Jane's World Railways 1971-72

NETHERLANDS 237

TRAFFIC MOVEMENT THROUGHOUT THE COUNTRY

238 N.S.— NETHERLANDS

TRACK DETAILS Track construction
A new form of sleeper (cross-tie) and rail fastening has been introduced, con-
Standard rail, weights Mam lines: 94 and 127 lb. per yd. (46 9 and 63
sisting of staggered concrete blocks joined together by steel tubes in the form of a
kg. m.) Zig-Zag. The results of laboratory tests show that this form of track is much more
rigid and less susceptible to buckling than the conventional rail and sleeper con-
Branch lines: 76 6 and 92 7 lb. per yd. {38 and struction, both on curves and on tangent track.

46 kg./m.) The rail, which sits on a rubber pad, -s secured by special resilient fastenings,
the holding-down hook boles being bedded into the concrete blocks by a special
lengths Main lines: 24 and 30 m. compound which has high electric insulation value.

,, ii Branch lines: IS and 18 m. Rails used are type NP46, 94 lbs. yd. (46 55 kg.jm.). in 24 or 30 m. lengths, flash-

Rail joints 4-hole fishplates and bolts; and some welding. butt or thermit welded into lengths up to a maximum of 590 ft. (180 m.).
Cross ties (sleepers) The rails are laid on zig-zag type concrete block sleepers and secured by spring
Hard and soft wood, 10 in. - 6 in. 8 ft. 6j in.
clips clamped in hook bolts set into the concrete.
(2S0 - ISO 2.600 mm.)
Welded rail
,, ,, spacing Main lines: 2,680 per mile (1.666 per km.)
Branch lines: 2.145 per mile (1 .333 per km.) At the end of 1970 a total of 705 miles (I I3S km) of track had been laid with
continuous welded rail, of which 107 miles (173 km) were laid in 1970.
Rail fastenings Coach screws (on hard wood), coach screws and
soleplatcs (on soft wood), Ribbed soleplates and CHANGES IN STOCK TOTALS

bolts, Ribbed soleplates and curved stirrups of

spring steel. Elastic fastening with curved stirrups

for both wood and concrete sleepers, the clips
fitting into a cast iron housing having two pins

glued into concrete sleeper or pressed into wood.

Cast iron chairs and bolts. Pads under rails are
grooved rubber 4 mm. thick or wooden wearing
plates 4 mm. thick.

Experimental sections laid with "Zig-zag" con-

crete block and steel tube track construction

(see below).

Filling Gravel or oroken stone, j in. to3i in. (10 to 80 mm.)

Min. thickness under sleeper =7i in. (200 mm.)
5 8° min. rad. of 984 ft. (300 m.)
Max. Curvature
gradient, compensated 2% = I in 50 (on Sittard-Hertzogenrath line)

,, gradient, uncompensated I 43 ",, I in 70 (on Sittard-Hertzogenrath line)
Longest continuous gradient
5-5 miles (8-8S km.) of I in 300 grade with three

curves of 4,921 ft. (I.S00 m.) radius.

Worst combination of gradient

and curvature I in 175 (0-57%) gradient with curves of 984 ft.

(300 m.) radius.

Gauge widening on sharpest fr in. (7 mm.)
curve
4-72 in. (/20 mm.) on track in gravel.
Super elevation on sharpest 5-90 in. (150 mm.) on track in broken stone.
curve

Rate of slope of super elevation . I in 8V.
Speed higher than V 105
I in 1,100 with minimum o fl in 600.
km.jhr. 596 ft. (181-7 m.) on Simpelveld-German Frontier

Speed 105 km.jhr. or less section.

Altitude, maximum

Max. axle loading 21 tons.
„ permitted speed Passenger trains: 78 m.p.h. (125 km.jhr.
Freight trains: 37 m.p.h. (60 km.jhr.)
Fast freight trains: 56 m.p.h. (90 km.jhr.)

NETHERLANDS NORWAY 239

'

Type ELD2. 401/438 2-car electric trainset in new
NS colours

Axle arrangement2-B-f-B-2. Length 160 ft. {5214 m.).
Weight 85 tons. 950 h.p. Seating rapacity 24 1st
class, 104 2nd class. Acceleration 0-75 m.p.h. {0-120
km./h.) in 90 seconds. Mechanical parts b> Werks-
poor, electrical equipment by Heemaf and Smit.

Class B4I0I/24 Passenger coach Self-discharge hopper wagon with swing covers
Load 27 tonnes. Weight 12-75 tons. 100 built by Werkspoor-Utrecht.
Length 87 ft. {26 4 m.). Weight 35 tons. Seating capacity 88 (2nd class),
anical parts bv Werkspoor, electrical equipment by Heemaf.

NORWAY

GENERAL

In Norway 1970 will be remembered as a year notable for an unusually strong
demand pressure and a vigorous rise in prices and costs. The substantial rise
in prices in the world markets, which greatly improved the earning prospects of
industries exposed to foreign competition, together with the combined effects
of expansionary fiscal and monetary policies at home, contributed to this develop-
ment. The year was ushered in with the introduction of a new tax system, features
of which were a new value added tax and, in general, a switch from direct to indirect

taxation.

The pressure of demand was particularly noticeable in the labour market. For
most of the year there was a great shortage of labour in most industries, and the
number of unemployed reached an even lower level than in the preceding year.

Towards the end of 1970 the authorities introduced a series of measures aiming

at dampening the demand pressure and the rise in prices and costs. A price stop
was ordered with retrospective effect from 20 November and an embargo was

introduced on wage increases not stipulated in tariff agreements. These measures
had immediate effect. Exports of goods and services showed an overall rise in
value of 14 per cent, but in volume only 2 per cent from 1969 to 1970. Whereas

during the two preceding years an increase in the export of metals contributed
substantially to the rise in total exports of goods, in 1970 it was the export of

products from the engineering industry that registered the greatest gains.
In the spring of 1970 negotiations for new wage agreements for most categories

of wage earners took place. Total wage increase was estimated for the sectors
covered by the agreement at 9 per cent all told. The agreements contain provisions
for automatic wage regulation in the spring of 1971.

The prospects for Norwegian exports of raw materials in 1971 must be considered
variable and somewhat uncertain, whereas finished goods may expect satisfactory

marketing conditions and stable or slightly rising export prices. As far as can be
seen at the moment, the demand pressure in the Norwegian economy may be
assumed to ease somewhat in the course of 1971. Continued rises in foreign
prices, the after-effects of domestic cost increases in 1970 and the automatic adjust-
ments of wages and agricultural prices during the spring makes it probable that

the problem of rising prices will be localized also in 1971.

Percentage change
(967-/968

Gross National Product (in fixed prices)
Wholesale price index
Consumer price index
Index of hourly earnings for

male industrial workers

'Calculated from provisional figures.
(Source: Economic Survey, Central Bureau of Statistics, Oslo)

—:: :

240 NORWAY

Etifin— ri ng: Eivinn Lovseth

Chief Director A. Ohrn

Director, Way and Works; R. Sorvik

Director. Rolling Stock: Eilif Moc
Director, Electrification:
Welfare Office:

District Administration Trygve Meinstad
Lorcncz H. Aas
Oslo: Sverre Saetersdal
Harald K. Hcnrikscn
Drammen: Lars Aarrcstad
Hamar: Sig. Andreessen
Trondheim: H. Z. Christiansen
Erik B. Raae
Stavanger
Bergen
Knstiansand:
Narvik

The NSB operates a total standard gauge route length of 2 636 miles (4 242 km)
of which I 516 miles (2 440 km) is electrified at 15 kV 1/16}.

The railway in (969
The financial results of railway operation were relatively good in 1970. Receipts

rose by 58 5 million kroner to about 849 million kroner, while total operating
costs increased by 53 5 million kroner to about 955 million kroner.

Goods traffic, excluding ore traffic on the Ofoten line, gave an income totalling
about 425 million kroner in 1970. this is about 28 8 million kroner more than in the
preceding year. Income on ore traffic on the Ofoten line was 60 5 million kroner.

Passenger traffic receipts were 252 2 million kroner. 9 6 million kroner more

than in 1969.

Modernisation
Among the important measures for increased effectiveness which have been

carried out are: the electrification of the Oslo-Bergen line, development of CTC on

the Ofoten line and on the Stavanger-Egersund section, improvement of track and
rationalization of goods traffic.

In the coming years, rationalisation work will be principally concentrated on the

following:

Continuation of electrification and improvement of permanent way, increased

mechanisation of track maintenance, rationalisation of goods traffic, development
of CTC, strengthening of the sales organisation and improved competitive power
through investments in rolling stock.

It is expected that investments of about 250 million Norwegian kroner will be
made annually for the next few years.

MOTIVE POWER TREND

Proportion of total train-miles (train-km.) operated by:-

N.S.B.— NORWAY 241

Pads under rails
With Hey-Back fastenings a thin, 005 inch (1,25 mm.) asphalt impregnated pad

(Fjeldhammer Brug) between rail and baseplate.
With "Pandrol" fastenings a 0-19 in. (5 mm.) thick rubber pad is inserted between

rail and concrete sleeper.
As a general rule pads are not used under rails except with Hey-Back fastenings.

