Jane's World Railways 1971-72

TRACK CONSTRUCTION DETAILS INDONESIA 487

Standard rail. 1067 m. gauge 40-4 to 837 lb. per yd. (20 to 41-5 kg./m.) 15-ton Covered Wagon for Indonesian State Railways

0-750 m. 33 to 52 lb. per yd. (164 to 257 kg./m.) Weight 7-2 tons. Built by Nippon Sharyo Seizo Kaisha.

0-600 m. „ 25 lb. per yd. (/2-3fl kg./m.) 680 h.p. B-B Diesel Locomotive for Indonesian Railways
Rail gauge 3 ft. 6 in. (1,067 mm.). Weight 36 tons. Maximum speed 47 m.p.h.
Type of joints Fishplates and bolts: welding is also used. (75 km.,'h.). Built by Fried. Krupp.

Cross ties (sleepers) Mainly untreated teak, 6 ft. 6$ in. > 8| in. \ 4, in.
(2,000 X 220 > 120 mm.); some metal.

,, spacing Main line. 27 in. (690 mm.)
Branch line, 3ly in. (800 mm.)

Rail fastening Base plates, spikes and screws.

Filling (ballast) Stone ballast, 2-2J in. (50-70 mm.)

Thickness under sleeper Main line, 8 to 10 in. (200-250 mm.)
Branch line, 6 in. (150 mm.)
Maximum curvature
-Main line. 875° min. rad. of 656 ft. (200 m.)
,, gradient —Branch line, 11*6*
min. rad. of 492 ft. (ISO m.
Gauge widening on sharpest
curve 4% - I in 25

0787 in. (20 mm.)

Super-elevation on sharpest 4-33 in. (110 mm.)
curve

Rate of slope of super- I in 450 to I in 1,200
elevation 4,088 ft. {/.246 m.) near Garut, Java

Maximum altitude

,, axle loading Main line, I3y tons
Branch line, 8 to 10 tons

,, bridge loading Main line, 875 T. per lineal metre
Branch line, 556 T, per lineal metre

„ permitted speed

Main line Passenger trains, 62 m.p.h. (100 km./hr.)
Branch line
Freight ,, 43* ,, (70 „ )

Passenger trains 37 m.p.h. (59 km.lhr.)

Freight „ 28 „ (45 „ )

TRAIN CONTROL AND SIGNALLING

A new Siemens & Halske all-relay interlocking system has been installed at Ban-

dung. This push-button mosaic pane! system replaces the existing electro-mech-

anical interlocking.

The station at Solobalapan is to be similarly converted.
For the main line absolute block system using Siemens & Halske lock and block
apparatus with electro-mechanical interlocking is in use on 32 miles (51 km.) double
line with 22 stations and on 83 miles (134 km.) single line with 33 stations. Else-
where, except for a few light traffic and low speed (max. 19 m.p.h., 30 km.lhr.) lines
where telephone orders are permitted, all traffic is operated by telegraph orders
with all messages entered in a train register, the stationmaster being fully respon-
sible for all train movements.
Some of the original disc type signals are still in use but these have to a large
extent been replaced by two-aspect semaphores with one or two arms. Night

indications are: Red = stop; Green^caution ; White=clear. All signals are manu-

ally operated by double wire. The most general system in use is the Alkmaar inter-
locking frame with switch points hand-operated by ground levers, interlocking
being achieved by detecting locking bars in the signal wires. Siemens & Halske
lever frames with direct interlocking are used where both points and signals are
operated from the signal cabin. Large yards are provided with two or more signal
cabins, having Siemens & Halske lock and block frames with electro-mechanical

interlocking.
Switching out of small wayside stations for handling night traffic is in use on the

line between Prupuk and Jogjakarta.

WELDED RAIL

About 503 miles (805 km.) of track has been laid with welded rail; usually in 278
ft. 10 in (85 m.) lengths made up of 5 X 17 m. railbars. Rail currently used weigh
837 lb. per yd. (41-52 kg./m.); they are flash butt welded at depot, carried to site
on flat cars and laid manually. They sit on soleplates on wood (usually Teak)
sleepers 6 ft. 7 in. X 8| in X 4} in. (2,000 X 220 X /20 mm.) and are secured by
railspikes or bolts.

CONTAINER OPERATIONS 640 h.p. Diesel-hydraulic Locomotive for Indonesian State Railways
Weight 34 tons. Maximum speed 31 m.p.h. (50 km.fh.). Built by Fried. Krupp.
The Railway used to provide door-to-door service but in recent years, due to
the economic depression and other circumstances, the demand fell to such an
extent that the service was withdrawn. At the moment, delivery and collection
is performed on a small scale by contractors.

So far as container operations are concerned, surveys are being made to ascertain
whether there is a demand for containers and alternatively whether a demand
would be created if the service was introduced.

Most of the freight carried in Indonesia is agricultural which is not very suitable
for transport in containers. Other industries, sugar and fertiliser for example,

— —put their products in sacks which can be transported in standard two-axle box

cars, while others cement oil, etc. are carried in special bulk cars.
However, the Indonesian State Railways are studying the experiences of other

countries in order to be able to measure the expected advantages against the
necessary capital investment.

-STRUCTUKRE
. .. .»

GAUGE u 2/°' V,c-

1•f'f-cj ""'

'

Main Lines Secondary Linci

1

488

IRAN

IRANIAN STATE RAILWAYS

TEHRAN. IRAN

Tabulated railway data on page 470,

Iran has a superficial area of 637.000 sq. miles (I.6S0.000 km 3 ) with a population riXED STRUCTURE GAUGE
of some 22 million. There are three chains of mountains rising some 6.500 to
I 3.000 ft. {2.000 to 4.000 m.), with a plateau between them varying in altitude from NG STRUCTURE
GAUGE
3.250 to 6,500 ft. (1.000 to 2,000 m.).
|-$V<4SG>
The Iranian State Railways operate 2 464 miles (3 966 km) of standard gauge line.
The whole system is entirely diesel operated.

President: Parviz Avini \-iCJ8C0

Financial President Assistant: Hossein Mohammadian

Administrattve President Assistant: Eng. Hassan Maleki
Eng. Abbas Ameli
Eng. High Member of Board of Directors: Eng. Hossein Hasheminejad
Superintendent High Technical Council: Amir Saidi
Eng. Sadegh Shahangian
Chief General Secretariat: Zeinal-Abedin Borhani
Director, Development Office:
Director, Organization and Budget Office: Eng. Djafar Fatemi
Director, Planning and General Studies Dept.:
Director, Track and Building General Dept.: Eng. Ahmed Nadjafian
Director, Traction General Dept:
Director, Operating General Dept.: Eng. Taher Assad.
Director, Electrical General Dept.: Esmail Nurzad
Director, Tele, and Sig. Dept.: Eng. Abbas Aminpur
Director, Accounting General Dept.: Eng. Abdollah Shahravan
Director, Purchase General Dept.:
Director, Public Relations and Training General Dept.. Hossein Radji
Director, Property General Department:
Director, Personnel General Department: Ahmad Mirkhani
Chief, General Inspection Office: Eng. Ebrahim Shahman
Chief, Legal Office: Ahmad Parniani
Chief, Medical General Department:
Chief, Railway Police General Dept.: Mostafa Shadruz
Chief, Buffets and Restaurants Service: Reza Mostowfi

Asghar Fardad
Mansur Rafatdjoo, M.D.
Pariwar (Police General)

Mohammad Alf

FINANCIAL DETAILS Year ending 21 March

I96S 1966 1967 1968 1969 1970

Revenue 4 006 3 4 786 5 3 779-2 3 387 4 3 541-7 3 904-3
Expenses 3 353 9 4 171-2 3 3 31 1 3 002 3 3 284-
Operating ratio 3 7240
83 8 87 2 82 4 88-6 92-7 954

RAILWAY TRAFFIC MOVEMENT

489

IRAQ

IRAQI REPUBLICAN RAILWAYS

BAGDAD, IRAQ

Tabulated data on page 470.

Director General: Major-General AM Juma Al Bayati
Assistant Director General: Abdel Karern Meda
Chief Technical Inspector: Eng. Mohamed Haba
Chief Engineer:
Chief Mechanical Engineer: Eng. Rifayi Hadid
Chief Electrical Engineer: Eng. Paulus Abdul Missih
Dr. Noaraddin Al-Rubaiyi

FINANCIAL RESULTS Year ending 31st March

Revenue

— ::

490

ISRAEL

ISRAEL RAILWAYS
P.O. BOX 44. HAIFA. ISRAEL

Tabulated railway data on page 470.

General Manager: A. Zwjck

Deputy General Manager: L. Gehorsam

Traffic and Commercial Manager: E. Inbal

Chief Mechanical Engineer: I. Bar-Man

Chief Engineer: A. Golan

Chief Accountant: S. Klayer

Head, Supply and Stores Department: S. R. Mitchnick

Chief Signalling and Telecommunications Engineer: M. Lozar

Principal Assistant to the General Manager: S. Steiner

Personnel-Manager Ch. Shadmi

Legal Adviser: Mrs. H. Cassel
Public Relations and Publicity Officer: M. Gabneli

Management Secretary B. Z. Balila

On attaining independence on 15 May 1948, the Israeli Government took over

—the lines of the former Palestine Railways existing inside their new borders. Except

for the 3 ft. 5$ in. (I OS m.) gauge Nesher Zemach line 53 miles (85 km.) which

is not in operation, all the ex-Palestine Railways lines are 4 ft. 8j in. (I-43S m.)

gauge, as follows:

—Betzet Haifa East miles
—Haifa East Lod
— —Lod Rehovot Migdal Ashkelon
— —Tel Aviv South Naan Junction Jerusalem
—Rosh Haain Petach Tikva
—Haifa East Nesher

The Israeli Government has subsequent!

—Tel Aviv North Olamit Junction
—Remez Junction Tel Aviv North
—Tel Barukh Tel Aviv Central
—Naan Beersheva
—Pleshet Junction Ashdod
—Beersheva Dimona
—Dimona Oron
—Mamshit Tzefa

OPERATING RESULTS

Revenue (in Millions, Israel C)
Operational Expenses (in Millions, Israel £)
Interest. Depreciation, Employees Fund

Deficit
Passengers (in Millions)
Passenger/kms.

Average distance per passenger (km)
Revenue tons conveyed (in Millions)
Ton/kms. (millions)
Average haul per ton (km)
Strength of operating staff

SIGNAL AND TRAIN CONTROL INSTALLATIONS

A remote control system for signals and switch points has been installed at

Shefaym, operated and controlled from Natanya, using a system of Vibrasenders

and Vibrasponders actuated by a combination of audio-frequencies.

DCRemote control system, using a system of relays with pulses, has been installed

at Remez Junction, Herzlya and Tel-Baruch stations, and is in course of installation

at Hotrim Station.

The remote control system being installed at Dor Station uses a completely solid

state integrated circuit scanning system in a digital coded form.

491

JAPAN

GENERAL TRAFFIC MOVEMENT THROUGHOUT THE COUNTRY

During the year 1969-70 the Japanese economy continued to expand, the real

growth rate of GNP being 13% as compared with the previous year. Transport-

ation economy was active, reflecting the expansion in the fields of industrial produc-

tion, private income and export; the integral transportation activity being 23%

higher than in 1965.

