Jane's World Railways 1971-72

:

VICTORIA 537

VICTORIAN RAILWAYS

67 SPENCER STREET, MELBOURNE, VICTORIA, 3000

Victorian Railways Commissioners: G. F. Brown, M.Inst. Loco. Eng., M.lnsi.T., MOTIVE POWER TREND
Chairman: M.I.E.(Ausc), F.A.I. M.
Proportion of total train miles operated by:-

Year ending 30 June

Deputy Chairman: E. P. Rogan, B.Com., A.A.S.A., F.A.I. M„

M. Inst.T.

Commissioner: L. A. Reynolds, B.C.E., M.lnst.C.E.

(London).. M.lnst.E.(Aust). M.A.R.E.A.

(Retired 31 May 1971. no new appointment

Heads of Departments: yet)
Secretary for Railways:
W. Walker

Chief Mechanical Engineer: S. F. Keane
Chief Civil Engineer:
Chief Traffic Manager D. D. Wade
Chief Electrical Engineer:
J. C. Crute

I. G. Hodges

Comptroller of Accounts: N. L. Miller
Chief Commercial Manager:
A. W. Weekes
Comptroller of Stores: A. W. Thomson
Superintendent of Refreshment Ser
J. L. Anderson

Victorian Railways operate a total route length of 4 166 miles (6 704 km): of which
3 962 miles (6 377 km) is 5' 3" (1-60 m) gauge, 195 miles (214 km) is 4' 8*"(/-435 m)
gauge, and 8 miles (13 km) is 2' 6" (0-762 m) gauge.

The standard (4' 8|") gauge line runs from Melbourne to Albury connecting with

the New South Wales standard gauge system.

In the Melbourne area 262 miles (421 km) of 5' 3" gauge route are electrified

at I 500 volts dc.

In 1969-70, revenue at $105-1 million was $4*5 million higher than the previous

year, while expenses increased $7-3 million to $1 18-7 million, producing an operating
loss of S 1 3-6 million. With interest charges, etc of $7 5 million, the overall deficit
was $21- 1 million.

FINANCIAL RESULTS

1970

AS

105 119 I

1871 6

II

538 VICTORIA

TRACK DETAILS

Standard rail Flat bottom, from I 10 lb. to 60 lb. per yd. (54-57 kg. to
29-76 kg. per m.) in 45 ft. lengths.

No specially designed expansion joint. Gaps at fish

plated joints are determined by temperature at time of

laying.

Cross ties (sleepers) Non-impregnated Australian hardwood 10 in. X S in.
(254 X 127 mm.) cross-sections, in 9 ft. (2,743 mm.)
lengths for 5' 3" gauge and 8 ft. 6 in (2,59/ mm.) lengths

for 4' 8]" gauge. At insulated joints sleepers of 12 in.

X 6 in. (304 X IS3 mm.) are used.

Spacing 2,420 per mile (I.SI3 per km.)

Rail fastening Dogspikes; double shoulder sleeper plates; 4-hole,
angle and bar type fish plates, fair rail anchors.
Filling
A 6-hole angle fishplate is now used as the standard for
Max. curvature
94 and 107 lb. per yard rail rolled by B.H.P. Australia.
Except for an increase in the length of the fishplate and
number of holes, all other details of the fishplate remain
unchanged.

Generally broken stone or gravel 12 in. thick under
sleepers for track with welded rail in lengths over 180
ft.; 10 in. thick for all other first class track; 6 in. thick
on second class track with non-welded rail.

=110° radius of 528 ft. (/6/ m.)

gradient (main line) 208° o I in 48. A pair of bogie flat wagons rolling down the hump through the primary
(branch line) 3-33° I in 30.
retarders at the recently completed re-modernised Melbourne Yard
Longest cont. gradient 16 7 miles of I in 422 (0-24' , grade with 0-72° curves
ti ) 'S" Class, 1,800 h. p. Co-Co diesel-electric locomotive
= radius of 7,920 ft. {2,414 m.); 9-24 miles of I in 48 Named "Matthew Flinders".
=(208" o ) grade with 2-48Q curves
radius of 2,310ft. X Class 1,800 hp Co-Co diesel-electric locomotive

(704 m.)

Max. altitude 2,562 ft. (78/ m.) near Shelley, on Wodonga-Cudgewa

line.

„ permitted speed 70 m.p.h. (112-6 kmjhr.)
axle load
(5 ft. 3 in.) Main arterial lines: 23£ tons.
Other lines: 17 tons.

Bridge loading Main arterial lines: Coopers E55.
(5 ft. 3 in.) Other lines: Coopers E40.

Welded rail
45 ft. (137 m.) lengths of new 107 lb. and 94 lb. (53 -2 and 46-6 kg.) and serviceable

90 lb. and 80 lb. (44-6 and 39-7 kg.) rail are flash-butt welded into lengths of up to
270 ft (82 3 m) at depot. After laying in situ the rails are Thermit welded into
lengths of I 080 ft.

SIGNAL AND TRAIN CONTROL INSTALLATIONS

MELBOURNE YARD
Installation by VR of route setting type relay interlocking of the arrival sidings

and trackwork associated with the approaches to the automatic marshalling yard.
The system includes 105 electro-pneumatic points and 93 signals with a total of
368 routes. It replaced the former Dudley Street signal box comprising a 178
lever mechanical interlocking frame.

SALISBURY (Country Location)
Installation by VR of a 4 000 feet crossing loop. The control panel and relay

interlocking at the up end of the loop controls two electric point machines and
six home signals. This loop replaced a nearby 20 lever mechanical interlocking

at Kiata.

WERRIBEE TO LITTLE RIVER (Outer Suburban location)
Installation by VR of both ways. APB power signalling on 9 miles of duplicated

track with abolition of 30 lever mechanical interlocking at Manor.

OAKLEIGH TO CLAYTON (Suburban)

Installation of 2£ miles of automatic power signalling on double line and boom
barriers to replace interlocked gates and 16 lever interlocking machine at Hunting-

dale.

MARSHALLING YARDS

Rebuilding of the Melbourne Yard with hump shunting and automatic control

of switch points and electric-pneumatic clasp retarders has recently been completed.

The hump locomotives are fitted radio-controlled cab signalling and radio-tele-
phone systems.

The arrival yard has 17 tracks with a maximum length of 2 062 feet. From the
hump the wagons roll by gravity to the sorting sidings comprising 'balloons' A, B,
C, D, each of 8 tracks. Equipment suppliers were Westinghouse and McKenzie
& Holland.

CONTAINER OPERATIONS

The Victorian Railways do not have a terminal for container handling only.
Intrastate and interstate traffic is handled by gantry and mobile cranes in the
Melbourne and Dynon goods terminals.

Overseas container traffic is dealt with at the privately owned Swanson Dock
and also at private sidings on the premises of the various Agents. The Railways
do not operate their containers on overseas services; they offer a transport service
for containers owned by shipping organisations.

Victorian Railways own 320 containers 8 ft in X 7 ft in X 7 ft 10 in to 8 ft 2 in
high for domestic and interstate service, and 3 17 bogie wagons and 70 2-axle wagons

for the transport of these and of ISO containers.

Traffic

The number of containers railed during the year in association with import and
UKexport traffic with the
was 13 040, and with Japan (last 9 months of the year

only) 5 073, a total of 18 113. Local containers totalled 9 814.

It is anticipated that in the coming year domestic operations will increase by
about 12% and overseas traffic by 30%.

Principal Officer for Container traffic

Mr. J .Kennedy
Container Officer
Victorian Railways
67 Spencer Street
Melbourne 3000

VICTORIA— WESTERN AUSTRALIA 539

VICTORIA RAILWAYS — MAIN LINE DIESEL LOCOMOTIVES

Axle

Class

540 WESTERN AUSTRALIA

Afeekat/iarra Richardson
o

aroo

lelverton
Flinders 3i

Denmark U\\ e* 60

^Albany MILES

FINANCIAL RESULTS 1966 1967 /968 /969 1970 CHANGES IN STOCK TOTALS

Revenue (OOO's) AS AS AS AS AS 3' 6" gauge 4' 8J" gauge
Expenses (OOO's)
Excess of earnings 43 668 9 49 120 52 772 8 50 558 1 57 239 5 New Ret/re- On New Retire- On
35 920 1 40 169 8 42 623 4 44 503 1 48 550 3
10 197 9 units ments Order units ments Order
7 684 4 8 950 2 6 055 8 689 2 —————
— —Locomotives, Steam ——
— — —Diesel, over 3.000 hp 13 ——
— —1,501-2,000 hp —I —
12 —— ——
II
TRAFFIC — —1.001-1,500 hp
9
Total Goods and livestock (I 000 tons) — — —501-1,000 hp
Passenger Journeys (OOO's) 1967 (968 1969 (970 — — —Railcars, Diesel
— —Railcar trailers, diesel —— —— —3
8 334 4 9 401 8 8 934 5 10 665 4 2
10 048 4 10 197 9 10 404 9 10801 6 — —Passenger train cars

12

MOTIVE POWER TREND Freight train cars, bogie 58 107 224 —71 ——II —461
——— — ——2
Steam traction (%) (966 1967 (968 (969 (970 „ 4 wheel —261 403 — — —
Diesel traction (%) —— —— ———9 25 —
350 330 280 239 173 Service vehicles, cars
650 720 827 „ „ bogie wagons
67 76 I „ 4 wheel wagons

Brakevans 5 10 10

"—

WESTERN AUSTRALIA 541

TRACK WORK DURING 1970 SIGNAL AND TRAIN CONTROL INSTALLATIONS

New track built New Signalling Installations

Narrow gauge (single) Esperance Branch 20 miles Route
Standard gauge (single) Picton-Bunbury Inner Harbour 2} ..
Dual gauge (double) Kwinana Triangle Description Length Location Position Supplier
M.dtand Yard
New Rail Laid miles of control WAGR
Mechanical Signalling l£ Merredin Merredin
Rail Fastenings
and Interlocking

94 lb AS 160 000 linear ft (Replacement)
82-lb AS 788 000 linear ft
63-lb AS 99 500 linear ft Electro-Mechanical l£ Robb Jetty Robb Jetty WAGR. Nippon,
Dog spikes on Dual, Standard and Narrow gauges
Signalling McKenzie & Holland.
Welded Rail (Standard Gauge and New Works) 5* Midland-
Automatic C/L Installed by WAGR.
WAGR. Nippon.

Signalling Bassendean, McKenzie & Holland,

Length of track in route miles at 31st December, 1969. Woodbridge GEC. Installed by

Double Dual Gauge Bellevue-Avon 58 miles Junction- WAGR.
4y „
Bassendean-East Perth 5^ ,, Forrestfield
1^ ,, I0i Cannington-
Woodbridge-Forrestfield WAGR. McKenzie &
I .. Armadale
Woodbridge Triangle Holland & GEC.
9 ,,
Woodbridge-Midland 4 Installed by WAGR.
3 ,, WAGR. McKenzie &
Single N.G. and Single S.G. Leighton-Cockburn Junction Forrestfield-
I ,, Holland & GEC.
Forrestfield-Kenwick Kewdale Freight
4„ Terminal (N.G.) Installed by WAGR.
Avon-East Northam Koolyanobbing- GEC
West Kalgoorlie
Midland-Bellevue Automatic C/L 1 10|
Signalling with
Single Narrow Gauge Jarrahdale Extension

Esperance connection to land-backed unattended

wharf 2 ,, crossing Loops
20 ,,
Single Standard Gauge Kenwick-Kwinana 334 Power Interlocking 5g Kenwick Cannington WAGR. Nippon.
„ and C/L Signalling
East Northam-Kalgoorlie 3 McKenzie & Holland.
,,
Bassendean-Wood bridge 2j GEC. Installed by

Kwinana Loop Railway —Power Interlocking WAGR

Length laid during 1970 94 lb AS 80,000 track ft Perth Terminal Perth WAGR. Nippon,

82-lb AS 394 000 track ft and C/L Signalling Terminal McKenzie & Holland.
(Addition)
63 lb AS 49 750 track ft Installed by WAGR.

Longest individual length of ' elded rail: I mile

Standard Method of tracklaying

METROPOLITAN

In this area the "Hartex" system was employed, it consists mainly of:
(1) Prefabricated 360 foot lengths of track loosely spiked, towed out on detachable

wheels by tractor.
(2) Ballast distributed entirely by rail ballast hopper wagons.
(3) Track lifted by sled and tamper
Type and weight of rail used: A.S. 82 lb. and 94 lb.

Length of rail bar before welding: 45 feet.

Type and size of sleepers: 8' X 9" X 5" Dual gauge main line
8' X 9" X 4£" single gauge main line

7' X 9" X 4£" Dual gauge Sidings
Dog spikes. Narrow gauge main line
Narrow gauge Sidings

Type of rail fastenings:

Elastic spikes

Type of expansion joint: Rail anchors

No deliberate expansion joint on welded track.

Standard Fishplates at I 440 ft intervals.

TRACK DETAILS Flat bottom, in 45 ft. (13-7 m.) lengths, weighing 94 lb. and
82 lb. A.S.B. (466 and 406 kgjm.) and older rail of varying
Standard rail
weights.

Joints Fishplates; but in relaying the lengths are electric arc
welded up to 360 ft.

Rail fastenings Dog spikes or Elastic Rail Spikes.

Cross ties (sleepers) Untreated local hardwood, Jar rah, Wandoo, etc.

Standard Gauge 8 ft. X 9 in. x 4{ in. (2,438 X 228 X / 14 Class RA 2 02S hp Co-Co diesel-electric locomotive
mm.). Narrow Gauge 7 ft. X 9 in. X 4? in (2,134 X 228 X
/ 14 mm.)

Spacing Standard Gauge 2,640 per mile (1,640 per km.)
Narrow Gauge 2,1 12 per mile (1,310 per km.)

Filling Generally ironstone gravel but in some cases lj in. granite

ballast.

Curves, min. radius Main lines: 792 ft. (242 m.) 7-25° curve.

Branch lines: 462 ft. (141 m.) 12-5° curve.