Welded rail
At 31 December 1969, the total length of track laid with welded rail was 435 miles

(700 km.), the length laid during 1969 being 93 miles (ISO km.).
Rails are pre-welded at depot by flash-butt method. Site welding into con-

tinuous lengths is generally thermit but oxy-acetylene welding is also used.
Continuous welded rail is used in tunnels longer than 1,640 ft. (500 m.), the longest

in tunnel being 56 miles (9 km.). Continuous welded rail is also laid in the open

at certain locations and the longest length is 3 I miles (50 km.) on concrete sleepers.
Rails and sleepers are assembled in track by use of special equipment. They are

not preassembled. No expansion joints are used.

Sleepers used

Container handling at Oslo, NSB

Rail fastenings

On main lines the principal fastenings to wood sleepers are Hey-Back and Deenik.

Pandrol fastenings have been adopted as standard fastening on concrete sleepers.

On the new Bergen-Tunestveit line, and in long tunnels where UIC54 and S64 rails

are used, the fastening is elastic double-shaft railspikes on hardwood sleepers
without baseplates.

On branch lines the fastenings consist mainly of dog-spikes, wedge-plates and

Hey-Back.

242 NORWAY POLAND

POLAND /PORTUGAL 243

GENERAL

The Polish State Railways (PKP) operate a total route length of 16 506 miles
(26 563 km), made up of 14 414 miles (23 196 km) of standard gauge and 2 092 miles
(3 367 km) of narrow gauge. Electrification is being extended, and by the end of
1970 the total electrified route length was 2 406 miles (3 872 km), all at 3 000 volts
dc except for some 30 miles (50 km) at 800 volts dc.

The Headquarters are at Warsaw with Divisional Managements at Warsaw,
Lublin, Poznan, Gdansk, Wroclaw, Katowice, Krakow, and Szczecin.

In 1970 the PKP carried 382 31 million tonnes of freight and I 056 48 million

passengers, bringing in total receipts of 31 938 million zlotys.

INTERNATIONAL PASSENGER SERVICES

Through trains with sleeping and restaurant cars operate between Warsaw and:

Berlin Prague

Lipsk Sofia

Budapest Vienna

Bucarest Constanta

Moscow Belgrade

MOTIVE POWER TREND

Proportion of total train-kms operated by:

244 PORTUGAL— C. P.

TRACK DETAILS ELECTRIFICATION

Standard rail, broad gauge 60 5 to III lb. per yd. (30-55 kg.fm.) in 8 50 cycles, 25,000 volt O.H. electrification has been completed between Sintra and
,, „ narrow ,, to 18 m. lengths. Porto and is in process of completion between Esmoriz and Villa Norade Gala in
the north. Modern block signalling and signal cabin installations have been con-
40 4 to 72 6 lb. per yd. (20-36 kg. m.) in 8 and structed on this route.
12 m. lengths.
Loading gauge diagrams
Cross cies (sleepers), broad gauge 10* in. • 5 t in. X 8 ft. 6} in. (260 130 x Broad gauge: outer diagram.
Narrow gauge: inner diagram.
2.600 mm.), spacing 23J in. (605 mm.).

Hh •• narrow ,, 9 in. 4J in. M5 ft. in. (230 120 1,800

mm.), spacing 32* to 324 in. (820-850 mm.).

Rail fastening Screw spikes or bolts. "R.N." flexible fasten-
ings used with welded rail.

Filling Broken stone gravel or earth.

Max. curvature, broad guage =5 9° min. rad. of 984 ft. (300 m.)
narrow „ =29° min. rad. of 197 ft. (60 m.)

„ gradient, broad guage ~1-8% I in 55*.
narrow ,,
=2-5° I in 40.
ii
Broad gauge, 52 miles (8-3 km.) of 1-4% grade
Longest continuous gradient
with curves varying from 1,936 to 4,924 ft.

(590 to I. SOI m.) in radius.

Narrow gauge, 44 miles (7-2 km.) of 2-5",,

grade with curves varying from 246 to 1,640 ft.

(75 to SOO m.) in radius.

Gauge widening on sharpest curve 0-984 in. (2S mm.) for both gauges.

Super-elevation on sharpest curve Broad gauge, 7 874 in. (200 mm.)
Narrow gauge, 4-724 in. (/20 mm.)

Rate of slope of super-elevation I in 2,000 to I in 333.

Max. altitude, broad gauge 2,666ft. (812-7 m.)

H it narrow ,, 2,878 ft. (849-7 m.)

,, axle loading, broad gauge 19 tons.

.. •> narrow ,, I I tons.
Broad gauge, 62 m.p.h. (100 km.jhr.)
,, permitted speed
Narrow gauge, 50 m.p.h. (80 km./hr.)

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
h.p. Continuous at ins. tons Parts
2500 lbs. lb. m.p.h. (km.,hr.) ft. in. Built Built Equipment
(kw) (kg.) (kg.) (km.ihr.) (mm.) (tonnes)
(mm.)

245

ROMANIA

ROMANIAN STATE RAILWAYS

CAILE FERATE ROMANE (C.F.R.). 38 Bd. Dinicu Golescu, BUCHAREST 7

See also page 166 for tabulated data.

Minister for Railways; Florian Oanalache

Romania has a superficial area of 91,700 sq. miles (237,500 km 2 } and a population
of 19.120,000. There are two chains of mountains, the Carpathians and the Tran-

sylvanian Alps.

The main lines run generally north-westwards from Bucharest through the
Transylvanian Alps towards Hungary, and include several heavily-graded sections.
In addition, there is an important main line running northwards from Bucharest
through Moldavia towards Bukovina, and another running eastwards from Bucharest
to the Black Sea port of Constanza.

Director, Railways Department: Ing. lonel Diaconescu
Department of International Relations: Ing. A. Nitulescu

Freight traffic on the C.F.R. has registered continuing increases in the last few
years, and passenger traffic has reached a record figure.

5%In 1969 the freight tonne-km. total was 6 higher than in 1968; and an increase

of over 80% in the seven years from 1962.

Passenger traffic in 1969 was again at a record figure, registering gains over the

08%previous year of in the number of passengers carried and of 3-5% in passenger-

kms. Compared with 1962, passenger-kms, show an increase of 67%.

OPERATIONS

1966

Freight tonnes carried (millions)

Tonne-miles ( ,. )

Tonne-km. ( ,, „

Average haul per ton (miles)

{km.)

Passengers carried (millions )

Passenger-miles ( „)

Passenger-k/n ( „)

Average journey (miles)

„ (km.)

The National 5-year Plan, 1966-70, anticipates an increase in coal production
from 12 million tonnes in 1965 to 22 million tonnes in 1970, and in steel production
from 3-35 million tonnes in 1965 to 6-3 million tonnes in 1970. Total freight
tonnage is expected to increase by 65° in the 5 years.

Installation of Automatic Block Signalling and of Centralised Traffic Control is
being extended to cover all main lines.

Safety installations continue to be modernised, 3.382 sets of points and crossings

are now controlled from 95 signal boxes, and the length of line equipped with
automatic block will be increased by 1970 to 896 miles (1,442 km.). The dispatching
system, which in 1967 was used on 125 miles (200 km.) of line, will be extended

by 1970 to 466 miles (750 km.), and cab-signal experiments, providing for the
automatic stopping of trains, are being carried out on several diesel-electric loco-
motives.

Heavier rail is being laid, and welded rail of which about 1,000 miles (1,600 km.)
is already in service is being installed at the rate of 185-220 miles (300-350 km.)
per year.

246

SPAIN

SPANISH NATIONAL RAILWAYS

RED NATIONAL DE LOS FERROCARRILES ESPANOLES (RENFE), PLAZA DE LOS SAGRADOS CORAZONES 7, MADRID (16)

Sec also page 166 for tabulated data.

Chairman of the Board: Francisco Lozano Vicente
Vice-Chairman: Alfredo Moreno Uribc
General Manager: Salvador Sanchez-Teran Hernandez
Assistant General Manager: Anconio Carboncll Romero
Secretary General: Antonio Dionis Soler
General Supervisory Manager: Jaime Badillo Diez
Assistant Manager: Carlos de Inza Tudanca
Modernisation Manager: Ricardo Navarro Rubio
Assistant Modernisation Manager: Jesus Lasala Millaruelo
Purchases Manager: Jose-Luis Santiago de Meras
Assistant Purchases Manager: Carlos Allendesalazar
Welfare Manager: Gabriel Moron
Assistant Welfare Manager: Antonio Pinazo Jimenez
Financial Manager: Luis Ortiz Gonzalez
Assistant Financial Manager: Manuel Lerin Grondona
Commercial Manager: Emiho Magdalena Carreno
Assistant Commercial Manager: Antonio Lago Carballo
Information, Public and Commercial
Francisco Lavilla Alsina
Relations: Luis de Cos Jharling
Julio Vila Cazaux
Operating Manager: Fernando Oliveros Ribes
Assistant Operating Managers:
Antonio Gomez de la Vega
Chief Legal Adviser: Antonio Debesa Romero
Manager of all the Regions:

Region

—

R.E.N. F.E.— SPAIN 247

FINANCIAL (964 (965 (966 1967 1969 1970

Revenue 13 352 15 097 (Mi//ions of Pesetas) 17 829 19 329
Expenses 15 243 16 713 21 912 22 989
Operating ratio 15 557 16 743
I 14-2 I 12 122-9 19I I
16754 21 417
1970
1076 1279
309
OPERATING
6 023
Freight (965 (966 1967 1969 9 693
3 1-9 33-2 30 8
Tonnes carried (millions) 303 5 636 195
5012 5414 9071 3/4
Tonne-miles ( ,, ) 4 851 8 067 8712 8 406
) 7 807 185 17-9
Tonne-kms ( ,, 160 1 182 163 295 235
257 7 293 262 26 848
Average haul, (miles) 6 934 7 596 8 235 7515 43 209
12-50 13 85
.. (kms) 187 148 16 6 164 4
Revenue (million pesetas) 183 27 545 200 218 8 260
27 684 44 (68 28 206 25 999 (3 293
Average wagon load (tonnes) 44 554 45 393 41 842
503
train „ ( ,. ) 809
8 338
Freight train-miles (000's)
165
„ kms ( ,. )
50019
Passenger 80 497

Passengers carried (millions) 168 5 174 I 155 6 158 9 (970
7 345 7 781 7 728 7 870 56
Passenger-miles ( ,, ) 12 523 (2 437 12 647
) //820 565
kms ( ,. 50 50 49 5
43-5 80 80 79-6 37-9
Average journey (miles) 5 838
70/ 173 7015 7616
(kms) 4 899
160 158
Revenue (million pesetas) 179 48 248 49 890
77 648 80 290
Average number per train 41070
66 095
Passenger train miles (000's)

kms,. ( ,, )

MOTIVE POWER TREND

Proportion of total train-kms, operated by:

Steam traction % (964 (965 (966 (967 1968 /969
Diesel traction % 51-9 47 5 36 3 25-5 1675 1030
% 17 4 20 8 29 6 37-7 46 08 51-89
Electric traction 30 8 31-7 34 1 37 17
36 8 37-81

ELECTRIFICATION
On I Jan 1971 the total route length of electrified line v as I 924 miles (3 096 km),

of which some I 525 miles (2 450 km) were at 3 000 V dc, the remainder being
at I 500 V dc.

Retirements On order
1970
53 I Jan. 1971

I

22

4
10

—

248 SPAIN— R.E.N. F.E.

CONTAINER OPERATIONS Container terminals

All RENFE container operations are dealt with by a subsidiary company formed
for the promotion of container operations:

PROCONSA Telephone: 24 70 00
Telex: 27 632
Direction Commerciale RENFE

Paseo del Rey 32

Madrid, Spain

The officials concerned with container traffic are:
Eng. Jose Luis Hernandez Penalver
Eng. Andres Herbada Esteban

Eng. Carlos Fernandez Oliveros

Containers

The company owns 203 ISO 20 ft X 8 ft. X 8 ft. containers, coded:
=2071 1 10001 to 0200
200 units

=207 1 1 3000 1 to 0003 3 units

As additional containers are put into service they will be coded:
2071
3071
4071

SPAIN 249

mfrm

Fertiliser tank car for R.E.N.F.E.
Capacity I 1,800 gallons (53,600 litres). Made of stainless steel by Ramon Mugica.S.A.

050 h.p. Diesel electric locomotives

Built for R.E.N.F.E. by Babcock & Wilcox, Spain under licence from General

Electric.

8 - 8 7« {2660) —

(2960) J_L
8'-0"
(JOO)
4" 1,2440)

250

SWEDEN

=Exchange rite (31 Dec. 1970): £1 = 12 57 kroner. $1 5 23.

Total are* (including lakes) 173.700 sq. miles (450,000 km-.) of which:—

land under cultivation 10%

forests 50%

lakes 9%

Total population 8 081 200
Annual increase in population
06%

Population gainfully employed 3 854 000

Agricultural, forestry, etc. 12%
33%
Industry, mining, quarrying, etc.
Construction 10%

Commerce 16%

Transport, storage and communications 7%
Government service and liberal professions 22%

TRAFFIC MOVEMENT THROUGHOUT THE COUNTRY

Freight traffic (tonne-km)

S.J.— SWEDEN 251

and sleeping berths introduced. A car-tracing system, known as VET, used in

the case of freight traffic, which was introduced in December 1967, has been de-
veloped for the purpose of supervising transport, allocating wagons, calculating

charges, debiting works etc. A system providing for information concerning long-

term staff planning has been designed and a re-organization providing for the
introduction of an informative system concerning the administration of supplies
and inventory management is proceeding. Combined with this development,
which, by degrees, will involve further automatic systems, the SJ are building up
a supply of information for in-put into a management information system. At the
same time, the application is being extended of operational-analytical programmes

for operating and investment planning.

CONTAINER AND UNIT-LOAD SERVICES

To meet competition from other transport media, mainly lorries, the SJ have
procured transport and handling aids of various kinds. With the present wide-
spread mechanisation of handling operations palletisation has assumed a growing

importance.
Small containers are becoming increasingly popular as transport aids in that

they provide greater protection for lower packing costs. Held available for

customers are 4 500 A containers (/ m* capacity) and 3 800 B containers (2 m s

capacity). Both types can take a load of / 000 kg. Also available are 700 large

mcontainers of 4 to 8 3 capacity in six different types.

For carriage of deep-frozen foodstuffs, ice-cream and suchlike, there is a stock
of 1.750 cold-boxes of 140 or 160 litres capacity.

The Swedish State Railways own 40, C type containers complying with ISO
standards, whose dimensions are 20 ft X 8 ft X 8 ft, and which are marked SJ,
followed by their identification number and type.

Containers are also supplied by a large number of Swedish and non-Swedish

Companies.

A special class is formed by international standard containers carried on specially

constructed wagons, which service was started in the autumn of 1966 on the
Stockholm-Gbteborg route. These wagons can also carry semi-trailers, e.g. two
containers and one semi-trailer or two semi-trailers depending on requirements.

—Direct container traffic is maintained between Swedish railway stations and

England in cooperation with the England Sweden Line (ESL) whose three modern
ships make five trips a week in each direction between the ESL Goteborg terminal
and Tilbury or Hull. The overall transport time from a Swedish railway station
to either of these British ports or vice versa is normally only 4-5 days.

The total container traffic handled in 1970 amounted to 80 000 units, and it is

estimated that 90,000 units will be carried in 1971.

Container termina Handling equipment used

Location

2 Travelift cranes, type 600 AC

I rail-mounted double-track electric
crane.

I rail-mounted electric crane spanning
3 tracks.

I rail-mounted double-track electric
crane

I rail-mounted double-track electric
crane

I rail-mounted double-track electric
crane

Container railcars

The Swedish State Railways own 30 special Sips and Rs type rail cars for the

carriage of containers.

Names and positions of principal officials concerned with container traffic:

Freight Alanoger (Commercial Department): Eric Sunden

Assistant Chief Manager: Arne Kock

Assistant Chief Engineer : Bertil Karlsson

Executive Officer: Eric Odlinge

252 SWEDEN— S.J.

ELECTRIC LOCOMOTIVES

Axle Line Rated
Output
Class Arrangement Current Max.
Bap h.p.
lbs.

(kg)

Df

Dg

Dg2
Dk
Our

S.J.— SWEDEN 253

DIESEL LOCOMOTIVES (continued)

Class

254 SWEDEN -S.J.

Class QSI, 18-axle Transporter Class Hbfs Covered Wagon for International Service in.
Length 130 ft. in (39.620 mm.). Weight 103 tonnes.
Operating between Sweden and Great Britain via sea ferry. Length 46 ft.

H(14,020 mm.). Load max. 26 T. Weight T. 79 built.

Class Ui. open two-axle freight car for S.J. Class Bol. second class passenger car for S.J
Length 40 ft. 6 in. (12.340 mm.). Weight 13 7 tonnes.

Special wagon for transport of containers and trailers

Standard gauge, weight 52 tonnes, supplied to Swedish State Railways.

*i^

XClass I two-car suburban electric trainset

+Bo-Bo 2-2. Line current 15 kV. -rV and two-thirds. Length over body, each

car 81 ft 3i in. (24,775 mm). Total weight 77-4 T: Motor coach 481 T. driving

=trailer 29 3 T. One-hour rating 4 X 280 kW. 1,120 kW. (/.500 h.p.). Thyristor

Control. Max. speed 75 m.p.h. (/20km./h). Disc brakes on all heel sets. Accom-
modation for 196 seated and about 100 standing. Up to five sets can be coupled
together forming a 7.500 h.p. train approx 820 ft. (250 m) long, carrying about 1 .500
passengers. 90 two-car sets ordered for delivery 1968. A.S.E.A. are the main

contractors.

SWEDEN SWITZERLAND 255

Class Bo5, Second Class Passenger Car for S.J.
Length 79 ft. I in. {24,100 mm.). Weight 43 tonnes. 23 built by Kockum.

Class Rb2, 4,500 h.p. Bo-Bo Electric Locomotive for S.J.

RAILWAY-OWNED SHIPPING SERVICES, TRAIN AND ROAD

VEHICLE FERRIES

I. ROUTES ACROSS THE SOUND The Malmo-Travemunde route has a whole-year service for passengers and road

Train ferry routes (passengers, rail and road vehicles) vehicles and is operated by the SJ with two chartered car ferries. The Trelleborg-
Travemiinde route is open only during part of the summer and the service (for
Malmd-Copenhagen; length I8y miles [30 km.) passengers and road vehicles) is operated with a Swedish railway-owned combined
Halsingborg-Elsinore (Helsingor); length 3 miles (J km.) train and car ferry.

