——
187
INTERFRIGO
International Railway-owned Company for Refrigerated Transport
General Management Wectstemplatz I,
PO Box 32-4 Telephone: 33 07 50
CH-400S BASLE Telegrams: Interfroid Basle
Telex: 62 231
Switzerland
GENERAL ADDRESSES OF THE REPRESENTATIVES
INTERFRIGO was founded in 1949 by six European railways (BR. FS. NS, SBB, Austria General representation for Austria:
SNCB, SNCF). its object being the optimal utilisation of the available stock of
refrigerator wagons for the conveyance of perishable merchandise in international Belgium Dipl. Ing. Josef RAIN
Bulgaria
traffic by rail. Maria Treu-Gasse 2 Telephone: 42 47 70
There are now twenty member-railways (BDZ. BR. CFL. CFR. CH. CIE. DB. DR. Postfach 52 Telephone: (03)31 50 55
DSB. FS. JZ. MAV. NS. NSB. RENFE. SBB. SJ. SNCB. SNCF. TCDD) participating
in INTERFRIGO. and its activities cover practically all the Continent of Europe and A-1080 WIEN Telex: 32529
the whole of the Mediterranean area. N.V. INTERFERRY Telephone: 87 59 67
INTERFRIGO now operates more than 20 000 railway refrigerator wagons
Noorderplaats 2 Telex: 423
belonging to various countries. In addition it manages 4 000 of its own wagons
fitted with ice or mechanical refrigerating equipment, most of them of the latest B-2000 ANTWERPEN
design, as well as 340 of its own 40-ft and 20 ft mechanically refrigerated containers.
—U.E.E. "BDZ" Transports
This equipment is in constant use all the year round to convey all types of merch-
andise under controlled temperature, e.g. fresh fruit and vegetables, fresh and frigonfiques ferroviaires
frozen fish, milk and dairy produce, etc. Bureau Central INTERFRIGO
Rue Ekzarh Jossif 30,
The company is also engaged in the movement of freight in refrigerator containers SOFIA
belonging to other organisations, e.g. ship operators. Czechoslovakia Narodnl centrala Skupina Telephone: 830 519 or 2124
INTERFRIGO Stredisko pro
The number of consignments conveyed under INTERFRIGO management has (ext. 4953)
grown from 21 216 in refrigerator wagons in 1951 to a total in 1970 of 291 493 in rizeni mezinarodni zeleznicni
Telex: 1286
refrigerator wagons, I 600 in mechanically refrigerated wagons, and I 771 in prepravy
refrigerator transcontainers. CSD INTRANS" Skupina
INTERFRIGO
PRAHA Liben-Horni-Nadrazi
Refrigerator Wagons Denmark Danske Statsbaner
For the transport of freight normally conveyed under a temperature above Solvgade 40 Telephone: (01) 140 400
freezing point. INTERFRIGO has available some 24,000 refrigerator wagons of DK-1349 K0BENHAVN K Telex: 5654
various types which are charged according to the following tariff groups: France STEF. 93 bd Malesherbes Telephone: 522-8894
mless than 22 2 (236 sq ft): Floor space equivalent to standard freight wagons Germany (FR) F 75— PARIS 8e Telex: 28969
mfrom 22 to 27 1 (290 sq ft): Floor space equivalent to large-capacity wagon
mexceeding 27 up to 39 s (419 sq ft) Floor space equivalent to very large capacity Germany (DR) Operating representation:
wagon Deutsche Bundesbahn-Zentrale
mexceeding 39 1 (419 sq ft) Floor space equivalent to specially-built extra high- Transport lei tung Guterwagendtenst
capacity wagon. Hedderichstrasse 55 Telephone: 265 5926
All refrigerator wagons owned by INTERFRIGO with a loadable surface exceeding D.6 FRANKFURT AM MAIN 70 Telex: 041 I 124
m290 sq ft (27 1 are fitted with electrical ventilation; the other wagons have either Commercial representation:
)
TRANSTHERMOS GmbH
electrical or Flettner ventilation.
For the use of these wagons, the charges are based on the normal rail tariff Holler Allee 85
applicable with the addition of a scale of refrigerator wagon user charges depending D 28-BREMEN I Telephone: 34 00 41
on the journey, the countries involved and the floor space. Postfach 1217 Telex: 0244457
These wagons can be ordered from the local INTERFRIGO representative who Deutsche Reichsbahn
Ministerium fur Verkehrswesen
is also in a position to give full details.
INTERFRIGO Biiro
Mechanically Refrigerated Wagons Telephone: 53 02 01
INTERFRIGO have at their disposal some 100 two-axled and 25 bogie mechanically Voss-Strasse 33
Telex: 112250
refrigerated wagons designed for the conveyance of frozen and deep-frozen produce, DDR 108-BERLIN 8
and for goods which require to be conveyed at controlled temperatures either
slightly above freezing point.) e.g. chilled meat, fresh eggs etc. or to be protected Great Britain General operating representation (wagons):
against excessive cold, e.g. chocolate, certain chemical products etc. British Railways Board Telephone: 01-262-3232
In addition, certain railways or their specialised subsidiaries have mechanically
Continental Rolling Stock Department (ext. 5865 or
refrigerated wagons and train sets, which are operated under the management of
INTERFRIGO in international traffic. 222. Marylebone Road 5209)
Telex: 21971 & 21976
They can be ordered through the local representative or direct from the General LONDON N.W. I
Management of INTERFRIGO in Basle, where all relevant information can be
General commercial representation
obtained.
(National representation)
British Rail
Conveyance of Refrigerator Transcontainers Shipping & International Services
By agreement with the European railways, INTERFRIGO has been made respons-
Divisions, (for all traffic in refrigerator
ible for organising the international movement by rail of all types of refrigerator
wagons, mechanically refrigerated
transcontainers whether they are mechanically-cooled, refrigerator or insulated
containers. For these movements. INTERFRIGO works in close co-operation wagons and refrigerator transcon-
with the INTERCONTAINER Company. tainers originating from or destined
The company is able to guarantee rapid transits by rail with careful control of for Harwich) Telephone: 01-283 7535
temperature conditions, and power supply of all types of transcontainers with 50, Liverpool Street
Telex: 886821
temperature-control equipment. LONDON E.C.2
Where non-self-refrigerating containers have to be conveyed, i.e. those not Freightliners Ltd.
provided with their own power supply, INTERFRIGO can supply special wagons
with appropriate power units coupled to the wagon carrying the transcontainer. (for international transports in
INTERFRIGO itself owns 180 40 ft and 160 20 ft self-refrigerating transcontainers. refrigerator transcontainers originating
all of them fitted with a door at one end and on each side.
from or destined for the inland
Information and quotations can be obtained from the local representative or from
the General Management of INTERFRIGO in Basle: orders for refrigerator con- Freightliner terminals other than
tainers owned by INTERFRIGO can be sent to the same addresses.
Harwich)
43, Cardington Street, Telephone: 01-387 9400
LONDON N.W.I Tele 24743
Greece Organisme des Chemins de fer Telephone: 315 382
Hungary
Helleniques S.A. Telex: 215187
102, rue Eolou.
ATHENES (131)
Chemins de fer de I'Etat Hongrois I 8
Groupe INTERFRIGO
Nepkoztarsasag Utja 73. Telephone 220 660
641
BUDAPEST VI Telex:
Italy Ferrovie Italiano dello Stato
Direzione Generale (for transports
in refrigerator wagons) Telephone: 4670 31743-
Piazza della Croce Rossa.
31346
I 00I6I-ROMA
Telex: 61089
Servizio Movimento
Telephone: 4670 2644
Servizio Commerciale e del
Telex: 97030
Jraffico
Istituto Nazionale Trasporti
(for transports in mechanically
refrigerated wagons and transcontainers)
Via Savo.a 19
I 00198-ROMA Telephone: 861 851
Luxembourg Chemins de fer Luxembourgeois
Mechanically refrigerated wagon for sub-zero temperature transport Service technique general
Division commercial Telephone: 49901
Place de la Gare
Telex: 288
LUXEMBOURG
Netherlands N.V, Nederlandse Spoorwegen Telephone: 030-29 403
Moreelsepark I
Norway Telex: 47257
UTRECHT
Telephone: 20 95 50
Norges Statsbaner (NSB)
Hovedadmtnistrasjonen Telex: 1168
Storgaten 33
OSLO
Romania Chemins de fer Roumains (CFR) Telephone: 17 20 60
Spain Portugal Service des transports Telex: 047425
Sweden internationaux frigonfiques
INTERFRIGO
Bulevardul Dmicu Golescu 38,
BUCURESTI
Transfesa Telephone: 224 87 35
Bravo Mur.llo No. 38-2 Telex: 07745 or 07663
Apartado 3225
MADRID (3)
Statens Jarnvagar (SJ) Telephone: 22 64 20
Centralforvaltning en- Telex: 1410
Dnftavdelningcn
S-105 50 STOCKHOLM C
Inter-Frigo mechanically refrigerated 40-ft transcontainers INTERFRIGO continued ne*t page
—
:
188
Switzerland Fngosuisse Turkey —TCDD Turkiye Cumhuriyeti
Yugoslavia
Chemms de fcr Federaux Suisscs, Telephone: (031)60 25 90 Devlct DemiryoMan Telephone: 26 71 10
CH 3000-BERN I mci Isletme Mudurlugu (ext. 127 or 147)
HAYDARPASA-ISTANBUL
Service commerctal- Telex 32500
Marchandises Zajedmca Jugoslovenskih Zeleznica
Telephone: (031)60 22 86 Odelenje za operativnc poslove,
Division de I'Exploitation
Section 6 Telex: 32500 Grupe INTERFRIGO
Bahnhof Kuhlhaus AG, Telephone: (061) 35 55 90 Nemanjina 6 II Telephone: 29 427
CH 4002 BASEL Telex: 62271 BEOGRAD Telex: I I 166
Sooete de Gares Fngonfiques Telephone: (022) -43 87 60
et Ports Francs de Geneve Telephone: (091) 4 26 02
CH 1227 CAROUGE
Marco Celona S.A.
CH-6830CHIASSO
€^
TRANS-EUROP-EXPRESS
It was in 1954. following a proposition put forward by Mr. Den Hollender, then In general speeds have increased in the 1957-1971 period, for example the average
President of the Netherlands Railways, that the railway administrations of Belgium, speed of the lie de France, the Etoile du Nord and the Brabant between
France, West Germany, Italy. Luxembourg, The Netherlands and Switzerland Brussels and Paris is now 83 mph {133 km/h). In Germany and France some trains
are run at a top speed of 124 mph (200 km/h), where the track has been upgraded
decided to form the Trans-Europ-Express Group, having the object of connecting
and special modifications of signals have been arranged.
the major European centres of population and industry by a network of very fast The Blauer Enzian does so on the Munich-Augsberg and Hanover- Hamburg
and very comfortable trains. Two more countries, Austria and Spain, have since sections, as also the Etendard and Aquitaine on the Paris-Bordeaux 581 km route
of which roughly half is available for this speed. The Aquitaine has the highest
joined. average speed 90 mph (I4S km/h) and the longest non-stop journey of all the
TEE trains.
The Managing Administration of the TEE-Group, with offices at the Headquarters
London is on the TEE-teleprinter network, but the nearest connection is the
of the Netherlands Railways in Utrecht, is charged with coordinating the TEE Hook of Holland where the Rheingold starts to Germany, Switzerland and Italy.
activities of the member administrations, and with studying the possibilities of The linking of British Rail with the TEE-network, once the Channel tunnel is built,
improving existing services and developing others. The TEE group is not a railway is already on the planning-table. Timings of 4| hours from London to Paris (city
system as such; it is an organisation of studies and direction.
—centre to city centre) will be possible. The Night-Ferry once called "The only
All the motive power units and rolling stock are owned and operated by the —tram leaving the country" will someday be one of a series of common (market)
various railway administrations in the Group. But all the trains carry the emblem daily practice.
"TEE" and have to satisfy certain minimum specifications as to speed and comfort.
AMSTERDAM,
For accountancy purposes, because each country has its own currency, the money
basis adopted is the gold franc. The tariff applicable to TEE trains consists of the
1st Class fare in force in each of the countries in which they operate, plus a supple-
ment fixed uniformly at 2 gold centimes per kilometre.
In order to reduce the length of, or to eliminate, stops at frontiers, arrangements
are made for customs and security controls to be effected during the journey; and
the use of multi-current electric locomotives and trainsets gives smooth change-
over, without stopping, from one system of electrification to another, irrespective
of country.
Since it commenced on 2 June 1957, the Trans-Europ-Express train-service has
gone from strength to strength. Today it covers nine countries: Austria, Belgium
France, Germany, Italy, Luxembourg, the Netherlands, Spain and Switzer-
land. It now has 27 different routes, which are served by 35 trains stopping at
over 125 stations, carrying some 25 million passengers annually. TEE-trains
are first class only with all seats reserved. There is an additional supplement
to the normal first class fare which includes seat reservation fee. Seats can be
reserved up to three months in advance and can be reserved for both outward
and homeward journeys at the same time.
TEE-trains provide maximum comfort such as individual reclining seats, fluor-
escent lighting, cloakrooms, luggage-racks, air-conditioning and soundproofing.
Amongst normal facilities a loudspeaker-system can be mentioned, used for announc-
ing stations, passport-control or other relevant messages. Special facilities include
the vista-dome-cars of the TEE Rheingold from Dortmund to Geneva; and in
France the Mistral, Lyonnais and Rhodanien have a bar-car in their train com-
position with bookstall, secretarial offices and hairdressing saloon. Paris-bound
trains offer an extra facility which avoids delay on arrival; during the journey
passengers are able to reserve taxis by paying an amount which covers the first
kilometres plus a small reservation-fee. These reserved taxis wait at a special lane
near the station exit.
The first TEE-trains were diesel multiple-unit trainsets with a maximum speed
of 87 mph (140 km/h). Capacity varied from 81 to 163 seats. In 1961 the Swiss
Federal Railways introduced four five-coach multi-current electric trainsets (still
running) on the Milan-Paris and Milan-Zurich routes. In 1967 the capacity was
adjusted to the increased demand by adding a sixth coach to the units which brought
capacity up to 168 seats, apart from the restaurant capacity.
In 1964 France and Belgium formed a pool of 36 stainless steel coaches hauled by
multi-current electric locomotives. This made it possible to vary the seating
capacity to adjust for the peaks of the day and of the week. On Monday mornings
and Friday nights TEE trains composed of 15 coaches carrying 550 passengers are no
exception.
In 1965 the Helvetia was electrified with air-conditioned rolling stock of German
type. Other German locomotive-hauled trains followed and replaced the diesel-
stock. Today only 7 trains out of 35 are run with diesel-traction: the Arbalete
and Catalan-Talgo by diesel locomotives, the Edelweiss by the Dutch-Swiss
multiple-unit sets of 1957, the Ligure, Lemano and Mont-Cenis by two-car
Italian trainsets and the Mediolanum by a German trainset. The Italian sets are
to be replaced in the near future by locomotive-hauled coaches of special Fiat-design.
Tha Catalan-Talgo tightens Spain to the TEE-network by means of a special design
of wheel-adjustment, to compensate for gauge difference, which came into operation
in 1969.