Max. gradient -I in 40 2|%.

Max. Altitude 1.709 ft. (520 m.) Meekatharra.

Axle loading 3' 6" gauge Main lines: 14 tons.
10 tons.
Branch lines:

4' o 23± tons.

MARSHALLING YARDS

Forrestfteld

This is the major yard for the Perth Metropolitan area covering an area of 610
acres. Total tracking constructed at the end of 1969 comprised 10 standard

gauge tracks totalling 29 miles, and 8 narrow gauge tracks totalling 180 miles.
A 25-ton Vickers-Hoskins gantry crane has been installed for container handling.

Separate electronic "Railweigh" weighbridges are installed for standard and
narrow gauges. Flood-lighting by mercury vapour colour corrected lamps on
60 ft towers. 01 to 25 lumens per square foot.

West KalgoorMe

A new standard gauge yard for Kalgoorlie area, with 10 standard gauge tracks
with a total length of 10 miles. A 25-ton Vickers-Hoskins gantry crane for container
handling has been installed and a 50-ton "Avery" rail weighbridge is provided.
Totally enclosed colour corrected mercury discharge lamps mounted 40-50 ft
above ground. 02 to 012 lumens per square foot. Made by GEC-Osram.

Robb Jetty ,T\ —COCKBUrti- ! • STANDARD GAUGE
*
Construction started early in 1970 at this 90 acre site between Fremantle and \ SOUND
Kwinana. The yard, which will eventually handle all the rail traffic now handled
at Fremantle, will have to start with 7 standard gauge tracks totalling 3 miles and 1 .•
21 narrow gauge tracks totalling 5 miles.

WESTERN

ALUMINIUM^I \-

^^77.-„ KWINANA NAVAL BAS E TOWNSITE

.

" i AUSTRALIAN IRON & STEEL

1-* PROPOSED FREEWAY

9

> KWINANA <

^WESTERN MINING CORP. NICKEL REFINERY

CSBP FERTILISERS

ROCKINGHAM '
BULK GRAIN AREA

ROAD AND RAILWAY LINKAGES TO KWINANA

INDUSTRIAL AREAS MARSHALLING YAROS - —RAILWAYS

Class D 2 200 hp Co-Co diesel-electric locomotive ROADS (Exiitingi ROADS IPropoMdl -•----

542 WESTERN AUSTRALIA

WWStandard gauge wheat hopper wagon

Capacity 3.150 cu. ft. (89 2 m'). Load 69 I tons, tare 24 65 tons. "Tear drop"

shaped hoppers, with continuous filling hatch in roof and four air-operated discharge

doors. Length over couplers 45 ft. 6i in. (13,881 mm.). Class QC all-welded aluminium bauxite wagon

m3 ft 6 in gauge. Capacity I 694 cu ft (48 1 Load 63 cons. Tare 17 I tons.
).

WGStandard gauge open goods wagon

mCapacity 2,350 cu. ft. (66-5 s Load 50 5 tons, tare 24-5 tons. Inside length 56 ft.
).

in. {17,069 mm.), width 8 ft 4| in. (2,553 mm.), height 5 ft. in. (1,524 mm.). Two

doors 10 ft. in. (3,048 mm.) clear opening each side. Two hinged doors each end

for unloading bulk commodities by tipping wagon

Two ISO 20 ft open top containers on 3 ft 6 in gauge

Class QUA wagon

WFXISO 20 ft dry freight containers on 4 ft 8' in gauge
Class wagon

MAIN LINE DIESEL LOCOMOTIVES

Axle

Gauge Class

WESTERN AUSTRALIA 543

r FIXED STRUCTURE GAUGE

6-0 (1829)

MOVING STRUCTURE \ GAUGE

r

4-0 (1219)

l'-0' (21336) 5-1C/600)

a-a(I32D A-9CI448) F"^^^

I 4-5 CI346) J_ Ll

U 77 ft
6(152-4) KK?54J
€(2032)

West Australian 4 ft. 8j in. gauge West Australian 3 ft. 6 in. gauge

CONTAINER SERVICES ON WAGR

WAGR containers are used in Interstate Service and carried by regular freight

trains. The Railway also handles privately-owned containers.

The railway owns and operates Container Terminals at Kewdale Forrestfield,
Avon, West Merredin, and West Kalgoorlie, each equipped with a gantry

crane and fork lift trucks for container transfer; and shares the facilities at the

"Seatainer" terminal at Fremantle.

Service provided is terminal-to-terminal rail transport, excluding collection
and delivery.

The railway owns 336 containers of which 95 are for use on 3 ft 6 in gauge lines

only, the remainder being available throughout the whole system.

—Container carrying wagons owned number: 212 (classes NO, RO. QUA, QJH
WFCX WFW)and QAN) for 3 ft 6 in gauge, and 17 (classes
and for 4 ft 85 in gauge.

RAILWAY-OWNED CONTAINERS

For use on 3 ft 6 in gauge lines

Numbers Type Dimensions

1-19 Bulk Cement Container Length
1000-1005 8' 0"
2001-2006
2007-2008 Goods Freight Container 8' 0"
2009-2014
2015-2016 Refrigerated Goods Container 16' 6"
2101-2154
„ ., „ 16' 8"
„ „ „ 21' 7|"

„ ., „ 19' 0±"
1

Iron Ore Container 17' 2f

For use on both ft 6 in and 4 ft 8j in gauge lines

Numbers Type

Length

20 ft ISO Dry Freight Container 19' I0£"
10-ton Open Top Container 13' 0"
20 ft ISO Open Top Container
19' I0±"

(Superphosphate) ,,
20 ft ISO Cattle Container ,,

,, ., Sheep Container ,,
,, ,, Refrigerated Container

:: :

544

NEW ZEALAND

The welfare of the New Zealand economy continues to depend largely upon the Index numbers (1965= 1.000)

prices for its exports of meat, butter and cheese to its major market in the United Year 1939 (949 1939 1965 (967 f968 (969 (970
Kingdom. Consequently any deterioration in these prices has major adverse
effects on a national scale. Export prices 302 639 927 I 000 903 972 I 032 I 030

Import prices 351 718 982 I 000 I 013 I 190 I 247 I 308

New Zealand's export commodity trade in the year ended 30 June 1 970 was valued Wholesale Prices 355 605 928 I 000 I 039 I 113 I 170 I 239

at $1 087 million-, an increase of $97-91 million on the previous year. Despite Consumers' Prices 397 536 871 I 000 I 090 I 137 I 193 I 271

nature of an economy based so largely Share Prices 275 424 629 I 000 828 990 I 238 I 270
foreign competition leaves little room
this improvement, however, the precarious (Source: N.Z. Official Year Book 1970. Figures for 1969 and 1970 from Monthly
on a single market threatened by increasing
Abstract of Statistics).

for complacency. Index Numbers (1965= I 000)

The search for new outlets for primary produce (meat, butter, cheese and wool) Year: I960 1965 1966 1967 1968 1969 1970
and manufactured products continues to be intensified, particularly since the
Nominal wage rates 855 I 000 I 021 I 079 I 101 I 177 I 259
likelihood of Britain joining the European Common Market now appears to be 1000 993 1007 992 1013
Effective wage rates(t) 974 979

eventually inevitable. The latest statistics show that total population at 31 December 1970 was 2 829 125.

The following index numbers indicate the changes that have taken place in prices The labour force in October 1970 was reported as I 089 800. of whom I 088 100 were
and wage rates in recent years.
in employment.
'Provisional figure.
All monetary values in this summary are shown in New Zealand dollars. In March
1971 one NZ dollar was equivalent to US$1 12, and NZ $21392 equivalent £1

sterling.

NEW ZEALAND GOVERNMENT RAILWAYS

BUNNY STREET, WELLINGTON

General Manager: Ivan Thomas
Deputy General Manager: T. M. Small
Assistant General Manager,
P. P. Geddes
(Commercial and Administration):
Assistant General Manager, J. W. Dempsey

(Engineering): L. G. Crawford
Assistant General Manager, G. A. E. Weston
T. A. Blyth
(Development): G. F. Bridges
R. M. Boyd
Transportation Superintendent N. A. McGerty
F. J. Corry
Chief Mechanical Engineer: T. M. Hayward
Chief Civil Engineer:
Chief Accountant: Dr. C. P. W. Vautier
Comptroller of Stores W. A. Hardman
Superintendent of Road Services:
Commercial Manager:
Director Economic Planning and

Research:

Director Management Services Division:

RAILWAY DEVELOPMENT DURING 1970-71

New Zealand Railways' working deficit for the year ended 31 March 1971 was

$7 584 474 compared with a working surplus in 1969-70 of $5 607 460. Gross
revenue from all sources rose by 5 5 per cent to a record $105 242 136, while
expenditure rose by 19 9 per cent to $1 12 826 610, including provision for depre-
ciation and wage increases. Revenue-earning rail freight traffic, which represented
75 per cent of the Department's business, produced a record of I 756-6 million
net ton-miles. The deterioration in the financial results was caused by massive

increases in the cost of wages and materials during the year.
The major construction project completed during the year was the 75-acre

(30 3 hectare) Te Rapa semi-automatic hump marshalling yard opened in January
1971 near Frankton. New Zealand's busiest rail junction. The yard was designed
to speed up the handling of the steadily increasing rail traffic to and from the

adjacent Hamilton city area and the Bay of Plenty district.

Work is proceeding steadily, under Ministry of Works control, on the 15-5 mile

(24 9 km) Kaimai deviation project designed to provide shorter and improved rail
access to the Bay of Plenty district. The deviation, which includes a 5-5 mile
(8 9 km) tunnel through the Kaimai range, is expected to be completed about the

end of 1973.
To meet the increasing demand for shipping space for inter-Island freight loaded

in railway wagons, a third New Zealand Railways Cook Strait rail ferry was ordered

from Scotland in 1969 and a fourth vessel from France in May 1971. The third
vessel is due to be completed early in 1972 and the fourth in 1974. Both ferries
are designed for rail and road freight traffic only, with limited passenger accom-

modation for road truck drivers.
To handle container traffic, which continues to increase in volume, new flat-top

container wagons have been built and hundreds more are on order. Some re-

strictive tunnels, also, have been enlarged to allow the passage of the larger con-

tainers. In October 1970 a contract was let to the British firm of Stothert and Pitt

Ltd. for a 32i-ton capacity travelling crane for the rail transfer facility at the con-

tainer wharf at present under construction at Wellington.

A contract was let in August 1970 to the General Electric Co Ltd, USA, for the

supply of fifteen 2 750 hp Co-Co diesel-electric locomotives. Intended primarily

for passenger and freight service on the North Island main trunk railway, and due

for delivery late in 1971, they will be the most powerful locomotives ever to run

in New Zealand.

Following upon the success of the upgraded, hostess-served Auckland-Wellington
"Blue Streak" express railcar service introduced in 1968, a new upgraded diesel-
hauled express passenger train service was inaugurated between Christchurch
and Invercargill in December 1970. Named the "Southerner", the new one-class

daylight express trains feature a buffet car and hostess service and replace the

former steam-hauled "South Island Limited" service.
For North Island service, three 96-seat twin-coach railcars of the most modern

design are under construction in Japan to replace the present "Blue Streak"
railcars on the express railcar service between Auckland and Wellington. The

new cars, being supplied by the Nissho-lwai Co. of Japan, who represent a con-
sortium of Kawasaki Heavy Industries Ltd, and Tokyo Shibaura Electric Co. Ltd..

are expected to enter service early in 1972.
Also under construction in Japan are 31 stainless-steel vehicles for the new

"Silver Star" sleeping-car express trains to run between Auckland and Wellington.

A tender for the new trains was let in July 1969 to Mitsubishi Shoji Kaisha on

behalf of the Japan Rolling Stock Manufacturing Co. Ltd (Nippon Sharyo) and

Hitachi Ltd. The vehicles will comprise 24 sleeping cars, 3 buffet cars, and 4
power/luggage vans. Due to enter revenue service in September 1971, the "Silver
Star" express will be hauled by the new 2 750 hp Co-Co locomotives.

FINANCIAL RESULTS (965/66

Railway Revenue (OOO's)
Railway Expenses (OOO's)
Operating ratio

NEW ZEALAND— N.Z.G.R.