The trends in domestic economy and traffic are shown in the following table:

GNP (I 000 million yen) /967-6S 1968-69 1969-70
44 708 52 780 62 720
Index of mining and manufacturing industries
output (1965: 100) 1407

Private consumption expenditure (I 000 million yen)
Export on customs clearance basis (S million)
Import on customs clearance basis (S million)
Freight traffic tons hauled (millions)
Tonne-km (100 million)
Passengers carried (millions)
Passenger-km (100 million)

492 JAPAN

LEGIND

UN* IDOUtlC TlACX)

LM (SINCLf HACK)
rmTi NEW IOKA10O ItNt(A-C)

OIMII LiNIS (SINGLCI

"•**" C (LfCTIIflfD SECTION

AC_ (LfCTtiFifD SECTION

MI1T

• ItG'ON * M t>/'OI RAILWAY

OPEtAtlNG DIVISION

© MAIN STATION

VNllGATA 1T=r *

W A. MAMASHI * 1 /^YOKOHAMA

KAHUIZAWA fAKASAM'/^'NWKOHAAAA

\ / /»i°DAWARA

JAPAN SHIZUOKA
JAPANESE NATIONAL RAILWAYS NETWORK
TAKAOKA , w I.HAMAMATSU

KANAZAWA* Vino-olol

Vl) """ | ^TOYOHAShi

/ Z^AGOYA PACIFIC

MAIBARaN/ OCEAN

fu ku,'
\TSURUGA c

QFU-HASHtMA
W VjKYOTO
N4 , A
Vt \(j? ' CsAKA
/FUKUCHIYAMA ^°\-j?<% TENNOJI
Y sannomiya'

0\/* iiKOM J WAKAYAMA

MIMEJI- ^—^smUAHAMAGUCHI

MATSUE ^OKAYAMA ^rt/*""

/#JA,KAMATSU

,

^3 UNO

fukuyama'

KOCHI

V..... AA gfMlYAJIMA'X
MIYAJIMA-GUCMI ft \\'

W(I IWAKUNI I *V- \ V/y UWAJIMA
\\ \\ '' TAN *'
;

YAMAGUCHlfc i TOKUYAMA

\AHIMONOSEKjJ^ rw'»' I ^OII- *
KOKUtJA-%'£m2O£J'I* BEfPU >

...IosuX.ume/' w^

MAKATA PV KUMAMOIO

(saGa/a-^^!?*^ YAtSUSMIKO

* NAGASAKI ^J k kaGOSmima

NI$HI-KAGOSMlAAA

JAPAN 493

Electrification in progress TRACK CONSTRUCTION DETAILS

DC I 5kV 95

AC 20kV 50Hz
AC 20kV 60Hz
AC 25kV 40 Hz

Total

Future electrification

AC 20kV 50Hz

494 JAPAN

INTER-ISLAND FERRY SERVICES

—JNR operates ferries on 5 routes: Seikan train ferry between Honshu and

Hokkaido with 13 boats, Uko between Honshu and Shikoku with 5 train ferries,
and 3 minor routes with 6 boats between them with no facilities for conveyance of

railway stock. There are also 12 auxiliary vessels including cargo boats.
In 1969-70 they carried 13 85 million passengers and II 25 million tonnes of

freight. Revenue was II 700 million yen and expenses 13 700 million yen.

Ferry routes

J.N.R.—JAPAN 495

Class EF 71, Bo-Bo-Bo AC locomotive

Line current 25 kV, 50 cycles. Rated output 2.700 kW.

Class ED78, Bo-Bo AC locomotive

Line current 25 kV, 50 cycles. Rated output 1 ,900 kW.

Class EF 81, Bo-Bo-Bo multi-current locomotive

Line current 1 .500 V. dc. or 25 kV 50 cycles or 25 kV
60 cycles.

Class 485, Bo-Bo multi-current electric railcar

Rated output 960 kW. Mix speed 75 m ph. (120

km. h.). Weight 40 tonnes. Continuous TE 10.715
(4.860 kg.) at 45 m.p.h. (72 km. b )

496 Electric Locomotives—J.N. R.—JAPAN

ELECTRIC LOCOMOTIVES

Diesel Locomotives—J. N.R.—JAPAN 497

Class DEM diesel-hydraulic locomotive

with snow plough

Class 181, B-B 1,000 h.p. diesel-hydraulic railcar
Max TE 69.400 lb. (31,500 kg.). Max speed 75 m.p.h.
(120 km./h.). Weight 44 tonnes.

i"

498 JAPAN

Limited express dual-current electric railcar trainset Class DD 14. 1,000 h.p. B-B Diesel-hydraulic Locomotive

—Dual-purpose coach sleeper service, accommodation: 616 seats as day-coach; 444 Dual purpose for shunting and snow clearing. Single axle rotary snow
plough attaches to brackets on the locomotive. Powered by two 6-cylinder turbo-
berths as night-sleeper. Overall length 810 ft. 4J in. (247 m.). Operates on 1.500 charged engines with Svenska Rotor Maskiner type torque converters. Maximum
T.E. 31.970 lb. (14.500 kg.). Length with snow-plough. 60 ft. 4J in. (1840 m.).
V d.c. and 20 kVa.c. Hourly rating: output 2.800 kW. (3.860 h.p); T.E. 32.140 lb. without 46 ft. 4 in. (14/25 m.). Weight with plough 68 tons, without 58 tons.
((4.580 kg.); speed 45 m.p.h. (72 km./h.). Built by Nippon Sharyo Kaisha; Kisha
Sozo Kaisha: Kawasaki Rolling Stock Mfg. Co.. Hitachi; Kinki Sharyo Co. Built by K.S K.

Super express electric train on New Tokaido Line

-9'-IO*(JOOOj

i§83

\\K(msq)-

y. t op or 5- /

-r-

24 (IK) Japanese National Railways
Tokaido Line
Japanese National Railways
3' 6* I 067 m.) gauge \-i(jti)

8-8 am)

I

1-2 Oil) 6-lo"tfoa<;

VHc ^_ ±1

(70) (J«0)'l-3

Hanshin Electric Railway Kei-Han-Shin Kyuko Electric Railway Seibu Railway

—

JAPAN 499

Container Services on J. N. R.

Principal officer concerned with container traffic Gantry crane for container transfer at terminals

Mr. Yukio Izumi Load: 5-ton container. Span 55 ft. 10 in. (17,000 mm.) plus overhang 15 ft. 9 in.
Director, Freight Department, (4,800 mm.). Effective operating distance between centres of tracks (rail or road
Japanese National Railways vehicles) 57 ft. 9 in. (17,600 mm.). Power source: 200 v., 3-phase, 50 cycles. Built
1-6-5, Marunouchi, Chiyoda-ku, 1967 by Mitsubishi Heavy Industries.
Tokyo.
Rail facilities at Ports
Freightliner service
JNR does not have its own ports, but has constructed terminal facilities including
In order to develop domestic container services JNR started its Freightliner
service in April 1969 between Tokyo and Osaka, and has since extended it to the tracks and cranes for handling international marine containers on wharves as
Tokyo-Nagoya and Tokyo- Kita- Kyushu routes. Freight liners are daily carrying follows:
some 920 containers (in terms of 5-tonne units). Most of the traffic has been
carried in railway-owned containers but in June 1970 JNR introduced a system
of transport by privately owned containers which the customer may develop to

suit his particular needs.

Domestic container service

Five-tonne capacity containers were first introduced in November 1959. At
April 1970 the JNR has a stock of 24,922 of various types for a wide range of com-
modities (see table) plus 40 of 10-tonne capacity 20 ft. long for Tokaido Line freight-
liner service. There are 149 stations with facilities for handling containers called
"container base stations", and a number more are to be organised.

Door-to-door through transport is carried out by JNR using lorries at each end
for collection and delivery within a radius of 10 miles ((16 km.), and special flat wagons

capable of carrying five 5-ton containers for the rail journey.

The JNR has specified routes or sections connecting the various container base
stations, and the required number of containers and flat wagons is assigned to each
section for daily transport. The loaded wagons are coupled, with priority, to the
fastest freight train which makes a through run on the section, either limited express

ordinary express, or yard-passing train. Typical are the six limited express freight

trains linking Northern Kyushu, Osaka, Nagoya, and Tokyo, which have a maximum

speed of 62 m.p.h. (100 km./h.).

In addition to the reduction in transit time which the door-to-door container

service makes possible, JNR report that the rate of incidence of freight damage has
been sharply reduced from 4-9% for wagon-load freight to 0-7% for containerized

freight.

At most of the container base stations fork lift trucks are used for container hand-
ling, but at some of the major stations portal cranes are being installed to facilitate
transfer of containers from one train to another and from rail to road vehicle.
JNR own 219 forklift trucks for 5-tonne and 6 for 10-tonne containers.

Rail transport of International Marine Containers

In 1969 a total of 132,000 tons of export/import freight was carried in marine
containers by JNR.

Container terminals are in operation at Tokyo and Kobe and by 1970-71 the ports
of Tokyo, Yokohama, Osaka and Kobe will be fully equipped with the necessary
terminal facilities, container handling, customs, warehouse and storage areas,
consolidation of freight into container loads, and unloading freight from containers

for inland transit.

The standard 5-ton JNR containers are particularly convenient in size to take

part-load shipments for rail transport to and from inland destinations.

The 20 ft X 8 ft. X 8 ft. standard marine containers can be carried anywhere in
Japan by the existing JNR flat wagons. However, new flat wagons for the exclusive
use of marine containers are coming into service. They are equipped with container
fastening devices adjustable to any size of container, a platform which enables the
cargo to be unloaded through the end doors of the container as it stands on the
wagon, and anti-shock drawgear.

—500 JAPAN Containers

TYPES OF 5-TON CONTAINERS

JAPAN— Containers 501

Type CM two-side openable container Type CIO one-side openable container

(2,700 in service) (15,100 in service)

/-? Type HI0 hopper container

Type RI2 refrigerator container (370 in service)
showing unobstructed access with doors open
(Total of 1,090 RIO, Rl I and RI2. all same size in service)

JORDAN

THE HASHEMITE KINGDOM OF JORDAN

HEDJAZ JORDAN RAILWAY

P.O. Box 582, Amman

General Manager: Dr. Ahmed Badreddine.

The Hedjaz Jordan Railway consists of that part of the old Hedjaz Railway (from Arabia. In 1966 after lack of finance had slowed down the work a new agreement
Damascus in Syria to Medina, Saudi Arabia) lying within the country's borders. was signed bringing in the Lebanese Contractors Union and it is hoped work will
The line is open only as far as Maan.
be completed by 1970. (See Saudi Arabia page 438).
In 1954 a survey of the Maan-Medina line was made and it was decided to go
ahead with repairs. The cost is to be divided between Jordan, Syria and Saudi- Sec page 472 for tabulated details.

—

502

KOREA

REPUBLIC OF KOREA

I9S9 I960 Base: 100 in I960 I96S 1966 mum won unco tdtma
98 100 1961 1962 1963 1964 141 IS7
G.N. P. at Constant Prices 119
Agricultural Output 92 100 I0S 109 119 130 178 208
Industrial Production 93 100 107 112 204 230
Cost of Living (Seoul) 96 100 I5S 166
Vol. of Railway freight Traffic 95 100 106 124 140 151 142 183
Vol. of Railway Passenger Traffic 108 115 139 180
107 124 137 141
117 133 145 157

Eichangc Rate: £1 = 660 Won, $1=275 Won.

Total land area 38.025 square miles (98.485 km'.)