Route
Amsterdam-Bruxe lies-Zurich
Amsterdam-Frankfurt
Amsterdam-Munch en
Hoek v. Holland/Amsterdam-Geneve
Bruxelles-Hannover
Bruxelles-Frankfurt-N urn berg
Paris-Bruxelles
Paris-Bruxelles-Amsterdam
Paris-Dusseldorf
Paris-Dortmund-Hamburg
Paris-Frankfurt
Paris-Zurich
Paris-Lausanne-Milano
Avignon-Miiano
Lyon-Milano
Geneve- Avignon-Barcelona
Bremen -Base l-M ilano
Bremen-Nurnberg-Wien
, en ' U
Z5ell am ZTee
^Hamburg-Miinchen -J
I
Hamburg-Zurich
Munchen-Milano
Munchen-Zurich
Basel-Ziirich-M ilano
Zurich-Milano
Geneve-Milano
Paris-Nancy-Strasbourg
Paris-Lyon
Paris-Lyon-Marseille
Paris-Lyon-Marseille-Nice
Pans-Toulouse
Paris-Bordeaux
189
TEB/TL
TRANS-EUROP-EXPRESS-MARCHANDISES
The importance of the creation of fast timings, particularly with transit traffic, by simplifying the customs formalities. The stops at the frontiers have been
between the large centres of production and consumption, led to the eventual reduced to a minimum. No extra charges are made for the conveyance of goods
creation of TEEM by the European railway administrations. by TEEM trains.
The timings had originally been decided by bilateral agreements between the Another significant factor of TEEM is that its network reaches into eastern
administrations concerned. In 1961 the idea of creating a network of fast goods
Europe, for its advantages are apparent to all European countries.
trains arose which, by analogy with what had been done for passengers with the
Co-ordinated by the Czechoslovakian Railways, the managing administration of
TEE trains, received the designation of Trans-Europ-Express-Marchandises or, in TEEM, the European railways are continually aiming at improvements to this
brief, TEEM.
system.
The first TEEM trains were introduced in May 1961. The reductions in transit
times they made possible from the moment of their introduction were quite con- Stops of minimum duration are made at all frontier stations for customs and other
siderable; for example, the Bologna to London time fell from 60 to 38 hours. formalities. A certain number of stops are also made at intermediate stations,
some of which provide rail connections to and from other destinations.
Since 1961 however the network of TEEM connections has steadily been improved
and extended. There now exist I 14 connections between 20 countries. Apart TEEM trains operate at maximum speeds of 53-62 mph (8S-I00 fcm/h), and are
from the normal TEEM trains operating during the whole year there are several restricted to wagons carrying the international marking S which indicates that
they are capable of safe operation at 100 kmjh. The only other restrictions are (a)
season connections assuring the transport of perishable goods between the agri-
wagons to and from Spain must be fitted for interchangeable axles because of the
cultural areas and the regions of consumption. difference in gauge, and (b) only ferry-boat wagons can be used for through traffic
TEEM routes have been established for Spanish fruit to the other countries of by train-ferry to and from England.
Western Europe, for French vegetables from Brittany to Belgium, Holland and
Germany, and most of the transport of fruit in refrigerator wagons from the Balkans The TEEM network, for which the Czechoslovakian Railways act as managing
is executed by TEEM trains. The rapidity and the regularity of the transits provided
administration, provides the essential long-distance international routes linking
by them make it possible to present a solid front against road competition and to
promote international trade between the centres of production and consumption. the railway systems of all European countries west of the USSR and Finland. It is
The development of the Common Market has contributed to accelerate the traffic intended for the rapid transport of perishables and other products requiring speedy
transit, excluding very heavy freight such as coal, stone, metals etc. There are no
supplementary charges for transport by TEEM trains.
Representative TEEM trains
Train Route
No.
101 Alicante (Spain) Dunkerque (France)
I II Marseille (France) Bruxelles (Belgium)
129 St. Pol-de-Leon (France) Munchen Ost (Germany)
151 Sagunto (Spain) Geneve (Switzerland)
301 Bologna (Italy) Zeebrugge (Belgium)
302 Rotterdam (Neth.) Basel Bad. (Switzerland)
338(a) Stockholm (Sweden) Salzburg (Germany)
350 Amsterdam (Neth) Niirnberg (Germany)
354 Hannover (Germany) Wien (Austria)
408 Praha (Czechosolvakia) Budapest (Hungary)
413(b) Budapest (Hungary) Kobenhavn (Denmark)
631 Thessaloniki (Greece) Munchen (Germany)
740 Warszawa (Poland) Hannover (Germany)
795(c) Hamburg (Germany) Oslo (Norway)
—(a) via 2 train-ferries: Halsingborg (Sweden)-Helsingar (Denmark) and
—(b) via I train-ferry: Warnemiinde (E. Ger.)-Gedser (Denmark).
—(c) via I train-ferry: Sassnitz Hafen (E. Ger.)-Trelleborg (Sweden)
190
ALBANIA
ALBANIAN STATE RAILWAYS
HEKURUDHAE SHlERISE, TIRANA
The first common carrier railway line, opened to traffic on 7 November 1947.
was between the Adriatic port of Durrcs (Durazzo) and Pequin. 27 miles {44 km.)
lonf . This was extended from Peqin to Elbasan in 1950 and subsequently a number
— —of branch lines have been built:- Kashar Yzberisht; Paper Cerrik; a link line
—from Elbasan to the "Nako Spiro" timber combine; Elbasan Kraste. The Tirana-
Durres line, on which work started in 1948. was opened on 23 February 1949.
In 1963 the line from Vore to Lac was completed and opened to traffic; and on
12 October 1968 a ceremony was held to celebrate the opening of the line from
Rrogozhine to Fier. 34 miles (S4 km.) long.
Plans are in hand to extend the coastal line northward from Lac to Shkoder and
southward from Fier to Vlore. Construction is proceeding on a section of line
eastward from Elbasan to a point between Pishkash and Prrenjas. This line is
eventually to continue on to Lake Ohrid, and then turn south to Korce.
At the end of 1969 the total route length operated by Albanian State Railways
was I3S miles (215 km.)
Traffic development 1 9SO 19 55 /960 1964
239 351 875 1.485
Tonnes of freight carried (000's) 830 2.303 2,489 3,505
Passengers carried (000's)
CONSTRUCTION
Most lines are laid with rails weighing 86-7 lb. per yd. (43 kgjm) imported from
Czechoslovakia. Maximum axle load is 21 tonnes.
There are six tunnels varying in length from 761 ft. (232 m) to 2,460 ft. (750 m);
and ten concrete bridges from 200 ft. (60 m) to 720 ft. (220 m).
LOCOMOTIVES AND ROLLING STOCK
In addition to 2-8-2T superheated steam locomotives similar to Class Tkt 48 of
Polish State Railways built by Cegielsky at Poznan, there are a number of diesel
CKDlocomotives built by of Prague, Czechoslovakia, including Series T.2I I diesel-
mechanical shunters, and Series T. 453.0 and T.458 diesel -electric locomotives.
Passenger cars are mostly 2-axled from the railways of East Germany, Hungary
and Czechoslovakia, but an increasing number of bogie coaches are being put into
service.
Freight cars generally are older 15-tonne 2-axle types; the latest are modern
bogie cars with a capacity of 45 tonnes, built in Czechoslovakia, Hungary, and
China.
INDUSTRIAL LINE
There is a short length of narrow gauge industrial line which is not operated by
mmthe Albanian State Railways. This 950
gauge line runs from Vlore, on the
Adriatic, 5 miles (8 km.) to the bitumen mine at Selenice with a 2*5 mile (4 km.)
branch to Mavrove.
AUSTRIA
AUSTRIAN FEDERAL RAILWAYS
OSTERREICHISCHE BUNDESBAHNEN (O.B.B.), ELISABETHSTRASSE 9. VIENNA
See page 142 for tabulated data.
: :: :
AUSTRIA 191
Directors: Dr. Hans Pregant OPERATIONS
Dr. Otto Seidelman
Secretariat: Dkfm. Wilhelm Kokalj Freight
Dr. Johann Maschke
Administration Dr. Josef Pucher
Testing and Maintenance: Dr. Roman Jaworsky
Dipl. Ing. Gunther Winkler
Legal
Electronic Data Operations: Dr. Oskar Platz
Planning Dipl. Ing. Dr. Joseph Dultinger
Operating Economics: Dr. Ernst Markoff
Alois Blumel
Departmental Chiefs
Dipl. Ing. Karl Buschek
Personnel:
Ing. Franz Liebsch
Finance:
Dipl. Ing. Johann Wagner
Traffic:
Dipl. Ing. Leo Mimmler
Commercial
(Gaurmanngasse 2-4, 1010 Vienna) Dipl. Ing. Karl Mahler
Mechanical Engineering) Dkfm. Dr. Erhard d'Aron
(Langaurgasse I, I 150 Vienna)
Dr. Hans Breinl
Civil Engineering:
(Elizabethstrasse 18, 1010 Vienna) Dr. Franz Pokorny
Purchasing and Stores: Dipl. Ing. Franz Bachler
(Operngasse 24. 1040 Vienna)
Electrical Engineering:
(Daffingerstrasse 4, 1030 Vienna)
Road Motor Services:
(Gaurmanngasse 2-4, 1010 Vienna)
Divisional Managements
Vienna:
(Nordbahnstrasse 50. 1020 Vienna)
Lmz:
(Bahnhofstrasse 3, 4020 Linz)
Innsbruck
(Claudiastrasse 2. 6020 Innsbruck)
Villoch:
(Strasse des 10 Oktober, Villach)
Ten-year Investment Programme
This programme provides for gross capital investments of about 20 thousand
million schillings. Of the net investment provided by this, 6-4 thousand million
schillings are to cover further measures of rationalisation, such as electrification,
provision of diesels, and the automation and mechanisation-of plant; 0-4 thousand
million schillings will be for the improvement of safety devices to protect the
passenger, and 1-4 thousand million schillings will be devoted to new investment,
such as the extension of double-tracking. The remaining 11-8 thousand million
are for the current maintenance of the vehicle park, the construction plant and the
technical equipment.
192 AUSTRIA
Thickness under sleepers 8 to 12 in. (200-300 mm.) 6 in. (/50 mm.) CONTAINER OPERATIONS
Max. curvature
9 J min. rad. of 29 1° min. rad. of 197 ft. The Officers principally concerned, located at OBB Headquarters are:
7
590 ft. (ISO m.) (60 m.) Commcrctat Department Hofrat Albert Koss. Foreign freight charges
Max. (radienc. Dr. Anton Stift. Port and container traffic
compensated I in 22 (4 6",,) I in 40 (2-5"„) Technical Department: Dip). Ing. Krause
uncompensated I in 14 (7<
Worst combination of Services
grade and curve I in 46 with 410 ft. ('25 I in 40 with 328 ft. (/00 m.) The Austrian Federal Railways (OBB) do not own any containers, but provide
m.) radius curves radius terminal- to-terminal service or door-to-door service, transporting containers
supplied mainly by Shipping Companies and Freight Forwarders.
Gauge widening on
sharpest curve 0787 in. (20 mm.) 0787 in. (20 mm.) Terminals
5 9 in. (150 mm.) 2 36 in. (60 mm.)
Max. super-elevation
,, axle load 20 tonnes 12 tonnes mobile double crane, span 80 ft 4 in (24 SI m)
,, permitted speeds rail length 689 ft (210 m), max load 44 tonnes
,, passenger trains
75 m.p.h. (120 km.lhr.) 31 m.p.h. (SO km.lhr.)
freight trains
56 m.p.h. (90 km./hr) 31 m.p.h. (50 km.lhr)
Welded rail
At the end of 1970 the total length of track with welded rail was approximately
I 550 miles (2 500 km), of which I 15 miles 095 km) had been laid during the year.
The longest individual length of continuous welded rail is 114 miles (18-3 km).
Rail types used are Form B (49-43 kg/m) and Form C (53 8/ kg/m) in 30 m or
m60 bars. Sleepers are wood, steel, or concrete. Pandrol and Macbeth rail
fastenings are used.
5-1: (IS60)
% io'-67j/oo)
I
<t-\K(?7K»
I
13-1 1 (WOO) o1
oi
\O-4(JtS0)
1^5
-:I *
in
1
:
AUSTRIA 193
DIESEL LOCOMOTIVES
Tractive Effort Max. Wheel Builders
Speed
Axle Trans- Rated Max. Continuous at m.p.h. dia. Total Length No. Year Engine & Type
Arrange- mission Power (km./h.) Built
Class Hyd. h.p. lbs. lbs. m.p.h. ins. Weight ft. ins. first Mechanical Transmission
ment Hyd. 2,200 (fcg.) tonnes Built Parts
2020 B-B 1,500 (kg.) (km./h.) (mm.) (mm.)
2043 Elec. 52.150 I960 S.G.P.
B-B Elec. 1.000 (23,640) 37.300 12.5 68 39J 754 59' 10' 2 SGP T 12b Voith
2045 1.520 45.182 (110) (18,240)
2050 Bo- Bo Hyd. 196 (2O.S00) (/ 6,950) (20) (1.000) 48' 5"
20b0 (1 4,760)
Bo- Bo 34.200 30.636 30-5 62 37J 67-2 28 1964 Jenbach JW 1500 Voith
(I5.S00) (13.900) (19) (100) (950) 5l'8i" 20
40.100 677 (/5.760)
(/8.200)
22,500 13,450 20-6 56 39j 71 48' 6}' 1952 S.G.P. 2x S.G.P. S 12a ELIN/OBBW
(6, 100) (332) (90) (1.000) (14,800) 1958 Henschel
755 G.M. I2-567C G.M.
32,700 13 I 62 41 58' 2i" 18
(14,850) (100) (1,040) (17.740)
(2//)
: ::
194 AUSTRIA— BELGIUM
Series 5146 100 Diesel-hydraulic railcar
Rebuilt for multiple control from Class 5146.
Low-level flat car (or transport of road vehicles,
Saaks Class
Illustration shows one half of the complete unit of
two permanently-coupled bogie cars. Each car is
38 ft. 5 in. (117 m.) long. Wheel diameter is 13 in.
(320 mm.) and floor height above rail is 15 in. (380 mm.)
Built by SGP
BELGIUM
All standard gauge lines in the country are operated by the Societe Nationale des
Chemins de Fer Beiges (S.N.C.B.), and all metre gauge light railways by the Societe
Nationale des Chemins de Fer Vicinaux (S.N.C.V.).
SOCIETE NATIONALE DES CHEMINS DE FER BELGES (S.N.C.B.)
17-21 RUE DE LOUVAIN. BRUSSELS I, BELGIUM
See page 144 for tabulated data.
General Manager: L. Lataire
Managers: A. Adam
Headquarters:
Operations: A. Marchal
Purchases and Stores:
A. Brouckaert
Wo/ and Works: F. Baeyens
P. Bourdon
Finance E. Arys
Personnel R. Weber
Commercial:
Electricity and Signals: L. Maenhaut
Press and Public Relations: W. Goderis
Regional Managers:
Antwerp: H. de Sutter
Brussels: M. Dugardein
Charleroi: P. Rossignol
Ghent C. Vandevelde
Hasselt: L. Schollaert
bege:
L. Franssen
Mons
Namur: A. Plenevaux
R. Adam
At the end of 1968 SNCB route length was 2 861 miles (4 605 km) of which 2 588
miles (4 I6S km) was actually operated, the remainder being closed to traffic.
Electrified route length was 756 miles (/ 217 km) of 3 000 V. dc.
—
.
