF SCIENCE IN TRANSPORT, INFRASTRUCTURE AND LOGISTICS AT DELFT UNIVERSITY OF TECHNOLOGY v vi ABOUT THE STUDENT Maxime Bonnier Master Programme: Transport, Infrastructure and Logistics Student Number: 4006100 Contact: maximebonnier(a)gmail.com CHAIR ASSESSMENT COMMITTEE Prof.Dr.
    [Show full text]
  • The Big Boy Rolls Into Action When Is a Cat Not a Cat?
    volume two, number four a supplement to walthers ho, n&z and big trains reference books The Big Boy Rolls Into Action 441-22599 4-8-8-4 “Big Boy” UP 798.00 Trix announces the release of its largest Check Out These Great Features! • Synchronized and Asynchronized locomotive ever: a 2-rail Big Boy with a • All-Metal Construction - features metal Sound DCC sound decoder and a new engine frame, boiler, tender body and tender • Kadee® #18 Coupler number! Now you can control several frame operation functions and create realistic Trix also offers rolling stock that are the sound effects from the days of the steam era! • State-Of-The-Art DCC Decoder - lets perfect companion to this mighty monster. you control whistle, bell, lights, braking The 20-pack of 40' steel single-door box Designed for two-rail DC model and speed! cars (#441-24900) and a cupola caboose railroading, this impressive engine is a • High-Efficiency Motor (#441-24901), each sold separately, are scale 18-5/16" long and weighs almost painted in Union Pacific colors to three pounds! • RP-25 Wheel Flanges complement the new Big Boy locomotive. When is a Cat Not a Cat? When it’s a Caterpillar®, of course! electric power and bulldozers to Caterpillar has been building the world’s generation and excavators and off- infrastructure for more than 75 years. They more. More road dump trucks. are the world’s leading manufacturer of than half of all Each 1/50 Scale construction and mining equipment, diesel their sales were replica is made from and natural gas engines, and industrial to customers the original blue-prints turbines.
    [Show full text]
  • Railways 05/2011
    THe DB SCHeNKeR RAIL CUSTOMeR MAGAZINe NO. 05 | 11 Always on duty Wojciech Witkowski, welder at DB Schenker Rail Polska’s Pyskowice maintenance plant Page 08 2011/2012 CHINA SHUTTLE JACOBS COFFEE TRAIN What has been! Daily service for Luxury aroma What is to come? BMW to Shenyang from Berlin Page 18 Page 26 Page 30 SuPer heroeS elding is hard work and it demands responsibility. But when you look at the result of your work, it fills you with pride and pleasure.” Those are the words Wof our colleague Wojciech Witkowski, a welder at the Pyskowice mainte- nance works operated by DB Schenker Rail Polska. The fact that the railway service was a “rough, hard, man’s job”, as the Bundesbahn officially stated in 1954, didn’t put Julia Bader off: The young shunting engine driver from Ludwigshafen was initially met with scepticism from her male colleagues, who wondered “whether I could do it too. I’ve con- vinced them all since then that I can.” This is the mould from which the people of DB Schenker Rail are made. After the themes that the first four issues of railways this year have focused on, our title story for the end of the year intentionally centres on the people who keep the massive wheels of rail freight transport turning: thousands of people who will even work through the coming holiday period. 6A Locomotives of DB Today, DB Schenker Rail has a market share of 26.5 per cent, making it far and away Dieselhydraulik Lok r Class 254 D DrG Class4D e94, DB Class 194, D Europe’s market leader.
    [Show full text]
  • The North-South Gotthard Corridor. Lötschberg Gotthard
    «Switzerland through and through» The north-south Gotthard corridor. Lötschberg Gotthard The north-south Gotthard corridor is one of the most important transalpine transport routes in Europe. 1994: Levy on heavy goods 1987: Rail and bus 2000 1992: NRLA vehicles (LSVA) 1998: FinPT 2014: FERI The Swiss public is supporting the railway and the relocation. The NRLA with its three base tunnels will be completed by late 2020. 4-metre corridor Opening: December 2020 Gotthard (57.4 km) Opening: December 2016 Ceneri (15 km) Opening: December 2020 SBB: focusing on the north-south Gotthard corridor as a whole: overall performance counts. In order to deliver the full benefit to customers, we as SBB need to keep moving forwards in leaps and bounds. 2016: Opening of the 2020: Opening of the 2020: Opening of the Gotthard Base Tunnel Ceneri Base Tunnel 4-metre corridor The Gotthard Base Tunnel has extraordinary dimensions. 178 cross-passages 2 multifunction stations 308 km of tracks 43 points 153 km of contact lines 2,600 km of fibre optic cables 3,200 km of copper cables 900 electronic signposts (ETCS) 360 axle counters 1,900 electrical cabinets in cross- passages 7,200 lights IT systems 2 x 57 km of single-track tunnels / 33 km of new overground lines At 57 kilometres, the new Gotthard railway tunnel is the longest in the world, making it the construction project of the century. It embodies Swiss precision, innovation and reliability and we are very proud of it. SBB • Projekte Nord-Süd Achse Gotthard • xx. yy. 2014 The new Gotthard tunnel provides a quicker and more reliable link between north and south for people..
    [Show full text]
  • News 070405.Pdf
    Hunter Valley Corridor Capacity Improvement Strategy Executive Summary Introduction On 5 September 2004, the Australian Rail Track Corporation (ARTC) commenced a 60 year lease of the NSW interstate and Hunter Valley rail lines. ARTC previously controlled the interstate rail network within the area bounded by Albury on the NSW / Victoria border, Kalgoorlie in Western Australia and Broken Hill in western NSW. The commencement of the NSW lease consolidated control of the majority of the interstate rail network under ARTC In 2002, ARTC developed a detailed infrastructure investment program for the NSW network in the context of the lease proposal to NSW. This investment program was worth $872 million including complementary investment on the Melbourne –Albury corridor. It is now 3 years since ARTC's NSW investment program was developed and it needed to be reviewed and revised in light of subsequent developments, in particular the rapid growth in coal demand in the last 2 years. This report sets out the position in regard to planning enhancement of capacity on the Hunter Valley coal network. Current Position At present the rail system into the Newcastle Ports has an annual capacity of around 85 million tonnes per annum (mtpa), with a surge capacity of around 10 % higher sustainable over a period of some weeks. Forecasts indicate that demand of 125 mtpa is anticipated in 2007 with a further potential rise to around 138 mtpa by 2009. Rail capacity on the Hunter Valley network is uneven. The bulk of the coal traffic runs on the line between Whittingham (near Singleton) and the ports.
    [Show full text]