The routes are operated by the Swedish State Railways (SJ) in conjunction with 3. TRAIN FERRY ROUTE SWEDEN-EAST GERMANY
the Danish State Railways (DSB). According to an agreement between the admin-
istrations the SJ supply one train ferry for the Malmo-Copenhagen route (with Trelleborg-Sassnitz; length 66 miles (107 km.)
Danish ships for deputising and relief purposes) and the DSB six train ferries
(and one small car ferry) for the Halsingborg-Elsinore route. The route is operated by the SJ in conjunction with the Railways of the German
Democratic Republic (DR) and is open for passenger and rail and road vehicles.
Car ferry routes (passengers, road vehicles) The principal part of the traffic consists of goods wagons. According to an agree-
ment between the SJ and the Ministry of Transport of East Germany the SJ supply
Malmo-Copenhagen; length I8j miles (30 km.) three train ferries and the DR two train ferries (one of the DR-ferries only part of
Lrmhamn-Dragdr; length 9 miles (15 km.) the year). Two German and one Swedish ferry are on order for delivery 1971-73.

The routes are operated by two railway-owned companies, one Swedish, named
Syenska Rederi AB Oresund (SRO). and one Danish, named Dampskibsselskabet
Oresund A/S (DSO). For the Malmo-Copenhagen route each Company supplies
two ships. For the Limhamn-Dragor route (south of Malmd resp. Copenhagen)
the Swedish Company supplies four car ferries. (These vessels are not described
below.

Hydrofoil route (passengers only) 4. TRAIN FERRY ROUTE SWEDEN-FINLAND

Malmo-Copenhagen: length I8y miles (30 km) Stockholm-Nadendal (Naantali)); length 184^ miles (297 km.)

This service is operated by SRO and DSO, employing four hydrofoil vessels.

2. CAR FERRY ROUTES SWEDEN-WEST GERMANY The route is operated by the SJ in conjunction with the Finnish State Railways

(VR) and is open, until further notice, only for the transport of goods wagons.

Malmb Travemunde; length: I Malmd-Travemiinde 165 miles (266 km.) According to an agreement between the administrations the SJ supply a Swedish

Trelleborg i Trelleborg-Travemiinde I 43 j miles (231 km.) Atrain ferry. new 5-track ferry will replace the present ferry in 1973.

Description of vessels owned or chartered by the Swedish State Railways

—: : :;

256 SWITZERLAND— C.F.F.— S.B.B. Operation:
Traction
Personnel: Dr. Ernst Moor Ami Lambert
Medical: Dr. Antonio Serati Region II, Lucerne Ing. Robert Guignard
Legal Dr. Hans Amberg Manager:
Passenger Traffic: Samuel Ed. Berthoud Heads of Divisions: Ing. Rolf Zollikofer
Freight Traffic: Dr. Franz Hegner
Traffic control: Otto Richner Administration: Dr. Richard Felber
Stores (at Basle): Ing. Paul Nabholz Ing. Alfred Etterlin
Ing. Max Portmann Way and Works: Dr. Ernst Schneider
Way and Works: Ing. Arthur Borer Ing. Robert Zwinggi
Ing. Paul Winter Operations:
Operating: Ing. Arnold Walti Traction Dr. Max Strauss
Traction and Workshops
Electric power stations: Region III, Zurich Dr. Hermann Biichel
Manager: Ing. Hansrudolf Wachter
REGIONAL MANAGEMENT Ing. Andre Brocard Heads of Divisions: Emil Baer
Ing. Walter Bussman
Region I, Lausanne Dr. Jules Faure Administration:
Manager: Ing. Roland Delisle
Way and Works:
Heads of Divisions:
Administration ; Operations:
Traction:
Way and Works:

DOUBLE TRACK SINGLE TRACK

• "-••— •» + +-»*+* VT i*Jt*a "

*«***» PRIVATE LINES c\Bbnc6urt

i

LaChaux-de-Fond:
Le-Lorle-Col-des-Roche

The Swiss Federal Railways operate a route length of I 810 miles (2 9/3 km) of CHANGES IN STOCK TOTALS
which all but 10 miles {16 km) is electrified.

The system used is 15,000 v. single-phase. I6j cycles, except for the 9 mile (15
km.) line from Geneva to La Plaine which is at 1,500 v. d.c. and connects with
French Railways.

FINANCIAL DETAILS (966 (967 1968 1969 1970
I 794 6
Railway operating I 454 9 I 436 6
1965 I 176
799
808 (Millions of Swiss France)
/970
Revenue I 413 5 I 513 5 I 556 I 744 4 4 096
Expenses I 149 6 592
Operating ratio I 200 5 249 I 723 5 5 075
81 3 98 8 8 168
793 I
1970
803
02
TRAFFIC MOVEMENT BY RAIL 998

1965 /966 1967 (968 1969

mil/ions 3815
6 /40
Freight tonne-miles 3 237 3 352 3 455 3 542 5015
tonne-km 5 212 5 397 8 071
4 881 4 892 5 56/ 5 700
Passengers miles 7 859 7 877
4 754 4 871
km
7 651 7 839

MOTIVE POWER TREND

Proportion of total train-km operated by:

Steam traction (%) —/964 —(965 (967 (968 1969
Diesel traction (%)
Electric traction 8 7 07 08 07
(%) 99-2 99 3 992
99 3 99 3

—

SWITZERLAND— S.B.B.— C.F.F. 257

Welded rail Container terminals and stations

The total length of track with long welded rail was 2 198 miles (3 537 km) at the mThe container terminal at Basle covers an area of 64 500 sq ft (6 000 3 and has
)

end of 1970. of which 189 miles (305 km) had been laid during the year. The full facilities for storage and handling, including a container crane on rails with

longest section of continuous welded rail is 4 3 miles (7 km), the greatest distance a span of 72 ft (22 m) and a lifting capacity of 35 tonnes.

between stations. International Services

Railbars I 181 ft (36 m) long are flash butt welded in workshops and then thermit The services provided are mainly transit traffic with some import and export

welded in track to form long welded rail. traffic. The SBB do not own any special rail vehicles for container transport,

Rail types in service ordinary flat wagons being used for this purpose. Collection and delivery by road

About 85% of all track is laid with Type SBB I rail: are not carried out by the railway, container movement being confined to rail with
kg m
Type lb yd miles km transfer being effected either at private sidings or at the nearest station with lifting

SBB I 92 8 46 3 548 5 7/0 equipment available.

U1C 54 109 I 54 168 271 Traffic

UIC 54E 109 I 54 128 206 In 1970 freight carried in transcontainers and "pa" containers (excluding the
small types) totalled 850 000 tonnes. This is expected to rise to II million tonnes
SBB V 72 7 36 339 546

in 1971.

4 183 6 733 Ships operating on Lake Constance
SIGNAL AND TRAIN CONTROL INSTALLATIONS The train-ferry service on Lake Constance celebrated its centenary on 22nd

All-relay interlocking frames with push-button operated geographical control February, 1969, and the Swiss Railways now operate 4 modern passenger ships,
and two new, passenger carrying, train-ferries. In 1969, they carried 241,893
panels and packed circuit relay sets have been installed at several locations covering
passengers, as against 251.756 in 1968, and 34,376 wagons, as compared with 35.800
some 370 miles (600 km) of line. Equipment supplied by Integra AG of WaMisellen.
in 1968.
and Siemens AG, Brunswick.

Remote control by impulse code system with frequency shift has been installed

on sections covering approximately 220 miles (350 km), with control units located

at 12 main stations. Equipment supplied by Albiswerk of Zurich, Integra AG, and
Siemens AG.

MARSHALLING YARDS

The Chiasso yard has I I reception tracks and 27 sorting tracks; automatic
'Wswitch control; 3 Thyssen
type retarders. Capacity 2 600 wagons day.

The yard at Lausanne-Denges, with 14 reception and 42 sorting tracks, is
'Wequipped with automatic switch control and 4 Thyssen
retarders. Its capacity

is 2 500 wagons per day.

CONTAINER SERVICES

The SBB is a member of INTERCONTAINER. which has its administrative

offices in Basle. In conjunction with the railways of neighbouring countries, a

regular container train service operates between the North Sea and Channel

ports and Milan, crossing Switzerland from Basle to Chiasso.

For internal transport and distribution of containers and other unit loads,

railheads are being organised at strategic locations to handle the rail traffic and

arrange with road hauliers for collection and distribution.

General

The only container-trains operated by the SBB are those in transit between the
North Sea ports Zeebrugge Antwerp Rotterdam and the Italian terminal at Milan
Rogoredo, crossing Switzerland between Basel in the north and Chiasso in the

south.

Containers

The SBB own some 5 000 small box-shape containers on wheels. Type A capacity
m m m39 cu ft (/•/
3 Type B 64-78 cu ft (1-8-2-4 3 and Type C 106 cu ft (3 3
). ). );

malso some 450 "pa" containers, box type 300 cu ft (8-5 3 and tank type 318 cu ft
)

m(90 a
).

The Railway does not own any ISO t ran scon tainers.

Container vehicles

Special 2-axle rail flat cars to carry 5 "pa" containers are in service, loading and

unloading either by crane or sideloader.