BELGIUM 195
Double-deck car-carrier for car-sleeper tra
FUTURE REQUIREMENTS Class 26 B-B electric locomotive with monomotor bogies
Eleccric locomotives 25 for delivery in 1971,75 Special open wagon for transport of coils
Diesel locomotives 60 for delivery in 1971 75 iz'V'*
Electric multiple trainsets 50 for delivery in 1971/75 Top of rail
Passenger tram cars 250 Welded rail
On I Jan 1971 the total length of track with welded rail was 719 miles (/ /57 km)
Freight train cars 2 500 per year to 1979
of which 89 miles (143 km) had been laid in 1970. Rail used (type 50R) weighs
ELECTRIFICATION 101 lb/yd (50 kg/m) in bars 88 ft. 7 in. (27 m) long. These are flash-butt welded
at depot into 708 ft. 8 in. (8 X 27 m) lengths and, after laying, the joints are Thermit
System: 3.000 volts d.c. welded to form continuous rail. The longest individual length is 3 5 miles (5-7 km.).
Compound catenary on principal lines.
Tramway type on access lines and sidings.
At I Jan. 1971 the total route length of electrified lines was 756 miles ( / 217 km).
During 1970, electrification of the Namur-Liege line was completed, so permitting
through electrified connection between Paris and Cologne. On the Antwerp-
Ghent line the 15 mile (24 km) section between Berchem and St-Nicolas was com-
pleted during the year, the remaining 22 miles (36 km) from St. Nicolas to Ghent
being scheduled for the end of 1972. The Pepinster-Spa branch is due for com-
pletion by June 1971
The electrified Trans-Europe-Express (T.E.E.) service between Amsterdam-
Brussels-Paris is well patronized. Multi-current locomotives are used, able to
operate on 1,500 volts d.c. (in Holland), 3,000 volts d.c. (in Belgium), and 25 kV 50
cycles a.c. (in France).
SIGNALLING AND TRAIN CONTROL
Automatic Block signalling is in service on 660 miles (/ 062 km) of double track
line, of which 42 miles (68 km) were installed in 1970.
There are 179 all-relay signal posts in operation, 10 of which were put into service
in 1970 with equipment supplied by ACEC.
CTC has been installed on the Liege (GuMlemins) to Namur. with three Control
Centres at Liege (Guillemins), Flemalle Haute and Namur, commanding 19 remote
control posts. Also on the Angleur-Rivage line with control centre at Rivage
and three satellite posts; and on the Jemille-Libramont line with control centre
at Jemille and three satellite posts.
TELECOMMUNICATIONS
The automatic telegraph system is being extended progressively and now includes
308 teleprinters connecting main stations, workshops and centra! departments.
Closed circuit television has been installed at Lierre, for the remote supervision
of a level crossing, and others are to follow.
MARSHALLING YARDS
Computers were installed in the marshalling yards in Antwerp, Schaerbeek,
Ronet and Stockern, and brought into service in 1969. An important step was
thus taken towards the introduction of a system of collecting and concentrating
information, which will enable the SNCB to apply the most modern scientific
methods of management to freight traffic carried in complete wagon loads.
TRACK DETAILS Flat bottom, 100-8 lb. per yd. (50 kg./m.).
Standard rail 8868 ft. (27028 m.).
Length
Joints 4-hole and 6-hole fishplates.
Rail fastenings
Soleplates and screws for wood sleepers. Type RN
Sleeper (crossties)
flexible fastenings on RS concrete sleepers; rigid clips on
Rail fastenings
Cross ties (sleepers) FB concrete sleepers. Pads are inserted under the rail
when concrete sleepers are used. "Pandrol" fastenings
Spacing
are used in tunnels.
Filling
Generally oak, II in. X 5£ in. X 8 ft. 6$ in. (280 x 140 X
Max. curvature 2,600 mm.). Two types of concrete sleeper are used:
Main line
Secondary line Type RS (two blocks joined by a steel bar) with Type RN
Running lines
Sidings flexible rail fastenings, and Type F.B. pre-stressed concrete
Max. gradient with rigid fastenings.
„ altitude
Soleplates and screws. "Pandrol" fastening is used in
tunnels.
Generally oak, II in. X 5£ in. x 8 ft. 6| in. (280 X 140 X
2,600 mm.). Sections of welded-rail track have been laid
with two types of concrete sleepers: Type RS (two blocks
RNjoined by a steel bar) with Type flexible rail fastenings,
and Type F.F. (two blocks and a tie) with rigid fastenings.
2,670 to 2,190 per mile f/,665 to 1,370 per km.).
Broken stone or slag.
2-18° = radius of 2,625 ft. (800 m.).
=3-5°
=8-75° „ „ 1,640 ft. (500 m.).
=11-7°
=l-8°o „„ 656 ft. (200 m.).
„„ 492 ft. (150 m.).
I in 55£; except 2 sections of 3-5° = I in 284
1,759 ft. (536 m.) at Hockai on the Pepinster-Trois Ponts
permitted speed line,
axle load
87 m.p.h. (140 km./hr.) on the Brussels-Antwerp-Ostend-
Liege electrified lines only. 75 m.p.h. (120 km./hr.) on all
other main lines,
Certain locomotives have an axle load of 24 tons. Except
for certain bridges they can operate anywhere on the
system, subject to speed restriction.
Class 5 three-current Bo-Bo electric
locomotive
25 kV. 1/50 (France); 3 kV. dc (Belgium); 15 kV. dc
(Netherlands)
196 BELGIUM
ELECTRIC LOCOMOTIVES
BELGIUM 197
DIESEL LOCOMOTIVES
Troct/Ve Effort Max. Wheel Builders:
Speed
Axle Trans- Rated Max. Continuous at m.p.h. dia. Total Length No. Year
Arrange- mission Power ins. Built
Class lbs. lbs. m.p.h. (km.'h.) Weight ft. ins. first Mechonical Engine & Type Transmission
ment Elec. h.p. {mm.) tonnes Built Parts
59 Co-Co Elec. 2,150 (kg.) (kg.) (km.ih.) {mm.)
52- Elec. 1961
53 Bo-Bo Elec. 1,750 61,200 37.250 75 39} 117 66' I}' 93 Cockerill-Ougree Cockerill-Ougree ACEC-SEM
54 Elec. (27.750) ((6.900) {120) {1.010) (20.160) 55
55 Co-Co 1.720
63 44.000 37.500 75 87 53' r 1955 Cockerill: Cockerill ACEC (licence
Co-Co 1.900 (20.000) (/ 7.000) ('20) {I.IIB) 1955
(I6./80) 1957 Baume ec Marp. (licence Baldwin) Westinghouse)
Co-Co 1.950 1961
55.000 35.500 75 39} 108 61' 10' 13 Anglo-Franco- G.M. (U.S.A.) gTmTTu.s.a.)
(25.000) ((6.100) ((20) {1.010) ((8.850) 19 Belge Smit
55.000 27.500 87 108 Anglo-Franco- G.M. (U.S.A.) G.M. (U.S.A.);
{25.000) {12.500) (140) Beige Smit
61.200 38.000 75 110 64' 2j- 42 Brugeoise et G.M. (U.S.A.) ACEC-SEM
(27,750) (/ 7.250) ((20) ((9,550) Nivelles
licence G.M.
198
BULGARIA
BULGARIAN STATE RAILWAYS (BDZ)
MINISTRY OF TRANSPORT, SOFIA
See page 144 for tabulated data.
GENERAL
Plans for a 35 per cent increase in freight traffic in the next s
five years have been drawn up. It is expected that by 1972
80 per cent of rail traffic will be diesel or electric hauled.
Modernisation is proceeding in all other departments. Track
rebuilding and strengthening, extensive use of 99 lb. (49 kg.) rail,
long-welded rails, signalling including CTC, bogie truck freight
wagons replacing 2-axle wagons. Considerable use is already
made of containers but the number in use is being increased and
palletisation is to be adopted.
Electrification
The long term programme of electrification of all BDZ main
lines, scheduled for completion in the late 1970s, is well in hand.
The first section, between Sofia and Plovdiv was opened to traffic
in 1962. This was followed by the Sofia-Karlova line; and the last
sections of the Sofia-Pleven-Russe line are being completed.
Future electrification includes Gorna Orehovitza to the Black
Sea port of Burgas, and from Plovdiv to Stara Zagora.
Diesel Traction
With the aim of eliminating all steam locomotives by about
1978. diesel locomotives and trainsets are being progressively
introduced.
MANUFACTURING PLANTS
Tcherveno Zname Works, Burgas
Freight cars.
Georgi Dmitroy Works, Sofia
Electric locomotives, Freight cars.
A. Zhdanov Works, Drianovo
Freight and Passenger cars.
——
The C.S.D. system is divided into four administrative regions each of which is CZECHOSLOVAKIA 199
largely autonomous being responsible for traffic and for management and control
of all installations and equipment in its area: S. 479.0 Series 25kV Bo-Bo Electric Locomotive Type 39 E
Name of Railway Headauarters
Eastern Bratislava
Midland
North-Eastern Olomouc
South-Western
Prague
Pilsen
NEW CONSTRUCTION
The increase in ore traffic has necessitated the electrification of the Vrutky-
Cierna to Tisou line, which connects with the U.S.S.R. railway network at Cop.
A new broad gauge line, 55 miles (88 km.), was opened from Uzhgorod (U.S.S.R.)
to the VSZ iron works near Barca in Czechoslovakia.
TRACK WORK
In order to meet the demands of the increasing freight traffic and the heavier
and faster trains being put into service, a programme of track strengthening and
additional track laying is in hand.
SIGNALLING AND TRAIN CONTROL INSTALLATION
Automatic block system is installed on 524 miles (843 km.) of line. Automatic
train warning/stop system is in service on 258 miles (415 km.) of line with cab
signalling apparatus on about 715 locomotives. Remote control of switch points
and signals by all-relay installations in operation at 45 major centres.
A C.T.D. installation between Plzen and Cheb, 66 miles (106 km.) started operating
in January, 1967. It is the first in the country.
ELECTRIFICATION
At the end of 1970 the total electrified route length was I 537 miles (2 474 km),
comprising I 045 miles (/ 682 km) at 3 000 V dc, and 492 miles (792 km) at 25 kV.
50 cycles.
Considerable extension of the a.c. system is scheduled for the next few years, and
by 1975 the position is expected to be:
3,000 volts d.c.
200 CZECHOSLOVAKIA
T. 698.0 Series, 1,800 h.p. Co-Co Diesel-electric Passenger Locomotive T 678. Series, 2,000 h.p Co-Co Diesel-electric Locomotive
T2II.0 Series Diesel-mechanical Shunter Type BN 150 T. 435.0 Series 750 h.p. Bo-Bo Diesel-electric Locomotive
DIESEL LOCOMOTIVES
DENMARK 201
DENMARK
DANISH STATE RAILWAYS
DANSKE STATSBANER (D.S.B.), 40 S0LVGADE, 1349-COPENHAGEN K
See page 146 for tabulated data.
Total population (1965) 4,767,597
Population density: 276-7 per sq mile (J 10-7 per km')
Area: 16.578 sq miles (43 031 km')
Total Area I 1,557 sq miles (29 940 km')
Agricultural Area
Transport:
Length of Railways 3.422 miles (3.900 km)
Length of Roads: 37,733 miles (60,782 km)
Exchange rate: £l=Dan sh Krone 1800 $1= Danish Krone 7 70
(B ase 100 in 1958 except where seated)
202 DENMARK
^g| Dqhske Jfatsbaner mt
DENMARK FINLAND 203
CONTAINER OPERATIONS
The Danish State Railways do not own any containers.
The main organization supplying containers in Denmark is:
Danlast A/S, Sydvestvej 73, 2600 Glostrup.
Container Terminals
Location Handling equipment used
Copenhagen Gantry especially for containers
(Freight Station)
Odense
Arhus
Alborg
Glostrup Mobile gantry with yoke for containers
Slagelse
Naestved
Nykobing Fl
Fredericia Gantry (not mobile) with yoke
Esbjerg Gantry (not mobile) in the port MZClass 3300 h.p. Co-Co diesel-electric locomotive
—Quantities and types of container handling equipment in use:
Four mobile 30 tonne gantry cranes.
Four 35 tonne gantry cranes especially for containers.
One 30 tonne gantry crane (not mobile).
The Danish State Railways provide a door-to-door container service, and con-
tainers are supplied by Danlast A/S, Glostrup station. During the year, the
number of loaded transcontainers handled was 28 138 expressed as 20 ft units, and
it is expected that 35 000 will be dealt with in 1970.
Container traffic is dealt with by Mr. P. Hjelt, Solvgade 40, 1349 Copenhagen K.
Power car of 8-car Diesel trainset for Danish State Railways
Diesel-hydraulic shunting engine Length 62' 10" (19,200 mm.). Wheelbase of driving bogies II' I" (3,400 mm.).
128 h.p. Built by Frichs.
2= I.OOOh.p.dieselengines. Maximum speed 99 m.p.h. (/60km.). Built by M.A.N
DIESEL LOCOMOTIVES
Tractive Effort Max. Wheel Builders:
Speed
Axle Trans- Rated Max. Continuous at m.p.h. dia. Total Length No. Year
mission Power Built
Class Arrange- lbs. lbs. m.p.h. (km./h.) ins. Weight fc. ins. first Mechanical Engine & Type Transmission
ment Elec. h.p. tonnes Built Parts
3,300 (kg.) (kg.) (kro./h.) (mm.) (mm.)
Elec. 1967 Nydqvist &
MZ Co-Co 1,425 66,000 44,000 15 89 40 120 68'3" 26 Holm; Firchs GM 16-645- A/S Thrige
(27,480) (143) (1.015) 45 I960
1401- (20,000) (24) 890 (20,800) Nydqvist & E3 A/S Thrige,
35,300 83 40 Holm, Frichs Odense,
MX AIA-AIA (16,000) 28,700 13-7 (133) (1,015) 60' or GM-567C and Denmark
(13,000) (22) and
1001-1045 37* (18,300) D, 12 cyl.
(950)
MV AIA-AIA
1 101-1105
204 FINLAND—V.R.
CHANGES IN STOCK TOTALS
New units added
1790
ELECTRIFICATION
System of electrification is 25 kV I '50. At I Jan 1971 the total route length of
electrified line in service was 42 miles (67 km). km Completion
1969
Route miles 38 1970
29
Helsinki— Kirkkunummi 24
Helsinki— Kerava 18
Total at I Jan 1971 42 67 1971
24 39
Work in progress
Kerava— Ruhimaki
future electrification 171 275 1975
173 279 1978
Ruhimaki— Semajoki 160 257 1982
Ruhimaki— Imatrg—Vainikkala
Pieksamaki— Kotka—Hamina
VR have ordered from Novocherkassk Works USSR a total of 27 electric loco-
motives, the first 6 to be delivered from August 1973 to January 1974 and the
remaining 21 from late 1974 to 30 June 1975.
Class Sr I, Bo-Bo. output 3 100 kW, weight 84 tonnes, length 62 ft 2 in (18 940
mm), wheel diam 4 92 in (/ 250 mm), equipped with thyrister control, Knorr air
brakes and electric resistance brakes.
kWClass Sr I Bo-Bo 3,100 electric locomotive
27 being built by Novocherkassk Works, USSR.
Electric trainset SMI for commuter service in Helsinki
MARSHALLING YARDS
—Two major yards have been rebuilt and modernised as automated hump yards.
They are: Riihimaki Pieksamaki
Number of tracks, arrival 9 8
classification 20 26
Capacity, cars per day 1,700 2,000
Retarders Thussen, Siemens Sax by
Both are equipped with radio in the yard and on shunting locomotives.