Total Population 30.691.000(1969)

Annual Increase in Population 2 7 per cent

Population Density 768 per square mile (297 per km.')

TRAFFIC MOVEMENT THROUGHOUT THE COUNTRY

Freight ton-kms:

503

LEBANON

Base: 100 in 1962 Welded rail

1962 1963 1964 At the end of 1970, the total length of track laid with welded rail was 21 3 miles
(34 2 km), the longest length being some 165 ft (50 m).
Value of Imports 100 97 116 124
Value of Exports 100 103 119 169 Rail used is 75 lb (37 2 km) USA in 33 ft (1006 m) lengths welded by Alummo-

Exchange Rate £1 =7-39 Leb. Pounds at official rate, and thermic process. Rails are laid on RS type concrete sleepers and secured by RS
type fastenings.
Tocal Land Area
Total Population 7 55 Leb. Pounds at free market rate
Annual Increase in Population
Population Density 3,400 square miles {88,060 km 3 )

2,176,000

2 5 per cent

640 per square mile (247 per km 3
).

LAND USE (1959) Per cent
64
Urban Areas and Wasteland 9
Forests and Woodland
Permanent Meadow and Pasture 27
Arable and Orchard

CHEMINS DE FER DE L'ETAT LIBANAIS
et du Transport en Commun de Beyrouth et de sa Banlieue

Souk el-Arwam, B.P. 109, Beyrouth

Director General: Antoine Barouki

The state took over the railways in January 1961. They constitute 208 miles

(335 km.) standard track and 51 miles (82 km.) 3 ft. 5| in. (1050 m.) track of which

7%20 miles (32 km.) are ABT system rack rail, on gradient.

MOTIVE POWER TREND

Proportion total train-km operated by:

504 MALAYSIA

MALAYSIA

MALAYAN RAILWAY

KERATAPI TANAH MELAYU (KTM)
P.O. BOX No. I. KUALA LUMPUR. FEDERATION OF MALAYA

Tabulated railway data on page 472.

General Manager: Waad bin Jamaluddin, J.M.N.
Deputy General Manager {General): Chan Pang Khucn, J.M.N.
Chief Civil Engineer:
Traffic Manager: K. Kularacnam
Chief Accountant:
Chief Mechanical Engineer: W. W. Rajasingam
Chief Port Manager: Leung Wing Tong
Stores Superintendent:
Chief Commercial Officer: Dalip Singh, J.S.M.
Secretary:
MS. Maroof

Prethm Singh

A. Kandiah
Abdul Hai b. Abdul Hadi

The Malayan Railway, with a route length of 1.035 miles (1 ,665 km.) all 3 ft. 3j in.
(100 m.) gauge, runs northward from Singapore, bifurcating at Gemas from where
the two lines continue to the border with Thailand. Connection is made with

the Thailand State Railways at the border stations of Padang Besar and Sungei Golok.

FINANCIAL RESULTS

TRACK WORK MALAYSIA 505

New Construction V

7-2 miles (11-7 km.) of new track was laid on the Jurong branch line; 8-2 miles
{13-2 km.) on railway sidings, and 10-2 miles (16-4 km.) on private sidings.

Rail Fastenings *3*.\

Experiments are being carried out, on sections where heavy curvature exists, -3 raw pa
using a new type of cast iron baseplate with "Pandrol" fastenings.

Welded Rail i T11S?S.', •
i
Total length of track laid with welded rail is 625 miles (1 ,005 km.). Rails used are
80 lb. in 40 ft. lengths flashbutt welded at depot into 480 ft. lengths, After laying
these are sometimes Thermit welded into 960 ft continuous lengths.

Welded rails are secured by Elastic Rail Spikes to wood sleepers.

TRACK CONSTRUCTION DETAILS

Standard rail Flat bottom in 30 ft. and 40 ft. lengths.
Main line: 80 lb. per yd. (39-7 kg./m.)
Branch lines: 60 lb. {29-8 kg./m.)

Joints 4-hole flat or angle fishplates and welding.

Rail fastening Elastic Spikes used on main lines. Dog spikes on other Stainless steel diesel railcar for Malayan Railways
Cross ties (sleepers) lines and sidings.
Medium distance traffic car. Two sets of 180 h.p. Cummins diesel engines and
Spacing Malayan secondary hardwoods impregnated with 50/50 Niigata's Twin Disc torque converters. Weight 33 tons. Maximum speed 60
mixture of creosote and diesel fuel oil; primary hard-
woods on bridges. 10 in. x 5 in. x 6 ft. 6 in. (254 X 127 m.p.h. Seating capacity, first class 12, second class -44. Built by Kisha Scizo
X 1,981 mm.). In accordance with ECAFE recommend- Kaisha, Japan.
ations for S.E. Asia, all new supplies are 9 in. X 4± in. X
6 ft. 6 in.-7 ft. in. (229 x 114 X 1,981-2,134 mm.)

2 ft. 6 in. (762 mm.)

Filling 2i in. limestone ballast to a depth of 6 in. under sleepers.

Max. curvature 3° =• radius of 1,910 ft. (582 m.); except in the hill sections
=where some curves of 9° radius of 637 ft. (194 m.) and
Ruling gradient -12-25°
Longest cont. gradient radius of 467 ft. (142 m.)

Gauge widening = =\% I in 100; except Taiping Pass 1-25% I in 80.
curves
51 miles (8-2 km.) on Prai-Singapore main line, with
Super-elevation on l-25° (I in 80) grade, the sharpest curve being 1225°
sharpest curve (467 ft. radius) for a length of 1,050 ft. (320 m.)

=Nil down to 6-5° curve radius of 880 ft. (268 m.)
=i in. (6-4 mm.): 65° to 9° curve radius of 880 ft. (268 m.)

to 636 fc. (194 m.)

J in. (9-5 mm.); 9° to 13° curve - radius of 636 ft. (194 m.)
to 440 ft. (134 m.)

y in. (12-7 mm.): below 13°,

3£ in. (89 mm.)

Rate of slope of Steepest permissible gradient 1 : 300 or I I times maxi- Four-Wheeled Covered Goods Wagon for Malayan Railways
super-elevation Weight 9-4 tons. Load 16-6 tons. Built by Birmingham Rly. C. & W. Co.
mum permissible speed of section in miles per hour.
Max. altitude
axle load 450 ft. (137 m.) near Taiping.
permitted speed 16 tons.
Passenger trains. Main Line and Kedah Line: 45 m.p.h.
(72 km.jhr.) East Coast Line and other branch lines: 40
m.p.h. (64 km.jhr.). Diesel railcars 50 m.p.h. (80 km.jhr.)
Freight trains 35 to 40 m.p.h. (56 to 64 km.jhr.)

MARSHALLING YARDS

A new marshalling yard was built at Jurong on the Island of Singapore in 1966.
It has 6 tracks and can accommodate 245 wagons 25 ft. long.

500 hp diesel-electric locomotive

1,200 h.p. diesel-hydraulic locomotive
Hitachi model HG-55BB

DIESEL LOCOMOTIVES

506

PAKISTAN

MINISTRY OF COMMUNICATIONS, RAILWAY WING

KARACHI, PAKISTAN

Minister of Communications: Khan A. Sobur Khan
Commissioner of Railway: M. Aslam Salim

In pursuance of the new Constitution of the Republic of Pakistan, the Railways bodies under the administrative control of the respective Provincial Governments.
were transferred from the Central to the Provincial Governments with effect The Minister of Communications is head of the Central Railway Board and
from 1st July, 1962. The management of the Pakistan Eastern Railway has been
entrusted to the East Pakistan Railway Board and of the Pakistan Western Railway under him the commissioner. The Board has been re-named as the Railway Wing.
to the West Pakistan Railway Board. The Boards are statutory autonomous Under the commissioner are three Directors and a Joint Director with numerous

Section Officers.

Tabulated data on railways page 474.

—Metre Gauge 3 ft. 3| in.

:1

PAKISTAN 507

PAKISTAN EASTERN RAILWAY

RAILWAY BUILDING. CHITTAGONG, EAST PAKISTAN

Chairman, Railway Board: S. M. AN Yusuf

Member {Finance): K. M. M. Hossain
Member (Engineering):
Mohammad Ashfaque
Secretary: M. E. Haqur

Chief Transportation Manager: I. A. Ansari
Chief Engineer: Md. Yaseen
Financial Adviser and Chief Accounts Officer: K. Shafquac Ali
Chief Medical Officer: Dr. S. M. Mustafa
Chief Mechanical Engineer: M. Y. Warris
Engineer- in- Chief:
Chief Superintendent, Watch and Ward and D.I.C. A. F. M.S. Huda

Railway Syed Mannan Baksh
Chief Officer, Planning and Development: M. S. Ahmad
Chief Electrical Engineer: M. H. Chowdhury
Chief Personnel Officer: Nasiruddin Ahmad
Chief Officer (Mechanical and Stores): M. N. Karim
Md. Anas
Controller of Stores: Maqbul Ahmad
Divisional Superintendent, Chittagong: I. A. Chowdhury

Divisional Superintendent, Paksey:

Because there are no bridges over the Brahmaputra River, which bisects the
system, all traffic has to be ferried across, slowing down traffic movements con-

siderably. Two diesel tugs and two passenger ferries have recently been put into

service.

TRAFFIC 1963-64 1964-65 1965-66
1.721,319-0 1,460,148 5 1.396,498-9
Total ton-miles (000's) 3,224,155-5 3,092,8227 2,876,686-4
Passenger miles (000's)
Total train miles (000's) 17,508- 17,513-3 16.788-2

MOTIVE POWER TREND

508

PHILIPPINES

PHILIPPINE NATIONAL RAILWAYS

943 CLARO M. RECTO AVENUE. MANILA,

PHILIPPINE REPUBLIC

Tabulated railway data given on page 474.

The Philippine National Railway comprises 6-4 miles (1,031 km.) route length TRACK CONSTRUCTION
1

of metre gauge line on the island of Luzon. It is now 100% diescl operated. Staff Standard rail
Main Line
employed number 7,828 including those in workshops. 6S lb. per yd. (32 2 kg.fm.) in 30 and 33 ft. lengths
75 (37-2 .. ) in 33 ft. lengths
BOARD OF DIRECTORS:
Salvador T. Villa Branch Lines 65 (32 2 .. ) in 30 ft.
Chairman: Nicanor T. Jimenez 54 (268 „ ) in 30 ft.
Vice-Chairman: Filomeno Biscocho 45 (22 3 „ ) in 23 ft.
Member: Leopoldo D. Figucros
Teofilo P. Guadiz Type of rail joints Angle bars with slots for spikes.
,, Julio V. Macuja
Isidoro P. Querubin Cross ties (sleepers) 'Molave wood", 5 in. - 8 in. 7 ft. (127 203 2.133
,, Adelina S. Rodriguez Main line mm.), spaced at 22 in. ($58 mm,)
,, Eliezer Pinto
Clemente Roxas Branch line "Molave" wood, 5 in. 8 in. 7 ft. (127 - 203 2,133
„ Magtangol F. Santos mm.), spaced at 24 in. (6/0 mm.)