ELECTRIC LOCOMOTIVES

Class

258 SWITZERLAND— S.B.B.— C.F.F

ELECTRIC LOCOMOTIVES (continued)

I

1

SWITZERLAND 259

BmClass 4 4, 1,200 h.p. diesel-electric Locomotive

Class Ae 4 4 II 15 kV. 16$ cycle rectifier locomotive for

Berne- Loetschberg-Simplon Railway (BLS)

—One-hour rating: 6,240 h.p. at 75 km.jh. Maximum starting T.E.: 32 T. Weight in
—running order: 80 T. Maximum Speed: 125 m.p.h. (140 km. h.).

10 (2SS)

5~4l(i640) Jl~7t6
-fcM
SOO}

-M-.5/-

1-65

K80)

l-7is
'SOO)

BmClass 6 6 diesel-electric locomotive

Max speed 46 m.p.h. (75 km.fh.). Powered by two

850 h.p. engines. 14 units, series 1 8501 -185 4,
1954-61.

10-4 (J/so)

IQ-Ofjoso)

— -(BOO)

1

Berner Oberland Bahnen

Three unit suburban trainset for Swiss Federal Railways
3,320 h.p. Max. speed 78 m.p.h. (125 km.'h). 20 sets, series I 101-1 120, 1965-67.

Class Ae 8/8 electric locomotive on the Berne-Loetschberg-Simplon Railway (B.L.S.)

—:

260

UNITED KINGDOM

BRITISH RAILWAYS
BRITISH RAILWAYS BOARD, 222 MARYLEBONE ROAD, LONDON, N.W.I

See also page 178 for tabulated data.

Members of the Board RAILWAY DEVELOPMENT DURING 1970

Chairman Rt. Hon. Richard Marsh. PC The total standard gauge route length at the end of 1970 was I I 799 miles compar-
Deputy-Chairman : W. G. Thorpe ed with 12 097 in 1969. The number of stations declined to 2 868 from 3 000
Vice-Chairman: J. M. W. Bosworth and marshalling yards to 146 from 151.
Full-time Members: A. V. Barker, OBE
Dr. Sydney Jones, CBE Railway operating revenue for 1970 totalled £5715 million, an increase of £38 8
Part-time Members: David McKenna, CBE m-llion over 1969, and expenses at £532 million were £40 3 million higher. With
L. F. Neal. CBE added income from ancillary activities of £7 97 million, the railway's operating
Railway Management Group R. L. E. Lawrence. OBE. ERD profit was £47-4 million.
Sir Frederick Hayday, CBE
Chief Executive {Railways): Lord Taylor of Gryfe Included in the revenue total isan amount of £617 million representing a Govern-
Executive Director, Finance: ment grant for unremunerative passenger services (under the 1968 Act), and
D. J. Palmar deducted from expenses an amount of £12 million as a further grant for maintenance
Freight: H. Alan Walker
,, ., Passenger: of certain track and signalling equipment. In its Report the Board points out
„ ,, Personnel: D. M. Bowick that, as the Government decides which are the social-need services, the grant is a
,, ., Planning: subsidy to the travellers using those services, not to railway, and likens it to transfer
,, ,, Systems and Operations: A. W. Tait payments and subsidies arising from other social services provided by the Govern-
General Manager, Eastern Region: ment.
,, „ London Midland Region: S. C. Robbins
„ „ Scottish Region: Freight traffic
,, ,, Southern Region: A. E. T. Griffiths
,, ,, Western Region: Vocont 68mTraffic totalled 199m tons in 1970. A decline of tons (6 per cent) in coal
A. G. Kentridge
traffic reflected the drop in production, including losses due to labour disputes.
W. O. Reynolds, OBE
Offsetting increases were achieved in traffic for the iron and steel industry and in
I. M. Campbell
earths and stone, and oil. Total receipts from freight traffic, excluding parcels
J. Bonham-Carter, DSO, OBE
and mails, were £208m, an increase of £1 Im (6 per cent) over the 1969 total. The
A. Philip
parcels and mails sector contributed a further £62m, showing a £4m (7 per cent)
L. W. Ibbotson. MBE
improvement.
Vacant
The economic background against which freight traffic is generated continued

to show a slow overall growth rate in 1970. An important exception, from the

railway's viewpoint, was the faster expansion of steel production. The year was

marked by rapid and accelerating inflation.

ORGANISATION Of particular importance was the continuing change in the proportions of tha

Britain's main-line railways are administered by the British Railways Board, a various commodities transported by rail. Coal traffic declined with the drop in
statutory body set up by Act of Parliament in 1962, and which is responsible directly
to the Minister of Transport. The Railways Board took over the administration production, but other traffic was secured to sustain the overall level of business.
of the main-line railways on January I, 1963, following the dissolution of the British
Transport Commission. The Commission, a public corporation set up by Act of The demand for trainload movement increased to 109m tons. This reflects the
Parliament in 1947, was formerly responsible for the administration of the railways
and all other transport undertakings and ancillary services which passed into public inherent strength of rail in the bulk movement market. The main increases were
ownership in 1948.
in oil, steel and construction materials, and also in the trainload movement of coal,
At the beginning of 1969 the British Railways Board entered a new phase, stem-
ming from the provisions of the Transport Act, 1968, which provided for a recon- despite lower production. Freightliner movements continued to expand. Wagon-

struction of the Board's finances and responsibilities, in particular a separation of load traffic declined to 90m tons, mainly because of a transfer to trainload movement.
the Board's passenger activities into the operation of a commercial railway on the
one hand, and on the other the provision, as required by the Minister of Transport, The abolition of carriers' licensing from I December 1970 was an important change
of socially required but unremunerative services financially supported by the Min-
— —in the market environment: for the first time in nearly 40 years all road goods
ister.
vehicles no matter what their size may carry any goods for anyone, anywhere.
The 1968 Act introduced two major changes. The first was the creation of the
National Freight Corporation, and the transfer to that body of the rail sundries The change had little immediate effect but is bound to affect rail carryings adversely
business, now constituted as National Carriers Ltd., a subsidiary of the NFC. The
second was the transfer of the Freightliner Company to the control of the NFC, in future years.
although the British Railways Board retain a 49 per cent interest.
Passenger Traffic
On the passenger side, some progress was made during the year by the Govern-
ment with the creation of the Passenger Transport Authorities and their respective The passenger business continued to expand during 1970. Receipts at £227 8m,
were £22-5m (I I per cent) higher than those of 1969 and these, with the addition
Executives to be set up in the major conurbations under the 1968 Act. These bodies
will ultimately decide whether particular rail commuter services in the conurbations of £61-7 m in social service grants, provided a total passenger revenue of £289-5m
which are unprofitable shall continue, with financial support from the Authorities,
or shall be withdrawn. Passenger Transport Authorities have, initially, been set more than half the total railway revenue.
up in Merseyside, South-East Lancashire and North-East Cheshire, the West
Midlands and Tyneside. The main growth was again in the Inter-City business and the services in the
major conurbinations, but the Sleeper and Motorail services also continued to
The Railways are divided into five geographical regions, Eastern, London Midland, develop satisfactorily.
Scottish, Southern and Western, each managed by a regional railway board which,
although abolished by the Transport Act, 1968, as statutory Regional Railway Boards, To increase the profitability and the rate of expansion of the independent and
as from I January 1969, have been continued by the Railways Board as non-statutory competitive services, the Board laid increased emphasis on improving the quality
Regional Boards, as part of their management structure. The British Railways and general attractiveness of the wide range of products and services which comprise
Board have reserved to themselves decisions of general policy; design, manufacture,
and standards of maintenance of plant and equipment; major questions of labour —an Inter-City journey. Booking arrangements, station amenities, car-hire facilities
relations; the general level of charges; and financial control in its broader aspects.
Other matters are the responsibilities of the regional boards who delegate day- at major terminals these and many other adjuncts of rail travel received attention,
to-day management to general managers.
as well as the competitive features of the rail services themselves, notably speed,

frequency, convenience and comfort. Plans were made for further improvements
in 1971 and beyond.

Of the I 1 per cent overall increase in revenue. 5 per cent is attributable to new
business resulting from better services and intensified selling efforts, and 6 per

cent to fare increases.

—Traffic increased on commuter services in London and the South-East despite

the introduction of higher fares in April a fact which underlines the need for rail

services in congested urban areas.
The upward trend in Inter-City traffic is illustrated by the following table, which

covers the principal Inter-City services.

Change on Previous Year

Journeys Receipts

(per cent)

1966

1967

Eastern Region York, Yorkshire 1968*

1969

East Coast route from London to Scotland and other services from King's Cross 1970
north to the Scottish border; Newcastle to Carlisle (exclusive); the whole of
England east of the boundary with the London Midland Region. Service from (*Results were worsened by the "go slow" in the summer)
Liverpool Street and Fenchurch Street terminal stations.
All Inter-City routes shared in the 1970 increases but the improvement on the
Shipping services: Harwich-Continent. Tilbury-Gravesend. London Midland Region's electrified services was particularly noteworthy, receipts

London Midland Region Euston House, Eversholt Street, London N.W.I increasing by 13 per cent and journeys by 9 per cent compared with 1969. Increases
of between 5 and 10 per cent were obtained in traffic on the London (St Pancras)
Routes and Services from Euston and St. Pancras to Gretna inclusive; a'so London Sheffield route and on the Western Region services to the South Midlands. Services
Suburban area services from Marylebone and Broad Street. on the East Coast main line and to Bristol and South Wales gave smaller but signifi-
cant improvements in business, and traffic on routes to the South Coast was at a
Scottish Region Buchanan House, 58 Port Dundas Road, Glasgow C4 generally higher level, In total, the major Inter-City services continued to hold
their own despite increasing competition, particularly from coaches and private

cars.