206 FINLAND/FRANCE
Class Svl2, B-B 1,360 h.p. all purpose diesel-hydraulic locomotive Type Vr II, 840 h.p. Diesel-hydraulic Locomotive
Weight 607 tonnes. Max. speed 78 m.p.h. (I2S km./h.). Length 45 ft. 8J in.
(14,000mm). Diam.of wheels 39| in. (1,000 mm.). Built b) Lokomo Oy, Tampelta
Oy and Valmet Oy, diesel engines by SACM France. Number of units: 68.
FRANCE
Base: 100 in 1938
196 J
::
S.N. C.F.— FRANCE 207
FRENCH NATIONAL RAILWAYS
SOCIETE NATIONALE DES CHEMINS DE FER FRAN^AIS, 88 RUE SAINT-LAZARE, PARIS (9e). FRANCE
See page 148 for tabulated data.
Region de I'Est (Eastern), 13 rue d'Alsace, Paris lOe. In accordance with its policy of constantly improving fast services between large
Bounded on the south by the South-East Region, on the west by
the North Region, and on the east by the Swiss, German, Luxem- towns, the SNCF introduced additional trains during the year, together with acceler-
bourg and Belgian frontiers. ated timings on existing services.
Region du Nord (Northern). 18 rue de Dunkerque. Paris lOe. For example, a new TEE train (the "GOETHE") covers the distance between
Bounded by Paris to Dieppe, Paris to Hirson and the Belgian Paris and Frankfurt in less than 6 hours; savings in time were effected between
Pans and Basle, and Paris and Calais; and the services between Ddle and Mulhouse
frontier. were improved with the completion of electrification.
Region de I'Ouest (Western), 20 rue de Rome. Paris 8e. Commercial use was made for the first time of gas-turbine trains, in March 1970.
Bounded by Paris to Dieppe, and a line running Paris. Chartres between Paris and Caen. As a result, considerable alterations were made to the
Saumur. Poitiers, Angouleme and Bordeaux.
1970-1971 winter timetable between Paris and Cherbourg, following upon the gen-
Region du Sud-Ouest (Southwestern), I place Valhubert. Paris I3e. eral introduction of gas-turbine trains operating at a maximum speed of 100 mph
From the Eastern boundary of the West Region to a line running
(/60 km!h). On weekdays, 15 trains, of which 14 are turbo-driven, operate in
Paris, Nevers, Clermont-Ferrand, Rodez, and the Spanish border
near Font-Romeu. each direction between Paris and Caen, and 5 between Caen and Cherbourg. The
savings in time are considerable, the distance of 149 miles (239 km) between Paris
and Caen being covered in Ih 49m (at a commercial speed of 82 mph (131 kmjh),
as against 2h 18m in the case of the fastest trains operating in 1969.
Four additional car-sleeper trains were brought into service during the summer
Region du Sud-Est (Southeastern), 20 boulevard Diderot, Paris I2e. (of which three operate on international routes) between Brussels-Biarritz. Putt-
Bounded on the west by the South-West Region, on the south by garden Hamburg Hanover-Narbonne, Dusseldorf Cologne Frankfurt Sarrebruck-
the Mediterranean Region, on the east by the Italian and Swiss Biarritz. and Metz Nancy-Avignon Narbonne. together with one, during the
frontiers and on the north by a line running Belfort, Sens, Melun, winter, between Paris and Moutiers-Salins.
and Paris.
Two new "car express" services are also operated between Paris-Nantes and
Nantes- Marseilles.
Region de la Mediterranee (Mediterranean), 17 avenue de General Leclerc, Road services, controlled and operated by the SNCF, were substituted for
Marechal de France, Marseille (B. du R.). passenger trains on 40 lines of a total length of I 193 miles (/ 920 km), and were also
An area bounded by the coast in the south and a line running introduced over a distance of 37 miles {60 km) wichout the corresponding rail
Font-Romeu, near the Spanish frontier, to Roder, La Bastide and services being completely closed down. With these additions, the total length
across to the Italian frontier near the Modane Pass. of the SNCF's road services amounted at the end of 1970 to some 4 290 miles
Chairman of the Board: Andre Segalat (6 900 km).
General Manager: Roger Guibert
Assistant General Managers: Henri Lefort On 2 January 1970, at the request of the Ministry of Transport, a "METROLOR"
Roger Hutter
Secretory Genera/: Jules Antonini service was introduced on the Nancy-Metz-Thionvitle axis. This service operates
on weekdays, and is maintained by reversible trains running at the rate of one per
hour in each direction, between 06.00h and 20.00 h. During the summer holiday
period, the "METROLOR" service is suspended, and a "METRAZUR" service
Personnel Department introduced, as an experiment, on the Cannes-Ntce-Menton axis, on which 46
Personnel Manager: Andre Beynet trains operate daily, in each direction, between Cannes and Nice, from 06.00h to
Assistant Manager: Rene Godde
24.00h.
Passenger traffic in the Paris suburbs, which continued to increase, during 1970
Operations Department at a slightly faster rate than during preceding years, amounted to 389-6 million
Operating Manager: Charles Vignier passengers, although one line, between Paris-Bastille-Boissy-Saint-Leger, had been
Assistant Manager: Albert Guerville
Pierre Ginsburger transferred to the RATP on 14 December 1969. When the traffic on this line is
Passenger Operating: Jean Bernard
Freight Operating: Jean Huet deducted, to give a true comparison, the adjusted 1969 total is 373-8 million passen-
Regulation and Safety Jean Deloison
Movements Control: 5%gers (380-5 including the Vincennes line), giving a growth in 1970 of 3 and an
increase in the number of passengers-km of 4-6%.
Provision is made, in the Vlth Plan, for considerable extensions and improvements
to the suburban system, which are estimated to cost 2 200 million francs, of which
Commercial Department Louis Lacoste 960 million will represent a special contribution from the State and Paris District.
Commercial Manager: Andre Loze The latter sum is mainly intended for the building of the lines and stations which
Assistant Commercial Manager: Armand Descadeillas are to serve the new towns of Cergy-Pontoise and Evry, as well as Roissy airport.
General Business: Jean Ravel The introduction on I March 1970 by the SNCF of a special season ticket for old
Commercial Planning Emile Chassy people (men over 65, and women over 60), providing a reduction of 30% of the
Passenger Traffic: Jean Querleux
Marc Pieffort cost of full-fare tickets for travel during off-peak periods, has been welcomed by
Freight Traffic: the public, some 400 000 tickets having been sold during the year.
Coordination: Jacques Mauris
Germain Bernon Scholars' tickets also proved increasingly popular, 140 000 pupils having taken
Publicity:
Accountancy: advantage of them during 1970, or I 1% more than in 1969.
There was also a considerable increase in the sale of EURAILPASSES, which are
available on 13 European railways, 103 500 tickets having been sold in North America
Rolling Stock and Traction Department Camille Martin South America, and Japan, as against 73 500 in 1969, or an increase exceeding 40%.
Manager, Rolling Stock and Traction: Jean Dupuy A new ticket ,the STUDENTRAILPASS, which was introduced on I January
Assistant Manager: Jean Gamier
1971 enables American students to travel, in 2nd Class accommodation, over the
Administration: Philippe Vicaire 13 European railways during a period of two months.
Motive Power Operations: Corentin Quiniou
Traction Equipment Maintenance: Denis Bellier Freight Traffic
Rolling Stock: Jean Marcotorchino In general, the improvement in the forwardings by express service between
General Studies: Maurice Laplaiche large towns continued in 1970. The greatest increases were recorded between
Trials of Equipment: Robert Boileau Northern France and the Belfort-Mulhouse, Bordeaux and Toulouse areas, as well
Electric Traction Design: as between the South of France and Brittany so far as fruit and vegetables are
Diesel Traction Design: Jean-Philippe Bernard concerned.
Electric Power Supply: Jean Laurenceau
Rolling Stock Design: Jean Robert Progress with the equipment of transcontainer handling yards wich modern
50-tonne gantry cranes, and the regular operation of the "Transcontainer Express"
Laboratories: Albert Kammerer service, introduced in 1969, as well as the international development of the Inter-
container Company, have enabled a considerable increase to be effected in the
Way and Works Department Michel Legrand amount of traffic carried, which almost doubled between 1969 and 1970 (500 000
Aime Thille tonnes as compared with 250 000).
Manager, Way and Works: Andre Richard
The introduction of the new "Community Transit" system, which enables freight
Assistant Manager: Francois Guitaut traffic to be sent from one point to another of the Common Market countries,
Administration: Andre Prud'homme subject to one Customs examination only, made possible the operation as from
12 January 1970 of the first through trains between Paris-La Chapelle, Brussels,
Maintenance: Olivier Weber and Rotterdam, not stopping at the frontiers. These trains consist essentially of
Track Design and Research: Georges Maupome rail-road vehicles and transcontainers, and this arrangement has been extended to
Safety, Telecommunications and Catenary Installations: include complete train loads of cars for export co Italy and the Benelux countries.
Rene Delavergne The running time has been reduced, in this way, by more than two hours in each
Signalling, Design:
Signalling equipment: Charles Laurent direction.
Telecommunications
Pierre Genoux More recently, on 1 October 1970. the studies carried out by the Intercontainer
Central laboratory. Signalling:
Electric Traction, Fixed Installations: Pierre Boissonade Company, in conjunction with the DB. the SNCB and the SNCF, resulted in the
Works: Rene Varin introduction of a new service between Paris-La Chapelle and Cologne, via Jeumont.
Buildings: Raymond Leyrie specialising in transcontainer traffic, and comprising the first "Trans-Europ-Con-
Bridges and Tunnels: Etienne Chambron
tainer-Express" service.
Supplies and Purchasing Department Robert Biais
Rene Dumas So far as ordinary traffic is concerned, the improvements consisted, as in previous
Manager, Supplies and Purchasing: Maurice Vasseur years, in the concentration of the traffic in the large well-equipped marshalling yards,
Administration: Yves Segretain with a corresponding reduction in operations at certain others, such as Langres-
Purchasing Section No. I: Andre Landeau Jorquenay and Vierzon, or secondary yards, such as Epernay, Florange, Cambrai,
No. 2:
.. No. 3: Pierre Descans Montchanin, La Seyne, etc.
Fabrication Control: More particularly, some of the installations in the new Sibelin marshalling yard,
Legal and Claims Department Georges Caillau situated between Lyons and Chassc. were brought into use in 1970. thus enabling
Head of Department: Roger Castan Badan marshalling yard, which is now out-of-date, to be closed down, and the
Pierre Louradour services with the Lyons area to be considerably improved.
Civil Matters:
Commercial Matters: The number of unmanned stations, on lines carrying little traffic, was increased
to 839, and 94 further miles (/ SI km) of line were completely closed down, a charter-
Accounts and Finance Department Rene Pares ed road service being substituted for the rail services on 71 miles (/ IS km) of these
Pierre Bonneau
Chief Accountant and Financial Manager: Claude Roche lines.
Assistant to Chief Accountant and Financial Manager:
Public Relations and Press Officer: In regard to sundries and parcels traffic, the Service National des Messagerics
Regional Managers Jean Dupuy (SERNAM) was created in 1970. as an autonomous service, coming directly under
Jean Daudemard-Gregnac the control of the General Manager of the SNCF. and is responsible both for the
Eastern Region: Marc Stein
Northern Region: carnage of the traffic in question, and for taking all technical, tariff, and admin-
Western Region: Albert Guerville istrative measures designed to promote the traffic as a "complete service".
South- Western Region: Rene Dine
South-Eastern Region: SERNAM'S 45 branches were brought progressively into service over the whole
Mediterranean Region: Jean Marthclot
of the country during the second half-year.
RAILWAY DEVELOPMENTS DURING 1970
In order to encourage the transport of cereals for export, international tariffs
General providing for combined rates applicable by rail and inland waterways, were intro-
The total volume of traffic carried by the SNCF amounted to 500I I I million duced. At the same time a new organisation was created. TRANSCEREALES,
responsible for the management of a large pool of special hopper wagons, used for
units-kilometres (passenger-kilometres and tonne-kilometres), representing an
7%increase of 4 the transport of cereals, grain, cattle food, sharps, bran, etc.
as compared with 1969.
On I July 1970. the General European Tariff for the Transport of Freight Traffic
Passenger traffic in Complete Wagon Loads (the TEW) was introduced. This Tariff, which applies
Passenger traffic amounted to 41 000 million passenger-kilometres, an increase to traffic exchanged between France. Belgium, Italy and Luxemburg, complies with
the wish expressed by the European Economic Commission concerning the develop-
of 4 9% as compared with 1969. ment of a single European scale of international through rates. It differs from
other international tariffs, whose rates consist of a combination of the internal
Use was made in 1970 of 5 18 million couchettes, as against 4 70 million in 1969. rates applied by the different railways, in that it enables a global charge to be made
(m gold francs) based on the weight of the goods, irrespective of their description,
and 320 700 passengers and 123 000 cars were carried by car-sleeper trains; an and on a scale which decreases in accordance with the distance.
5%increase of 23
and 20 1% respectively as compared with 1969. Extensive freight market enquiries were also instituted in 1970 with particular
reference to chemicals and building materials.
208 FRANCE—S.N. C.F.
Rolling Stock
In addition to U1C type coaches, for incorporation in international trains, and
coaches for use on internal services. 171 of which were delivered and 461 ordered
in 1970, the SNCF introduced a number of 'Grand Confori" coaches. These
luxury coaches, which were designed with a view to the possible addition of an
adjusting device to provide automatic compensation for inadequate track super-
elevation, should enable maximum comfort to be ensured on curves taken at high
speeds. They are air-conditioned, and thoroughly sound-proofed, and are equipped
with bogies provided with electro-magnetic brakes, enabling them to run at a
speed of 125 mph (200 km h). 65 coaches of this type were delivered in 1970.
During the same year. 29 restaurant cars, of which the majority were of the
"Grill-Express" (self-service) type, were also brought into use.
The total number of coaches introduced amounted to 267, and 435 old-type
coaches were withdrawn.
Some 14 000 freight wagons were taken out of service, and were replaced by
I I 800 new or re-built bogie wagons, including 532 wagons with opening roofs
and SSI flat wagons for the carnage of metallurgical products.
Orders placed during the year included 400 wagons for the carnage both of
transcontainers and other freight, 200 special wagons for the transport of sheet
metal in coils having a weight in excess of 40 tonnes, and 50 wagons with inter-
changeable axles for the carnage of traffic with Spam.
Electric traction
44 electric locomotives were introduced in 1970. including 21 extremely powerful
dc (some 6 000 kW) CC 6500 locomotives, one of which is the first of a sub-senes.
designed for use on the difficult line between Chambery and Modane, and specially
equipped for third-rail current collection.
In addition, delivery was taken of 13 BB 20200 dual-current ac locomotives, to be
used in conjunction with the German and Swiss railways.
40 electric motor-coaches, for use on suburban services, were also introduced,
of which 36 will serve to strengthen the Eastern and Northern suburban services.
In accordance with an important programme covering research into high-speed
electric traction, which was introduced in 1968. a series of line tests was carried
out in March 1970. Between Strasbourg and Mulhouse. the tests, which were
carried out with a train hauled by a CC 21000 single-phase current locomotive,
enabled a study to be made of adhesion, current collection, and the stability of the
vehicles at speeds which attained 174 mph (280 km h). Between Paris and Bordeaux,
tests were made of the operation of the new "extremely comfortable" coaches ac
speeds of between 99 and 130 mph (/60 and 210 km b).
Diesel traction and Turbo-trains
On non-electrified lines. 106 diesel locomotives were placed in service, including
94 mam-line locomotives, having an installed power ranging from I 030 to 2 650
kW. which are equipped for the electric heating of the trains. Twenty-seven
kW330 motor coaches were also delivered.