546 NEW ZEALAND— N.Z.G.R.

DIESEL LOCOMOTIVES

N.Z.G.R.— NEW ZEALAND 547

ELECTRIC LOCOMOTIVES

548

RAPID TRANSIT UNDERGROUND AND SURFACE RAILWAYS

The Editor's description of railways (in previous editions) as a "Growth Industry" Underground network, and vice versa, and secondly by making the fullest use of
is swiftly being borne out with regard to urban railways. If existing plans and both types of railway system. Tokyo and Osaka are notable examples.
intentions come to fruition, and new Metro's or the like are adopted by a dozen
or more cities, in addition to U Bahn, Subway or Metro lines to be grafted on to The highlight in rapid transit will of course be the initial opening this year (1971)
existing systems in 20 more cities, then such growth will justify the term 'phenom- of the 75-mile Bay Area system serving San Francisco and district. In the early
years of this project there were dissentients against the immensity of the job and
enal'. its capital cost, but today in America there is growing awareness of the need for

This Annual has recorded and commented on a continuous increase in rapid rapid transit railway facilities, and that part of the construction costs should be
transit and Underground route mileage ever since the feature first appeared in met by general and community taxation. The Bay Area Rapid Transit Authority
plan for a possible extension of its 75-mile system right round the huge San Francisco
1954. Previously, in the decade following the Second World War the position Bay, and northward and eastward into the mainland, adding as much as 201 miles
(321 km) of route to the system. For Washington, D.C., a Metro system under
was quite different. Those countries that felt the main impact of war were pre- construction is scheduled to become another 'Rapid Transit Spectacular', with
occupied first in rebuilding their shattered cities and towns, and next in reviving
their internal economics, which meant in some instances the virtual renewal of 97 miles (.56 km) of route operational by 1974.
sections of trunk railway systems, including rolling stock and equipment.
Automation
Motives and Trends
The war merely interrupted an inevitable process of city expansion, together Automatic Train Control (ATC) and Automatic Train Operation (ATO) equip-

with a large increase in motor traffic and consequent congestion. Metropolitan ment is increasingly being introduced on existing rapid transit systems, and adopted
and Underground railways are built primarily to facilitate movement into, within
and out of cities, in some cases to form part of regional transportation complexes from the outset on new systems. (ATC can briefly be described as looking after
operating under one authority. ATOthe safety angle, and
as driving the trains). For extensive rapid transit
Big cuies attract to themselves large day-time populations, in some instances
three times that of their night-time populations. They will generate considerable systems such as London's, local control centres, subject to overall control from a
traffic between expanding suburbs and/or satellite communities and city centres.
Many authorities with overtaxed public transportation have concluded that private central point, supervise train operation. In San Francisco, however, the new
transportation, even if generously provided with land-consuming motorways,
is not the answer to greater mobility at city approaches or at the centre (more rapid transit railway system, simple in lay-out as compared with the intricate
likely the reverse), although private transportation is accepted as a complementary
London, New York and similar networks, lends itself to central computerised
form of transport.
control and is to be so operated, with built-in safeguards, under a preset train
Authorities are turning more to the conventional twin-track railway that,
with electricity as motive power, threads the suburbs above-ground or in cutting, schedule. The planned Washington D.C. Metro is to be similarly equipped,
and conveniently descends into tunnel beneath densely built-up areas. One
fact beyond dispute is that the carrying capacity of such a railway is equal to that heralding perhaps a new era in 'robot' control of rapid transit railways.
of several lanes of motor highway. Tunnel excavation plays a major part in such
railway construction. The use of new tunnel-boring machinery has greatly ex- It is technically possible, in fact, to run a straightforward rapid transit line absolute
pedited this work, and experiments are now proceeding with new methods of
excavation (or rather consolidation) through unstable, water-bearing ground, ly automatically. In very basic form the Post Office London Railway has been doing

where it is often necessary to use (and work in) compressed air. A method of soil so for 43 years, from 1928: but it carries only sacks of mail. Driverless trains

penetration by Bentonite slurry, a clayey liquid, with possibly cement added as a shuttle back and forth over its seven mile length, serving all intermediate and
strengthener, may provide a stabilising effect sufficient to dispense with compressed
air. Success in this could considerably ease difficulties in tunnel construction and terminal stations. At full traction current the trains run through tunnels, protect-

would attract world-wide attention. ed from collision with each other by a system of track circuiting that renders the

Expansion track immediately to their rear 'dead' to a safe distance. At station approaches,
The actual world increase in route length of rapid transit railways over the last
all trains run on to braking sections of deenergised track with a I in 20 up-gradient
ten years shows that some I 015 miles (/ 633 km) were operative in I960 and some
I 711 miles (2 755 km) in 1970, an increase of about 700 miles, or 69 per cent. approach, where spring-loaded brakes, held off on "live" sections by solenoids,
(This takes no account of rapid transit train services that run over other railway
tracks, as in London and Tokyo, for example). Total world expenditure on rapid clamp on to the driving wheels. From the braking sections the trains are brought
transit railway construction (in its varied forms) over the last ten years is impressive.
into station berths at a reduced voltage.
—Probably at least £4 000 million has been spent on construction alone not including
ATOIn contrast, passenger-carrying systems operating under full carry a driver
rolling stock.
who, amongst his other duties, takes complete and ultimate control of the train in
Present-day activity in the rapid transit field shows that most cities or city
'Regions' with existing Metro, Underground or Subway systems are either extending emergency. This form of complete safegurad employing the human factor is
operational lines or building new; a number of cities have detailed plans drawn
up in readiness for an early start on construction, and a number are considering unlikely to be superceded in the foreseeable future. (A driverless transit system
adopting rapid transit to augment existing public transportation. Additionally,
several European cities are engaged in diverting their tram (street-car) services to assist passenger movement within Seattle Airport is reported under construction.
into tunnels in central areas, and of these the majority are so constructing their
tunnels and below-ground stations as to be able at a later date, when and if the ATOIt employs exclusively to prevent collisions between the cars. The system,
need arises, to adapt them to accommodate conventional Underground rolling
however, consists only of two separate looped tracks in tunnel with no through
stock.
running between them. Cars are transferred to the loops by a transfer table
In several instances, city regions served by urban-suburban railways as well as
conventional Underground railways, have either adapted their systems to permit operating from a linking single track. The system operates at 600 V dc with

interworking over each other's lines, or are actively engaged in doing so. This rubber-tyred cars).
is not a new idea, but it carries new advantages, first in enabling passengers to
continue their journeys directly into city centres, or by easy interchange to the Airport Lines
Lastly there are new city-airport links that come within the classification of

rapid transit railways. In Cleveland, Ohio, an extension of the city system serves
commuter districts on its way to the airport. To date it is operating to satisfaction
in so far as an encouraging number of air passengers make use of it. In London
the new Heathrow Airport line is being built. This too will serve commuter
districts and link the whole to the London system. This type of railway, likely
to be followed by others in America and elsewhere, will supply a much needed

mass transit link. If they function simply as airport-city centre links, they lend
themselves from the outset to fully automatic operation.

Ideally, to match the considerable achievement in rapid transit technology there
should be corresponding achievement in its operational economy. The problem
facing governments is to satisfy both the consumer (in this case, principally the

commuter) and the producer. On the one hand, urban public transport is generally
expected to pay its own way, even if it does not make an actual profit, and on the

other there is the risk in so doing that disproportionate fare increases could drive
the commuter back to his auto or motor car, which is the opposite to advancement.
Until some better solution presents itself the course in certain instances may in
part be to continue or even increase government subsidies.

INDEX

CITIES WITH RAPID TRANSIT RAILWAY

in operation, under construction, or planned

Europe

Authority: VIENNA AUSTRIA/BELGIUM 549

Wiener Stadtwerke-Verkehrsbetriebe. VIENNA Susse

Director: OBERE WIENTAL

Dr. Dipl.-Kfm., Ing. Mauric Carl LINE

Vice Directors {Technical): Stadtbahn ©__o o
c
Dipl. Ing. Pins Friedrich i

Dr. techn. Dipl. -Ing. Korber Erich Proposed U Bahn network: °*
Favoritenstrasse 9, 1041 Wien.
Stadtbahn route length: 16 65 miles (26-9 km) (includ- Stadtbahn train emerging from tunnel to pass over the Vienna River
ing 39 miles (63 km) in tunnels).
Vienna is also served by a surface rapid transit south-west to Liesing, a total route length of
Number of lines: 4 lines (DG, GD. WD, G). which are
railway, the Austrian Federal Railway's "Schnell- about 20 miles (32 km). A common fare tariff
physically connected to form a single operating bahn". This line has recently been extended
applies to Vienna's Stadtbahn and Schnellbahn
system; all double track. and now runs from Strebersdorf and Sussenbrunn,
system.
Number of stations served: 25.

Average station spacing: 0-6 miles (/ km.).
Stadtbahn passengers per annum: (1970): 72 500 000.
Total passengers per annum carried on Vienna trams,

buses and Stadtbahn (1970): 419 900 000.
History: The Stadtbahn system was opened, with

steam traction, in June 1898. Electric traction
was introduced between June, and October 1925.

Number of cars per train: 3-9 cars.

Estimated capacity per car: driving car, 20 seated, 52
standing; trailing car, 20 seated, 62 standing.

Track gauge: 4 ft. 8| in. (1-435 m.).
Weight and type of rails: 35-8 and 59-7 fcg./m.; flat-

bottomed.

Maximum gradient: I in 35.
Minimum radius of curves: 426£ ft. (130 m.), on

running lines.

Type of tunnel: Tunnels are double track. On some

sections they are 33 ft. (10 m.) wide, with vertical

walls and an elliptical roof with a maximum
height of I9| ft. (5-93 m.). On other stretches

of line, they have a circular cross-section with a

diameter of 29 ft. 6 in. (9 m.).
Method and voltage of current supply: overhead;

750 volts D.C. Power is supplied by the Vienna
Electricity Works partly at 5,000 volts a.c. and
partly at 10,000 volts a.c. and is transformed to

—750 volts d.c. at seven substations: Hutteldorf;

Unter St. Veit; Sechshaus; Thury; Kaunitz;
Hauptzollamt; and Heiligenstadt.
Rolling stock: Cars are two-axled. Simmering-Graz-
Pauker have in recent years delivered 130 motor
cars and 200 trailer cars with a length over buffers
of 39 ft. I in. (11-9 m), width 7 ft. 4 in. (2-24 m)
and height 10 ft. 6 in. (3-2 m). Motor cars weigh
17-25 tonnes, trailer cars 10-25 tonnes. Each car
has two sets of doors on each side. Motorcars
are equipped with single pantographs. All cars

fitted with automatic central buffer-couplers.
Signalling: Automatic block, with A.C. track circuits

and two-aspect colour-light signals.

Station layout: Mostly side-platforms.
General: Vienna's tramway system is the most

extensive and the largest of Vienna's carriers,

with 307-3 km (54%) of the city's total 563 kms,
of bus, tram and Stadtbahn route, and 69% of the
passenger total. As part of the declared policy

to separate public transport from other traffic,
some central tram routes are being diverted
underground. In 1966 a semi-circular tunnel line

was put into operation near the Ring (city centre)
and in January 1969, additional tunnels for 4
tram routes, comprising 2 tunnel branches with
6 underground halts, became operational. Desig-

nated Phase Two in the tram-tunnel project, this

section is situated on the South Belt, near the
Sudbahnhof. The tram tunnels are suitable for,

and may form part of a 3-line U Bahn network.
Ul, U2. U3 for Vienna. In November, 1969,
work commenced on Line I of this network.

Line I will begin at Praterstern near the North
Schnellbahn station and run for about 6 miles
southward, under the city centre and via Favorit-
enstrasse to Reumannplatz. just beyond the
Gurtel (outer Ring road). Tunnel construction
will be by the cut and cover method except for a

short length of shield-driven tunnel necessary
between Praterstern and Taubstummengasse.
Conventional underground trains will carry

approximately 382 passengers per two-car unit.
Line I is expected to be partly operational by
1977, and completed by 1980. It is proposed that
Line 2 will incorporate the tram tunnels mention-

ed earlier, and Line 4 part of the existing Stadt-

bahn.
Another separate, but later, project is the

proposed spur for the existing Stadtbahn, to link
Vienna's growing north-eastern suburbs by rail
with the city centre. This link would take the
form of a tunnel beneath the river Danube,

joining the present Stadtbahn at Nussdorfer-

strasse.

Societe Nationale des Chemins de Fer Beiges BRUSSELS BELGIUM

(S.N.C.B.) normal cross-section of the tunnel consists of three for a conventional 'Metro' system; and to this end,
pairs of tracks, separated by two rows of stanchions tramway tunnels and stations are being constructed,
21 rue de Louvain, Brussels. of steel or reinforced concrete. in design and proportion, for adaptation to accom-

There is an important section of underground All internal Belgian trains (and some international modate conventional Metro trains. The new system,
railway, known as the Brussels Junction Railway, in named "Pre-Metro", will eventually extend over about
the Belgian capital. This line, which was brought trains terminating at Brussels) stop at Central Station. 40 km of route; but conventional Metro trains will
into use progressively from 1952 onwards, after Only suburban trains call at Congres and Chapetle
decades of intermittent work, constitutes a six- stations. International trains through Brussels not be introduced until the tunnel system is sufficient-
track cross-town connection between the Midi and ly extensive to justify their use.
Nord main-line stations, both of which had been stop only at Nord and Midi Stations. A direct train
major dead-end termini. The need for this direct The first section of tunnel, 2$ miles (3 5 km.) long.
connection arose from the lack of suitable links service links the Air Terminus { Brussels Central) on an East-West axis, became operative in 1969.
between the North Belgian and South Belgian railway and the National Airport (running time, 16 mini.). with six stations, situated as shown on the plan.
networks, but in addition to providing a route Trams in single units at first will operate through the
through the city for main-line trains, the Brussels Brussels Pre-Metro tunnels; but a system of automatic signalling and brak-
Junction Railway is also extensively used by urban ing will permit service frequencies of 45 seconds.
and suburban services (including electric services). Public urban transportation in Brussels includes The cars will provide from 105 to 160 scats. Running
The length of the actual tunnel section is roundly buses, trolley-buses and trams. Over the J96 kms of tunnels arc rectangular (apart from a shore section
l± miles (2 km.); there is one major station (Central bus routes and the 146 kms of tram routes, some of circular tunnel) internally 24 ft. (7-40 m.) wide
Station), and two minor stations (Cong res and 175 million passengers were carried during 1970. But and 13 ft. (4 m.) high from rail level. Station
Chapel le) on it. The tunnel is of cut-and-cover platforms are 13 ft. (4 m.) wide and 31 I ft. (95 m.)
construction, and because of its exceptional width in common with other comparable European cities. long, sufficient to accommodate conventional Metro
(112 ft. or 34 m.), considerable surface disrurbance
was caused while the works were in progress. The Brussels tram services suffer increasingly from delays trains of six cars.
wherever they operate in traffic-congested streets.
To obviate surh delays it was deemed necessary to A second section of tunnel line 2 km long, between
segregate trams from other traffic in affected areas, Place Madou and Porte Louise, came into service in

and a project now being implemented will accomplish December. 1970. This section, with four stations,
this by providing trams with their own underground will form part of an eventual Petite Ccmture system.

rights of way, in the central area. Looking ahead, Continued next page
Brussels traffic authorities envisage an ultimate need

550 BELGIUM/CZECHOSLOVAKIA

BRUSSELS— Cont.

BRUSSELS

Antwerp National
Holland Airport

Dendermonde

Namur

Luxemburg

Ostend

Mons Charleroi PRE.

Paris METRO.