All lines north of Berwick and Gretna.

Shipping Services; British Transport Ship Management (Scotland) Ltd
Stranraer-Larne route

Southern Region Waterloo Station, London S.E.I

Routes and services from Waterloo to Portsmouth (for I.O.W.), Southampton,

Bournemouth, Weymouth and Salisbury, from Victoria, Charing Cross, London

Bridge, Cannon Street, Holborn Viaduct and Blackfriars to the south and /or

south-east, suburban services in south-east, south and south-west London.

Western Region Paddington Station, London, W.2

Routes and services from Paddington : south-west to Plymouth and Penzance;
west to South Wales and Fishguard ; north to L.M.R. stations in West Midlands and
Central Wales. Former L.M.R. line Bristol to (but excluding) Barnt Green.
Former S.R. lines west of Salisbury and in Devon and Cornwall.

Shipping Services: The administration of shipping services is no longer controlled
regionally. It comes under the British Rail Shipping & International Services

Division.

B.R.— U.K. 261

—

.

262 U.K.— BR. Channel Tunnel

Interior of new signal box at Dartford, Southern Region The railway contribution to Channel Tunnel planning was intensified. A project

Glasgow-Edinburgh push-pull train team, including representatives of all the main departmental functions involved,
With a diesel locomotive at each end. the tram reaches 90 mph (145 kmjh).
was assembled to complement the Ministry of Transport's own activity in this field

and to provide a full assessment for the Board of the Tunnel's likely effects on their

operations and finances.
Engineering feasibility studies were made, also in collaboration with French

Railways, of a very high-speed route linking London, Pans and Brussels via the
Channel Tunnel. The probable city-to-city journey times of about 2j hours
between London and Paris and 2j hours between London and Brussels by this
route indicate that heavy inroads could be made into the air traffic between the

three capitals.

Workshops
British Rail Engineering Ltd. the new company formed by the Board to manage

their 14 main works in place of British Rail Workshops, began trading on I January
1970. The Company's object is to exploit the new opportunities to the full, while

continuing to regard as its primary duty the provision of a construction and repair

—service to the railways. Much was achieved by the company one of Britain's
—largest engineering concerns during its first year.

A commercial department was set up to obtain orders for railway rolling stock,
containers and general engineering. A joint company. BRE-Metro Ltd. was formed
with Metro-Cammell Ltd to promote export sales of locomotives and rolling stock.
The two partners believe that this combination of their marketing and production

resources will provide opportunities for a substantial increase in sales.

FINANCIAL RESULTS (966

Revenue (£)
Expenses (£)
Operating ratio (%)

MOTIVE POWER TREND

Proportion of total tram-miles:

/965

Steam (%) 152
Diesel (%) 594

Electric (%) 25 4

ELECTRIFICATION

The systems of electrification used on British Railways differ in accordance with
the Region concerned, and are mainly as under:

Region
Eastern

London Midland

Interior of Glasgow-Edinburgh push-pull train

Ships and Packet Ports
The damage by fire to the Britannia Bridge over the Menai Straits in May resulted

in the loss of some Irish traffic to air and sea competitors and in a sharp increase
in working expenses on this route because of the costly expedients necessary to
keep traffic moving. Even though the fire meant that the full high-capacity con-
tainer service through Holyhead to Belfast and Dublin could not be started in
August as planned, on the Shipping Services as a whole freight movement in high-
capacity containers increased by 20 per cent.

The Division and its French and Dutch associates increased their share of the
total shipborne carryings of accompanied cars to and from the Continent, and total
carryings of cars excedeed 500 000 for the first time. The Division's non-motorist

passenger business with Europe showed a growth of 7 per cent. On the Harwich
Hook route, passenger carryings rose by 14 per cent to 856 000, and accompanied-

car carryings by 22 per cent to 77 000. The car-ferry routes to Ireland generally
maintained their previous year's fevel of carryings, notwithstanding the difficulties
already mentioned.

Tram-ferry traffic maintained a satisfactory level over 1969, and roll-on roll-off
freight traffic with Europe increased by 80 per cent over 1969. Dover Ferry

Terminus is now the world's leading port for international passenger traffic by sea.
The total net receipts for the whole of the Division's shipping services and

harbours were £3 2m. Because of improved carryings on the Continental routes,
this result was only £l-7m less than in 1969, in spite of an inflationary cost situation

and the Britannia Bridge fire.
The container services operated out of Harwich to Zeebrugge. Rotterdam and

Dunkerque carried over 100 000 containers, and work is proceeding on rebuilding
and extending the terminal to meet the rapidly increasing demand for more con-

tainer capacity.

New ships, terminals and Services

New passenger and car-ferry terminals were opened at Heysham and Belfast

in May to handle the new drive-on/drive-off car-ferry service, using two ships
which had been converted and modernised during the preceding winter. Each is
able to carry I 10 cars and I 200 passengers. At the end of June a thrice-weekly
passenger and car-ferry service came into operation between Heysham and Dublin
(Dun Laoghaire); this is the fifth British Rail route on the Irish Sea and provides
the North of England in particular with its own direct link with Ireland. The
£2 5 million passenger and car-ferry ship Ailsa Princess, which will have a capacity
of I 200 passengers as well as 200 cars or 50 large commercial vehicles, was launched
in Venice in November; she will come into service on the Stranraer-Larne route
in the summer of 1971

Orders for three new passenger and car-ferry ships, to replace the tnvicta. the
St. Patrick and the Falaise at a total cost of over £ 1 3m, were placed with the French
Naval Yard at Brest. Two will be delivered in 1972 to open up new car-ferry

—services between Folkestone and Calais. Boulogne and Ostend the last a route

new to British Rail. Work has started on a car-ferry terminal at Folkestone to

nandle these services. The third ship will replace the Falaise on the Newhaven-
service in 1973. Work was also started on a new passenger terminal, a

C -r>s building and an improved station at Parkeston Quay.

British Rail Hovercraft Ltd.
Seaspced (British Rail Hovercraft Ltd.) retained their position as the world's

largest commercial hovercraft operators, ending the year with a fleet of six craft
and a permanent staff of 243.

Total craft journeys on all Seaspeed services amounted to 16 356. and passenger-

mites rose by 92% to 115 million. On the Channel routes 353 500 passengers

and 54 150 motor vehicles were carried, treble the numbers in 1969.

TRACK WORK IN 1970 B.R.— U.K. 263

New rail laid Train control project
Full track-to-train communication and continuous speed supervision are being
Rail weighing 95, 106, 110, 113 and 150 lb. per yard, mainly Type II3A. was
laid on some 500 miles (800 km.) of crack. tested on a 30 mile (48 km.) length of line near Wilmslow. A train-borne com-
puter gives a continuous indication of the maximum permissible and the actual
Welded rail speeds. Two-way telephone communication with the power signalbox is provided.
Above: View of driving cab showing display panel.
At the end of 1970 the total length of track laid with continuous welded rail
Below: Equipment laid between rails supplying signals for equipment in driving
(CWR) was 5 233 miles (8 422 km) of which 588 miles (948 km) was laid during
CWRthe year. The longest individual length of cab.
is 19 miles (30 km).

—There are six rail welding depots: Chesterton Junction near Cambridge,

Redbridge near Southampton, Castleton near Manchester, Dinsdale, near Darlington

Hookagate near Shrewsbury and Motherwell, Scotland.

Welded rail is usually laid on concrete sleepers, type F.23 or F.24, using Pandrol
inserts with 401 clips, or wooden sleepers are used with Pandrol baseplates, lock-
spikes and 401 clips.

RAIL FASTENINGS

Early in 1966 the British Railways Board adopted the Pandrol PR. 401 clip as the
standard form of fastening lor use throughout the whole system for both wood and
concrete sleepers. For wood sleepers the new PAN. 8 baseplate is used, secured
by three "lockspikes" instead of baseplate screws and ferrules. The baseplate
has four clip housings but only two Pandrol PR.40I clips are normally used, the
spare housings providing a future maintenance facility.

Experiments are being carried out on the Eastern Region with a new type of

fastening, the Springlock C.S.3, designed for use with concrete sleepers.

Pads under Rails

Rubber or rubber bonded cork pads are used with concrete sleepers either
directly under the rail or under the baseplate. These are to British Railway

specifications.

The ~fe in. (4-8 mm.) rubber bonded cork seating pads used with the F.23 pre-
stressed concrete sleeper, manufactured by Messrs J. H. Ferner & Co. Ltd., have a
self adhesive strip on their underside to locate the pad on the surface of the

sleeper.

TRACK DETAILS

Standard rail Present standard is flat bottom weighing 110 and 98 lb.
per yd. (56-6 and 48-6 kg./m.) in 60 ft. lengths.

Joints Suspended; 20 in. fishplates for F.B. rail. 18 in. for B.H. rail.

See Welded rail paragraph.

Rail fastenings see Rail fastening paragraph.