,,

„

Corporote Secretary:

MANAGEMENT STAFF Nicanor T. Jimenez Bridge ties "Yacal" wood. 8 in. 8 in. 8 ft. (203 203 2,438

General Manager: Modesto Gutierrez mm.), spaced at 16 in. (406 mm.)
Assistant General Manager and acting Traffic Pacifico M. Cruz
Crisanto del Rosario A limited number of steel ties are also used.
Manager: Jesus Remotigue
Operations Manager: Francisco F. Ty Rail fastenings Track spikes; bolts with square nuts; "Hipower" nutlock
Benito P. Isip washer; "Elastic Rail Spikes".
Superintendent of Transportation: Anicio R. Perez
Mechanical Superintendent: Pio G. Valle Filling Volcanic slag; river gravel with 15% sand; some crushed
Chief Engineer: Benjamin C. Garcia
Chief. Accounting Department: Jose C. de Guzman rock.
Corporate Legal Counsel: Jose T. Dimaculangan
Chief Construction Engineer: Fausto Galauran Max. curvature =9-2° min. rad. of 623 ft (190 m.)
Medical Director: Segundo Duyan Main line =Ili°
Personnel Manager: Ignacio Lopez Branch line 492 ft. (ISO m.)
Treasurer: Benito P. Calayag
Chief, Field Medical Service: Libertado S. Castro Max. gradient Compensated, 2 6° = in 38y.
Superintendent, Luzon Bus Line: Cesar Diaz I I in 38.
Special Assistant to the General Manager: Jose P. Sarte „ axle load Uncompensated. 1-2% =
Special Assistant to the General Manager: E. Villanueva „ permitted speed
Special Assistant to the General Manager: 35.000 lb.
Acting Superintendent, Benguet Auto Line:
Officer-tn-Charge, Stores Department: 37-5 m.p.h. (60 kmjhr
Corporation Auditor:
Signalling In the Manila terminal area 13 6 km. of double track line
with semaphore signals controlled from interlocker
RAILWAY DEVELOPMENTS DURING 1968
cabins. On single track lines elsewhere trains operated on
Rehabilitation of the Cabanatuan Branch Line, from Gapan to Cabanatuan,
English "Staff" system or by telegraph or telephone
17 miles (27 km.) has been completed.
communication from station to station.

A new line, 205 miles (330 km.) long, from San Jose. Nueva Ecija, to Tuguegarao,

Cagayan. Survey work is completed on this Cagayan Extension Line, which will

have a ruling gradient of I -2% ( I in 83) and maximum curvature of 5 83 (minimum
= Aradius of 98-4 ft. 300 m.).
tunnel 2-73 miles (4 4 km.) long will have to be built.

Another projected new line is the Sorsogon Extension.

FINANCIAL DETAILS

—: —

1

SABAH— SAUDI ARABIA 509

SABAH

When the Federation of Malaysia was established in September 1966, the state

of North Borneo renamed itself Sabah and joined the Federation as an independent

State.

SABAH STATE RAILWAYS

PO BOX 118, KOTA KINABALU, SABAH, EAST MALAYSIA

Tabulated data on page 474.

Genera! Manager: Wong Len Hin FINANCIAL DETAILS
Advisor
Chief Mechanical Engineer: T. Eckersley 1966 1967 1968
Civil Engineer: 2 606 000
Administrative Officer: Tarn Wai Siong Revenue 2 767 000
Accountant: Expenses
Traffic Superintendent: V. S. Sly Operating ratio 107-
Superintendent of Stores:
Chung En Fu TRAFFIC DETAILS
Lee Choon Lim
Freight tons carried
Babu Singh Freight-ton-miles (000"s)
Passengers carried
Wong Foo Choi Passenger miles (000's)

The Sabah State Railways are metre gauge with a route length of 96 miles (1 55 km).

In 1970 they took delivery of 4 diesel-hydraulic 0-4-0 shunting locomotives built MOTIVE POWER TREND
by Nippon Seizo Kaisha of Japan. Length 19 ft 8 in (6 000 m). Weight 15 tonnes.

Powered by 185 hp Cummins NH-22-BI engine with Niigata DB-100 transmission.

FUTURE REQUIREMENTS Proportion of train-miles operated by:

In the next five years the railways are to acquire: 1965

Diesel locomotives 3 Steam traction (%) 19

M-U trainsets 2 Diesel traction (%) 58

railcars 4 Petrol (gas) traction (%) 23

Freight train cars 50 (Wickham Railcars)

: MOVING STRUCTURE CAUtE

510 SAUDI ARABIA— SYRIA L^7°FIXED STRUCTURE G4USE
lOAOIMO GAUGE
HEDJAZ RAILWAY

Rebuilding work is in h»nd on the derelict portion of the Hediaz Railway from
Ma an in Jordin to Medina in Saudi Arabia with a connecting- line throuf h to Aqaba
(or phosphate traffic. The total length of this railway way from Damascus to
Medina is 809 miles {1.303 km), gauge 3 ft. S) in (/ 0S0 m.) and originally it was
built with 215 kf. rails on steel sleepers. The new line is being built of 30 I kg.
and 34 8 kg. rail and Jarrah sleepers. Nearly 1.800 bridges and culverts have to
be rebuilt with local stone, and the work progresses from both ends of the line.

Reconstructed Hedjaz Railway

SYRIA

CHEMINS DE FER SYRIENS CHEMIN DE FER DU HEDJAZ

B.P. 182. ALEPPO B.P. 134, DAMASCUS

Minister of Communications Samih Atiyeh General Manager: Fahmi Kosara
General Manager: Abdulkerim El-Chami Chief Engineer:
Finance Manager: Zouheyr Moukaeyed Manager. Traffic Department: Mohamad el Bizen
Manager, Accounts Department:
All standard gauge lines in Syria are operated by the Chemins de Fer Synens. Fayez Hafez
and comprise the lines from the Lebanese border via Horns and Aleppo to the Tayssir Kari
Turkish border and in the northeast, the connecting line between the Turkish
Gauge: 3 ft. 5§ in. (105 m.). Route length operated: 192 miles (307 km.).
and Iraqi borders.
In addition to its own 150 miles (240 km,) route length, the C.F. du Hedjaz also
A new standard gauge line is proposed, to run from the port of Latakia to Aleppo operates the 42 mile (67 km.) long narrow gauge Damascus-Zerghaya line on behalf
of the Syrian Government.
and then following roughly the line of the River Euphrates.
The 3 ft. 5| in. (105 m.) gauge Hedjaz Railway originally extended 809 miles
MHO STftVCTUUE ——, , ,., . HOVWC STHUCTUMt * (1 .303 km.) from Damascus to Medina to carry pilgrims to the Holy Cities of Mecca
MUM »-*(i5«?Oj and Medina. During the 1914-18 war the southern portion was severely damaged
«.U6I and the 524 miles (844 km.) section from Maan in Jordan to Medina in Saudi Arabia
was left derelict.

Following the placing of a contract in Dec. 1963, work is progressing on rebuild-

ing the line. See above.

"n - io-io1jjoo)

itfoq)

::

THAILAND 511

STATE RAILWAY OF THAILAND (RSR) i

KRUNG KASSEM ROAD, BANGKOK. THAILAND

Tabulated railway data on page 474.

The State Railway of Thailand operates a route length of 2,339 miles (3,765 km.),
all 3 ft. 3$ in. (1-00 m.) gauge.

BOARD OF COMMISSIONERS:

Chairman; General Kruen Suddhanindra
Members: Ahna Ramyananda
Phya Donavanrk Montri
MANAGEMENT: Lt. Gen. Swai Duangmanee
Poon Sakuntanaga
General Manager: Swai Habanananda
Deputy General Managers Dr. Sirilak Chandrangsu

Operating: Ahna Ramyananda
Administrative:
Achava Kunjara Na Ayudhya

Vacant

Traffic Manager: Lt. Gen. Thuen Sangkhaganondha

Asst. Traffic Manager, Operating: Prasert Srikosaya
Sanga Navicharern
,, ,. ,, Commercial
Dr. Chaovana Na Sylvanta
Chief Mechanical Engineer: Yong Chantharangkun

Construction:

Chief Legal Officer: Prayoon Kasemsuwan
Chief Medical Officer: Dr. Sammang Charumilinda
Stores Superintendent:
General Superintendent, Mehklong Railway Sachien Limpisavasti

Bureau: Nititorn Samanakanee
Chief Railway Police Bureau: Pol. Col. Chrtti Keerasamboon
Chief Railway Training Centre: Chamras Thavarasook

RAILWAY DEVELOPMENTS DURING 1970

Operating Results

Operating revenues of the main line (excluding Maeklong line) for the fiscal

year 1970 amounted to Baht 9351 million, an increase of Bahc 318 million or 3 52%

over the previous year. Operating expenses decreased slightly by Baht 186 million

2%to Baht 824 6 million, or 2 less than the previous year. Net railway operating

income (including net rent) for 1970 increased to Baht I 10 4 million. After deduct-

ing the net amount of non-operating items of Baht 271 million, the net income

of the main line was Bahc 833 million, or Baht 38 5 million higher than that of the

previous year. The operating ratio for 1970 was 88 18%, 5 16% lower than last

year's figure.

The operation of the Maeklong Line for 1970 resulted in a net profit of Baht 2 3

million, giving a net income for the whole RSR system of Baht 85 6 million.

Passenger Traffic
The volume of passenger traffic for the year 1970 was still on the upward trend.

Its revenue totalled Baht 467 9 million, or Baht 14 8 million higher than the previous
year's figure. It still remained the bigger portion of RSR's total revenues, i.e.
50 04%. The total number of passengers carried in 1970 was 48 2 million, showing
an increase of 0-9 million, and the passenger-kilometres registered 4 113 million,

an increase of 151 million over the figure of the previous year. The increase in
passenger traffic was attributable to additional passenger trains as well as sub-
stitution of mixed trains by passenger trains. The average distance per journey
in 1970 was 53 miles {85-3 km) about 1-0 mile (/-6 km) longer than in 1969.

Freight Traffic

The total tonnage of freight carried by RSR was 5 1 million tonnes and carload
freight ton-kilometres amounted to 2 209 million, increases of 03 million
and 230 million respectively over the 1969 figures, resulting in an increase of freight

revenue from Baht 408 4 million in 1969 to Baht 426 6 million in 1970. The carload
freight accounted for 335 017 tons or 7-7% higher than the previous year and the

less-than-carload freight showed a decrease of 33 182 tons or 71%. The com-

modities which effected a substantial increase in carload shipment were petroleum

products, rice products, cement, fluorspar and fertilizer.

INVESTMENT PROJECT 1967-1971

—This project which is the continuation of the Investment Project 1961-1966 is

designated to: continue the rehabilitation and modernization of BRS's physical
properties; increase capacity to meet expected traffic demands; improve operating
efficiency; and decrease operating cost. The total expenditure of the project was
originally to be about Baht 1,860 million. However, in 1968 the Council of Ministers
granted approval for a modification of the original project. Accordingly, the
numbers and types of motive power and rolling stock units to be acquired have
been revised, and the execution of Bang-Sue-Khlongton Loop Line Project is to be
postponed. The total expenditure of the project after modification has been
reduced to about Baht 1,697 millions.

512 THAILAND 80 lb per yd 39 68 kgfm
70
TRACK CONSTRUCTION DETAILS

Standard rait

Cross tics (sleepers)

Spacing
Rail fastenings

Filling

Min. thickness under sleeper
Max. curvature, on running lines

on switch points
„ gradient
Gauge widening on sharpest curve
Super-elevation on sharpest curve
Rate of slope of super-elevation
Max. altitude

axle loading

,, bridge loading
Max. permitted speed

Passenger trains
Mixed trains
Freight trains

TURKEY—THAILAND 513

Air-conditioned 1st class sleeping cars for State Railway of Thailand

Length 68 ft. 3 in. (20,800 mm.). Weight 37 tons. Sleeping accommodation for
17 passengers. J. Stone & Co.'s air-conditioning equipment. Built by Kisha Seizo
Kaisho Ltd., Japan.