The SNCF also took delivery in 1970 of the last of the 10 gas-turbine trains
(ETG). which were introduced in March on the Paris-Caen-Cherbourg line, on
which they have maintained since the beginning of the 1970-1971 winter timetable
period an intensive passenger service. These trains consist of two power cars,
kW kWone of which is equipped with an 820
gas turbine and the other with a 330
diesel engine, with two trailer cars between.
In 1970. an order was placed for the first of 6 gas-turbine motor-coach trains
(RTG). each consisting of two gas turbine power cars with three trailer cars between.
These turbo-trams, whose maximum speed will be the same as that of the ETG
crams, but whose capacity will be larger, are in principle to be used to replace the
present diesel tramsets on cross-country routes, such as Lyons-Strasbourg. Lyons-
Nantes, and Lyons-Bordeaux.
Productivity of rolling-stock and power
In spite of the introduction of a number of modern, high-power, vehicles, the
stock of motive-power units decreased slightly (14%). because of the withdrawal
of old stock, particularly steam locomotives, of which only 300 were still in service
at the end of the year and responsible for only 2-2% of the traffic (expressed in
2% 6%gross tonne-kilometres hauled) as against 20
in the case of diesel. and 77
in the case of electric locomotives and motor coaches.
The number of traffic unit-kilometres per motive-power unit in service increased
therefore by 6 5% during the year.
The stock of passenger vehicles, which showed a slight reduction (1-3%) was
sufficient to enable a considerably greater volume of traffic to be carried, thus
increasing its productivity by 8 4%.
In regard to freight wagons, the number in service became approximately stable
during 1970. As however a considerable reduction was made at the end of the
preceding year, the overage stock decreased by 7 200 units between the two financial
periods, and the productivity of this stock increased from 243 8 to 262 4 tonne-
kilometres per wagon (or almost 8%).
The consumption of power was kept at about the same level as in 1969, ie the
equivalent of 3 84 million tonnes of coal, in spite of increased train-operacing
requirements. When related to traffic, it decreased from 36 2 to 34 2 kg per
I 000 units-kilometre, or an improvement of 5-5%.
Personnel
The progressive reduction in staff continued in 1970. bringing the number down
to 300 300 at 31 December 1970. At the time of its creation, on I January 1938.
the SNCF employed a staff of 515 000. for a traffic of only 50 000 million unit-
kilometres, and at the end of I960 the number amounted to 353 000. During the
last decade a reduction has therefore been effected of 53 000.
At the same time, the working week had been reduced to 43 hours by the end of
1970 (as against 48 hours in I960), two stages in this process having been carried
out on I July, and I November 1970.
At the cost of only 593 million working hours, therefore, it has been possible
for the SNCF to carry a record traffic of 188 unit-kilometres per hour, which
represents an increase in productivity of 8 5% as compared with 1969 and 64% as
compared with I960.
High operating speeds
Although the general speed limit for ordinary express passenger trains is 93 mph
( 1 50 km h). certain special trains are permitted to run at higher speeds on a number
of sections of major routes. For example. 100 mph ( /60 kmih) on Paris-Strasbourg,
Pans-Lille. Paris-Jeumont. Paris-Le Havre, Paris-Bordeaux, Pans-Toulouse and
Pans-Marseille. However, the highest speed in service is 124 mph (200 km h)
attained by two named trains, the "Capitole" between Etampes and Vierzon on
the Pans-Toulouse route and the "Aquitame" on several sections of the Paris-
Bordeaux route. These high maximum speeds permit improved average speeds
and reduce journey times.
Route
— —
'Etendard" express Grand Confort' coaches on Paris-Bordeaux S.N. C.F.— FRANCE 209
route drawn by CC6500 electric locomotive
SHIPPING SERVICES
The services maintained by British Rail and the SNCF between Great Britain and
France are pooled. The fleet operating in the Straits consists of 7 ships belonging
to the SNCF, 10 belonging to B.R. and one ALA ship flying the French flag.
Dieppe-Newhaven
Two SNCF car ferries and one BR car ferry operate on this route, carrying
foot passengers, motorists and their cars, road vehicles, and freight traffic which is
generally in small containers. In 1970, totals of 500 000 passengers, 106 000
accompanied cars, 8 750 road vehicles (carrying 86 300 net tonnes of freight),
24 500 net tonnes of rail-sea freight, and 17 300 net tonnes of new cars (18 000 in
number) were carried.
Calais-Boulogne and Folkestone- Dover
These services are operated by 4 ships, one belonging to the SNCF, and 5 car
ferries of which 2 belong to the SNCF. In 1970, they carried 2 262 000 passengers,
334 000 accompanied cars, and 4 500 road vehicles.
Dunkirk-Dover
This service is maintained by 4 train ferries (2 BR, I ALA and I SNCF) carrying
passengers, sleeping cars, wagons, road vehicles, and ordinary containers on flat
wagons, the transport of ISO containers on special wagons having ceased in October,
1969. New cars are driven on. In 1970 traffic consisted of 232 000 passengers.
18 200 accompanied cars, 45 300 net tonnes of freight in 42 600 rail wagons (plus
21 000 empties), 156 000 net tonnes of freight in 17 300 road vehicles, and 44 500
new cars.
Dun kirk* Harwich
This service is maintained by one BR train ferry (freight traffic only) and the
SNCF's "Transcontainer I", a mixed roll-on/roll-off container ship. In 1970 traffic
carried comprised 5 I 000 net tonnes of freight in 6 500 rail wagons (plus 920 empties)
uu4t U00U0U firrteMigglhltL tI Uoini nines!S iHnI T4U0U0 roadI i J.H.1 vverhicle(s',,, 120 7/ 0U0U Inet tonnes in 10 700 ISO containers,
aindA 2~) 5^0O0n trnonnnnoets or,ff nnoeuw/ rctairrsx (/"2? 8R0O0D iinn niuimmbheprr)\.
FOUR-CAR TURBOTRAIN (ETG)
Ten of these permanently coupled 4-car trainsets were delivered by the Spring
of 1970 for high-speed service on the Paris-Caen-Cherbourg line. Their basic
kWdesign is an adaptation of the existing SNCF 330
(450 h.p.) diesel railcars.
Each trainset consists of 2 power cars, with 2 trailer cars between as follows:
XBD kWSeries
diesel power car: equipped with a 330 (450 h.p.) Saurer SDHR
6-cylinder horizontal turbocharged diesel engine coupled to a Dietrich 8-speed
automatic gearbox, with cardan shaft drive to both axles of the outer bogie.
Engine and gearbox are suspended under the floor of the car. Accommodation:
2nd-class, 48 seats, plus baggage compartment.
Grand Confort' bar-coach XRAzSeries passenger car: Ist-class, 56 seats.
Length over body 82 ft 5£ in (25 140 mm). Length of bar compratment 33 ft 9 in Series XRBrz passenger/restaurant car: 2nd-class 40 seats, plus 14 seats in
(10 293 mm). Passenger compartment 21 ft in (6 416 mm) long has seats for 17.
Tare 51-5 tonnes. Max speed 124 mph (200 kmjh). restaurant.
XBSeries kWturbine power car: powered by an 820 (1,100 h.p.) Turbomeca
Other 'Grand Confort' 200 km'jh passenger cars are: type Turmo IIIFI gas turbine coupled to a Voith type L 41 I rU hydraulic trans-
mission, cardan shaft drive to both axles of the outer bogie. The gas turbine
Kitchen Restaurant coach 38 seats; tare 53-5 tonnes is housed in a compartment behind the driving cab. Seats for 44 2nd-class.
Corridor coach 48 ,, ,, 510 ,, Control of the two power plants is effected from either of the driving cabs. The
46 „ ,,
Open saloon coach ,, 50 trainset can be powered by the dieset engine alone, or by the gas turbine alone, or
kWby the two together giving a combined output of 1,150
(1,550 h.p.). The
All cars are air conditioned, electric heating, have double glazed windows with maximum speed is I 12 mph (180 kmjh) but in service on the Paris-Caen-Cherbourg
push-button electrically operated Venetian blinds, are sound and thermal insulated, line the speed is restricted to 100 mph (/60 kmjh).
are equipped with electro-pneumatic and electro-magnetic brakes and ride on
type Y 28F bogies (Y 28 F I under Kitchen/Restaurant car and bar end of bar-coach). The gas turbine used has been developed from the Turmo III C3 type which
The profile of the cars has been reduced and shaped to permit the later installation
of tilting mechanism, and the car ends designed for the eventual introduction of —powers the Sud-Aviation "Super Frelon" helicopters. It consists essentially of
automatic couplers.
two working parts: the gas generator with compressor fan, combustion chamber,
and turbine; and the separate 2-stage power turbine whose shaft is connected to a
kWreduction gearbox. At its nominal rating of 820
(1,100 h.p.) under ambient
mconditions of I5°C and 1 ,01 3 bar, the output shaft from the reduction box rotates
at 5,700 r.p.m., the power turbine at 20,480 r.p.m., and the gas generator fan and
turbine at 31,900 r.p.m.
The dimensions of the complete turbine are: length 78j in. (/,996 mm.), width
27£ in. (693 mm.), height 28± in. (7/6 mm.), and the dry weight is 790 lb. (630 kg.).
The Voith hydraulic transmission weighs 4,740, lb. (2,150 kg.).
TRANSMISSION DIAGRAMS
DIESEL
i4
Passenger compartment of 'Grand Confort' bar coach
rURBINE
Series BB25500 2-current electric locomotive
— A
XRAz 8701-8710
210 FRANCE— S.N. C.F.
Diesel power car XBD 4701 -4710
Type Of bogies: Y221 Y222A
XRBrz 8801-8810
Turbine power car XB 4801-4810
5*
Y222 Y 221
F^FUJ} LULL] LU QJ LULL) [LI LL LULL! ID LUJD UJ
I LU UJ UJLlJ LLJ UJ OjlLJ
LLJLLJ LLJ LLJ LLJ
a
J_ cla»» 48 iI 1 I claw 56
m n»—Hyii\r4InD IDQQQ]
Q]QJ [D [D DnJ^EmD CD CD CDID
rnrn Hi HI hiHI Hn rn Ml
3I2IJ0S0
Length ot
r v
u Re&tauranr 2 class 44
a14 ELBELBEtocptD en ld CD cfl an iTln-lnlttI MIHIMII-hht
I82)8
Weight of trainset : 163 I
ELECTRIFICATION
—There are two main systems of electrification in France: 25,000 volts, 50 cycles
a.c. and 1,500 volts d.c. There are however shorter lengths of different voltages,
the total electrified route length at the end of 1970 being made up as follows:
miles km
25 000 volts single phase, 50 cycles 2 628 4 228
12 000 volts, ac 28 46
I 500 volts, dc 3 040 4 892
850 volts, dc 39 63
650/700 volts, dc 60 96
600 volts, dc 21 34
5816 9 359
Type of conductor
S.N.C.F.— FRANCE 21
Series BBI7000 25 kV. electric locomotive Series BB9200 1,500 V.d.c. electric locomotive
ELECTRIC LOCOMOTIVES
Axle Line Rated Tractive Effort Max. Wheel Builders
Output (Full Field) Speed
Class Arrangement Current Max. Continuous at m.p.h. dia. Weight Length Number Year Mechanical Electrical
fcW lb. m.p.h. tons Parti
lbs. (kg.) (km./hr.) (km./hr.) ins. ft. in. Built Bu/(t Equipment
(kg.) (tonnes)
(mm.) (mm.)
2D2-5400
CC-40100 C-C 25kV./50 i 32,000 19.000 95 4 149 424* 107 72' 34' 4 1964 Alsthom
I5kv./I6j (/4.500) 8.600 (I53S) (240) (22,030)
(4-current) 3000 V. d.c. 5,040 44.500 27,000 68 99 (1.080)
(2 gear ratios) 1500V. d.c. ) (20,200) (12,000) (IIP) (160)
212 FRANCE S.N.C.F.
Series CC 72000 diesel-electric locomotive for SNCF
AGOPowered by 3,600 h.p. type VI6 ESHR, engine. Equipped with mono-motor
bogies; two gear ratios. Weight I 10 tonnes. Max. speed, low gear 53 m.p.h.
{85 km.jh), high gear 87 m.p.h. (140 km.jh). Built by Alsthom.
Si
— —— —
S.N.C.F.— FRANCE 213
DOOR-TO-DOOR SERVICES
In addition to palletised freight carried in covered rail wagons, French Railways
deal with the transport of unitised freight by (a) the use of containers and (b) the
long-distance conveyance of highway semi-trailers.
CONTAINER OPERATIONS Transcontainer depots
Compagnie Nouvelle de Cadres (CNC) The first depots came into operation early in 1969, and by the end of 1971 it is
expected that 34 depots will be provided with modern handling equipment.
20 Boulevard Diderot. Paris I2e
Each depot is equipped with at least one gantry crane, straddling a minimum
Telephone: 345-32-20 of one railway track and one road (2 roads in the majority of cases) over a length of
between 200 and 400 m. Areas are provided for the garaging and maintenance of
Telegrams: Cadroferdir Paris
road semi-trailers and tra;tors, as well as for offices, container storage, etc.
Telex: 22500-Cadrofer Paris Consideration is being given to the optimum number of depots, which may
Chairman and General Manager: Jean Daudemard-Gregnac be between 60 and 80, some 20 of which would be capable of handling one or more
Operating Manager: Henri Megoeuil
Chief Rolling Stock Manager: Gilbert Braud block trains.
Chief Commercial Manager: Jean Jacques
To facilitate the development of container traffic through groupage, and the Handling equipment
provision of lifting equipment and of terminal haulage (road delivery and collection), The SNCF has decided to make use of all-metal, rail-mounted, electric gantry
in 1948, the S.N.C.F., in association with private interests, set up an organisation cranes, with hydraulically operated locks and grabs, whose characteristics are set
out below:
CNCcalled the Compagnie Nouvelle de Cadres (CNC). In France operates in
more than 50 towns, arranges road collection and delivery, and offers assistance
to provide the most suitable transport facilities at the best rates. Lifting power: 50 tonnes.
As the S.N.C.F. Container Tariff is based on wagon loading, i.e. the rate per Span: (a) 27 ft. 3 in. (8-30 m)
tonne is lower for a full load than for a part load, the CNC, by organising the
grouping in wagon loads of containers from various consignors, can offer each of (b) 40 ft. 4 in. (12-30 m)
them lower rates than they individually might obtain from direct use of the railway
Height under hooks: (c) 59 ft. I in. (18-0 m)
tariffs. (a) and (b) 22 ft. 4 in. (6-80 m)
The CNC is the representative in France of INTERCONTAINER, the international (c) 27 ft. 3 in. (8-30 m)
railway container organisation with operational headquarters in Basle, Switzerland. The clearance for (c) will enable 8 ft 6 in. (2 59 m)
It has 36 terminals with special lift facilities for 20 ft containers; at 30 of these
equipment similar to that at British Railways Freightliner terminals is installed. containers to be stacked three high
Time taken for transhipment: between 3 and 4 minutes
To begin with, Paris has three depots, each equipped with two gantry cranes.