CZECHOSLOVAKIA PRAGUE

Construction work proceeded during 1970 and to be operational by January, 1974. The design of
1971 on the first stage of the Metro system for
Prague. The old historical centre has attracted Line A is prepared and work is expected to start on

motor traffic in excess of the capacity of its thorough- this, the second line, at the end of 1971.
fares. To alleviate traffic congestion there, a project
for re-routing trams through a three-line system of
sub-surface tunnels, totalling 8-9 miles (14-3 km,), was
embarked upon and excavation work put in hand.

Following a re-appraisal of the city's overall traffic
requirements, however, the original scheme was
entirely re-cast. It was decided that Prague's future
transport needs warranted a system of underground
railways, for reasons which included the relief of traffic

congestion and to link new housing projects at North
and South Towns with the centre. For the latter, a
transverse underground line is being built which will

also alleviate surface traffic congestion at the centre.

The ultimate underground network will consist of
three transverse lines A, B and C and branches, laid

with 4 ft. 8± in. (I 435 m.) gauge track, which will
form a triangle of lines at the centre. The first
(Study I) stage until 1980 comprises a network of
three surface and underground lines of which 3 1-4 km.
will be in tunnel. The ultimate network will include

92 7 km. in tunnel and there will be 104 stations.

The work actually in progress is that on the first 4 2

miles (6-8 km) of Line C, which is all in tunnel except

for the Botic River and valley crossing by the 480 m.

Nusel Bridge. 2-9 km. of this section is being built in

rectangular tunnel by the cut and cover method, which

employs the 'Milan' method of wall construction.

The remaining 3 4 km. will be in circular tunnel 18 ft.

8 in. (5*/0 m.) internal diameter, lined with concrete

segments except where iron lining is assumed neces-

sary in water-bearing or disturbed soil. Excavation

Cis by Soviet-built shield. Stations on Line will

include the island type and side-platform type. There

will be eight underground stations and one built in

the abutment of the Nusel Bridge. Trains built in

CKDthe Prague factory will consist of two-car units

with maximum passenger capacity of 420 persons Prague's public transport includes trams, buses
and trolley-buses, operating over routes which total
per unit. Service frequency will be 40 trains per hour 131, 324 and 13 km. respectively.

maximum. The first section of Line C is expected

DENMARK/FINLAND/FRANCE 551

COPENHAGEN K0BENHAVN OG 0ME6N

Hiller0d

The electrified suburban lines of the Danish State The trains consist of 8 coaches during the rush- J0rrebro
Railways in the Copenhagen area include an under- hours and outside these hours of 2, 4 or 6 coaches
ground section which is I mile (/-6 km.) long, four- P^erredenks-
tracked, and of "cut and cover" construction. The according to necessity. A new signalling system for
tunnel lies in a north-south direction between MVar\\0seXj-^O berq
Vesterport and Osterport stations on the line north- the electrified lines, among other things including P orf
wards from Copenhagen Central to Klampenborg and
tele-control and automatic train-stop, is being planned. ^Nerrre-
Holte. Two of the tracks through the tunnel are
When the necessary finance becomes available a port
used by diesel trains to Helsingor (Elsenore); the
new undergroung railway, about 2£ miles (4 km.) long,
other two tracks are used by the electric suburban will be built through the central part of the city as a
trains, current for which is supplied at 1,500 Volts dc complement to the electrified, partly underground,
by overhead conductors. railway section between Central Station and Oster-

When the electrification started in 1933-1936 the port Station.

rolling stock was delivered by Frichs Ltd. and the The new underground railway, about 2£ miles (4
coach manufacturer Scandia Ltd. The bodies of the km.) long, will be connected with the outer parts of
coaches were of steel, and the doors were opened the commuter network and therefore it will be built
manually and shut automatically. The electric at the same gauge as on the neighbouring lines. The
equipment was delivered by the English Electric
collection of current in the tunnel will take place
Company. On the whole the rolling stock of the in the same way as on the other lines, i.e. by overhead
same type was used up to 1967, when a new modern conductors ( 1 ,500 volts dc). For the time being

rolling stock from the same suppliers was put into studies are taken place regarding the construction of
further underground lines, in the first place with the
service. view of establishing a rail connection for the great
population areas on the island of Amager, and to the
In these new coaches the doors are opened auto- airport of Copenhagen.
matically by using the door handles and shut auto-
At the same time an improvement is to be made to
matically. the outer lines of the network by building new lines,
partly from the Central station of Copenhagen to
A great number of new coaches have been delivered Vallensbaek, partly from Jaegersborg to Naerum and
further by the rebuilding of the existing line from
and are on order, partly to replace scrapped old Noerrebro to Farum, including the establishment of
rolling stock, partly to be used on new electrified lines. a rail connection from Svanemoellen to Noerrebro.

FINLAND

HELSINKI

One of the latest capital cities to decide on a com-

prehensive plan for public transport services is Hel-
sinki, with an urban population of more than j
million, and approximately 200,000 in the Greater
Helsinki, or Metropolitan area. The construction of
a Metro system to implement the present tram, bus
and State railway services is part of the plan. Populat-
ed districts comprising Greater Helsinki are, similarly
to Stockholm, spread over an area intersected by
waterways. At present these districts are linked
mainly by highways, but a rapid transit network will
additionally provide mass rail transportation facilities
and replace the bus and tram lines on congested routes.

The plan takes account of predicted population
growth, to a total of Im. by the year 2000. At
present, $ of all passenger traffic into and out of
Helsinki is carried by public transport, and £ by
private cars. Latest trends indicate that unless a new
form of mass transit is introduced, increasing private
car traffic would necessitate huge expenditure on
highway construction. In turn, this would change

the character of the city.

In the light of all circumstances, construction of a
first Metro line to link Helsinki with its eastern

suburbs was, in May 1969. approved by the City
Council Also approved in principle was construction
of an ventual Metro network totalling 38 km.
Estimated cost of the first 11-2 km. line, including

rolling stock and services, was Fmk 300 m (£30m),

but costs have risen and the revised estimate in 1971

was Fmk 370 m. Of this line, 38 km will have to be

tunnelled through rock. There will be 5 tunnel
stations and 6 surface stations. Details of the project
include the following:

Track gauge: 1,542 m.

Rolling Stock: Permanently-coupled twin-car units,
overall car length 21 m. and width 3 m., will

,

552 FRANCE /GERMANY

PARIS— Cont.

the Paris Transport Authority. Like most other traction, lighting and signalling is received at
extensive urban systems the present Metro is a
product of formerly separate transport under- 63.000 V a.c. then stepped down to 15.000 V
takings. In 1942 it was joined with the Paris bus
organisation, and in 1949 the present Authority. through four main transformers which each will
the Regie Autonome des Transports Pansiens
supply and control 25 of the rectifier stations.
(a public corporation) came into being.
Passengers per annum: (1970): Urban system, Those distant from the centre of Paris are fed

I 128 258 000. Sceaux line. 54 936 000; Bo.ssy- directly from I Electricitc de France at 20.000 V

Samt-Leger line, 33 966 000; Etoile-La Defense. a.c. Power distribution for conventional trains

is via third rail, and on lines with pneumatic-tyred

stock through insulated lateral guide bars and

Irterally-operating shoes, returning through the

9 399 000. running rails. For the Regional Express system

Total passengers per annum carried by Paris Trans- the method of current supply is the same as for
the Urban system, but motive power is supplied
port Authority (including road services as well at 1,500 V d.c. through 19 automatic rectifier
as Metro and Regional Express System) (1970);
stations, and distributed through overhead line
I 760 677 000
Car-kilometres per annum (1970): Urban System, and pentograph. for Line No. 3 Paris Metro

170 577 000; Sceaux line, 10 859 000; Boissy- Rolling stock (31 Dec. 1970): Number of cars owned:
Saint-Leger line. 7 831000; Etoile-La Defense.
Urban system, 1.752 motor cars (including 430

I 5I0OO0 pneumatic-tyred cars and 210 new conventional Workshops: Overhaul and Maintenance
Number of trains operated on each line at peak hours:
cars on Line No. 3); I 365 trailers (including 197 repair depots Shops
9 (line No. 7 bis) to 62 (line No. 9). pneumatic-tyred cars and 2 new conventional
Urban (Metro) system: 5 II
Number of cars per train: Metro; 4, 5 or 6; Reg. Ex-
cars on line No. 3, 40 three-car articulated sets. Sceaux Line: I 2

press 3 to 9. Sceaux line has 148 cars of older type. Three-car Regional Express
Estimated capacity per car: Roundly 150 per car
train sets ordered for the East-West transverse System: I 2
although this is considerably exceeded in peaks. Sceaux line: This line, which was managed jointly by
Reg. Express; 858 passengers, including 200 line are now operated on the Sceaux line, the
R.A.T.P. and S.N.C.F. until I Aug. 1964. is now
seated, and additionally 96 seated (tip-up) in Boissy-Saint-Leger line and the Etoile-Defense

shuttle service. By the end of 1970 the number of controlled entirely by R.A.T.P. Unlike the urban

off peak hours. cars of this new stock was 220 (148 motor-cars R.A.T.P. system, it has overhead electrification at

Average scheduled speed (including stops): and 72 trailers). 1,500 volts d.c.

Metro, 20 to 26 km/h. The new motored cars on No. 3 Line are 49 ft. General: The Paris Metro system carries much

Sceaux (all stations), 30 km}h. 8± in. (ISI45 m.) long with driving cab and short-distance traffic, and although the number
(semi-direct), 42 2 km/h.
47 ft. 2j in. (14-390 m.) long without driving of passengers carried exceeds that on the London
Boissy-Saint Leger, (a" stations), 45 2 km/h.
(semi-direct). 56 3 kmjh. cab. The overall length of a Regional Express Transport rail system, the average distance
travelled is much less. Of the 16 urban lines,
train 3-car unit is 239 ft. 2 in. (72-900 m.).

Etoile-La Defense. 69 km/h. Signalling: Generally automatic block, with A.C. I I are wholly underground, the remaining 5
having short sections on the surface or on viaduct.
8HTrick gauge: 4 ft. in- (144 m.). track circuits, and three-aspect colour-light

Weight and type of rails: 105 lb. per yd. (52 kg./m.). Nosignals. train stops are used. Sceaux line: Unlike the French main-line railways, the Metro

flat-bottomed in 18 m. lengths. Sceaux line 93 4-aspect colour-light signals with instantaneous has right-hand running throughout its urban

and I I I lb. (46 and 55 kg.) in 16 5 or 18 m. lengths; repetition of overrun signal inside drivers cab. system.

Regional Express. Boissy-Saint-Leger and Etoile- Boissy-Saint-Leger and Etoile-La Defense shuttle: A new regional express line between St.

La Defense: flat-bottomed, 60 kg./m., 144 m. French National Railways signalling; signals Germain-en-Laye and Boissy-St. Leger is being

lengths welded in situ on underground sections; repeated in cab on console showing aspect which built. It is an east-west transverse line which,

surface sections in 36 m. lengths are fish-plated. train passes and of signal approaching. in Paris, doubles the No. I line for part of its
route. It will have a small number of stopping
Minimum radius of curves: Urban system 75 m and Station layout: Most stations have separate side

exceptionally 40 m. Sceaux Line 220 m, Boissy- platforms, either 246 or 344 ft. (75 or 105 m.) points corresponding with important stations
St. Leger Line 397 m, Etoile-La Defense 500 m. of the Metro network.
long, and 13 ft. 6 in. (41 m.) wide, in a single
Maximum gradient: Urban system t in 25 (4 0%);
elliptical station tunnel. Platforms on lines This 28i mile (46 km) addition to the R.A.T.P.
system will include, as stretches of the new line,
Sceaux line I in 50 (2 0%). Boissy-Saint-Leger Nos. I and 4 are 295 ft. (90 m.) long. Booking

line. I in 33 (3 0%). halls are usually sub-surface, with stairways to the most important parts of the existing St.
Germain electrified line, and the Vincennes line
Type of tunnel: Double-track tunnel of elliptical platforms. There are some deeper station lifts, which was electrified (Boissy-St. Leger). 12-5
section, 23 ft. 3* in. (7/0 m.) wide and 17 ft.
(20) and of the 217 escalators installed (Metro
I in (5-20 m) high. On Regional Express system,
mtunnels are either rectangular (8-70 x 6-30 m) and Reg. Express systems) 206 are automatically miles will be underground. The eastern branch
mor circular (8-70 internal diameter). Various
self-starting. Two moving platforms have been (Boissy-St. Leger) was opened December. 1969.
construction methods used include cut and cover
installed at Chatelet Station and three at Mont- A section of the western branch (Charles de

parnasse-Bienvenue Station. Ingoing and out- Gaulle-Etoile-La Defense) was opened in February,
1970. The stretch Etoile-Auber is due to open
on suburban sections especially, and shield going traffic is rigidly segregated between by late 1971 and the whole western branch
coupled to boring machine. Tunnel linings are
booking hall and platforms. Automatic gates at

generally of concrete and masonry. platform entrances hold back passengers while a (Auber-St. Germain-en-Laye) by early 1973. The
Method and voltage of current supply: Motive power is
train is at the platform, except on Regional government has decided on the financing of the
supplied to the Metro at 750 V dc through 98
Express system. Platforms on this system central Paris part, between Auber and Nation,

automatic rectifier stations. (To be increased (Boissy-Saint-Leger and Etoile-La Defense) are and of a branch which will serve the Marne
to 100 in near future). Initially the power for
738 ft (225 m) long. valley from the Vincennes station.

GERMANY grade its tram system to U Bahn standards: Niirnberg, adaptable for conventional underground trains), and

In the Introduction, several cities in the German building a tunnel-viaduct line intended eventually for urban and interurban street tramways. (In this
Federal Republic were referred to as either planning
U Bahn stock, is initially using part of the tunnels for connection the German-designated U Bahn sometimes
or contemplating rapid transit systems. In addition refers to systems described here as Pre-Metro). An
to those quoted individually, others mentioned here tram services. S Bahn (Town Railway) is also planned. The aim is to
have been reported as follows: Dusseldorf (now part For the populous Ruhr area, comprising several
of the Ruhr public transport system) plans a conven- co-ordinate the various services to provide the Ruhr
individual towns such as Dortmund, Essen, Mulheim. area towns and communities with more and improved
tional U Bahn system, but intends to use the tunnels Bochum, etc, an integrated Public Transportation
initially for tram services: Hannover intends to up- System will include "Pre-Metro" (tram-tunnel systems public transport.