Driving car of Z-car diesel trainset

Trainset powered by two Cummins 220 h.p. NHH-

220-B horizontal engines. Max speed 53 m.p.h.
I

(85 km.jh.).

Seating accommodation: Trainset A (without baggage

compartment) 140. Seating accommodation: Trainset

B (with baggage compartment) 134. Built by Hitachi

Ltd.

-«*. J*i**,ifc -#>tfcr^K:Sr

TURKEY

TURKISH STATE RAILWAYS

TURKIYE CUMHURIYETI DEVLET DEMIRYOLLARI, (TCDD)
TCDD ISLETMESI, GENEL MUOURLUGU, ANKARA, TURKEY

Tabulated railway data on page 474.

General Manager: Vedit 6nsal
Assistant Genera/ Managers: Hasan Evgegen
Recai Hanioglu
Commercial and Revenue Department: Habib Germeyangil
Manager:
Assistant Manager: Mehmet Noker
Assistant Manager:
Nurhan Cetinkaya
AM Yuvaz
Hilmi Gbzen

The progress of the Railway's 10-year Development Plan is proceeding to schedule. ELECTRIFICATION

The main features of the plan are:— the electrification and provision of C.T.C. on The Istanbul suburban electric line between Sirkeci and Halkali was opened to
traffic on 4 December 1955. This is the first electrification scheme on the Turkish
the 680 mile (1,100 km.) line Haydarpasa-Ankara-Zonguldak the replacement of State Railways, and incidentally is the first in the world to adopt the industrial
; frequency for purely suburban operation, the system used being 25,000 volts, single
phase, 50-cycle a.c. with overhead wiru conductor.
steam traction on heavy traffic lines by diesel and electric locomotives (line and
Work is proceeding on the 50-t:yclc electrification of the main line from Haydar-
shunting); and the provision of new passenger cars and freight wagons.
pasa via Ankara to Zonguldak on the Black Sea, about 680 miles (1,100 km.).
RAILWAY DEVELOPMENTS IN 1968
Open at I Jan 1970
Total revenue in 1968 at £T 1,136 million, was 3 54% higher than in 1967. Re-
ceipts from freight traffic were slightly up by 0-37%; passenger receipts were 4 58% Work in hand
higher; and ports and harbours showed an increase of 211%. Increasing costs
Future electrification
forced expenses to a record level of £T 1,603 million, giving an operating ratio of
141%. FINANCIAL RESULTS

Passenger Traffic

— —The number of passengers carried 98 I million was 6 24% higher in 1968

than in 1967; passenger kms at 4,538 9 million were 5 53% higher.

During the year, additional main line passenger trains were put into service,
and the frequency of several services was increased. An increasing number of
passenger cars built in Turkey are being put into traffic.

Freight Traffic

The total tonnage of freight carried, including non-revenue freight, was 2 53%

higher than in the previous year. Total freight tonne-kms. operated rose to

5,520 million, an increase of 0-8% over 1967.

Special attention paid during 1968 to increase bulk transportation had reasonable
success. Freight capacity has been, and will continue to be increased by the
delivery of locally manufactured high-capacity freight cars.

514 TURKEY

MOTIVE POWER TREND TRACK CONSTRUCTION DETAILS

Proportion of total train-kilometres operated by:— Standard rail Flat bottom, weighing 59 and 933 lb. per yd. (,39-25 and

Steam traction (%) 1959 I960 1964 I96S 1966 Joints 46 303 kg./m.) in lengths of 39 4 ft. (12 m.)
(%) 95 9 96 1 73-7 Cross ties (sleepers)
Diesel .. (%) 814 22 2 700 Proposed new rail or heavy traffic lines weighs 99 lb.
38 36 143 260 Spacing (4905 kg.) and 109 lb. (54 kg.)
3 41 Rail fastening
Electric .. 3 43 4 Fishplates and bolts: some welding is used-
Filling
SIGNAL AND TRAIN CON ROL INSTALLATIONS WoodSft. 6J in. I J £ in. 6in. (2,600 300 150mm.)
Max. curvature Steel 7 ft. I0i in. (2.400 mm.)
.. gradient
Work is in hand on the installation of Centralised Traffic Control <CTC) on the Compensated Concrete, type B.55
365 miles (585 km.) line Haydarpasa-Adapazan-Anfiye-Ankara line. A control Uncompensated
271 'n (700 mm.)
unit has been established at Haydarpasa 2. Equipment is being supplied by the Long. cont. gradient
To wood sleeper: screws. To iron sleeper: lugs and
Westinghouse Air Brake Co. Worst combination of
Automatic telephone communications are also being provided on this route. curve and gradient bolts.
Siemens A Halske equipment is being used on the C.T.C. installation on the
Gauge widening on Broken stone, IJ-2J in. (30-60 mm.)
419 miles (674 km.) between Irmak and Adana, with control panels at Adana and sharpest curve Minimum of 9J in. (250 mm.) below wood sleepers.

Kayseri. Super-elevation on =8 75° min. rad. of 656 ft. (200 m.)
sharpest curve
Welded Rail % =2-9 I in 34J at one point only.
Max. altitude
Total length of track laid with welded rail (end of 1964) was 53 miles (85 km.), laid „ axle loading =2-75" I in 36i at one point only.
1957-1964 Rail used is93-3 lb. (46 3kg.) thermit welded into I57ft.5in. (48 m. 4 „ bridge loading % =2 5 I in 40 elsewhere.
,, permitted speed
12 m.) lengths. The welded lengths are secured to wood sleepers 6] in. (/60 mm.) 16-5 miles (26-6 km.) of 2 5 " gradient.

thick by screws, with rubber pads under rails. =7° curve 820 ft. (250 m.) radius with 2-75% n( I i 36$)
For the future it is proposed to use Type B.55 concrete sleepers. These will be

made in Turkey at two new factories, each capable of producing 200,000 sleepers

annually.

CONTAINER OPERATIONS gradient.

At the beginning of 1970 the State Railways owned 48 small containers for dom- 787 in. (20 mm.)

(I0mestic use; 58 of 35 cu. ft. j capacity and 90 of 70 cu. ft. (2 m*). These numbers
)

are to be increased during the year. 5-9 in. (150 mm.)

Handling equipment owned by the railway consists of 2 cranes and several forklift 7,401 ft. (2,256 m.) between Horasan and Sarikamis.

trucks.

The railway provides inclusive door-to-door or door-to-storage service, and 20 2 tons.
from March to December 1969 a total of 573 loaded containers were handled.
25 tons.

This traffic is expected to be considerably increased in 970. Motor passenger trains, 78 m.p.h. (/25 km.'hr.)

1

MOVING STRUCTURE GAUGE FIXED STRUCTURE GAUGE- Steam „ „ 50 m.p.h. (80 km. hr.)

Freight trains, 37 m.p.h. (60 km.lhr.)

Class DE.20, 1,980 h.p. Co-Co Diesel-electric Locomotive for Turkish
State Railways

U S S. R

4ft Si' (/435m) MEDI TER RANEAN SEA

2/f SV (o 75m)

TURKEY VIET-NAM 515

ELECTRIC LOCOMOTIVES

516 AUSTRALASIA

<

to

oO -n

v i a til

517

AUSTRALASIA

INDEX

518 AUSTRALASIA 10 14

NAME OF COMPANY

ADDRESS

AUSTRALASIA 519

16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31

/Werage Speeds

520 FIJI - NEW ZEALAND 13 14

FIJI

FIJI - NEW ZEALAND 521

15 16 19 20 21 22 23 24 25 26 27 28 29 30

Average Speeds Financial Data Couplers Buffers Rails Sleepers (cross ties) Axle
load
Freight Pass. Speed Revenue Oper- Braking Type Centres Weight Type Spacing Curva- Gradient max. Alti- Staff Names of officials.
Train Train max. Expenses (con- and and and ture Extended lists can be
ating Height Number max. max. tude em- found at the end of
Ratio tinuous) above Height thick- max.
above ness per mile (U = not ployed. the individual country
rail (per km.) feet Total in the report section
(mm.) compen- (m.) no.
or immediately following
centres sated) (inclu-

m.p.h. m.p.h. m.p.h. ins. ins. lb. per ins. work-
(kmjhr,)(kmlhr.] (km/hr.) yd. shop)
{mm.) (mm.) (mm.)
(kg.m.)

158

522 AUSTRALIA

ne Creel

Kofherii

B'irdum

AUSTRALIA 523

:: —

524 AUSTRALIA

COMMONWEALTH RAILWAYS

HEAD OFFICE. 325 COLLINS STREET, MELBOURNE. VICTORIA

HEAD OFFICE: MELBOURNE K A Smith O.B.E (Melbourne. Vic.)
H N. Turner
Commissioner B M Hogan ,.
Secretar* F C Respini
Assistant Secretary
Comptroller of Accounts and Audit: C. A. Clough
Superintendent Engineer {Special Works);
A. E. Edwards
Industrial Officer

OPERATING J A Heath. (Port Augusta. S.A.)

Mechanical J. M. Dudley
Chief Mechanical Engineer
Assistant Chief Mechanical Engineer: W. P. Holmesby

Design Engineer J. R. A. Walker. (Port Augusta. S.A.)
. G. Ryan

Way and Works D. P. Smith.
D. R. Green,
Chief Civil Engineer: R. J. Dixon.
Assistont Chief Civil Engineer:
Maintenance Engineer:

Trans-Australian Railway:
Central and North Australian Railway:
Design Engineer:

Traffic N F Brealey (Port Augusta, S.A.)
Chief Traffic Manager:
Assistont Chief Traffic Manager: A. R. Williams
Administrative Officer:
Commercial Officers: M. Gigney (Darwin. NT.)

Stores R. D. Wickstein(Br.sbane.Qld-)
Comptro//er of Stores;
Assistant Comptroller of Stores: J. West (Sydney, N.S.W.)

L. J. Atkinson (Melbourne. Vic.)

R. E. Virgo (Adelaide, S.A.)

M. Copley (Perth. W.A.)

V. H. Dyason, (Port Augusta, S.A.)
H. M. Foster,

Accounting E. J. R. Woodhams (Port Augusta S.A.)
Accounts and Audit Officer:

Australian Capital Territory Railway

Superintendent: C. L. Bartram (Canberra. A.C.T.)

The railways owned and operated by the Commonwealth Government were
originally built as development lines and for many years were operated at a loss.
However in recent years an overall profit has been earned, due to the installation of
modern equipment (for example, diesel in place of steam traction) and a continuous
increase in the volume of freight earned. In 1969.70 the railways carried 461 million

tons of freight, almost three times the tonnage carried 10 years ago.

Trans-Continental standard gauge rail service
WAGRThe completion in August 1968 of the
standard gauge line from Kwinana,

Fremantle and Perth to Kalgoorlie, followed in January 1970 by the SAR standard

NSWGRgauge line from Port Pirie to Broken Hill where connection is made with

standard gauge system, now provides an unbroken-gauge incer-state route of

2,461 miles (3,960 km.) between Perth in Western Australia and Sydney in New

South Wales.