The company owns about 5 000 small and medium containers for domestic and Numbering of transcontainers
international service, and by the end of 1971 will have 2 950 standard ISO 20 ft
and 900 standard ISO 30 ft containers. Each privately-owned transcontainer carries an 8-figure number, the first two
indicating the category, the following five constituting the consecutive numbers,
Although it has close contacts with the railways and is associated with all container and the last, which is always 5, showing that the transcontainer conforms to the
ISO standards laid down in UIC leaflet 59Z, and is suitable for the carriage of
CNCtransport development is an independent entity with its own technical and
international traffic.
commercial organisation. In 1970 the company was responsible for some 2-5
The following, therefore, are the series which apply:
million tonnes of container freight transport. 10 ft: Nos. 10000005 to 10999995
20 ft: Nos. 20000005 to 20999995
—Containers Medium and small size 30 ft: Nos. 30000000 to 30999995
40 ft: Nos. 40000005 to 40999995
These containers have played a major role over the years, primarily in domestic
services, both as a type of unit load for consignments less than the full capacity of This 8-figure system of numbering is, however, soon to be altered by the addition
a rail wagon, and as an intermodal door-to-door transport medium. of a 9th figure, which will always be a 4 or an 8, placed immediately after the first
French Railways container tariff 106 has several main features, e.g.: two figures, and will indicate the height of the ISO transcontainer. A transcontainer
1. privately owned containers, of approved type, travel free when loaded; having a length of 20 ft. and a height of 4 ft. will therefore be numbered in the series
as under.
2. their return empty, where the traffic is not balanced, is effected at a cheap rate;
204000005 to 204999995.
3. for commodities for which a minimum tonnage per wagon is required to obtain HIGHWAY/RAIL "PIGGYBACK" SERVICES
the lowest transport rate, the minimum tonnage figure is reduced by 20%
when containers are used.
4. the tariff generally is calculated on the basis of wagon loading and not per Societe Nouvelle d'Exploitation de Transports Combines (NOVATRANS)
container, so that by groupage of unit loads, i.e. carrying several containers
on one rail wagon, lower freight rates apply to each unit. 21 rue du Rocher, Paris 8e
Telephone: 387-41-79
—There are a number of special containers, mostly privately owned for carrying
Telex: 65625 Paris
a variety of products wine, chemicals, radio active materials, cement, granulated
Commercial Director: J. Carcelles
or powdered plastics materials, zinc sheets, etc. For ordinary traffic, box containers
mranging in capacity up to 300 cu. ft. (8 3 are generally available, although there NOVATRANS handles all activities in connection with the transport of road
)
semi-trailers by rail.
mare also a number of 400 cu. ft. (/ / 3 units. The SNCF owns some 19,000 of these
)
CNCdomestic containers; the has about 5 000. This company, of which the large majority of the capital is in the hands
of road haulage interests and piggyback operators, has exclusive use of a tariff
—Containers Large size issued by the French National Railways for the conveyance of its members' unit
Known in Europe as "Transcontainers", to distinguish them from the smaller loads. It is free to offer rates to the road hauliers using its service and the latter
containers which have been in use for many years, these are the units built to deal only with the company and have no direct contact with the Railways. The
internationally agreed sizes with outside dimensions of 8 ft. wide X 8 ft. high, in railway tariff differs according to whether the company sends its unit loads singly
or in full train loads.
three lengths of 20 ft., 30 ft. and 40 ft.
The company has full authority to approve the vehicles offered for transport, it
There is a distinction in the S.N.C.F. Transcontainer Tariff between (a) overland effects or sub-contracts loading and unloading operations, ensures terminal haulage,
transport only, and (b) combined land and sea transport. offers technical and commercial advice and, in general terms, provides for the good
organisation of the service and the development of the technique used.
For (a) rates are expressed per tonne, with minimums of 10 tonnes per 20 ft.
transcontainer, 15 tonnes per 30 ft., and 20 tonnes per 40 ft. The vehicles forwarded by the company have to satisfy the requirements laid
down by the French Law of Co-ordination of Rail and Road Traffic.
For (b) rates are expressed as an overall figure, and take into account the length
of journey, the size of the units and the weight of the contents. For any given There are three road/rail systems in use in France, all handled by NOVATRANS:
distance there are three possible rates for each size of container, according to the
load carried: 20 ft. long, up to 8 tonnes, 8 to 3I tonnes, over 13 tonnes; 30 ft. long, 1. "Kangourou"; in which standard semi-trailers, slightly adapted, are carried
up to 10 T, 10 to 16 T, over 16 T; 40 ft. long, up to 12 T, 12 to 20 T, over 20 T. on special rail wagons having an adjustable "pouch" into which the wheels of
As in the case of small containers, a groupage rate applies so that two 20 ft. the semi-trailers are lodged. This system first appeared in I960. There are
transcontainers together on a rail wagon are charged as one 40 ft. with the total 560 "Kangourou" rail wagons and I 800 semi-trailers in service. I 400 000
load; and cheap rates are granted for the empty return of transcontainers when a gross tonnes were transported in 1970.
balanced traffic cannot be achieved.
2. "UFR" (Union-Fer-Route); with a special design of semi trailer-carried on a
For transcontainers in transit through France the International Transcontainer slightly adapted rail flat wagon. With 900 rail wagons and I 500 semi-trailers.
Tariff, jointly agreed by European railway administrations, is applicable. This 700 000 tonnes of freight were carried in 1970. This system was started in
gives an all-in rate, expressed in Gold Francs, for traffic between certain North
Sea and Channel ports and a number of specified towns in different European 1945, but since 1962 the annual tonnage has been almost stationary because the
units of transport are limited to 10 tonnes.
—countries, This Tariff is concerned only with length of the transcontainer 20 ft.
—30 ft., and 40 ft. weight is not taken into account. 3. "MC 22" units; special semi-trailers with demountable road wheels, the body
forming a container which is loaded end on to the turntable on a special rail
flat car and then swung round into position and locked. This system necessi-
tates the use of a special highway 2-axle bogey with pneumatic suspension so
that the body can be raised and lowered. Provision has to be made for bogies
to be available at each end of the rail journey.
Container trains Standard highway semi-trailers and the special Kangourou semi-trailers can be
Regular services of container trains, known as "Container Express", are operating lifted on and off rail wagons by the cranes installed by the SNCF at a number of
in both directions on the following routes: stations. Minor modifications are needed for other highway vehicles.
—Paris Bordeaux —Marseille Bordeaux The "Kangourou" system is being extended throughout France and operates
to centres in Belgium, Netherlands, Italy, and via roll on/roll off cross-Channel
Lyon ,, Lyon ferries to the U.K.
ii
,, Marseille ,, Strasbourg
,, Toulouse
Metz
„ Strasbourg —Bordeaux Toulouse
,, Toulouse
Individual transcontainers
Where the traffic does not justify the operation of a block container train, the
container wagons are forwarded by the most suitable fast freight train. However,
because of the time spent in marshalling yards or sidings, the commercial speed
is lower than that of a block container train and the transport charges higher.
Block-train wagons "Kangourou" rail wagon carrying highway semi-trailer
The SNCF has wagons capable of carrying 8 ft 6 in high transcontainers in 60 ft
The European loading gauge is not high enough to permit carrying highway trailers
lengths (10 ft lengths in any combination). These are of skeleton design, without on standard rail flat wagons in the American "Piggyback" fashion. To overcome
floors, and are provided with ordinary couplings, as well as with devices enabling this the "Kangourou" wagon has a sloping pocket so that the trailers* wheels are
the transcontainers to be secured rapidly by means of their bottom corner castings. below the floor level.
Individual wagons
The SNCF has 60 ft flat wagons, capable of carrying 8 ft high transcontainers in
any combination of 10 ft lengths.
214 FRANCE— S.N. C.F.
MCType 22 semi-trailer with detachable 2. axle bogie
being loaded from the side onto special railway flat wagon. "Kangaroo" bogie wagon carrying road semi-trailer
Trailers from U.K. loaded on Kangaroo wagons at Dunkerque for destinations in Europ
Type 1966 air-conditioned Restaurant car for express service
mLength 80ft. 5 in. (24 S .). Tare 48 5 tonnes. Seating 52 at 13 X 4-place tables.
Special attention paid to thermal and acoustic insulacion. Air conditioning equip-
ment by J. Stone & Co. In service in 1967, painted "TEE red".
Special wagon used in cross-Channel rail-ferry service.
mLength 41 ft. 9 in. (12,750 mm.). Capacity 2,430 cu. ft. (69 3
).
Type EA5 open wagon Type EAS closed wagon
Length over buffers 46 ft. I in. (14,040 mm.). Height above rail I I ft. I 1} in. (3,340 mLength over buffers 55 ft I in. (/6.790 mm.). 3
mm.). End doors hinged at top. Welded steel body. Roller bearing axle boxes Useful volume 3,600 cu. ft. (102 ).
Adaptable to automatic couplers. Tare 20 7 tons, load 50 tons.
Load 50 tons. Welded steel body. Roller bearings. Adaptable to automatic
couplers.
215
GERMANY
As Germany is at present divided politically into two parts, each with its own
Government, the railways are also divided into two, with separate administrations.
All railways in Eastern Germany have been incorporated into one system known
as the Deutsche Reichsbahn (German State Railway). This includes not only all
the lines in that area of the pre-war Reichsbahn but also those of all the former
privately-owned railways which have been embodied into the Eastern State system
In Western Germany the lines of the former Reichsbahn form the Deutsche
Bundesbahn (German Federal Railway), and in addition there are a number of
separately owned and operated railways.
Electrified lines
miiiiu Lines in course of
-t-H--t--l- electrification
Lines whose electrification
was mutually agreed
S-Bahn1i Hamburg
iiii1 1
Basel Bad Bf
SWITZERLAND
:
216 GERMANY — D.B.
GERMAN FEDERAL RAILWAY
DEUTSCHE BUNDESBAHN (D.B.). FRIEDRICH-EBERT-ANLAGE 43-45, FRANKFURT (MAIN)
See page 148 for tabulated data.
GENERAL
—The DB has proposals for a long-term plan for improving facilities and increasing
capacity of its system. This includes: upgrading existing track and building new
lines for speeds of 124 to 186 mph (200 to 300 km! h); extension of electrification;
provision of motive power and rolling stock for high speed operation; construction
of new marshalling yards and expansion of existing ones.
Chairman of the Board: Dr. Hermann J. Abs
Chairman of the German federal Railway Prof. Dr. jur. Dr.-lng. E.h. Heinz Maria
Oeftering
Vice Chairmen: Franz Eickinger
Dipl. Ing. Friedrich Laemmerhold
Helmut Stukenberg
Personnel Dr. jur. Josef Fries
Traction and Rolling Stock:
Operating: Prof. Dr.-lng. Alfred Kniffler
Civil Engineering: Dipl-lng. Walter Volker
Traffic and Tariffs:
Finance: Dipl-lng Karl Friedrich Kummell
Legal and International:
Planning: Kurt Samtleben
Operating economics: Alois Meyer
Purchases and Stores: Dr. jur. Werner Hennig
Hans Kalb
Dr. Ing. Willi Effmert
Dr. rer. pol. Kurt Crusius
Federal Railway Central Office, Dr.-lng. Heinrich Lehmann
Dr.-lng. Heinrich Lehmann
Mmden (Westphalia):
Federal Railway Central Office, Munich
Federal Railway Social Dept., Dr. jur. Walter Sieglaff
Frankfurt a.M.: Dr. jur. Hans Glaser
Franz Miiller-Scherf
Headquarters Press Department:
Electrification
The present programme of electrifying all main lines and important secondary
and link lines is expected to be completed in 1976. Further electrification is pro-
jected over the next 10 years to give a total electrified route length of about 6 800
miles (// 000 km).
Rapid Transit
In order to improve traffic in conurbations, the DB proposes to complete its
rapid transit systems (Hamburg, Munich, Ruhr-district, Frankfurt (Main), Stuttgart).
New lines, partly underground, lead directly into the centre of the cities.
Automatic coupler
Together with other Western European railway administrations, the DB has
elaborated proposals for the provision of an automatic centre-buffer coupling. It
is intended to introduce this coupling throughout Europe during the period
extending up to 1980.
High-speed passenger train operation
DB is developing a network of high speed electrified lines, using the 200 km/h
class 103 locomotives. I 10 of which are in course of delivery In service several
express trains drawn by this class are running at 200 km/h on prepared sections
of line.
Following on from the class 103, Henschel are building more powerful loco-
motives, class E 103, for operation at 250 km/h and for testing at up to 300 km'h.
kWWeighing 116 tonnes, these units have a nominal rating of 7 200
kWand maximum starting rating of 10400 (10 000 hp)
(14000 hp).
New electric 4-car trainsets class 403 are being built for 200 km/h service in 1972.
Built to TEE standards and incorporating car-tilting mechanism to ensure passenger
comfort at high speed through curves, the trainsets have all 16 axles motored
giving a total output of some 3 600 kW.
Other high-speed developments of the DB include locomotives and multi-car
trainsets with combined diesel engine and gas turbine propulsion.
Express freight operation
In addition to the international TEEM services, a large number of domestic
trains are run at their maximum speed of 62 mph (100 km/h), to give less than
24-hour service on long distance journeys and over-night service wherever possible.
Container Service
DB's investment in the provision of a comprehensive container service resulted
in a very large increase in traffic handled by rail in 1970. The number of large
containers carried increased to 360 000 from the 1969 total of 169 000.
"Piggyback" service
The transport by rail of wheeled highway vehicles is developing rapidly, from
8 200 in 1967. 13 000 in 1968, 29 000 in 1969. to 50 250 in 1970.
"Motorail" service In 1970 the
The transport by rail of accompanied automobiles is expanding.
total was 103 000, compared with 80 000 in 1969.
FINANCIAL DETAILS /96J /966 1967 1968 1969
10.7960
/964
(Millions of D-Morks)
Revenue 9.858-1 10,078 7 10,5018 10,402 1
Expenses 10,8255
Operating Ratio 11,356 7 11,607 3 11,932 2
110 I
112-6 110-5 115
For iSkVelcctr.fication
GERMANY— D.B. 217
Type Kmmgks 58 Covered Wagon
Fitted with sliding roof and sliding doors for maximum accessibility. Max. load
27 T. Weight 13 T. Floor area 258 sq. ft. (24 m. 2 ). Volume 1,060 cu. ft. (30 m. 2 ).
Length over buffers 32 ft. 9J in. (10,000 mm.).
New Station at Ludwigshafen
The roof is suspended by wires from the legs which straddle the double-track line
Type Tbes-t-68 (old marking Klmmgks) wagon Double-deck car transporter
Length over buffers 74 ft. 10 in. (22,800 mm). Tare 19-14 tonnes
Type 150, Battery Railcar and Driving Trailer for German Federal Railway
Each unit is 76 ft. 9£ in. (23,400 mm.) long over buffers. The railcar (ETA 150) has driving cab at each end, weighs 47-5 tons, seats 99 with 95 standing. The trailer
(ESA 150) has one driving cab, weighs 22-5 tons, seats 104 with 88 standing. These units are in service on raDid transit interurban lines and have a range of about
220 miles (350 km.) on one battery charging. Built by D.W.M.
ELECTRIC LOCOMOTIVES
Axle Line Rated Tractive Effort Max. Wheel Builders
Output (Full Field) Speed
Class Arrangement Current Max. m.p.h. dia. Weight Length Number Year Mechanical Electrical
kvt Continuous at tons Parts
lbs. lb. m.p.h. (km./hr.) ins. ft. in. Built Built Equipment
(kg.) (kg.) (km./hr.) (tonnes)
New (Old) (mm.) (mm.)