Authority: Berliner Verkehrs-Betriebe (BVG), (WEST BERLIN) Maximum line density: 36,000 passengers per hour
Berlin (West) Eigenbetrieb von Berlin,
4-9 miles (7-9 km). Line 8, Gesundbrunnen- (Line 6).
Potsdamer Strasse 188. I Berlin 30. Osloer Strasse, 0-9 miles (1-4 km). Line 9.
Board of Management: Walther Schreiber Platz-Rathaus Steglitz. 0-7 Average scheduled speed (including stops): "Large
miles (// km). Leopoldplacz-Oslaer Strasse 1-0
Dr. Ing. Heinz Goltz miles (16 km). profile" lines 20 8 mph (33 5 km h).
Passengers per annum (1969): 217 500 000.
Dipl. Betriebswirt Dr. Alfred Silber Average scheduled speed (including stops) on "Small
(1970): 232916000.
Joachim Piefke Passengers carried per annum on the whole of the profile" lines: 7-4 m.p.h. (280 km./hr.).

Route length: 51-5 miles (82-9 km), including 43 9 B.V.G. system (Tram, trolley-bus. U Bahn) 1
miles (70 6 km) in tunnel.
(1970): 797 300 000. Track gauge: 4 ft. 8± in. (1-435 m.).
Number of lines: 8, all double track. Weight and type of rails: 82 8 lb. per yd. (4/ kg.jm.),
Number of stations served: 95, including IS inter- Maximum number of cars per train:
flat-bottomed, laid in /8-metre lengths.
change stations. "Large profile" lines 6; "small profile" 8.
Maximum gradient: I in 25 (4° w ).
Average station spacing: 48 miles (0 77 km.). Minimum radius of curves: 258 ft. (74 m.) on running
History: Before the political division of Berlin in 1961
lines; 164 ft. (50 m.) on sidings.
its U Bahn system, one of the oldest on the
B<I
Continent, served the whole city. Today there
are two systems (that part in the German Demo- r-\ '

cratic Republic is referred to below) operating

under their own organisations. The B.V.G.

Authority operates tram and trolley-bus services

in the western sector of Berlin in addition to its

U Bahn.
The first section of the present systems was

opened in 1902. an 112 km. stretch of line (now
Line I), of which most was on viaduct and only
2 3 km. in tunnel, from Warschauer Brucke
westward through central Berlin. There has
been progressive building of new lines and exten-
sions to existing lines in Berlin's western sector

since World War II, the last extensions being on

January 29. 1971, Line 7, Miickern brucke to
Fehrbelliner Platz and Line 9, Spichernstrasse to

Walther-Schreiber-Platz.

The following U Bahn sections are in course of con-
struction: Line 7, Zwickaver Damm-Rudow, 07
miles (II km). Fehrbelliner Platz-Rohrdamm,

Krumme lanke

BERLIN

U Bahn line No 7, Zwickauer Da Station Zwickaver Damm <

Rua;.-."°
Continued next page

—

BERLIN WEST—Cont. Details: Cars on the large-profile lines are 50 ft. GERMANY 553

Type of tunnel: There are two sizes of tunnel 10 in. (15 5 m.) long and 8 ft. 8 in. (2 65 m.) wide, of ticket hall layouts, many being sub-surface,
"large profile." on the former North-South with stairwells from the street. Interchange
Company lines (now Lines 6, 7, 8, 9 and E), and with 3 double-leaf doors on each side, and are passages are provided at stations where lines
"small profile ' on the former Elevated and intersect, and where connection is made with
Underground Company lines (now lines I, 2, 3, 4 made up in 2-car units. The latest (1960-66) the electric suburban system of the main line
and 5). All are double-track rectangular tunnels, railways (the "Stadtbahn").
with and without centre supports; the large msmall profile cars are 12 5 long (body) and Workshops: There are train depots and workshops
profile tunnels are 22 ft. 8 in. (6-9 m.) wide and at Grunewald and Seestrasse. They have major
11 fc. 10 in. (36 m.) high from rail level, while 230 m. wide .with Scharfenberg coupling. They overhaul facilities (West Berlin only).
the small profile tunnels are 20 ft. 6 in. (6-24 m.)
wide and II ft. 2 in. (34 m.) high. Construction are made up in 2-car units. General: In addition to the underground system of
was mostly by cut-and-cover method, the tunnels the Berlin Transport Authority, the main-line
being generally just below surface level. Tunnel Signalling: Automatic block, with colour-light railways have an electrified urban and suburban
signals and train stops. system in and around Berlin, which includes an
linings are of concrete.
Station layouts: Stations on the older sections of line underground section 36 miles (5-8 km.) long,
Method and voltage of current supply: Third rail; were built with platforms 262 ft. 6 in. (80 m.)
780 volts D.C. Bottom contact current collect- long. Later stations had platforms 360 ft. 10 in. running in a north-south direction through
ion on large profile lines. the centre of the city and providing connection
and 393 ft. 8 in. (HO and 120 m.) long. between the main line long-distance termini.
Rolling stock: Number of cars owned: 7 12 motor
With the exception of stations on the oldest sections A basic fare system operates on the Berlin
cars, 68 trailer cars (in three western sectors of of the small profile lines, which have separate U Bahn.
Berlin only).
side-platforms, the standard station layout is of distance (but not transferable) and 10 pfennigs
Berlin, capital of the German Democratic Republic, island type. There are additional platforms at for children and medically unfit persons applies
to the public transport system. Plans under
comprises all that part of the Berlin metropolis, east some of the terminal stations. There is a variety
of a demarcation boundary running roughly north- consideration for a new network of public
south through the metropolis. Berlin, D.D.R. has a BERLIN (EAST) transportation for Berlin, D.D.R. are dependant
population (1968) of approximately 1,070,000. on available finance and take into account the
Passengers per annum carried on U Bahn: most effective means of public transportation,
Originally the Berlin U Bahn system was designed to both in the light of expected population increases
Approx. 74 millions. and the changing pattern of land use.
serve the whole of the metropolis. In August, 1961,
Passengers per annum carried on the whole Berlin, Part of the plans concerns the U Bahn systems.
certain stations on U Bahn lines which originate and D.D.R. Transportation system: Approx. 370 To provide equitable coverage of the central
terminate in western sectors of Berlin were closed. million per annum. district surrounding Alexanderplatz, a proposed
new U Bahn line would start at Franzosichestrasse
These are stations lying within Berlin, D.D.R. terri- Number of cars per train: Line A, 8; Line E, 6.
tory. An exception is the station Bahnhof Friedrich- near the western border and run north-east
strasse, which is a control point between western Passenger capacity per car: Line A, total 88, including under Rathausstrasse and Alexanderplatz to
sectors of Berlin and Berlin, D.D.R. 27 seats. Line E. total 160. Henrich-Roller-strasse, serving in all six stations
and interconnecting at Alexanderplatz with the
Authority: Berliner Verkehrs Betriebe (B.V.B.), Average speed, including stops: Line A, 13-97 m.p.h.
102, Berlin, Liebnechstrasse 48. (22-5 km./hr.). Line E, 16 21 m.p.h. (26/ km./hr.). S Bahn. In the meantime a new extension
southward of Line E (Alexanderplatz-Friedrich-
Operative route length: Line A, Pankow-Thalmann- Workshops: Car maintenance is carried out in the felde), 1-2 km long, will be put into operation in
German State Railway's repair works at
platz, small profile, 4-66 miles (7-49 km.), including Schoneweide, about 15 km. south of central 1971. It is part of a further planned extension
3-32 miles (5-32 km.) in tunnel. Line E, Alexander- Berlin. Complete overhaul is given every 5-6 to Karlshorst and Schonweide.
platz-Friedrichfeld, large profile, 4-41 miles (7095 years, after specified running mileage. Cars are
km.) all in tunnel. conveyed to the works on specially adapted COLOGNE
railway carrier wagons.
Number of lines: 2.
Number of stations served: 22. General: Berlin, D.D.R. is also served by the elevated
city electric railway (S Bahn), tram, bus and trolley
On October II, 1968, the first 1-4 km. east-west bus. The basic fare of 20 pfennigs for any
section of the new underground tramway (street-car)
COLOGNE
system for Cologne opened, between Cathedral-
Hauptbahnof and Friesenplatz. Stage 2 of workphase crossing-free of other traffic. Of the total 200 kms
I had by late 1970 added 3 km of underground tram-
route to the system, and work is proceeding on (approximate) of Cologne's tram-route, some 25%
Stage 3. There are now 4-4 km of underground route
operative, served by 7 sub-surface stations. The may additionally be replaced by bus services.
most recently operative stretches of tunnel-line are The double-track tunnel of rectangular section is

those extending north from Haupt bahnhof U Bahn internally 15 ft. 3 in. (4 65 m.) high and 23 ft. I I in.
station and south from Zueghaus U Bahn station, (7-30 m.) wide. Tunnel height above rail level
the latter tunnel dividing into two just beyond (409 m.) allows clearance for the cars' overhead
Poststrasse station. A further 2-2 km of tunnel pantograph system. There are no centre supports.
The tunnels are sufficiently large to accommodate
construction has been completed. conventional underground trains should this system
The project will accelerate travel by tramcar and be required later.

relieve congestion in the city centre. Main north- Stations, with platforms 80 m. long, accommodate
south thoroughfares in Cologne are semi-circular two trains of twin-articulated tramcars (or later one
following the course of the River Rhine. The Under- conventional underground train). They are spaced
ground network will first be built along a north-south in inner areas 550 m. apart on average, and 700 m.
axis across the city centre, with radiating spurs. apart on average in the outer areas, allowing for
These will link with inner radial thoroughfares and in average service speeds, including stops, of 24 km./hr.
three instances will project to outer radial thorough- and 30 km./hr. respectively. The passage of trams
fares. Long-term planning envisages some outer
stretches of tram-route being in part placed in tunnel, automatically actuates fixed visual signals.
or where remaining at surface level, being made
By 1974 it is expected that some 15 km of tram-

route will be operative through tunnel. The system's
construction costs, for which subsidies are available,
are at present allocated as follows: Federal Govern-

ment 40%, Federal State 50% and City of Cologne

10%.

U Bahn Street-car unit in Hauptbahnhof (central station) U - BAHN (STREET - CAR) TUNNEL SYSTEM
UNDER CONSTRUCTION
Authority: Stadtwerke Frankfurt an Main. 6 FRANKFURT ON MAIN
STATE RAILWAYS
6 Frankfurt on Main, Dominikaner platz 3. vehicle to operate both in tunnel and at street surface.
Trains of this type of vehicle comprise four twin-car forms part of the northern end of Route Al, where
Title: Frankfurt U Bahn articulated units, with greater acceleration and overall it terminates as a new satellite community, Nord-
capacity than the ordinary street cars, which themselv- weststadt. Between the two tunnels is a 2 5 mile
The U Bahn system being developed in Frankfurt on es are normally coupled to form trains of cars. The
latter will be phased out over a period of years as the (4 (cm) section of surface line, re-aligned along a
Main is part of a 5-year road-rail re-development system develops and more conventional underground- median strip of a busy thoroughfare, with track
project for the city and its environs. Segregation of type cars come into service. segregated from ordinary street traffic. Five level
the city's street-car traffic from general road traffic crossings for street traffic arc controlled by light
became necessary in certain busy thoroughfares and The first part of stage I of the project, from Nord- signals, acutatcd by the passage of street cars, and
at junctions in order to relieve street congestion, and westerstadt to the city centre, came into operation
this is being accomplished by diverting street cars on 4 October 1968. The line includes two tunnel U Bahn trams.
into sub-surface tunnels under the thoroughfares. sections on Route Al, the longest running from
Ordinary street cars are routed thus, together with a Eschersheimer Landstrasse south to the city centre. Along the tunnel section there are six stations,
newly-developed, conventional underground type of A stretch of tunnel 0-8 miles (1-3 km) long the most central. Haupt wachc. being the largest.
It occupies the whole of a large island site at an
important road junction. There are three levels
below ground, the first a sunken plaza with

Continued next page

554 GERMANY Operative
Pionnc d
FRANKFURT— Cont.

shops, and escalators leading down co the "S" Bahn
platforms. East and south-west from here will run
German Federal Railway trains, connecting Frankfurt's
Hauptbahnhof with the South Station. This line is still
under construction. At the third (lowest) level. 64 ft.
(20 m.) below ground, is the U Bahn, whose tracks

run north-south.

Stations: Tunnel stations have side platforms minimally

6-40 ft. (95 m.) long. On the segregated stretch

of surface line, halts have raised platforms and arc
approached by pedestrian tunnels from the

sidewalks.

Tunnels: Depth below street level varies between
39 ft. and 46 ft. {12-14 m.). Of box section, they
are double-tracked (track gauge I 453 m.), 23 ft.
4 in. (710 m.) wide internally and 15 ft. 9 in.
(4 80 m.) high, providing clearance for current-
collecting pantographs, with which both street-
cars and U Bahn cars are equipped.

Rolling Stock: Type U 2 articulated units, 75 ft. 5$ in.

(32 m.) long and 8 ft. 8* in. (2-65 m.) wide, are

powered by two 150 kW. motors. Doors: Four

double-leafed, automatically operated. Passenger
capacity: 230 per unit (including 64 seats).

Maximum speed: 80 km./hr. 30 articulated units

are at present operative.

The U Bahn was extended southward from Haupt-

wache to Theaterplatz in 971 1 . From 971 1 to
1973 the re-development plan includes: (I) Continued
construction of the S Bahn (Federal Railway), in a
twin-track tunnel which will be common to both S
Bahn and U Bahn trains, between Hauptwache and
Hauptbahnhof (Central station). (2) Construction of
an "U Strassenbahn" line northward from Konscabler-
wache. The ultimate U Bahn network extending
north and south of the River Main will comprise 83
miles (132 km) of tunnel and segregated surface route.