The Commonwealth Railways system comprises:

1. Trans-Australian Railway

4 ft. 8± in. gauge, Kalgoorlie, W.A., to Port Pirie, S.A., 1,108 miles.

The only rail connection between Western Australia and the Eastern States of

the Commonwealth.

What is believed to be a world record for a continuous length of welded track

exists on this line where there are two unusual lengths without a rail joint, of

29 miles (47 km) and 37 miles (60 km) respectively. The total length of 94 lb welded

track is approximately 820 miles (/ 320 km).

8%Revenue from freight traffic in 1969:70 at $12 64 million was up on the

previous year, and passenger revenue at $2 44 million showed an increase of 5%.

2. Central Australia Railway

a) 4 ft. 8i in. gauge, Stirling North, S.A., to Marree, S.A., 217 miles.
This standard gauge line opened in 1957, was built to by-pass the original

3 ft 6 in gauge line, part of which has since been dismantled. Principal traffic
is coal, from the Leigh Creek coalfield, of which 2 124 500 tons were carried in
196970. Connection is made at the break-of-gauge station at Marree with
the 3 ft 6 in line to Alice Springs.

(6) 3 ft. 6 in. gauge, Marree, S.A., to Alice Springs, N. Territory, 540 miles.

The northern section of the Central Australia Railway, continuing on,
but with break of gauge, from the Stirling North-Marree Railway. May be
converted to standard gauge at a later date.

(c) 3 ft. 6 in. gauge, Stirling North, S.A., to Hawker, S.A., 61 miles.

Part of the original southern section of the Central Australia Railway

which has now been by-passed by the standard gauge Stirling North-Marree
Railway. The original track beyond Hawker to Marree has been dismantled,
whilst the 25 mile section between Stirling North and Quorn is used only

infrequently.

A total of 2 3 10 000 tons of freight were carried in 1969 70 of which 2 124 500

tons was Leigh Creek coal traffic.

3. North Australia Railway

3 ft. 6 in. gauge, Darwin to Birdum, 317 miles.

Control of this railway was transferred to Port Augusta in July 1968. This
means the railway must be regarded, in effect, as an extension of the Central
Australian Railway. The establishment of a Train Control and Transport Section
in Darwin in July 1968 resulted in improved working operations.

An isolated line serving the sparsely populated Northern Territory. Traffic
from the south is carried by rail on the Central Australia lines to the railhead at

Alice Springs, transhipped to road vehicles for a 622 mile journey by road to
Larrimah. 5 6 miles north of Birdum, where it is again put on rail.

Freight traffic increased from 872 500 tons in 1968 69 to I 153 200 tons in 1969 70
of which iron ore for export accounted for I 042 800 tons, an increase over the
previous year of 208 700 tons.

4. Australian Capital Territory Railway

4 ft. 8 S in. gauge. 5 miles long, serving Canberra.

Operated by New South Wales Government Railways with whose system

connection is made at Queanbeyan.
Freight tons carried during the year increased by 16% to 287 700 tons.
Station and track staff at Canberra are Commonwealth Railways employees.

FINANCIAL RESULTS

/ 965 66 /966 67 /967 68 (968 69 /969 70

A$ AS AS AS AS

Revenue (000's) 18 090 8 19 428 5 22 233 4 25 371 3 27 648 6
24 613 9 27 156
Expenses (OOO's) 17 316 19 41 I 3 21 308 2
Operating ratio 97 02% 98 22%
95 7% 99 9% 95 8%

(Two Australian dollars equal the former Australian pound)

TRAFFIC DETAILS (966 67

Freight tons carried (OOO's)
Freight ton-miles (OOO's)
Passengers earned (OOO's)
Passenger miles (000's)
Train-miles freight (OOO's)

passenger (000's)
total (OOO's)

AUSTRALIA 525

CONTAINERS

Commonwealth Railways own 166 containers, comprising:-

Refrigerated

526 COMMONWEALTH

Rail and road container service at Alice Springs

Containers carried by rail to Alice Springs are trans-
ferred to highway vehicles of the Co-Ordinated Road
Service for distribution in Northern Territory. The
"highwav train" consists of a lorry and three trailers
all loaded.

COMMONWEALTH RAILWAYS 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.) ins. Built
Class lbs. lbs. m.p.h. Weight ft. ins. first Mechanical Transmission
ment h.p. (mm.) tons Built Parts
(leg.) (kg.) (fan./h.) (mm.)

Standard Gauge (4' 8; i

CL Co-Co Elec. 3.000 98.700 60.630 14 89 40 126 64' 3" Clyde Engineer- GM-EMD GM.EMD
(44,750) (27,5001 (22) (143) (/.0/6) (/ 9.583) GM.EMD
ing Co. Ltd. I6-645E3
Mekydro
NSW. Type KI04U

GM Co-Co Elec. 1,750 63,500 49,500 9 89 40 114 60' 10" 36 1957 Clyde Engineer- GM.EMD
(28,800) (22,450) (145) (143) (1.016) (18.542)
1951 ing Co. Ltd. Type I6-567C
1958
N.S.W.

GM AIA-AIA Elec. 1,500 41,440 29,600 15 106 II GM.EMD
MDH 625 (18.800) (13.880) (24)
Type I6-567B
29.700 28,800 5
0-6-0 Hyd. (13,500) (13,060) (9) 40 37 53 30' 4" Clyde Engineer- Maybach
(64) (940) (9,345)
ing Co. Ltd. Type MD.32S

N.S.W.

DE

——

NEW SOUTH WALES 527

CONTAINER OPERATIONS

Principal Container Traffic officers

The principal container traffic officers are:

Chief Traffic Manager: J. L. Russell
Commercial Manager:
A. W. Young

Freight Trains Manager: E. A. Young

Container Terminals
There are no railway owned container terminals. The two Sydney-located

terminals are Balmain (eastern berth) and Maritime Service Board (western berth),

whilst a third is planned for Glebe Island which will also be served by road. A

further container terminal is under construction in the Port of Newcastle.
The Sydney and Newcastle Terminals are owned by the Maritime Services Board

of New South Wales. The eastern berth in Sydney is leased to Seatainer Terminals

Pty. Ltd.

All three locations are served by rait.
Container consolidation depots are established at Chullora and Leightonfield,
Sydney, I I miles and 16 miles respectively from the Balmain Terminal. The
Chullora Depot is operated by Seatainers Pty. Ltd., and the Leightonfield Depot

by Acta Pty. Limited.

Container Rail Cars Double-deck electric interurban trainset

OCX (code) wagons. 8-wheeled roller bearing, operating at fast freight speeds.

Carrying capacity. 56 tons; Average tare. 19 tons; Maximum permissible gross
weight, 75 tons; Overall length, 65 ft. 10 in.; Number in service. 30.

SCE (code) wagons, 8-wheeled plain bearing, operating at fast freight speeds.

Carrying capacity, 51 tons; Average tare, 22 tons; Maximum permissible gross
weight 73 tons; Overall length, 47 ft. 10 in.; Number in service, 40.

A further 80 wagons for container service are in course of delivery.

Containers SIGNALLING AND TRAIN CONTROL

The railway does not own any ISO containers. —BROKEN HILL LINE The following signalling installations were brought into

Firms supplying containers for rail transport are primarily forwarding agencies use during 1970 to facilitate train operation on the New South Wales section of

such as: the Sydney to Perth standard gauge line.

Thomas Nationwide Transport, Sydney Ansett Limited, Sydney A route relay interlocking equipped with colour light signals and electric points

Brambles Limited, Sydney Allied Freighters. Sydney and controlling a total of 75 routes was provided at Broken Hill station, the con-

F. H. Stephens Limited, Sydney Frigmobile (Australia) Limited, Sydney necting point between the New South Wales and South Australian railway systems.

Service provided Existing crossing loops at Orange, Borenore and Cookamidgera were each
There is no door-to-door service, but terminal-to-terminal rail service is available extended to approximately 2 000 feet in length. A new type of crossing station
arrangement consisting of overlapped double crossing loops each 3 000 feet in
between the Balmain terminal and its consolidation depots at Chullora and Leighton- length was provided at Yarrabandai, Kaleentha and Kinalung to replace previous

field. short crossing loops.

The loop points at Orange and Borenore are operated directly from signal boxes

and the extension of the crossing loops to 2 000 feet involved conversion to electric
motor operation of the points and the provision of colour light signals.

The crossing loops at Cookamidgera, Yarrabandai. Kaleentha, and Kinalung are

unattended and the loop points are worked from local ground frames. Signalling

facilities, including approach lighted, automatically operated colour light signals
were provided to enable trains to be worked through by the train crews with a
minimum of delay.

LEVEL CROSSING PROTECTION— During 1970. ten new installations of level

crossing protection equipment were brought into use. These comprised eight

level crossings equipped with automatic flashing lights and two level crossings
equipped with automatic boom barriers and flashing lights.

Equipment suppliers Major

All of the installations described have been carried out by railway staff.
suppliers of the equipment used are as follows:

Modern signal control installation at Campbelltown Signals. McKenzie and Holland Ltd and Departmental Workshops.
Point Mechanisms. Nippon Signal Co.
Relays. McKenzie and Holland Ltd.

Level Crossing Equipment. McKenzie and Holland Ltd, and Western Railroad

Supply Co.

6'

528 NEW SOUTH WALES

TRACK CONSTRUCTION DETAILS MARSHALLING YARDS

Standard rail Rolled steel, flat bottom; 60, 71 J, 80. 90, 94, 100, The Crystal Street yard at Broken Hill has been completely reconstructed to
103. 107 and 109 lb. per yd. (29 8. 35 5, 39 7. 44 6.
Standard rail 466, 496, Shi, 53-2, 541 kg./m.). All rails are handle the greatly increased traffic brought by the completion of the trans-Australia
Main Lines flash-butt welded at depot before laying. See
"Welded Rail". standard gauge links. It has 6 arrival tracks, six marshalling tracks, and 10 storage

Adopted 1963; 107 and 94 lb. per yd. (53 2 and 467 tracks, a train servicing depot, diesel workshop, administrative building. The SAR
NSWnew standard gauge line extending into from Cockburn joins the NSWGR
kg./m.) in 45 ft. lengths. All rails are flash-butt
line at the western end of the Crystal Street yard, marked by the 700 05 mile peg
welded at depot before laying. See "Welded Rail."
Older sections. 90 and 100 lb. (44 6 and 49 6 kg.fm.) from Sydney.
exist in 30 and 45 ft. lengths; being replaced.

Branch Lines 60. 71*. 80. 90 and 94 lb. per yd. (29 8, 35 5, 39 7
446 and 46 7 kg. m.)

Rail joints 4-hole bar type fishplate previously the standard
for 107 lb. rail is being gradually replaced b> 6-hole
plate of same type to provide additional strength in
tension in welded track.

Cross ties (sleeperi) Australian hardwood, 9 in. X 4± in. X 8 ft. in

(228 114 > 2.438 mm.), spaced 24 in. (/60 mm.)

centre to centre, except at rail joints 18 to 20 in.

Where track is being reconstructed a closer

spacing of 20-22 in. is being introduced.

Concrete 12 in. X 8 in. X 8 ft in. (305 X 203 X

2.438 m.).