103
:
218 D.B.—GERMANY
Class 103 (E 03), Co-Co Electric Locomotive Class 150 IE 50), Co-Co Locomotive for German Federal Railway
The first express engine of D.B. to reach 125 m. p. h. (200 km. /h.). Weight 1 12 tons
Hi
Class 140 (E 40) Bo-Bo Electric Locomotive for D.B.
Type ET 27 three-unit Electric trainset
+Axle arrangement Bo-Bo 2-2+ Bo-Bo. Train length over buffers 240 ft (73.850
mm.). Weight 134 tons. Powered by 8 200 h.p. (150 kw.) electric motors. Max
soeed 74 m.p.h. (120 km.fh.). Mechanical parts by Waggonfabrik Wegmann and
Maschienfabrik Augsburg. Electrical equipment by Brown Boveri and Allgemeine.
Class 184 (E 410) Bo-Bo four current electric locomotive
Class 332 Kof Class 601 (VT II) diesel-hydraulic 7-car trainset
DIESEL LOCOMOTIVES
Tractive Effort Max. Wheel Builders
Speed Engine St Type
Class Axle Trans- Rated Max. Continuous at m.p.h. dia. Total Length No. Year
Power (km./h.) ins. Built
Arrange- mission lbs. lbs. m.p.h. Weight ft. ins. first Mechanical Transmission
h.p. (mm.) tonnes Built Parts
New (Old) ment 4,000 (*«) (kg.) (km./h.) (mm.)
1963 Henschel
232 (V 320) C-C Hyd. 2,200 88.200 62.800 100 43* 121 4 75' 6" I Maybach Voith
2,700 (160) (1. 100) 73 5-81
(40.000)_ (28,500) 78 (23.000) 86 Mercedes
2 500 87 37, 60' 7" 50
220 (V 200) Hyd. 61.700 41,887 (140) (950) 1953 MaK; MAN; Maybach; Voith: or
B-B Hyd. 1.900 128.000) (19.000) 87 37, (18,470) 1962
53.000 (140) (950) 60' 6" Krauss-Maffei Mercedes-Benz Maybach Mekydro
221 (V200') 1,350- (24,000) Krauss-Maffei Mercedes-Benz Maybach
1.100 (/8.440)
—218 B-B 87 80 53' 10" 48 1970 Krupp
('40)
(16.400)
216 (V 160) B-B Hyd. 53,000 75 39* 755 52' 6" 102 I960 Krupp, Helschel Mercedes-Benz; Voith; Maybach
(24.000) (120) (/6.000) 1959 R-H-D Voith; Maybach
(1.000) 1958 MAN; Maybach
MaK. K-H-D
211 (V I00<o) 39.700 62 37, 62 40' 4±- 381 MAN: Maybach;
Hyd. (18.000) (100) (°S0) 61 3 364
BB-B 39.700 61 37, (12.300) Mercedes-Benz
212 (V I00*o) (/8.000) (100) (950) 39' 8'
(12.100)
290
GERMANY 219
Class 232 (V 32) diesel-hydraulic locomotive Class 216 (V 160) diesel-hydraulic locomotive
Class 221 (V 200) diesel-hydraulic locomotive Class 290 (V 90) diesel-hydraulic locomotive
CONTAINER OPERATIONS
Container operations, domestic and international, are operated on behalf of the
DB by:
TRANSFRACHT GmbH
Gutleutstrasse 160-164 Telephone: (061 I) 25.12.43
6 Frankfurt (Main) Telex: 41.45.45
General
The DB owns and operates some 23,700 containers of approximately 5-5 tonnes
load capacity for domestic door-to-door service including collection and delivery
by road. There are 12 main types, suitable for a variety of products (see table).
Number of DB containers for domestic door-to-door service
(I July 1970)
Identification Number
owned
code Description
158
Dd, Ddi. Di Tank container
II
Ddr Liquid gas containers
240
Ddih Tank, for fuel oil 599
500
Dz Cement double-containers 2.008
Ddz Container with compressed air discharge
94
E Closed containers
8,1 10
Ed Closed hopper 93
16
Ef, Efv, Eff Closed containers for fine bulk materials
725
Ei Containers for refrigerated products 10,995
El For unitised timber 104
Open hopper
Eo Open containers with vertical walls
Eos, Eoos, Eosa Insulated closed containers
Ew
Total 23.684
LARGE DB-CONTAINERS FOR EUROPEAN INTERNATIONAL
SERVICE
These new 20 ft. and 40 ft. DB-containers, larger in width and height than
Transcontainers, are intended for inland service in Germany and certain other
European countries whose Loading Gauge permits (see list below). They conform
to ISO standards in every other respect, including type and location of corner
castings, so they can be handled by the same lifting and transfer equipment, and
transported by the same rail wagons and road chassis, as ISO containers.
The slight increase in width enables these D8-containers to accommodate the
—maximum number of standard European Pool pallets
X3 ft. jI I in. 2 ft. 7| in.
—(1,200 X 800 mm) without wasting floor space; 14 pallets in the 20 ft. container
and 28 in the 40 ft.
Number of large DB-Containers for European International servi<
(total at I July 1970)
Htt Closed, one end and two side wall doors
Closed, one end and two side wall doors
I
Closed, one end and two side wall doors
Closed, one end and two side wall doors
Closed, one end and two side wall doors
Open, tipping, one end flat and two side wall doors
Flat, hinged ends, open sides
220 GERMANY
Container transfer from ship to rail
Transfer stations for containers with road wheels (trailers) up to 40 feet
long, on Aachen type low flat rail vehicles.
Augsburg-Oberhausen Hannover-Hgbf
Koln Eifeltor
Basel Bad Bf Ludwigsburg
Bielefeld Ost Gbf Mannheim Rbf
Bremen Hbf Munchen Hbf
Darmstadt Hbf Nurnburg Hgbf
Singen (Hohentwiel)
Dusseldorf Bilk
Wuppertal-Langerfeld
Frankfurt (M) Ost
Ham burg- Rot her nburgsort
D.R.— GERMANY 221
Map of the German State Railway System (DR)
Deutschen Reidisbahn
Deutsche Demokr.RepubHk
222 GERMANY D.R.
GERMAN STATE RAILWAY
MINISTERIUM FUR VERKEHKSWESEN
DEUTSCHE REICHSBAHN (D.R.). VOSS STRASSE 33, 108 BERLIN
See page 148 for tabulated data Dr. Arndt
Minister of Transport and Director General of DR:
GENERAL TRAFFIC MOVEMENT
Traffic Movement throughout the country
Tonne Kms
rail
road
air
waterways
Passenger Kms.
rail
road
air
waterways
GENERAL
Modernisation is in hand and steam traction is giving way to electric and diesel
power. Of the total route length of 9 107 miles (14 657 km), electric traction
(locomotives and multiple unit trains) is in service on 843 miles (/ 356 km).
MOTIVE POWER TREND
—
D.R.—GERMANY 223
Nitrogen refrigerator container for DR
Two versions are built by Waggon bau Dessau:
(a) with installed nitrogen unit; (b) with separate
clip-on unit.
Type SSalms flat car for container transport
Fitted with special locking devices for 6 X 10 ft
3 x 20 ft.. 2 X 30 ft., or I X 40 ft. and I x 20 ft.. ISO
or Comincon containers. The locking devices fold
away leaving a clear deck and the end flaps hinge down
for the carriage of heavy vehicles or long bulky loads.
Weight 25 tonnes. Roller bearing axleboxes. Max.
speed 62 m.p.h. {100 km./h.). In series production
for the DR by Waggonbau Niesky.
kW2,920 16 -cycle BoBo express passenger
locomotive Type Ell
Type E 42 freight locomotive is identical except that
LEWit is fitted with a lower gear ratio. Built by
Hans Beimler, Hennigsdorf.
1,800 h.p. diesel-hydraulic locomotive, type VI80
Weight (B-B) 78 tonnes. Weight (C-C) 90 tonnes. Max. speed 87 m.p.h. {140
km.lh.).
DIESEL LOCOMOTIVES
224 GERMANY— D.R.
1,000 h.p. B-B diesel-hydraulic general-purpose Class V.200 Co-Co diesel locomotive
locomotive Type VI00 2.000 h.p. Max speed 63 m.p.h. Built by Lugansker Lotomotivwerk U.S.S.R.
Built by LEW Hans Beimler, Hcnnigsdorf Type AB 440 hp medium-distance light
railcar for DR
For main and branch line working, with seats for 9
in 1st class and 56 in 2nd class. Type B is all 2nd class
with seats for 80 passengers. Powered by 2 X 220 hp
underfloor mounted diesel engines transmitting
power via a fluid coupling and 6-speed electro-gearbox
to the outer axle of each bogie. Max. speed 77 m.p.h.
(125 km./h.). Built by Waggonbau, Bautzen.
1800 hp diesel-hydraulic railcar trainset for DR
For fast inter-city service, max speed 100 m.p.h. ( 1 60
km./h.) Built by Waggonbau Gorlitz
Triple-tank car for powdered and granulated products
Equipped for pneumatic discharge. Built by Waggonbau Niesky.
GERMANY/GREECE 225
Double-deck Passenger cars for Suburban Service
Mechanically refrigerated car for DR
Built by Waggonbau Dessau
GREECE
Total land Area:
226 GREECE— C.E.H.
I'Etat Hclleniqucs). This change was made, following consultation between the
Railway and the Ministries concerned, within the overall Government policy for
the organisation of land transport.
RAILWAY DEVELOPMENT
A technical and economic survey is being made of two projected rail link lines.
both about 70 miles {112 km.) long. The first of these. Thessalonika-Amphipolis,
will shorten by 35 miles (S7 km.) the distance between the south of Greece and
Alexandroupolis and the Turkish border. The second is between Kalambaka and
Kozani, the latter town being in an area under industrial development.
Financial Details 1964 1 965 1966 1967 1968 1969 1970
Revenue
(Millions of Drachma)
227
Triple unit railcar on metre gauge with hauled carriages
3-car Diesel trainset "Esslingen" Built for C.E.H
Railcar-ll class, Trailer-lst and II class with bar, Railcar-ll class,
by Ferrostal.
HUNGARY
GENERAL TRAFFIC MOVEMENT THROUGHOUT THE COUNTRY
As a result of the introduction of new economic measures, an increase of some Total freight tonne-km
5% tn the national income was recorded in 1968, as compared with 1967, and there
was a marked growth of production, particularly in industry (5%), building (6%)
and agriculture (2%), which was reflected in greater employment.
The volume of traffic, both passenger and freight, carried by road showed an
increase, but, in spite of a decrease in the quantity transported by rail, the railways
continue to carry the major part of the total traffic and are expected to do so in
the future.
——
228 HUNGARY Welded rail
The rate of building of asphalt surfaced roads hu been particularly fast. Their An increase is recorded in the use of continuously welded rail, the length laid
by the end of 1969 being 2,121 miles (3,4/3 km.) and the longest continuous section
share in the national road network has risen from 20 per cent in I960 to 40 per cent.
Dustfree surfaced roads now account for more than 80 per cent of the entire net- 162 miles 126/ km.).
work.
SIGNALLING AND TRAIN CONTROL
Its monopoly obliges the State Railways to provide passenger and goods services,
and in road transport and bus traffic the obligation to maintain scheduled services The installation of relay interlocking equipment continues. Further automatic
is under the control of the Minister. This fact provides sufficient security for block interlocking systems were installed, increasing the length of line available
the public, without express constraints. But no monopoly of any form will for automatic train running control. At the same time, new locomotives were
exist in road haulage. The productive plants and the enterprises arc free to use equipped with warning systems and automatic control equipment.
their own transportation facilities or make use of the services of the public
Level crossings
organisations.
Automatic half-barriers with light signals were installed at a number of crossings,
To help in selecting the most suitable transport a goods tariff came into force and in many places where the barriers are normally winched open and closed by
hand electric motors have been provided to reduce the workload on the signal man.
early in 1968. On the basis of the items calculated on the company's production
CONTAINER OPERATIONS
costs, every client can choose the vehicle to use or the haulage contractor to
The overall responsibility for containerisation lies with the Commercial Depart-
turn to for services of the quality he requires, in his own and in his clients' interests.
The tariff, which sets maximum rates, enables the communication enterprises to ment of MAV General Directorate.
cut the fares, should the situation, or competition, demand so.
Dr. Ferenc Major
Material interest and the endeavour to operate profitably, stimulates the enter- Magyar Allamvatusak Vezerigazgatosaga
prises to discontinue uneconomical activities, or make them profitable by rational-
MAV
isations. A good and characteristic example of this practice is the method used
Nepkoztarsasag utja 75 Telephone: 220 600
in the main concept for transport policy, to rationalise operation of the traffic from Budapest VII, Hungary Telex: 0641
less frequented, uneconomically operating railway lines to the road, that not only
improves the economics of the railways but provides for faster, more flexible and MAV own a total of 7 406 containers, mostly small for domestic use.
higher quality road services for passenger and transport users. MAV is the representative in Hungary of INTERCONTAINER. of which it is
The major projects and investment objectives for communication and telecom- one of the founder-members.
munication were determined some years ago, and the transition to the new system
of economic management has caused very little change in this respect. The concept In 1970 container operations totalled 171 000 tonnes.
of transport policy, as adopted by Parliament in 1968. has given prominence to the
system of regional stations in railway operation, and th3 take-over by road facilities The following stations are included in "Transcontainer Tariff No. 9145":
of the transportation of goods and passengers from the little used railway lines as
these are closed. The effects of this process have been taken in account in invest- Budapest-Jozsefvaros Gydr Pecs
ment policy and so a network of modern regional stations must be created and the Debrecan Miskolc-gomori Sopron
mechanisation of loading and unloading, already underway, must be accelerated
and containerisation must be introduced. These stations have fixed tariffs in relation to the following seaports:
Ic is important also that road passenger traffic be brought up to date, by connect- Antwerp Trieste
ing up new settlements with the bus network and by increasing passenger comfort. Zeebrugge
Bremen Venice
— —Over and above all this in line with our previous objectives we are continuing Bremerhafen Amsterdam
Rotterdam
the switchover to more up-to-date tractive forces, electrifying and dieselising newer
and newer trunk lines. As a result, the proportion of steam traction within the MAVIn addition, has subscribed to the ETT (Unified Transit Tariff) which includes
total is to drop to 30 per cent by 1970. The introduction of more up-to-date
types of traction, the modernisation of the permanent way, and the more extensive tariff measures relating to the transport of transcontainers between Hungary and
utilisation of modern safety equipment on the lines and in the stations, will make
for higher travel speed and better utilisation of existing rolling stock. the DDR. including its seaports, across Czechoslovakia.
We shall continue to modernise the road network, building the M.7 motorway, The first international container train service, Budapest-Prague-Berlin com-
menced in 1969 with weekly departures in both directions.
improving the technical parameters of the roads as a means to faster road traffic,
and the operation of vehicles with higher carrying capacities. Work is in progress on the construction at Budapest-Jozsefvaros of an Intercon-
The aggregate length of the air routes operated by Hungarian aircraft has doubled tainer terminal. It will have separate areas for transcontainers and other types,
since I960; her river-sea and seafaring transport has made great strides both in and will be equipped with two container cranes, one of which will be of 35 tons
technical standards and performance. capacity, and other container transfer equipment.