U-Bahn train in Hauptwache Station

HAMBURG

Company: Hamburger Hochbahn A.G. * Garstedt PPEN8UTTEL
Steinstrasse 20, Hamburg I, OciAcnioH
Ohlstedt
Board of Directors: ELM SHORN Ronnjngstidt
Dr. Ing. Hans Tappert (Chairman and Technical AHRENS6URG

Director) Gi"OSt*
Hoftjdort
Josef Hoffstadt (Finance) Kickut

Hans Becker (Personnel and Social) Hamburg-RahlsUdt
Route length: 54-7 miles (881 km) including 15-7 miles
FRIEDRICHSRUH
(25-3 km) in tunnel; all double-track, with the
exception of the Volksdorf-Gross Hansdorf HAM6URG-HARBURG

branch which is single track only. U -BAHN IN OPERATION -BAHN DIESEL
BAHN ELECTRIC
Number of lines: 5 (I radial line. 3 transverse and I U -bahn UNDER
CONSTRUCTION
radial and semi-circular, U3).
Track gauge: 4 ft. 8$ in. (f-435 m.). tunnel under the city centre (Schlump-Haupt-
Number of stations served: 78.
Maximum gradient: I in 20. bahnhof).
Average station spacing: 0-67 miles (108 km.). Method and voltage of current supply: Third rail,
Minimum radius of curves; 223 ft. (68 m.) (!80 m. on
History: The Hamburger Hochbahn A.G.. a public new project). 750 volts D.C.
company whose shares are held by the city and Signalling: Automatic block, with colour-light signals.
state, has since 1937 operated the city's under- Type of tunnel: Rectangular section. Construction
An automatic train guidance system now under
ground, street-car, bus and water-borne public in town was by cut and cover method. On the
experimentation will probably be introduced this
transport. Of the present U Bahn system, the Ochsenzoll line extension, apart from a short year (1971) to a passenger carrying section of line.
section of twin circular tunnel, prefabricated Station layout: Since most of the system is on the
first operative line was the circular line running "concrete box" sections of tunnel, each 6 ft. surface or on viaduct, the majority of stations
6 in. long, 24 ft. wide and 13 ft. 9 in. high, are op*»n. Stations on the Ochsenzoll extension
beneath the inner city. Work on it began supported by centre columns, were lowered into have island type platforms 410 ft. (125 m.) long,
open cut. This method speeded the work and with centre roof support columns.
in 1 906 and it was opened in stages, fully operating minimised the period during which streets along
in 1912. By 1914 two spur lines, to Hellkamp and the railway route were rendered unusable. The Rolling stock: Number of cars owned, 832.
Ochsenzoll, were opened, and between 1925-27 new transverse line is in part in shield-driven The stock comprises 100 type DTI, 368 type
the Wolddorfer Railway's two lines to Ohlstedt
DT2, and the remainder type DT3. Types DTI
and Gross Hansforf had been incorporated.
To the basic network there have been periodic Coninued next page

extensions, but the most important addition to
the system, is a new inner-city transverse under-
ground line. Due for full opening in 1971, this
will link the Central Station North with Schlump

to the west. It has involved both cut and cover
and deep-level shield-driven methods of tunnell-
ing (beneath Alster Lake). There are below-
ground interconnection facilities with Hamburg's
S Bahn (see below) at Ballindamm, Hamburg's

first U Bahn deep station built in tube construc-

tion. During 1970 this line (U22) was extended
1-8 km eastward from Schlump, with two new
stations. The Y3 line from Barmbek was also
extended south-east one station to Merkenstrasse.

The U Bahn system as a whole runs partly in

tunnel, but mainly in open cutting, at surface or
on viaduct.

Much has been done in recent years to popular-
ise Hamburg's public transport. The U Bahn
network is being extended, and under the Traffic
Planning Board, co-ordination of Hamburg's

transport agencies has resulted in integration

of the various services and a common tariff and

ticket system.

Passengers per annum: (1970): 188 900 000.
Car kms per annum (1970): 54 800 000.
Maximum number of cars per train: 8, (9 with model

DT 3).

Estimated capacity per 3-car train: 365 (including 92

seated) on Type DT 3.

Average scheduled speed (including stops): 18 9

m.p.h. (30-4 km.jhr.).

—

HAMBURG— Cont. GERMANY 555

and 2 comprise twin-coupled articulated cars i

carried on 3 bogies. The latest type DT3, built """nullum

by Linke-Hoffmann-Busch, are 3-car articulated Farmsen station on Hamburger Hochbahn

units carried on 4 bogies. Coupling is Scharfen- U-Bahn:

berg automatic. The overall length of each car n operation
V//\ Under construction
mis 13-810 and width 2-480 m. Each car has 1 Planned

two doors on each side, apertures I 250 m wide. 1

The trains are controlled by the motorman S-Bahn:

depressing pedals, one for braking and one for V/.'A Under construction
i > Being built in connection with Suburban
power, after he has set up the required braking
Federal Railways
and acceleration characteristics.

Workshops: the main car and maintenance depot is

at Barmbek. There is a large marshalling yard

and workshops at Farmsen on the U2 line.

Surface line: In addition to the system of the Hamburg

Hochbahn Company, the "U"-bahn, the city and

suburbs are served by the Hamburg Stadtbahn,

the "S"-bahn, a rapid transit railway system

operated by the German Federal Railway (DB)

carrying about 364,000 passengers daily.

The "S" Bahn is being currently extended,

the principle extension being one partly in tunnel

from Hamburg Altona to Hauptbahnhof, to

connect these two city terminals of the surface

railway system. It is a new line that takes the

form of a large "U", most of which lies to the

south of the two stations.

MUNICH Sendling

Munich, capital of Bavaria, with a population of well —Linie6<*J
over li millions and another } million in its suburbs, f~

has a traffic pattern similar to that of Berlin or Ham-
burg. It has an extensive tramway system whose
services, converging on the central area, have been

increasingly affected by congestion caused by general
traffic. In 1970 the trams were carrying an average

daily total of 524 000 passengers over their 119 km

of route.

In 1964 the City Council authorised construction
of Stage I of a fully developed underground railway
sytsem for Munich, having decided that the existing
tramway system, even if diverted into special tunnels
beneath the centre, could not adequately meet the
transport needs of a future expanded Munich. Con-

struction began in 1965 of the first north-south U

Bahn line designated Line No. 6.
It opened for passenger traffic over its initial

12 km of route, serving 13 stations, on October 16,
1971. In April, 1972, an Olympia branch with 4 km

of route serving 4 stations is also scheduled for open-

ing.

The main line extends from beyond Kieferngarten-
str, in the north, southwards for 77 miles (125 km)
to a point near Implerstr. The northern end is
on elevated structure as far as Kiefergarten station,
then on the surface to Studentenstadt station, and
from thence underground. Munchener Freiheit
is a junction station, where the branch line 402 km
long runs north-west to Olympiastadion via three
intermediate stations. The branch is primarily to
provide adequate mass transit facilities for the
Olympia Games in time for their opening in 1972.
Subsequently the branch is planned for extension to
link with a future north-south Line No. 8. At the
city centre Line No. 6 bifurcates and two stations
(both named Marienplatz), laterally about 100 m.
apart, provide interconnection with the S Bahn, a
west-east tunnel line 2j miles (4-2 km.) long, and now
under construction, for suburban trains. This latter
line, separate from the U Bahn system, will further ease

traffic congestion by providing a sub-surface link
between a western group of suburban lines at present

terminating at the German Federal Railway (D.B.)
Central Station (Hauptbahnhof) and an eastern group

at present terminating at the East Station (Ostbahn-
hof). The S Bahn is scheduled for opening on May

28, 1972.

The two branches of Line No. 6 come together
again just south of the S Bahn. There will be 19
stations on its whole length including that of the
branch. The line lies about 49 ft (15 m) below ground
except at its centre where it descends to 82 ft (25 m).
Its running tunnels are rectangular in section where

the line is at sub-surface level, and in circular tube
18 ft 6 in (5-74 m) diameter, at deep level. Trains
of a conventional underground type running on stand-

ard gauge I 435 m track are made up of two, four or

six-car sets. Each car is 59 ft (/8 m) long and 9± ft
(2-9 m) wide, with three sets of sliding doors on each
side. Capacity of a two-car train is 290 passengers.

The plan for the U Bahn envisages an eventual net-
work of radial lines totalling about 21 route miles
which is expected to be finished by 1990.

STUTTGART

STUTTGART

Stuttgart, with a population of about 650 000 is equipped with pantographs for overhead power PROPOSED V BAHN
supply, and sufficient tunnel headroom has been IN TUNN£L
engaged on projects similar to those being under-
taken in Frankfurt and in other German cities. Approx- allowed for these. The overall dimensions arc also
imately 10 6 miles (17 km) of Stuttgart's tramway
sufficient to allow for possible future adaptation for
(street-car) system will be diverted into tunnel larger-profile, conventional subway cars. The under-

beneath the central area, in order to relieve street ground tramway system has been named the U Bahn.
congestion and to accelerate services. The work The second project is the building of Stuttgart's
is being completed in sections. Section I, comprising
S Bahn, formerly known as V Bahn. A 62 km
tunnel stretches crossing beneath the busy road
section of line is proposed to run, partly in deep-level
junction at Charlottenstrasse. together with an tunnel, to connect the state railways (D.B.) Central
Station with the south-western railway system. At
underground tram station, is already (1971) complete.
The actual tram route crossing is at two levels, the two points, beneath Bahnhofsplatz (Central Station)

lower level tram tunnel forming part of a large and Fritz-Elsass-Strasse, it will also provide inter-
change with the underground tramway network.
excavation housing also a motor underpass. Work This project will eventually provide an underground
south-western extension for electrified suburban
on sections 2 and 3, scheduled for completion and
opening in late 1971, will provide the city with l| railway services from the north, and lessen the
miles (2-5 km) of tramway tunnel, along which are
6 tram stations (Haltestetlen). The double-track amount of cross-city surface traffic. Work on this

tunnels of "cut and cover" construction, are 4-7 m project is under way, involving difficult excavation
m(approx 14^ ft) high, and 7 5 (approx 23 ft) wide, under the many tracks at Central Station, and involv-

in rectangular section. The present tramcars are ing also excavation beneath a canal.

i

556 GREECE/HUNGARY

/?.. ? *\Attiki

Hipnissia ATHENS

N

Authority: Hellenic Electric Railways by 13 ft. 9 in. (4-2 m.) high, with centre supports.

67 Athinas Street, Athens. Method of current supply: Third rail.

MRoute length: 7 5 miles (12 km.) including miles Rolling stock: Number of cars owned: 117. Also 19

-0 (2-4 km.) in tunnel. electric locomotives.

Number of lines: I (transverse); double track. Details: Car bodies are of wooden con-
struction. There are two sets of sliding doors
—400 History: The line between Athens and its port of on each side of each car. Side buffers. Centre
Piraeus was the first railway to be built in Greece.
i i i—i It was electrified in 1904 and in 1930 its northern couplings.
end was carried under the centre of Athens by
MtTRES means of a tunnel, of "cut-and-cover" con- Station layout: There are three stations on the
struction, extending from the south end of tunnel section through the centre of Athens.
Omonia Square Station is the most important
Athenas Street to Attiki Station. of these: it has a sub-surface ticket hall, with
stairwells from the street corners.
Number of trains per hour each way: 6-8 in peak
General: Piraeus being the principal port of Greece,
hours. there is naturally a heavy passenger traffic

Omania Track gauge: 4 ft. 8+i in. (1-44 m.). between it and Athens; much of this traffic is
Square
Type of rails: Flat-bottomed. carried by the Hellenic Electric Railways line.
The Hellenic Electric Railways also operate an
Type of tunnel: Double track, cut-and-cover, tunnel extensive tramway system in Piraeus. Further
of rectangular section, 24 ft. I in. (7-34 m.) wide underground lines in Athens have been proposed.

To Piraeus^

HUNGARY

BUDAPEST

Authority: Vasat,

Metro , Budapest. FoTdalatti
Budapest XIV, Hungaria krt 46

On April 2, 1970 the first 4-mile section of
Budapest's new Metro between Fehe'r Road in the

east (Pest) and Deak Square (city centre) was opened
for passenger traffic. It is part of a 6 2 mile (10 km)
east-west line running beneath the city centre and the

River Danube to the Southern railway terminus in
the west (Buda). which will have 4 stations: Kussuth
ter. Batthyany ter. Moskva ter. Southern Railway

Terminus. This second section is scheduled for

opening on December 31st, 1972.

Intermediate stations on the operative section are
at Peoples' Stadium, Baross Square (Eastern railway
terminus). Blaha Square and Astoria. At Deak
Square there is inter-connection with the old Under-
ground (sub-surface line) referred to later. Daily
ndership is greatly in excess of that anticipated.
Some 1 55 000 were originally estimated, but the
actual daily average of metro passengers is now

250 000.

The new deep-level line (which will be augmented Old Underground n operation
by another similar line running north-south) forms • •••••••• under planning under construction
part of an underground railway system coming into
being to relieve pressure on bus and tram services, Left: Reversing sidings at the Deak Square Station,
which hitherto have coped under increasingly difficult constructed with reinforced concrete tunnel lining.

conditions with Budapest's population of 2 millions.

The new line, in shield-driven tunnel for the most
part, lies at a maximum depth of 120 ft. (36 m,).

Deep-level stations are each served by a bank of three

escalators, and at all stations there are large circulating
areas, automatic ticket barriers and location-assisting
individual colour schemes which contribute to
speeding the flow of passenger traffic. (Season
tickets issued for bus and tram services are also valid

for Metro travel).

Platform lengths are 120 m, sufficient to accommo-

date 6-car trains. At present only 3-car trains are

operating, made up of single-car units with auto-

mcouplers at either end. Each car is 19 2 long and

m2 67 wide. These Soviet-built cars, adapted to

operate on the Metro standard-gauge (I 435 m)

track, accommodate 170 (42 seats), but have a max-

imum capacity of 270 passengers. All four car

axles are motored, obtaining their traction current
from top-side contact with a third rail, at 825 V d.c.