Rail fastenings * in. diameter dog spikes, Pandrol fastenings, Lock
spikes, with baseplates on main lines only. See
"Welded Rail".

rilling (ballast) Broken basalt. 2± in.-l| in. (65-38 mm.), I0i in.
(267 mm.) below sleepers.
Main Lines

Branch Lines Basalt, ashes, gravel, sand, earth, or quarry dust,

5* in. (140 mm.) below sleeper.

Max. curvature =Generally 8-7° min. rad. of 660 ft. (201 m.) but n
Main Lines «•>«
=at two locations curvature is 10-85°
min. rad. of

528 ft. (161 m.)

Branch Lines =1085° min. rad. of 528 ft. (161 m.). but there ^P-3r_2, , , -l0r-H6V:
-l0i

are three lines in difficult terrain where curvature
=is 174°
min. rad. of 330 ft. (101 m.)

Max. gradient. compensated =3 3",, I in 30 (electric traction on City Railway). L=!r L-3j'-'e" J
Main Line
=1*5% I in 66 elsewhere.
Branch Line 40% = =I in 25 and 3-3%
I in 30.

Max. gradient, uncompensated 25% = I in 40, but there is a 19-mile electrified N.S.W.— Wide electric stock

Main Line

length of I in 30 to I in 33 on the Blue Mountains.

= =3 3%
Branch Lines I in 30 and 2-5% I in 40.

Max. gradient uncompensated

Main Line 2'5%= I in 40. but there is a 19-mile electrified

length of I in 30 to I in 33 on the Blue Mountains.

Branch Line 3-3%= | in 30 and 2-5%= in 40. Extension of Ma» Non -Electric
I R&olelliencgTriSctaolckeqGuaiupgmeenftorofpannatrorgorwaph
electric rolling stock-
Long. cont. uniform gradient Werris Creek to Binnaway Branch, 812 miles

%(503 km.) of I grade, 75% curved with radii

varying from 924 ft. to 3,960 ft. (6-2° to 1-45°) with

average of 1 ,650 ft. (3-5°). Compensated grade,

single track, no tunnels.

Worst combination of On Batlow Line: radius of 297 ft. (90 m.) (19-3°
curvature and gradient curve) on 4% (I in 25) compensated grade.

Gauge widening on curves No widening.
Main Lines No widening on curves of 528 ft. (161 m.) radius
Branch Lines
(10 85° curve).

Up to $ in. (9-5 mm.) on curves of 330 ft. (101 m.)

17-4° curve).

(

Super-elevation on sharpest 5± in. (134 mm.) if max. allowable speed can be
curve obtained.
Main Lines

Branch Lines I J in. (44-5 mm.)

Rate of slope of Where S = mean speed on the particular curve,
super-elevation
ramp varies between I in I0S and 1 in I6S, with a
maximum steepness of I ni 300.

Max. altitude 4.517 ft. (1,377 m.) on main Northern Line. 400 -4'-8i
miles from Sydney.
„ axle load 18-25 tons unrestricted; 24 tons restricted, —N.S.W. Non-electric and narrow electric stock

bridge loading special loads.
,, permitted speed
Coopers E60 plus impact.
Main Line
Passenger: 70 m.p.h. (112 km./hr.)
Branch Line Freight: 35 m.p.h. (56 km./hr.)
Passenger: 50 m.p.h. (80 km./hr.
Welded Rail Freight: 30 m.p.h. (48 km./hr.)

A total of 3 230 miles of track laid with welded lengths of rail, of which 166 miles
were laid during 1970. The longest individual length of welded rail is 8 miles.

Rail used is 94 lb. and 107 lb. in 45 ft. lengths, depot welded into 360 ft. lengths.
The 107 lb. rail is further welded into 1,440 ft. lengths in situ. Normally 8 bars
of 45 ft. welded to form 360 ft. nominal (359 ft. 5 in. actual) lengths are used where
curves are not sharper than 924 ft. radius (6-2°). Below this the rail lengths are
progressively reduced down to 90 ft. for curves of 528 ft. radius.

The Thermit "Quick-Weld" process is now being used to weld the 360 ft. flash-
butt welded units into 1,440 ft. lengths and to continuously weld in tunnels.

Current practice of fastening welded rail on heavy traffic lines and on all sharp
curves is to use double shoulder sole plates with I in 20 cane on standard wooden
sleeper, with two dog spikes on to the rail flanges and two"Lockspikes" for outside

square hole of plate. "Fair" type rail anchors and Australian standard fishplates

and bolts are used. "Pandrol" fastenings are used with "Dow mac" concrete

sleepers.

200-ton transformer on rail at Cooks River Class 48 diesel-electric branch line locomotive
En route to Liddell Power Station.

NEW SOUTH WALES 529

DIESEL LOCOMOTIVES

:

530 QUEENSLAND

QUEENSLAND GOVERNMENT RAILWAYS

ADELAIDE STREET, BRISBANE

Tabulated data on page 518.

Commissioner A. G. Lee nearly 4 million tons in the year 1968-69, the annual figures are planned to increase
Secretary:
Chief Accountant: B. W. Girard to 12 5 million tons in 1972-73, all carried by Queensland Railways.
Chief Engineer: The addition of 58 diescl locomotives during the year brought the dicsel fleet to
Chief Mechanical Engineer: R. T. Sheehy
Comptroller of Stores: 409, with a further 22 on order.
W. S. Nutt
FINANCIAL RESULTS Yeor ending 20 June
C. A. Turner

J, J. Williamson

In spite of adverse seasonal conditions which affected a large area of the State,
the Queensland Railways attained new records for earnings and freight haulage
during the year ended 30 June 1970.

Gross earnings at AS 106 million were 619 million up on the previous year's

figure, giving the railways an operating profit for the sixth successive year. This

result was achieved despite substantial reductions effective I November 1968, in
freight rates applying on a number of products which, over a full year's working,
will benefit shippers by A$3 15 million.

A record 127 million tons of freight was carried, 1-3 million tons up on the

previous year. Most products showed increases, the largest being coal with a

rise of 17 million tons to 7 million tons. The export of coal to Japan is growing
at an accelerating rate as new coalfields are opened and new lines built. From

QUEENSLAND 531

NEW STBUCTUBC
GAUGE

2100 class 2 200 2 000 hp Co-Co diesel-electric locomotive

24 have been ordered from Clyde Eng. for hauling 5 300-ton coal trains from Goon.
yella and Peak Downs to Hay Point.

G class aluminium gondola type coal wagons QLX class steel louvred wagons for express freight service

520 have been ordered from Commonwealth Eng. for haulage of export coal from 300 have been ordered for transport of general merchandise. Load 26-3 tons, tare
Goonyella and Peak Downs to Hay Point. Load 57 5 tons, tare 12-5 tons. Designed 18 7 tons. Fitted with passenger type bogies.
for tippler method of unloading.

DIESEL LOCOMOTIVES

Tractive Effort Max. Wheel Builders:
Speed
Axle Trans- Rated Max. Continuous at m.p.h. dia. Total Length No. Year
Arrange- mission Power (km. h.) ins. 8ui/t
Class h.p. lbs. lbs. m.p.h. Weight ft. ins. first Mechanical Engine & Type Transmission
1150 ment Elec. 1,100 (mm.) tons Built Parts
(kg.) (kg.) (km./h.) (mm.)
Co-Co 640 36 89 1952
59,200 31,000 10-5 50 (9/4) 56' 0i" 13 General Electric Cooper General Electric
1.280 (26.850) (/4./00) (/6-9) (80) (17.091) 1956 (U.S.A.) and Bessemer (U.S.A.) and
Australian Australian
1.440 (U.S.A.)
Electrical FVL-I2T Electrical
Industries Industries

1170 A-IA- + 26.880 19.750 9-6 60 41' 6" 12 Walkers (Aust.) Cooper Bessemer Australian
1200 (12,200) (8,960) (15-4) (/2,649)
A-l-A (U.S.A.) Electrical
Industries
Co-Co FWA-6T

60.000 30,500 12 7 37-5 90 54' 1 0i" 10 1953 Vulcan'Foundry English Electric English Electric
(27.200) (13,850) (20-4) (9J2) 85-7 (16,722) (Gt. Britain) (Gt. Britain) (Gt. Britain)
12-SVT

1250 Co-Co 41,500 10 3 52' II" 5 1959 English Electric
(18,800) (16-6) </6,/29) (Aust.)
(Locos

1250-54)

1250 Co-Co 1,440 87-3 12 I960 English Electric
1.440 84-9 (Aust.) and
(Locos 16 1964 Gt. Britain
14 1966
1255-66)

1270 Co-Co

(1270-81)

(1282-99) „ 47,500 8-7
(21,500) (14)

1300

532 QUEENSLAND

CHANGES IN STOCK TOTALS

SOUTH AUSTRALIA 533

SOUTH AUSTRALIAN RAILWAYS

NORTH TERRAIN, ADELAIDE, SOUTH AUSTRALIA 5000

Tabulated data on page 518.

Railways Commissioner:

g — —— —

534 SOUTH AUSTRALIA

TRACK WORK DURING 1970 Welded rail

New track built Ac the end ol 1970 (he total length ol track laid with welded rail was I I 17 miles
(/ 799 km) ol which 17 miles (27 km) was laid in 1970. Rails used are 107. 94. 82
On 12 January 1970 a new standard gauge (4 ft 8J in) line was opened between and 63 lb/yd in 40 It bars. These are flash-butt welded in plant into 240 ft (6 x 40 ft)

Port Pine and Broken Hill, 245 75 miles (395 km), and simultaneously a broad lengths. No site welding takes place at the moment, but the matter is under
gauge (5 ft 3 in) line was opened between Terrowie and Peterborough 14 25 miles
(23 km). These two lines replaced 3 (t 6 in gauge lines opened between 1876 and consideration and site welding up to 960 ft is contemplated.
1887, and which are now being lifted.
Conventional laying methods using large labour gangs are used, with systematic
The only new work proposed at the moment is the conversion of further strategic introduction of off-track aids. Some 3' 6" gauge and 5' 3" gauge track has been laid
lines to standard gauge, but the extent of this work has not yet been decided. using prefabricated 40 foot panels of rails and sleepers, which are carried to the
site by work train and unloaded with a mobile crane or latterly with a specially
Line closures constructed rubber-tyred mobile lifting gantry. The 107, 94 and 62 lb. rail is laid
in maximum lengths ol 240 It. and the 63 lb. rail 120 It.
The following lines were closed because of declining traffic:
—Eudunda Morgan 35-2 miles 56 6 km
—Sandergrove Milang
8-4 .. (35 ..

Future closing approved is the line between Wanbie and Yinkanie, 31-5 miles

(5) km), for the same reason. SIGNAL AND TRAIN CONTROL INSTALLATIONS

New rail laid An all-relay electric interlocking controlling the mixed broad gauge-standard
63-lb Australian Standard; 8 2 track miles (13 2 km) gauge yard at Port Pine was finalised, and preparatory stage work for similar all-
relay interlockings at Gladstone and Peterborough were carried out.
82-lb „ — ....(—)„ 13 4 .. .. (2/4 .. )
94-lb „ No new installations for remote control of signals and switch points were com-
..
pleted, buc stage works at several stations are proceeding.
107-lb .. 42-1 .. •• (67-8 .. )

Comparable quantities to the above should be laid annually.