Cross ties (sleepers) Impregnated wood and untreated hardwood, 10 in. X 5 in.
Spacing X 8 ft. 6 in.

CWRAverage 2 ft. 6 in. (24 per 60 ft. rail). 2 ft. 4 in. for

(26 per 60 ft. length).

Ballast Granite, limestone and slag, J in. to 2$ in. (19 to 64 mm.)
Thickness under sleepers. Top ballast 4 in. (102 mm.)
Maximum curvature
mmBottom ballast 8 in. (204

=2-2° radius of 2,640 ft. (850 m.)

(Main line) Check rails are provided on all curves in passenger lines of
660 ft. (201 m.) radius and under.

Maximum gradient Region Location Gradient Length

(Main lines) Western Lickey Incline (Birm- I in 37-7 2 miles
ingham-Bristol) (2-65%) (3-2 km.)

Western Hemerdon (Plymouth I in 42 2-7 miles

-Newton Abbot) (2-38%) (4-3 km.)

Western Exeter St Davids to I in 37 0-5 mile
Exeter Central (2-7%) (08 km.)

Scottish Queen St. Incline I in 45 1-25 miles
(2-2%)
(20 km)

Gauge widening on sharpest curve | in. (19 mm.)

Super-elevation on sharpest curve 6 in. (152 mm.)

Rate of slope of super-elevation Rate of gain not to exceed 2J} in. (57 mm.) per

Altitude, maximum second.
Maximum axle loading
Maximum permitted speed 1,484 ft. (452 m.) at Druimuachdar.

22± tons.

Generally 100 mph (160 kmjh)

Boyer Schwarz Gantries at Swindon (Track work on the Western Region)

Class 85,1 Mixed Traffic Bo-Bo 25 kV Electric Locomotive

Series Nos. (85): E 3056-3085.

(85/1): E 3086-3095.

Electrical: A.E.I. (Rugby).

Mechanical: British Railways, Doncaster.

Rheostatic braking in all units.

HBBHn

Track Relaying Machine at Little Somerford. (Western Region).

Class 81 Mixed Traffic Bo-Bo 25 kV Electric Locomotive

Series Nos.: E 3001-3023. 3096-97. F.F.
Rectifiers:
Traction Motors: 3 X 6-anode pumpless steel tank. Class 47, 2,750 h.p. Co-Co Diesel-electric Locomotive
Electrical: 4 X 847 h.p. (3,388 h.p.) contin.
Mechanical: A.E.I. (Rugby).

Birmingham R.C. & W. Co. Ltd.

264 U.K.— B.R.

ELECTRIC LOCOMOTIVES

Num- Axle
Arrangement
Class bers

Diesel Locomotives— B.R.— U.K. 265

DIESEL LOCOMOTIVES

Tractive Effort Max. Wheel
Speed
Num- Axle Trans- Rated Max Continuous at m.p.h.
Arrange- mission Power (km. h.)
Class bers lbs. lbs. m.p.h.
ment h. P .
(k B .) (kg.) (km./h.)

266 U.K.— B.R. Two-car Diesel Traintet
Built by Cravens Ltd. Rolls Royce engines.
ADVANCED PASSENGER TRAIN (APT)

Track testing is scheduled for late 1971 of the APT-E (experimental) 4-car artic-
ulated tratnset built at BR's Advanced Projects Laboratory at Derby. Designed
to operate at 155 mph (250 km h) on standard track constructed and signalled for
conventional 100 mph (160 km h) trains, the APT-E consists of two power cars
with two trailer cars between. The four cars ride on five 2-axle bogies; the three
inner non-powered bogies provide articulation and the two outer powered bogies

have electric drive to both axles.
The 69 ft (21 m) long aerodynamically styled power cars each contain five Leyland

gas-turbine engines, four for traction and one for auxiliary services. Each traction
gas-turbine (rated at 300 hp) drives an alternator rectifier set, with two alternators
feeding each axle of the powered bogies. The fifth engine drives an auxiliary
alternator providing power at 415 V 3-phase 50 Hz for air conditioning, tram
heating, lighting, control equipment, etc. The control cab of each power car has
a central driving position. The sides are without windows, giving the driver a
forward view only to reduce eye strain when travelling at speed.

The APT articulation bogie is a key feature of the train. It is designed to provide

coarse steering through curves so that the coning of the wheel profile generates
guidance forces, largely eliminating contact between wheel flange and rail, thus
reducing wear and dynamic stress in the track and improving the quality of the ride.

To reduce the 'g' force, the lateral acceleration experienced when travelling
through a curve at speed, the car body is tilted (or "banked") to a maximum of 9

relative to the track. This is effected by an electro-hydraulicpncumatic roll
(tilting) suspension incorporated in the bogie, and controlled by sensors which
measure the transverse acceleration parallel to the floor. The 9 r tilt added to the

normal maximum cant of about 8 in curved track gives an equivalent cant of 17 .
permitting speed through curves to be increased by 50% without discomfort to

passengers, and without the need for expensive modifications to the track which
accordingly remains suitable for slower trains. Resilient rubber pads built into
the wheels reduce track damage and minimise the noise of wheels rolling on the
rails, and smooth riding is enhanced by a hydro-pneumatic self levelling suspension.

The braking system has to be capable of stopping the APT within existing signalling
distances, which means stopping from 155 mph (250 kmlh) within the stopping
distance of existing 100 mph (160 km/h) trains. To meet this demand a hydro-
kinetic brake has been designed comprising rotor and stator turbine discs mounted
within the axle, braking torque occurring as fluid is fed in. The fluid is cooled in
radiators mounted in the car body. This brake is supplemented at low speed by a

tread friction brake.

LM Region four track 25 k V. a.c. electrified main line near Tring

The illustration shows the catenary construction and support gantries. The rails
on the near track are secured by Pandrol clips to wooden sleepers; the second
track, on which the train hauled by a Class 86 locomotive is running, has con-

crete sleepers.

Driving cab of APT power car

Speed control is effected by means of the throttle lever on the left, braking by the
lever on the right. The three dials show acceleration, train speed, and traction
motor current; below them are indicators from the monitoring system which
watches operation of all equipment. Gas turbine controls and displays are on the
panel on the right, other equipment controls are on the left.

APT articulation bogie

FREIGHTLINERS LIMITED

National Freight Corporation

Under the provisions of the Transport Act of 1968. Freightliners Ltd. was trans- Scotland
ferred from British Railways to the National Freight Corporation, with BR retaining J. H. Young
Ingram House
49%a financial interest. The whole Freightliner operation is now the responsibility 227, Ingram Street
Glasgow, C.I
of the NFC, BR acting purely as the rail haulier by providing track and rail vehicles. Telephone (041) 332 9876
Extension 2480
Head Office: 43 Cardington Street, London N.W.I.

Chairman: T. G. Gibb W. O. Reynolds CONTROL OF CONTAINER MOVEMENT
Directors: L. S. Payne
The immediate control and allocation of containers is exercised at the terminals.
E. G. Marsden S. C. Robbins The overall balancing of containers throughout the system is directed from Head-
quarters in the light of the position established at 10 00 and 14 00 hours each day.
C. W. Reeves A. W. Tait
The service is fully bookable and advance notice is essential by contacting the
Managing Director: T. G. Gibb Terminal Manager.

Assistant Managing Directors: D. J. Cobbett The Terminal Manager allocates space on the train and informs customers the
latest time of acceptance at the terminal. Confirmation of the booking ensures
G. V. Burks that consignments travel by the booked service. Charges are on a container basis.

AREA MANAGERS

South Eastern

J. R. Burnham

167 9 Westbourne Terrace Telephone (01)262 5466
London, W2. Extension 10

North Western FREIGHTLINER TERMINALS
R. W. Hall
Name of Manager Address and Telephone Number
Quay House Term i no/
120 Market Street, Aberdeen
Quay Street Telephone (061)228 2141 Aberdeen Telephone (0224) 54817/8

Manchester, 3 Extension 2480 Castle Hill Road, Dudley. Worcs.
Telephone: Dudley 53754. Extension 5291
North Eastern Birminghan J. C. Mack
Landor Street, Birmingham. 4
I. J. James (Dudley) W. Cowie Telephone: (021) 359 1985

St. Pauls House Birminghan H. J. Russell Rover Way, Pengam, Cardiff CF2 2YG

20, St. Pauls Street Telephone Leeds 3171 I (Landor St.) Telephone: (0222)21021

Leeds, I Extension 2629 Cardiff St. Marks Place, Portobello, Edinburgh, 15
Telephone: (031)699 6211
South Western

I. J. James.

Tower House

Fairfax Street Telephone Bristol 28947 Edinburgh J. Cox

Bristol BSI 3BG Extension 687

Freightliner— U.K.— N.F.C. 267

Glasgow 100 Cathcart Road, Glasgow, C.5
Telephone: (041) 332 9876. Extension 2018
Clyde Terrace, Brighton Street, Hessle Road

Hull

Telephone: (0482) 37691
Wakefield Road, Stourton, Leeds

Telephone: Leeds 72921
Dock Road, Garston, Liverpool
Telephone Widnes 2643
Goods Way, London, N.I
Telephone: (01) 837 4200. Extension 3449
Temple Mills Lane. London, E.I5
Telephone: (01) 534 4500. Extension 5539
Stephenson Steret, Willesden, N.W.I0
Telephone; (01)965 8541. Extension 6380

New Bank Street, Manchester, 12

Telephone: (061) 236 4477. Extension 2300
Westinghouse Road, Trafford Park,

Manchester, 17
Telephone: (061) 236 4477. Extension 241 I
Follingsby Lane, Wardley, Gateshead 10
Telephone: (0632) 693741
Beacon Road, Beeston, Notts.
Telephone: Nottingham 48531
The Ickles, Sheffield Road, Rotherham
Telephone: (0709) 3294
Millbrook Road, Southampton
Telephone: Southampton 30223

Extension 2436
Haverton Hill Road, Stockton-on-Tees,

Teesside
Telephone: (0642) 66219
Danygraig, Swansea
Telephone: Swansea 50808

OTHER TERMINALS SERVED BY FREIGHTLINER SERVICES

BRB TERMINALS

:

268

UNION OF SOVIET SOCIALIST REPUBLICS

The economic structure in 1970 out of the collective farms increased by 42%. Public consumption resources
during the five-year period showed a I 5-fold increase, constituting in 1970 about
During the period of the 1966-70 Five-Year Plan of Development of the National 64 milliard roubles.