88 such cars will service the east-west line. Signalling

and safety devices, Hungarian manufactured under

Swiss Integra A.G. license, permit a service density

in each direction of 40 trains per hour. Line capacity

initially is 12,000 to 13,000 passengers per hour, but

this will increase to a maximum of 40,000 per hour

on completion of the whole line.

The car storage and maintenance depot is at Fehe'r
Road, where there are 12 eight-car stabling tracks and
major overhaul facilities. (The line for about I km.
runs at surface level at its eastern end). Central
Control is located at Deak Square, in direct com-
munication with train operators by radio telephone

There being no 'dead man's handle' device, each train
carries two men in the driving cab. one a motorman
and the other a guard whose duties include the

operation of the pneumatically-actuated car doors.

Deep tunnelling on the northern section of the New Metro train at Deak Square Station
new north-south line has begun. This section will
have 5 stations: Nagyvarad ter, Klinikak, Ferenc cars. Station platforms over the whole line are being
korut, Calvin ter and Deak ter. The whole line will lengthened to accommodate 3-car trains. Unlike the
There are at present I I stations, but the line is being east-west Metro line and the future north-south line,
be about 10 miles long. lengthened to the north-east by 1-25 km of double- the old Underground route does not follow a main
track, cut and cover tunnel, which will be served by 2
The history of the new Metro dates back as far as new stations, Szechenyi Fiirdo and Mexicoi lit. city traffic flow.
the years 1949-1953, during which period much of the
line's actual tunnelling was done, but prior claim on
manpower and materials for housing and other
essentials necessitated suspension of work until 1963,
when construction was resumed. The old Under-
ground previously referred to was the first to be
built on the European continent, opening in 1896.
It runs for 2 miles (3 22 km.) underground and for
2-33 miles (3 75 km.) in all, from Deak Square out to
a park in the north-east suburbs. The line is double-
track in cut and cover tunnel with sufficient headroom
for the overhead wire current collection system.

It is served by street-car type cars with control trailer

Authority: Azienda Trasporti Municipal! MILAN ITALY 557
Foro Buonaparte 61, Milan. MILAN
s tR ; _..
Metro route length: Line I, 8 8 miles (14-2 km) all in GAUAflATESE^:)
tunnel; Line 2, 5-2 miles (8 3 km), 5 2 km in tunnel. In Operation
P'ojectM
Number of lines: 2 transverse, double track, with Stjte R*il»j,i

branch.

Number of stations: 35.

Average station spacing: 037 miles {0-59 km), (Line I).
0-52 miles (0-83 km) (Line 2).

General Note:

Italy's leading commercial and industrial city,
Milan, with IJ m. population in its metropolitan

area, relied principally on trams for its public

transportation prior to 1964. These added to
street congestion and were in themselves in-
adequate for this growing city's transportation
needs. The Metro project, an entirely new
underground railway system, was officially
approved in 1953, but construction did not start
on Line I until 1958. It was opened for traffic
from Marelli to Lotto in 1964, and to Gambara
in 1966. In September. 1969, the first 6-3 km.
of Line 2 was opened serving 8 stations, and in
April, 1970 an inner-city extension serving
stations Central and Caiazzo opened and was

extended 1-5 km to Garibaldi in 1971.

Passengers per annum, year ending 31 Dec 1970:
89 852 275.

Passengers per annum carried by the whole system of
Azienda Trasporti Municipali (includes metro,
trams, buses, trolleybuses and A.T.M. suburban
services): (1970): 494 658 057.

Maximum number of cars per train: 6.

Estimated capacity per car: 213 passengers (including

seating for 27) in the first 60 motor cars; 200

including seating for 30 in the second batch of
24 motor cars, and 208 and 228 in the latest
motor cars and trailers, including seating for 32
and 40 respectively.

Average schedule speed: 8-6 m.p.h. (30 km.jhr.)

1

including stops.

Journey time on line: (Marelli-Lotto) 24 minutes,
(Marelli-Gambara) 24 minutes.

Type of Tunnel: Large profile, double track tunnels
24 ft. 7 in. (7-50 m.) in width and 12 ft. 9± in.
(3-9 m,) in height (above rail level).

Tunnelling was by the "Milan" method of cut
and cover which permitted the resumption of
surface wheeled traffic, after a minimum period
of interruption, over temporary surfaces whilst
excavation proceeded below ground. Tunnel
roofs are generally 10 ft. (3 m.) below street level,
allowing space between tunnel extrados and
street level for pedestrian subways and public
utility services. The actual tunnel is of rectangu-

lar section in cast concrete. Part of Line 2 has
been built in shield-driven tunnel to minimise
surface traffic interference.

Method and voltage of current supply: 750 volts D.C.

on Line Traction current is collected by shoes
I.

contacting 3rd outside rail on a vertical plane,

and returns via 4th rail. 1,500 volts D.C. on

Line 2, via overhead wire system, with current

return through insulated track rail. There are

8 sub-stations, all unmanned, on Line I and 4 on

Line 2.

Rolling stock: Number of cars owned: 138 (110
motor cars and 28 trailers).

The motor cars, each with single control cab are

17-50 m long, 3- 50 m high and 2 85 m wide. Weight

33 tons. Each car has four sets of air operated

doors on each side. Motive power is supplied by
four 90 kw (120 hp) motors to each car. Braking

is electro-regenerative and pneumatic, incorporat-

ing electro-magnetic and mechanical standby

braking equipment. Trailer cars, unladen weight

27-5 tons, are of the same dimensions as motor

cars. Delivery began in 1971 of a batch of 54
motor cars and 27 trailer cars, in light alloy, for

Line 2. Details are:

mOverall length: 17-54

width: 2-85 m

mheight: 3-47

Doors: 3 per side

Passenger capacity: 200, including 46 seated

Motors: 4

Maximum speed: 90 kmfh

Train make up: 3-car units (M-T-M)

Signalling: Automatic block, with signal aspects Interior of new cars for Milan Metro No. I Line
repeated in control cabs and automatic speed
control. Automatic train stops. Differing
colour signals indicate permissive train speeds;
green 50 m.p.h. (80 kmjhr.); yellow 31 m.p.h.

(50 km./hr.); red-yellow 186 m.p.h. (30 km/hr.);
permissive red 9-3 m.p.h. (15 km./hr.); red stop.
Train movement is under remote central control
with monitoring installations for each switch.

Station lay-out: All stations have side platforms General: 3 and 4 may add a total of I 3 7 miles (22 km) to the
347 ft. 9 in. (106 m.) long. Stations have ticket system. The first section of the Fcrrovie Cclcri
halls which are located between railway and street The system is designed for the operation by deMAdda (ATM-Rapid Transit Lines) from Milano
level and are equipped with escalators, of which one man for each train (driver) and one man for to Gorgonzola (approx 10 miles) ('6 Jem.) is now
there are 63 at present. Admission to platforms each station, who controls the entry barriers of
passengers and, by means of TV, the platforms at operating with suburban-type cars. It will form
is via ticket-actuated electronic turnstiles (with the lower floor. The Metro project envisages
magnetic checking of ticket) placed across ticket expansion into a network of transverse lines all a suburban extension of the Metro Line No. 2.
interconnecting. Designated lines numbered 2, now under construction.
halls. Basic fare is 100 lire, but a tariff introduced
in 1970 permits, on an hourly basis, travel on
municipal surface transport with the same
ticket. Closed circuit television equipment is

installed.

558 ITALY/NETHERLANDS

NAPLES

P*ti* frear Naples is also served by the 140 km long Circum- mwider than the old (2 7 as against 2 35 m). The

'J £J*M vesuviana Railway, which is being up-graded and vehicles will be formed into 3-car articulated units
equipped with new rolling stock. The line's gauge
I » t Of HAP115 is only 2 ft 5j in, but the new stock is being built resting on 4 bogies. The modernised railway has

In 1925. while che Rome-Naples "Direttissima" ROME been described as a metropolitan-suburban line.
line was under construction, an underground railway
was opened in Naples, running westwards from the
Central Station to Mergellina. a suburb four miles
away. This underground section was intended to
provide an alternative approach for the "Diret-
tissima" into Naples from the west, and at the same
time form the nucleus of a local underground system
for Naples itself. The actual length of the tunnel
between Mergellina and Naples Central is 3-4 miles
(55 km.). Mergellina itself is in open station, but
there are three intermediate stations on the tunnel
section— Piazza Amedeo. Montesanto, and Piazza
Cavour— connected with the surface by escalators.
The tunnel is at places 98 ft. 6 in. (30 m.) below street
level. Both main line (non-stop) and local (stopping)
trains operate electrically through the tunnel section.

Authority: Societa delle Tramvie e Ferrovie
Elettriche di Roma. (S.T.E.F.E.R.).

Route length: 6-8 miles (1103 km.), including 3-7 ROME | NOMENTANO UNE0
miles (6 / km.) in tunnel.

Number of lines: I (radial): double track. FOBO ITAUCO

Number of stations served: II.
Average station spacing: 06 miles (// km.).

Construction of Line A of a new Metro network Risorqimtnto

for Rome is nearing completion, after delays due to GROTTE CELON1

avoidance of destruction of historic buildings and LINE A.
remains of archeological importance. The existing
^^Osteno del Curalo
Metro serves a less populated area than will the
proposed new lines. It was planned in connection | LINE B,
with the World Exhibition which was to have been CECCHIGNOLA
held in the Italian capital in 1942. The work was

suspended during World War II and resumed soon

afterwards. The whole line was opened to public

traffic on February 10th 1955.

The line has been built wholly at State expense,
but is at present being operated (with its own rolling
stock) by S.T.E.F.E.R.. a private company also operating
tracks some Metro
the Rome-Ostia line, over whose
trains operate via a connection at Magliana. Line A

extends from Risorgimento in the west for some 9

miles ((5 km), to Osteria del Curato and will connect

with the existing system at Termini Station. Its

new rolling stock is expected to be ordered during

1972.

Passengers per annum (1968): 20,865,404. TOR 01 DECIMA N OPERATION
Passengers per annum on whole Rome Public Trans-
» CRISTOFORO COLOMBO UNDER CONSTRUCTION
port (including buses, trams, trolley buses) (1967):
775,750.333. Rolling stock: Number of cars: 40. Car length PROPOSED

Average length of journey: 4-2 miles (6-7 km.). over buffers is 63 ft. 8 in. (19-4 m.), widch 10 ft. Cab signalling is contemplated, with a signalling
in. (3 04 m.), and the tare weight 405 metric capacity of 40 trains per hour.
Number of cars per train: 6 (Termini-Lido), 3 Termini- Station layout: Stations have side platforms. Some
ons. ticket offices are underground, others on the
Laurentina). Signalling: Automatic block, with track circuiting.
surface.
Estimated capacity per car: 240 (including 48 seated).

Track gauge: 4 ft. 8J in. (1-435 m.).
Weight and type o' rails: 93-8 lb per yd. (46-5

kg./m.), flat-bottomed

Minimum radius of curves: 640 ft. (195 m.).
Maximum gradient: I in 28-6 (3-5%).

Type of tunnel: Double-track, elliptical tunnel, 26 ft.
4 in. (802 m.) wide and 18 ft. I in. (5-5 m.) high
from rail level.

Method and voltage of current supply: Overhead
wire; 1,500 volts D.C. There are four sub-
stations, drawing their power from the public

electricity supply.

NETHERLANDS ROTTERDAM

Authority: Rotterdam Electric Tramways. Zuidplein station on Rotterdam Metro

Operative route length: Approximately 4-9 miles Continued next page

(7-9 km) of which 47 km is on viaduct and the

remainder in underground or underwater tunnel.

Number of lines: I transverse, double track.
Number of stations served: 8

The Rotterdam Metro follows a main traffic route
connecting southern dock and residential areas with
the city centre north of the River Maas. The Metro
was 8 years in building, from I960 to its opening for
traffic in February 1968. After a settling down period
following its opening, the line appears to have attract-
ed considerable regular patronage, carrying about the
same passenger load per mile of route as the Paris
Metro.

It connects at Central station with the Netherlands
Railways, and along the Metro route with more than
30 bus and tram routes, including an express tram
route. Southward the line is being extended from
Slinge to Hoogvliet. Crossing the present Metro at
Beurs station may be a second Metro line running
east-west, principally to serve the Alexanderpolder,
where a new town to house 200 000 people is develop-

ing.

The Metro's relatively long construction period was
due to the complexities of projecting a railway under
a wide river and building it partly within a city that
lies below river level. Prefabricated tunnel sections,
built in excavated dry dock and excavated trenches.

NETHERLANDS 559

ROTTERDAM—Com.

were sealed, che dock or trench flooded, and the sec-
tions floated wholly or partially submerged to their
respective sites and sunk into position.

Passengers per annum (1970) 32£ million.

Passengers per annum on the whole Rotterdam public
transport system, including buses, trams and

Metro, (all operated by R.E.T.): (1970): 153

millions.

Number of coach-units per train: 4 (articulated).

Estimated capacity per articulated unit: 290 passengers,
included 80 seated.

Maximum number of trains per hour: 20.

Line capacity: 35,000 passengers per hour.

Track gauge: 4 ft. 8£ in. (1-435 m.).

Track detail: Welded rail is fixed by spring clamps
direct on to longitudinal concrete supports.
There are no cross-ties.

Minimum radius of curves: 650 ft. 6 in. (1927 m.).
Maximum gradient: I in 26.

Type of tunnel and viaduct: Rectangular twin-track

underground tunnel with supporting web, 32 ft.

2 in. by 18 ft. 4j in. externally, lies at maximum

depth of 3 ft. 6. in. (Underwater tunnel's
1

maximum depth is 58 ft. I in.). The viaduct,

carrying tracks approximately 30 ft. above ground,

is basically longitudinal concrete beams resting

on recessed transverse beams, carried on single

piers at 150 ft. internals.

Current supply: Third rail underside contact, 750
volts D.C., rectified from 10,000 volts main supply
through 5 sub-stations.

Rolling stock: Number of coach-units owned: 43.