TRACK CONSTRUCTION DETAILS

Standard rail 107 and 94 lb. per yd. (S3 and 46-6 kg./m.) CONTAINER OPERATIONS
5 ft. 3 in., Main Line
,, Branch Line 82 and 63 (40-6 and 31-3 „ ) The principal officers concerned with container traffic over the SA Railways
4 (t. 81 in., Main line system are:
3 ft. 6 in., Main Line 94 (46-6kg./m.)
Branch Line Mr. M. L. Stockley, General Traffic Manager, Adelaide
82 and 63 (40 6 and 31-3 „ ) Mr. T. A. Snigg, Commercial Manager, Adelaide
,,
63 (31-3 ., )
Length of rail
40 It.
Rail joints
Joints are made with 6-hole angle fishplates; the Containers
Cross ties (sleepers) joints being square across track, not staggered.
5 It. 3 in. gauge
4 ft 8} in. „ 10 in. X S in. x 8 ft. 6 in. (254 X (27 x 2 590 mm.) The Railway owns some 350 containers varying in size from 14 It. X 8 It. X 7 ft.
3 ft. 6 in. „ lOin.x S in. X 8lt.6in.(254 X 127 x 2,590 mm.) to 6 ft. X 6 ft. 8 in. X 6 ft. outside dimensions, and 350 small containers ol 30 cu. fc.
8 in. X 4$ in. x 6 It. 6 in. (203 x 1/5 x I.9BI mm.) capacity or less.
Rail fastenings Apart from experimental treated soltwood sleepers
(Pinus Radiata), and some English steel sleepers in In 1969 the Railways took delivery of 9 Polastream liquid nitrogen refrigerated
Pads under rails areas where track circuits are not used, all are hard- containers, having a capacity of 790 cu. ft.; load 16 tons; tare of 2 3 tons with refrig-
eration and 1-8 tons without:
wood.
Internal dimensions: 15 ft. XI li in. X7 ft. 3 in. 7 ft. 4 in. high
Rolled double-lip baseplates on all curves ol 40
chains radius or under; j in. square steel dog spikes; External „ 16 ft. Sin. X 8 ft. in. X 8 ft. 7 in. high
Elastic Rail Spikes; are being tested. High tensile
steel crossing bolts have been adopted lor all future Door-to-Door collection and delivery service for these containers is provided
by railway-owned road motor vehicles.
work.
Privately-owned containers, belonging to nine different companies and varying
Rubber pads are used in arduous conditions under
rails where baseplates are used (i.e. on curves 40 from 8 ft. X 8 ft. X 8 ft. to Flexivans 35 ft. X 8 ft. X 8 fc, are used mainly in inter-
chains radius or under) except in instances where State service. Collection and delivery are usually made by the companies.
renewal olsleepers is normally caused by some other
factor other than sleeper cutting, i.e. where continu- The railway does not own any maritime containers, but provides rail transport
al regauging condemns the sleeper due to the
multiplicity ol dogspike holes. The pads are tV' service only; collection and delivery being supplied by the container owners.
thick and manulactured to a South Australian
Container Terminal
Railways design by various contractors. A container terminal is sicuated at Port Adelaide. The two operating companies

Filling (ballast) Crushed quartzite or limestone, i in. to 3$ in. —are Freightbases Pty. Ltd.. and Seatainers Ltd., with their associated container

Max. gradient 10 in. (254 mm.) under sleepers on main lines. companies: Associated Containers Transportation (Aust.) Ltd., and Overseas
Containers Pty. Ltd. The Railway has provided rail access, but all other facilities
„ curvature 6 in. (152 mm.) „ „ ,. branch lines. within the terminal, such as handling equipment, storage, etc., are provided by the
Longest continuous gradient two companies.
=2-2% I in 45 uncompensated with 660 It. radius
Gauge widening on curves =curves; equivalent to 2-7% Handling equipment
Super-elevation on sharpest I in 37.
For container handling (other than maritime containers) the two main freight
curves =8-7° min. rad. ol 660 It. (20/ m.) on Main lines. handling depots, Mile End and Port Adelaide, have lifting equipment as follows:
Rate of slope ol super-
Between Adelaide and Mount Lofty, nearly 14 miles Port Adelaide: I X 6-ton mobile crane
elevation (22-5 km.) with I in 45 maximum gradient and
I X 6-ton „ „
660 It. radius curves.
I X 20,000-lb fork lift

Generally nil, except i in. on curves of 660 ft. radius Mile End: XI 10 to 30- ton gantry crane
or sharper on certain Branch lines.
I X 20-ton „„

3} in. (95 mm.) maximum 1 X 7-ton mobile crane

2 X 6-ton

On old work: I in 360. I X 20,000-lb. lork lilt
On new work transitions are 264 ft. long.
Container movements by rail

Max. altitude 2,024 It. (6/7 m.) at Belalie North, between Glad- Maritime containers, between South Australia and Victoria during the period

stone and Peterborough, I Jan. to 3 I Dec. 1970:

axle load 5' 3" g locomotives 21 tons, rolling stock 18 tons (a) Inwards 5 159 containers
4' 8i"
3' 6" g 185 18 „ (a) Outwards 8 244 „ (ex-Port Adelaide)

1 1-5 12-75 „ 978 „ (ex-River Murray Stations)

(a) can be increased to 18-75 tons for container traffic LCL freight containers between Sydney and Adelaide Irom I January to 31

bridge loading Main Lines: Generally Coopers ES0. December 1970:

Branch Lines: Generally Coopers E40. Mile End to Sydney 986

Railway bridge spanning River Murray at Murray Sydney to Mile End 234

Bridge was designed for Coopers E60.

Future developments Concrete sleepers are being considered, and the Privetaly owned containers
use of cast manganese steel "V" crossings is con- There was a considerable domestic traffic in privately owned containers.
templated in lieu ol built up crossings. The use
ol high tensile bolts in track components is to be Future movements

expanded as standard. There has been a large increase in overseas container traffic.

DIESEL LOCOMOTIVES

Axle

Class
350
500
600
800
830
830
830
830
900
930
930

SOUTH AUSTRALIA—TASMANIA 535

Overseas containers at Port Adelaide Combined Goods and Passenger Brake Van
Class CGP. 5 ft. 3 in. gauge

FOR USE ON S' 5" GAUGE k -4 ' 8! " GAUGE LINES

Containers loaded at Mile End for Alice Springs

5 ft. 3 in. and 4 ft. 8j in. gauges

Railway owned insulated containers for frozen meat traffic 3 ft. 6 in. gauge

TASMANIAN GOVERNMENT RAILWAYS

I COLLINS STREET, HOBART, TASMANIA

General Manager: C. G. Collins Railway Branch Transport com*
Secretary for Railways: R. G. Barber
i
Chief Engineer: G. J. Dineen
Comptroller of Stores: R. C. Manser mission. Box 624F. GPO Hobart,
Chief Traffic Manager: R. C. Brazier
iTas. 7001 Tel.: Hobart 27131.
Railway Branch Transport

j

Commission, Invermay Rd.,

Launceston, 7250.
1 Tel.: Launceston 3121 12.

GENERAL

The 1969-70 financial year was a reasonably good one for Tasmania. Seasonal
conditions were mostly favourable to rural industries and there was little unem-
ployment and prices did not rise excessively.

A wood chip plant has been established on the east coast and a second wood

chip industry is in the process of establishment at Bell Bay in Northern Tasmania.
Contracts have been obtained with the Japanese paper industry.

For 1970-71 there is a disquieting outlook for some primary industries particularly

wool, fresh fruit and the frozen vegetable industry.

The Railway in 1969 70

Studies were carried out during the year into the feasibility of constructing a

railway from Bell Bay in the lower Tamar River area to link up with the State rail-

way system near Launceston.
An important development during the year was the completion of the new

station and yard facilities at Burnie on the North West Coast.
The loss on operations in 1969-70 was less than in 1968-69, but on account of

higher interest and depreciation charges the net loss of $3 241 140 in 1969-70 was

slightly higher than in the previous year.

An increase was recorded in the tonnage carried and in the number of net ton

miles.

A number of cost saving measures were introduced during the year; these included

a budget control system, a programme for increasing marketing opportunities and
unit costing of individual trains and wagons. The latter measure will provide a
more detailed allocation of costs and will enable the determination of freight

costs by products.

Year ending 30 June

FINANCIAL RESULTS /967 1968 1969 1970

Australian dollars %

Operating revenue (000's) 6 614-9 6 600 1 7 003 4 6 950-2

Operating expenses (000's) 7 706 9 8 102 5 8 460 6 8 390 7

Operating ratio I '65 122-3 120-8 120-7

536 TASMANIA

MOTIVE POWER TREND

Steam traction now used only (or relief or emergency purposes, Diesel traction
is now 100 0%.

TRACK DETAILS Flat bottom. 40 to 82 lb. per yd. (19-8 to 40 6 kg./m.)

Standard rail 4-hole fishplates ; some welding.
Joints
Cross ties(sleepers) Hardwood, 7 ft. in. 9 in. 5 in. {2,134 228 127

Spacing mm.)
Rail fastening.
Filling Main line: 2.1 12 per mile (1,320 per km.) ,
Max. curvature
Dog spikes and Elastic Rail Spikes. C2R Type deep frozen vegetable container
gradient One-piece moulded fibreglass shell. Has its own plug-in electrical refrigeration
Gravel ballast.
,, compressor.
=17-5° radius of 330 ft. (100 m.)
Longest cont. gradient
Except on Nietta Branch, 29 -0°- mm. rad. of 198 ft. (60 m.)
Max. axle load
permitted speed =2 5 "., I in 40, uncompensated.

„ altitude Nearly the whole 18 miles between Campania and Rhyndas-

ton on the Hobart-Launceston line, which has long sections
of 2 5"„ grades uncompensated with 330 ft. radius curves.

14-25 tons.

45 m.p.h. (72 km./hr)
1,500 ft. (457 m.) approx.

Welded rail

At the end of 1968. length of track laid with welded rail was 15 miles (24 km.).
Rail used is 60-82 lb. (29-8-40-2 kg./m.) in 20-45 ft. (61-137 m.) bars Thermit welded
in situ; the longest individual length is 1,035 ft. {315 m.).

FREIGHT TERMINAL AND MARSHALLING YARD

About 18 acres of land have been acquired at Launceston for long-term develop-
ment The initial stage, started in 1968, is the construction of sidings and yard
standing room to handle containers and pallets from road vehicles, semi-trailers
and railroaders from the ferry terminal.

A new yard and general freight and container terminal is being built at Burnie.

CHANGES IN STOCK TOTALS New units Retirements On order
1970
Locomotives, steam 1970 I Ian. 1971
diesel 501-1 000 hp 3
,. under 500 hp 43 : ' -rir- , .1'" =
59 .
Railcars, diesel
Passenger train cars I 800 hp Class Y diesel-electric locomotive
Freight train cars
Service vehicles 2
Containers

Future requirements

In the next 2-3 years the Railway is to acquire:

diesel locomotives 10

freight train cars 210

service vehicles 6

CONTAINER OPERATIONS

Perishable and frozen goods are transported in refrigerated containers, both
wooden and fibreglass, most of which were built by these railways. All containers
can be carried be either rail or road vehicles, as well as ferry ships, and lifted off
such vehicles by fork lift, crane or gantry.

Service provided

A full service is provided, with door-to-door, terminal-to-terminal, door-to-

terminal and vice versa facilities.

Container Terminals

Railway terminals provided with container handling equipment are in operation
at the Government-owned ports of Hobart, Launceston, Devonport and Burnie.

DIESEL LOCOMOTIVES