We intend to import, mostly from the socialist countries: —At the National and Free Port of Csepel, Budapest, a container terminal is being
high-capacity diesel locomotives; built for all three modes of transport: railway, highway, and inland waterway.
machinery for road and railway building;
motor trucks and spares; Budapest is conveniently situated for this purpose, both geographically and econ-
aircraft, spares and components;
radio navigation and location equipment for air traffic, etc. — —omically. It has inland waterway communications along the river Danube to the
From the non-socialist area we wish to import electronic computers, railway Black Sea at Sulina 1,038 miles (1,670 km.) and by 1980, when the Rhine-Main-
wireless installations, medical instruments for the hospital of the Hungarian State —Danube transcontinental waterway is completed, it will be connected with the
Railways and other health institutions coming within the competence of the rail-
North Sea at Rotterdam 1,340 miles (2.155 km).
ways, as well as freight cars. For these latter we have already signed contracts.
To start with the terminal will have a concrete paved transloading area of 48,360
Electrification
msq. ft. (4,500 3 ample facilities for free warehousing and storage, and lifting
At the end of 1969 MAV operated 5 029 miles (8 094 km) of standard gauge ),
route of which 520 miles (837 km) was electrified, roughly one-third at 16 kV 1/50 equipment consisting of one 32-ton container crane built by the Hungarian Ship
and two-thirds at 25 kV 1/50.
and Crane Works, one 25-ton sideloader, and various smaller container handling
Electrification of the 99 mile (159 km) line between Szajol and Nyiregyhaza was
completed in December 1970. machines and chassis.
Work is progressing on the 40 mile (64 km) route between Budapest Ny. and MAHART Hungarian Shipping Company Ltd owns container ships of 1,300 tons
Szob. scheduled for completion at the end of 1971. for the transport of transcontainers over inland waters.
Financial results
Revenue
Expenses
229
IRELAND
Basis 1953= 100 except Agricu
—
230 IRELAND
A CIE passenger diesel train at Killiney, Co. Dublin. Cross-channel container traffic headed by a 950 h.p. dicsel-electric Bo-Bo
locomotive.
CONSTftUCTiON G*UG
r
NOTE - AA MINIMUM DISTANCE FOR ALL WORKS ALONG LINE INCLUDING SIGNAL
BOXES. SIGNAL POSTS, LAMPS 8c
BB MINIMUM DISTANCE FOR ALL STATION WORKS ABOVE PLATFORM LEVEL.
LEVEL OF PASSENGER PLATFORMS ONLY MAY BE INSIDE THE CONSTRUCTION GAUGE.
NORTHERN IRELAND RAILWAYS
I, YORK ROAD, BELFAST BTI5 ING
See page 160 for tabulated data.
Chairman: R. E. M. Humphreys _P0RTRUSH
Managing Director: H. Waring
Directors: fColerame
R. E. McClure
Engineering Executive:
Chief Accountant and Secretary: J. Mel. Scott
Chief Mechanical Engineer:
Operating Superintendent: J. F. Desmond
Commercial Officer:
R. P. Beattie
G. C. Campbell
W. A. G. Macafee
W. J. Topley
W. W. McCollam
The Northern Ireland Railways Company took over the management and oper- hiiehead
Carrickfergus
ation of the railways on I April 1968. This had. until that date, been the responsi-
bility of the Ulster Transport Authority (UTA) which had also operated the road
passenger and freight services, and hotels and catering service. The UTA has been
wound up, with separate companies operating the various services; all assets and
shares are now owned by the Northern Ireland Transport Holding Company.
Routes open Neagh.
The railway operates a route length of 203 miles (327 km.) of 5 ft. 3 in. (1-60 m.)
^o—"'' Lisburn
gauge, of which 118 miles (190 km.) are double track.
o" Lurgan V
— —Belfast (Queen's Quay Station) Holywood Bangor. Belfast (York Road Station) PORTADOWN
— — — —Carrickfergus Whitehead Lame. Belfast (York Road Station) Ballymena
— —Coleraine Portrush Londonderry. Belfast (Great Victoria Street Station)
— —Lisburn Lurgan Portadown, and in addition, an inter-state service with the
— —Republic of Ireland: Belfast (Great Victoria Street Station) Portadown Dundalk
—Dublin.
Freight traffic CHANGES IN STOCK TOTALS
—Freight traffic handled on the lines remaining open is confined to: through Additions during 1970 were 3 Hunslet I 350 hp Bo-Bo diesel-electric locomotives
and 8 passenger train cars; retirements were 13 steam locomotives, one diesel shunt-
traffic to and from Belfast and Londonderry with the Republic of Ireland, conveyed
in CLE. wagons; certain traffic between Belfast and Londonderry in British Railways er, and +4 freight cars.
containers.
Diesel hauled "Enterprise Express" on the Belfast-Dublin route
231
ITALY
1965 1966 Exchange rate =£1 1.500 lire; $l=642lire
(in thousand million lire)
G.N. P. at constant prices 35.575 38.397 Total land area I 16.303 sq. miles (301,250 km.-)
Agricultural output
Industrial production 4,194 4.225 Cultivated land 1965 1966
Uncultivated land
Volume of imports 12.368 13.536 20.440 20.405
Volume of exports Woodland
Hourly earnings /966 /967 Other uses 1 .011 1.024
Cost of living
(in million tire) 6.089 6.099
Volume of railway freight
Volume of railway passenger traffic 5.367,949 6.060.642 2.585 2.597
5.024.019 5.438.551
/968 Population 1965 1966
442 lire per hour average (in thousands)
/966 J967 Total
100 1025 —Employed total
/963 /964 agricultural
(in thousands of tons) industry
65.839 59.645 other activities
Unemployed
(in thousands)
503.483 471.661 Population density (1966) 456 per square mile (176 per km. 1 )
232 ITALY— F.S.
State owied Raz/ways
Privately oweJ Roilnays
Electric Railways
v. ..: —_ i*
Type D.443 diesel-eiectnc locomotive for Italian State Railways Class D.34I, Diesel-electric Locomotive for the Italian
State Railways
Length 46 ft. 3 in. Weight $9 5 tonnes; powered by one 2,000 h.p. Breda Isotta
Fraschini 12 YLCL 4-stroke engine; max. speed 81 m.p.h. (130 km./h.). Built by Class D.342 is similar to the above but with hydraulic transmission instead of
"Reggiane". electric.
FS.— ITALY 233
ELECTRIC LOCOMOTIVES
Axle Line Rated Tractive Effort Max. Wheel Builders
(Full Field) Speed
Class Arrangement Current Output Max. m.p.h. dia. Weight Length Number Year Mechanical Electrical
E.432 Continuous at ins. tons Parts
lbs. lb. m.p.h. (km./hr.) ft. in. Built first Equipment
E.554 (kg.) (kg.) (km.jhr.) 62 (mm.) (tonnes) Built
(100) (mm.)
E.626
l-D-l 3.600 V. 2,200 3 1 .000 18.300 233 31 64i 93 45' 8" 40 1929 Breda Breda
E.428 (1-4-1) 3/16} (14.000) (8.300) (50) 1.630) (13.910)
E.424 3 ,000 (37-5)
E.444 31
E.636 1 [SO)
E.645 44-6
E.646 (14.000)
E.32I 22.000 (75)
(10.000) 62
15,400 (100)
(7,000)
E 2.000 31,000 23,000 15 5 42* 7b 35' 5" 183 1928 Meccaniche Navali Meccaniche Navali
(0-10-0) (/4.0O0) (10.500) (25) (1.070)
31,000 31 (10.800) Napoli: Brown Bov- Napoli; Brown Bov-
(14.000) (SO)
eri; Terni; Savigliano; eri; Terni;
O.M.; CENSA Savigliano; O.M.:
Saronno; Ansaldo; CENSA Saronno;
Reggiane Ansaldo; Reggiane
Bo-Bo-Bo 3.000 V. 2,100 50,300 26.000 32 59 49* 93 49' I" 448 1928 Savigliano; C.G.E.; Marelli; Savigliano;
d.c. (22.800) (11.800) (52) (95) (1.250) (14,950)
57,800 30,200 28 Brown Boveri; C.G.E.; Brown
(26,200) (13.700) (45)
Elettromeccaniche; Boveri; Elettro-
meccaniche;
Saronno; Breda;
O.M.; Ansaldo; Saronno; Breda;
O.M.; Ansaldo;
CENSA Saronno;
CENSA Saronno
Reggiane; FIAT
2-Bo-Bo-2 2,800 44,000 23.000 48 80 74 135 62' 4" 241 1934 Breda; Ansaldo; Breda; Ansaldo;
Bo-Bo 1,660 (20.000) (10.500) (77) (130) (1.880) (19.000) Reggiane; FIAT; Marelli;
Bo-Bo 48.500 25.300 44 Brown Boveri
Bo-Bo- Bo (22,000) (11.500) (70 Brown Boveri
Bo- Bo-Bo
43.000 20,900 34 62 49* 72 4 50' 10" 158 1943 Breda; Savigliano; Breda: Savigliano;
(19.500) (9,500) (55) (100) (1.250) Ansaldo; Reggiane; Ansaldo; Marelli;
(15,500)
Brown Boveri; O.M. Brown Boveri;
C.G.E.
3,420 44,500 25.400 56 112 49* 79 55' 3" 50 1967 Savigliano OCREN
2,100 (20.200) (II.SOO) (90 (180) (1,250) (/ 6.840) 469 1940
48,500 25,300 32-3 75 49* 101 Of59' Breda; Brown Boveri; Breda; Brown
(22.000) (11.500) (52) (120) I
(1,250) Savigliano; O.M.; Boveri; Savigliano;
(18,250)
Reggiane; Pistoiesi C.G.E. ; Ansaldo
S. Giorgio
4,320 64.400 37.000 44-7 75 49* 112 60' 0" 93 1964 Breda; Brown Boveri; Breda; Brown
(29.200) ((6,800) (72) ((20) (1,250) (18,290)
Savigliano; O.M.; Boveri; Savigliano;
Reggiane; Pistoiesi; C.G.E.; Marelli;
I.M.A.M. Ansaldo S. Giorgio;
OCREN
Bo- Bo-Bo 4,320 52,500 29,750 57 93 49* 110 59' 10*" 203 1958 Breda; Brown Boveri Breda; Brown
(23.800) (13,500) (92) (ISO) (1.250) (18.250) Savigliano; O.M.;
Boveri; Savigliano;
Reggiane; Pistoiesi;
I.M.A.M. C.G.E.; Marelli;
Ansaldo S. Giorgio;
OCREN
— —— —
234 ITALY— F.S.
The minimum lateral clearance between Loading Gauge (diagram above) and
Fixed Structure Gauge vanes according to the radius of curvature, e.g.:
Clearance
Radius
Class E 444 Bo-Bo electric locomotive
Originally designed for a maximum speed of 112 m.p.h. (180 km.'h.), is being
tested (1970) at 125 m.p.h. (200 km.!h.), and is to be geared up to attain 155 m.p.h.
(2S0 fcm./h.).
Based on the E.444 but with an output of 6,000 kW. is a new class E.646 now
under test
Series AZ 15000, First Class coach for high-speed operation
Accommodation: 60 seats in 10 compartments. Length 86 ft. 7j in. (26.400 mm.).
Tare 41 tonnes. Max. speed 124 m.p.h. (200 km.jh.).
CONTAINER OPERATIONS
The organisation handling container affairs on behalf of the FS is:
S.p.a. CEMAT, Telephone: 865 484
Telephone: 68.87.751
Via Savoia 19,
00198 Roma
and also at
Via Valtellina5,
Milano
General
More than 700 privately-owned ISO containers, variously 20 feet, 30 feet and 40
feet long, are registered at the Railways Terminal at Milan Rogoredo. These are
owned by freight forwarding agents and shipping companies.
Container Terminals
The international rail terminal at Milan Rogoredo is provided with full Customs
facilities. It has an overall area of 4 45 acres (1-8 hectares) of which one-third is
storage space, including Customs store area. The main operating area is 131 ft.
X 1,310 ft. (40 x 400 m.) in extent.
A rail terminal has been built at Naples Smistamento, and further rail termi-
nals are being completed at Florence iCastello), at Rome, and at Bari.
International container-train services
—Rotterdam/ Antwerp Milan Rogoredo:
— —6 trains per week in each direction
Zeebrugge Antwerp Milan Rogoredo:
6 trains per week in each direction
In addition individual containers are carried in regular fast freight train services.
The main entry points for transcontainers are Chiasso, Iselle and Modane.
Internal container-train service
At present one domestic container train service is being operated, between
Milan-Genoa-Rome-Naples. Others are projected (see map). Individual
containers are carried by regular freight trains.
Container Study Organisation
The Centro Italiano Studi Containers (CISCO) with its Head Office at Genoa,
was set up through the initiative of the Genoa Chamber of Commerce and the
Independent Association of the Port of Genoa. It has been joined by a large number
of important Italian companies including manufacturers of containers and container
handling and transporting equipment, major importing and exporting companies,
shipowning firms, public bodies, and experts in the insurance, banking and legal
fields.
It has a Chairman, a Council of Members, and a Board of Directors, and has set
—up committees covering various aspects of container operation: Port Committee,
Land Transport Committee, Technical Committee, Marine Committee, and
Legal Committee.
With all this in prospect, CISCO was formed with the object of bringing Italy
into the new system of transport, with a view to clarifying the problems and arriving
at the basic, legal, banking and insurance solutions which the new technique in-
volves.
Handling utilities for transcontainers 20 ft., 30 ft., and 40 ft., long are available
at the follow -g locations:
Apnlia Genoa
Asti
Biella S. Paolo Milan
Bolognt
Brescia Modena
Florence Naples
Novara
Piacenza
235
LUXEMBOURG
LUXEMBOURG RAILWAYS
SOCIETE NATIONALE DES CHEMINS DE FER LUXEMBOURGEOIS, PLACE DE LA GARE. LUXEMBOURG
See also page 164 for tabulated data.
Chairman of the Board and Government Advisor: M. Rene Logelin
General Manager: M. Alphonse Theato
Secretory General, Finance and Personnel: M. Emile Schlesser
General Technical Inspector, General Technical Department: M. Marcel Conter
Chief Officer, Claims and International Relations: M. Georges Thorn
Chief Officer, Track and Operating: M. Justin Kohl
Chief Officer, Rolling Stock and Traction: M. Camille Trierweiler
Chief Officer, General Studies and Supplies: M. Theo Moiling
236
NETHERLANDS
Base: 100 in 1953 Total Land Area 13,960 square miles
I960 1961 1962 1963 1964 I96S 1966 1967 Total population 12.651.000 (1967)
142 145 149 IS6 170 178 183 —— Annual Increase in Population 1-3 per cent
136 137 140 134 148 151 150
G.N. P. at Constant Prices 157 160 166 175 191 202 214 225 Population Density 906 per square mile
Agricultural Output 198 210 223 247 285 301 320 341 Per cent
Industrial Production 188 193 207 219 248 270 313 LAND USE (1967)
Volume of Imports 159 168 183 194 226 249 290 292
Volume of Exports 121 123 127 136 144 150 271 Urban Areas and Wasteland 29
105 104 114 126 119 108 158 163
Hourly Wage Rates 116 118 117 117 116 114 99 Forests and Woodland 8
101 Permanent Meadow and Pasture 38
Cost of Living 112 110
Vol. of Railway Freight Traffic* Arable and Orchard 25
Vol. of Railway Passenger Traffic EMPLOYED PERSONS (1966) Total: 4.593.000
•Full car loads only. Agricultural. Forestry and Fisheries and Public Utilities Per cent
Mining, Manufacturing, Building 9
Exchange Rate £1=8 67 Guilder. =$1 3 61 Guilder. Services and Distribution
Transport 42
41
7
MAP OF NETHERLANDS RAILWAYS
GERMANY
\ \o££jlSjlSirnpelvelJ
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