Economy, industrial production increased by 50 j

3%Industrial production in 1970 was 8 higher than in 1969, with rates of increase Freight traffic throughout the USSR

in the mam branches of industry and in the production of consumer goods. /960

In the period 1966-70, the increases in production in individual sectors of industry 1965 1968 1969 1970

were as follows: (in tonne-kilometres)

Electricity generation 46% Total (1,000 millions)
Coal 8%
rail traffic (%)

Oil 45% water traffic

Steel 27% (sea and inland waterways)

Chemicals and petro-chemicals 78% road transport

Machinery and metal products 74% by pipeline

Light industry 56% Passenger traffic through*
(in passenger-kilometres)
Food industry 32%
Total (I 000 millions)
Consumer goods 49%
rail traffic
The average annual volume of production in agriculture increased by 21% as
water traffic
against 12% in the previous five-year period. The average annual gross yield of road traffic

grain increased during the five years I 3-fold, the production of butter, milk, eggs air traffic

and other agricultural products showing a marked increase.

Capital investments in the national economy, in all sectors of financing, amounted

to 352 000 million roubles in the five-year period, the basic productive resources of Minister of Communications:
First Assistant of the Minister of Communications
the country increasing during this period by almost 50%. The average wage of Department for International Communications:

workers and employees increased by 26%, while the collective farmers' profits

U.S.S.R 269

3,000 V

U.S.S.R.

RAILWAYS OF THE USSR

MOSCOW 1971

fw* Irkutsk Chita .Khabarovsk"

Ulan-Ude (Ulhan-Udlp) ~-

I

^ladivo.qtnk

Novosibirsk

dlovsk" )msk
[Cheliabinsk
Pavlodar,
.Orsk
,sSemipalatinsk-

Tselinograd
Karaqanda"

Alma-A; v

Frunze'

Tashkent /

CONVENTIONAL DESIGNATIONS

^\ Railways

——- wide and narrow gauge

Dushanbye /~\

. . under construction

electrified

Diagram of the electrified railway lines

of the USSR

272 U.S.S.R. transmitted data. This system assures an adequate number of signal indications
and provides for the automatic regulation of train speed.
Welded rail
The rate of introduction of automatic and remote control equipment is increasing.
At the end of 1970 the total length of track laid with continuous welded rail was In 1970. automatic block equipment and dispatcher centralisation were installed
9 750 miles {15 700 km) of which 2 000 miles (3 200 km) were laid during the year. on I 270 miles (2 045 km) of line; remote control was effected on some 5 000 sets
The longest length of welded rail is 075 mile (12 km.). The standard methods are of switch points.
electric butt-welding and gas pressure welding.
"PONAB" line-side 'hot box' detectors are used to give warning of overheated
Rails used are types R75, R65 and R50 weighing 75 I, 64 64 and 51 63 kg m res-
pectively, on wooden and reinforced concrete sleepers. axle boxes on trains in motion.

Track laying machines, built by the railway, having special support attachments MARSHALLING YARDS
are used to lay welded rail.
In order to cater efficiently and economically with the growing volume of traffic,
SIGNALLING AND TRAIN CONTROL more automated and mechanised hump yards are coming into service. Computer,
radar and other items of electronic equipment are being installed to control all
To meet the continually increasing speeds and traffic intensity, the railways are aspects of wagon movement from train arrival to dispatch.
rapidly extending their automatic and remote control installations:
The introduction of remote control of locomotives and improved devices for the
Automatic block with automatic locomotive signalling for high-speed traffic. automatic indication of speed of separation affords means of determining the chang-
Route-relay centralisation with programmed control and station exchange radio ing speed of movement of the rolling stock, a factor which increases the handling
communications. capacity of the yard.
"Neva" dispatcher, centralisation with cyclic control by two independent track
circuits, and radio network. Type KB-62M retarders, which operate on the weight principle, are being in-
For high speeds in the 100-125 m.p.h. (160-200 km./h.) range a system of loco- stalled to deal with heavy 6-axle stock.
motive cab signalling has been evolved and tested using multi-frequency coding of

Diagram of the electrified railway lines of the USSR

Power car of USSR's first gas-turbine M.U

trainset
The power plant consists of a twin-shaft gas turbine,
incorporating a free power turbine driving a syn-
chronous three-phase generator, which provides
a.c. current for the traction motors. Present maxi-

mum speed is 112 m.p.h. (180 km./h.) but the trans-

mission is to be modified to permit speeds up to 155
m.p.h. (250 km.}h.).
The relatively low weight and small overall dimen-
sions of the power plant permit the gas turbine and
three-phase generator to be located in the roof of
the car, with corresponding increase of passenger
space. The unit was designed at the Central Insti-
tute of Railway Research and built by the Kharkov
Heavy Electrical Machinery Plant. The illustration
shows the gas turbine railcar on test outside Moscow
in March 1969.

TEI09 3 000 hp Co-Co dtesel-electric freight locomotive ER22 8-car electric trainset

U.S.S.R. 273

ELECTRIC LOCOMOTIVES

274 U.S.S.R. DIESEL LOCOMOTIVES

Class

U.S.S.R. 275

TEM2A I 200 hp Co-Co diesel-electric shunting locomotive

Gas Turbine Locomotive Type Gl

ARI diesel railcar with hydro-mechanical transmission
Seats 90 passengers. Speed 62 mph (100 kmjh).

DRII1 2 000 hp 6-car diesel trainset with hydro-mechanical transmission
Seats 900 passengers. Speed 75 mph (120 kmjh).

Two-tier wagon for transport of automobiles

Double-deck passenger car with glazed dome

63-tonne load flat car

8-axle open freight car
Load 125 tonnes. Tare 43 5 tonnes.

8-axle frameless tank car for transport of oil Mechanically refrigerated wagon
Load 120 tonnes.
Load 37 tonnes. Tare 44 tonnes.

276 U.S.S.R.

Tank car for transport of cement Tank car for milk transport
Load 58 tonnes. Tare 26 tonnes. Compressed air loading and discharging.
Load 31 tonnes in 3-compartment aluminium alloy tank.

TGM23A 500 hp diesel-hydraulic locomotive

Used principally on industrial sidings.

'«mm

Leningrad-Moscow Express at Leningrad Station
Moscow

Track laying on the new Karshi-Samarkand line

When completed, the distance between the two towns will be reduced by almost

two-thirds. 1970 photogroph

277

YUGOSLAVIA

GENERAL TRAFFIC MOVEMENT

Freight tonne-kms

278 YUGOSLAVIA

CHANGES IN STOCK TOTALS



280 NORTH [AMERICA

PA C I F I C

OCEAN

500

'

Mis.

281

NORTH AMERICA

282 CANADA 10

CANADA

CANADA 283

18 19 20 22 23 24 25 26 27 28 29 30 31

^erage Speed

284 MEXICO - U.S.A.

MEXICO - U.S.A. 285

IS 16 17 18 19 20 22 23 24 25 26 27 28 29 30 31
Financia
\verage Speeds

Freight Pass. Speed
Train Train max.

m.p.h. m.p.h. m.p.h.
{km/hr.) (km/hr.) (km/hr.)

1 10

286 U.S.A.

NAME OF COMPANY

U.S.A. (contd.)
Almanor Railroad Co.

Chester. California 96020

Alton and Southern Railway Co.
P.O. Box 270, East St. Louis. III. 62202

Amador Central Railway Co.

Martell. Californis 95654

4 Angelina & Neches River R.R. Co.

Keltys, Texas

5 Ann Arbor Railroad Co.

13530 Michigan Ave. Dearborn, Mich.
48121

6 Apache Railway Co.
McNary, Arizona 85930

7 Apalachicola Northern Railroad
Co

Port St. Joe., Florida. 32456

8 Arcade a> Attica Railroad Corp.
278 Main St., Arcade, N.Y. 14009

Areata & Mad River Railroad Co.

Blue Lake, Calif. 9553S

10 Arkansas & Louisiana Missouri Ry. 4'8J"
Co.

P.O. Box 1653, Monroe, La.

1 Arkanaai & Memphis Railway
Bridge and Terminal Co.

Union Station Bldg, Memphis, Tennessee
(Subsidiary of Missouri Pacific)