Rolling stock: Number of coach-units owned: 27.
The articulated units 95 ft. 3 in. long overall and

8 ft. 9| in. wide, rest on three bogies, each of the

unit's six axles being motored. Braking is
electro-dynamic with electro-pneumatic disc
wheel brakes.

ASignalling: visual signals system in the driving cab

operates under Automatic Train Control from
the control centre at Hilledijk car depot.

Station lay-out: Mostly side platforms, 393 ft. 8 in.
(1 20 m.) long, equipped with close-circuit
television for surveillance. Below-ground con-
courses at underground stations and intermediate
level concourses at elevated stations are reached
by escalators, further escalators at latter stations
rising to platform levels.

AMSTERDAM

Work started on August 27th, 1970. on construc-

tion of a Metro system for Amsterdam, following a

decision to proceed taken by the City Council in May,
1968. The Government undercook in 1970 to

contribute 195 million guilders (approx. £23 million),

about half the construction cost of an II mile (18 km)
line that will be the initial line of a planned 485 mile
(78 km) network. This first line will start at Central

Station, Nederlands Railways, and run south-east for
about 4 4 miles (7 km) before dividing into two, one
route of 3 7 miles (6 km) to East Bi)lmer and the other

route of 3-1 miles (5 km) to Bijlmermeer. The
growing Bijlmermeer community is expected to
develop into a new town with 100 000 inhabitants by
1978. The completion date for the new Metro line
is approximately 1976.

The decision to provide Amsterdam with a Metro
system was motivated by the need for sophisticated

mass transportation between Amsterdam's centre
and its suburbs. The bicycle, once predominant as a
commuting conveyance, is disappearing as peripheral
development increases commuter distances to roughly

three times that of the pre-war average of 2 5 miles
(4 km). There are, additionally, growing business and

industrial areas (in the Schiphol Airport district, for
example) to which the Metro network will eventually

extend. It will comprise three radial lines and one
line circling the central district. About 174 miles
(28 km) of the network will be in tunnel.

In order to keep out ground-water, sections of the
underground portions have to be built by the pneu-

matic caisson method, which involves building pre-

fabricated rectangular tunnel segments on the surface
and sinking them into their final positions (with the
tunnel roof 9 ft 10 in (3 m) below surface level). The
outer stretches of the initial line will all be built on
viaduct or embankment, except for a short southern

section, to be built in shallow concrete trench about
6 ft 6 in (2 m) deep. The tunnels. 3I ft 6 in (4 10 m)
high above rail level and 27 ft 3 in (8 30 m) wide, carry
two tracks. There are no centre supports.

Nineteen stations, equipped with escalators where
the depth warrants them, are planned to serve the
initial stretches of line. Their platforms, mostly of
the island type, will be 26 ft 3 in (8 m) wide in
underground stations and 29 ft 6 in (9 m) wide in
elevated stations. Three stations will provide inter-
change with the Nederlands Railways. Rolling stock,
built by Linke-Hofrrann-Busch, will be made up of
twin-coupled car units resting on four bogies. A
unit's overall length will be 122 ft 6 in (37 34 m).
height I I ft 8 in (3 55 m) and width 9 ft 10 in (3 m).
Carrying capacity per car will be 170 persons, with
seating for 60 persons. The line, including the spur
to Bijlmermeer, will have an initial estimated capacity
of 47 million passengers a year, increasing to 70-94
millions per year when the new town at Bijlmermeer
is completed.

560 NORWAY/ POLAND OSLO

OSLO »Sognvatn

HolmenkoNen jSrorud

merud
Koldbakken

vet
itvet

Haugerud

SUBURBAN LINES Skullerud
Bergkrysttallen

INTUNNEL -

ASAuthority: Oslo Sporveier been re-constructed to rapid transit standards and operate under Central Traffic Control at Traffic
Centre building at Toyen. Trains' communica-
Mr Ove Skaug, Administrative Director extended to Skullerud. A fourth line, the Furuset, tion equipment includes radio and telephone.
Stations: Five inner stations are underground.
Kampen, Oslo 5. was opened for traffic in November, 1970, for a Gronland station is built on two levels, with
circulating area, ticket offices and shops over
Prior to 1966, Oslo's rapid transit system comprised distance of 2-4 km serving two new stations. Work platforms and tracks. Side platforms, 110 m.
a group of electrified light railway or tramway lines long, are sufficient for 6-car trains.
is proceeding with an extension northeast from Gro- Rolling stock: I 15 cars, all motored and of steel
construction, are 17.0 m. long overall. 3 20 m.
serving its western outskirts, and inter-urban tram- rud, of 2-5 km, and construction is under way on a wide, and have 3 double doors, opening to 1-25
ways serving the east and south-east suburbs. The
cross-city extension westward from Jernbanetorget. m. on each side. Four 98 kW. motors per car.
western groups until 1928 had a common terminal at Dynamic, air and hand braking equipment is
Interconnection facilities between the south east
installed.
Majorstua, but a double-track underground line 1-25 rapid transit system and the western system will be
Car Dept: Near Ryen station on Lambertseter line.
miles (2-0 km.) long, opened in that year, extended provided at a new Slotts Bakken station near National Capacity 120 cars, but equipped for maintenance
of 150 cars. Extra capacity of workshop is used
the group's services to the city centre at National Theatre. for tramcar bogie maintenance during winding-up
period of Oslo's tramway system. 20 new cars
Theatre. Details of the system in operation are as follows: are on order.

There was no such facility for the east and south-east Number of stations: 35. Number of passengers carried on the Oslo under-

Oslo suburbs, where there has been considerable Average station spacing: 0-5 miles (815 m). ground system (1970): 25 9 millions.
1
Number of passengers carried on Oslo's public
industrial and residential development since 1950. Minimum radius of curves: 656 ft. (200 m.).
transport system of buses and trams and suburban
A new "Tunnel bane" system has therefore been Track gauge: 4 ft. 8£ in. (1-435 m.). trams (1970): 103 2 millions. (The decrease in
totals from 1969 was due to a 16-day industrial
constructed to link this area with the business centre. Number of cars per train: 6. dispute).

The whole scheme, the "Oslo Eastern Rapid Transit Estimated capacity per car: 150 (incl. 63 seats). leaf doors on each side) and automatic centre-buffer
couplers, and are coupled to form 3-car trainsets
System", will include 21-75 miles (350 km.), double- Average scheduled speed: 19 8 m.p.h. (32 km./hr.). with a total capacity of 500 passengers (200 seated,
track line. Of this 18*1 miles (29-2 km) is now 300 standing).
Method and voltage of current supply: 3rd rail, under-
There are 3 stations on underground section.
operative. side contact, from Oslo Electricity Supply Com- Studies for a north-south Metro line, 15 miles
(24 km) long, are reported to have resulted in pre-
As part of the scheme, two new lines, The Grorud mission at 5,000 V.a.c. transformed to 750 V.d.c. liminary measures being taken for construction by
1985. The line would be partly underground and
and Lambertsetr Lines, have been constructed, and, through 14 rectifier stations. Total installation would link with the existing railway network.

together with the newly constructed common line 55.000 kW.

(Toyen-Jernbanetorget) linking them with the city Signalling: Cab signal system, actuated by coded signal

centre, they were opened for traffic in 1966. The old impulses through track, controls the following

tramway line, the Ostensjo line to Oppsal Station, has speeds: 70-50-30-15 km./hr. Train services

POLAND WARSAW

Polish State Railways iPK.P.i articulated trailers), with automatic air-worked doors
and Scharfenberg couplers. Severe damage was
ul Jozefa Chlopickiego 50, Warsaw 44
done to the Warsaw electrified lines during the
The electrified suburban lines of the Polish State Second World War, but reconstruction took place
Railways in the Warsaw area include an underground
section running through the centre of the city in an after 1945, and the electrification has since been
east-west direction. The tunnel which is 2-8 miles
(45 km.) long, four-tracked, and of "cut-and-cover" further extended outwards from Warsaw along the
construction, lies on the so-called "Warsaw Through main lines. New multiple-unit stock purchased from
Line" between Warszawa Srodmiescie and the River Sweden or built in Poland since the war for the
Vistula, and passes for most of its length beneath Warsaw suburban lines is similar to the pre-war
main roads. Power is supplied at 3,000 volts D.C. stock: the new cars have automatic doors (3 double-
by overhead conductor wires. Electrification was
carried out between 1936 and 1938 by British con-
tractors, and the multiple-unit rolling stock supplied
consisted of 3-car trainsets (one motor car and two

Three-car Trainset

——

LISBON PORTUGAL/SPAIN 561

Authority: Metropolitano de Lisboa, S.A R.L. LI SBON

Ave. Fontes Pereira de Melo 28. Lisbon. Benficao-"" Alvalade

Route length: ( 197 I): 7 5 miles {120 km), all in tunnel. Sete-Rios
Number of lines: I (radial, with branch), double Palhava

track. Anjos

Number of stations served: 20. Restauradores„ ^Barbadmhos

Average station spacing: 4 miles (06/ km.). 13 7*. LINES IN OPERATION
LINES PROJECTED
The owning and operating authority of the Lisbon Conde Baraox i
Metro is a private company, the majority of whose Alcantara^or—.. ^*~'
shares are held by the Municipality. The Metro was
built between 1955 and 1959 to provide a fast mass t
transit facility between Lisbon's northern districts *
and the centre. The first section was opened on 30
December 1959, the extension to the city's commer- uMtMl
cial centre at Rossio in January 1963. and an extension
to Anjos in September 1966. A further extension of Electric Motor-cars for Lisbon Underground
this line (No. I) northward for 2 2 miles (3-5 km),
from Anjos to Alvalade, is scheduled for opening this Built by Linke-Hofmann-Busch and Sorefame
year (1971). It will add 5 new stations to the system.
to 230 ft. (70 m.) for four-car trains. Rotunda General: The whole system is underground. The
Passengers earned (1969): 49-9 millions (Approx- station (Sete Rios branch junction) was however one deep level station (Parque) has escalators to
imately 331 millions were carried in 1967 by and from ground level.
Lisbon's buses and trams). Metro traffic increased built as a double station 230 ft. (70 m.) long, the
over 1967: 10%. same length as the Rossio station. The latter is The system will eventually have a total length
of reinforced concrete frame construction, with of about 25 miles (40 km.).
Number of cars per train: 2 motor cars (no trailers). pillars between the tracks. Platform width
generally is 13 ft. I± in. (4 m.). at Rotunda 19 ft. Two more lines are to be constructed. Line
Estimated capacity per car: 200 passengers max.
8 in. (6 m.) and at Rossio 26 ft. 3 in. (8 m,). No. 2 will serve the riverside district, and Line
Average scheduled speed: 17-4 m.p.h. (28 km./hr.). Workshops: The workshops and depot facilities are No. 3 will be semi-circular, connecting Lines I
and 2. Both will connect growing residential
Track gauge: 4 ft. 8j in. (1,435 m.) installed at ground level at Sete Rios, and are areas now served by buses and trams.
connected to the network by a short single
Weight and type of rails: F.B. 50 kg. m. (101 lb. per
yd.) laid in 18 m. lengths and welded, upon pine track service line.
sleepers, creosoted, and scone ballast. Double
elastic (French R.N.) fastenings. Track in
stations is concrete-embedded and provides
central drainage inverts.

Type of tunnel: Arched roof on vertical side walls,

—and straight or arched inverts. Minimum

dimensions on alignment are: double track 16
ft. 3 in. (4-95 m.) high, 24 ft. I|in. (7-35 m.) wide;
single track 14 ft. 3 in. (4-35 m.) high 14 ft. 9 in.
(4-5 m.) wide.

Built by the "cut and cover method," except
on a 900 m. section, tunnelled or built by the
"Belgian method", and on part of the central
area where both underpinning of 18th Century
buildings and temporary decking under roadways
was necessary. Linings are of concrete and, at
stations, of reinforced concrete.

Method and voltage of current supply: Third rail
(T-shaped current rail, 52 kg.im.) 750 volts D.C.
from two traction sub-stations ( I st stage) through
a main (10,000 volts) sub-station, supplied from
national grid through the town's grid (the main
sub-station will be directly connected in the
future with the national grid at 30,000 volts).
There are 5 sub-divisions.

Rolling stock: Number of cars owned. 38 (all motor

cars), 24 built by Linke-Hofmann-Busch and 14
by Sorefame (Portugal): electrical equipment
by Siemens Schuckertwerke for the whole (38 sec).
Each car has three sliding passenger doors
per side. Four 122 h.p. motors per car (one
per axle). Scharfenberg automatic centre-
buffer couplers. Overall length of cars 54 ft.
I£ in. (/6-5 m.): width 8 ft 10 in. (2-7 m.); weight

365 tonnes. A batch of 32 additional motor-

coaches under delivery from Sorefame are
intended to provide a more intensified service.

Signalling: Automatic block system with A.C. track
circuits and colour-light signals. Seven electric
interlocking installations. System designed for
a possible lj minute headway between trains.

Station layout: All stations have two separate side
platforms 131 ft. (40 m.) long. Some provision
has been made for a possible future lengthening

SPAIN

BARCELONA

There are five underground railway lines in
Barcelona: four are now operated by F.C. Metropolitano
de Barcelona S.A., and the other by F.C. de Sarria a

Barcelona S.A.

The lines operated by F.C.M.B.S.A. are:

Old Name New Name km

Metropolitano Transversal Line No. I 12-21

Sagrera-Horta Line No. 2 651
48t I
(Provisionally operated for Line 5)

Gran Metropolitano Line No. 3
Line No. 5

Authority:

F.C. Metropolitano de Barcelona, S.A. (S.P.M.)
Ronda San Pablo, 41 Barcelona 15.

General Manager: Miguel Cabra Llistosella

Route length (1971): 18 8 miles (30 2 km)

Number of lines: 3, all double track.

Average station spacing:
Line No. /: 37 miles (0 59 km.).
., No. 2: 34 miles (055 km.).
„ No. 3: 37 miles (0-59 km.).
„ No. 5: 43 miles (0 70 km.).

History: First sections of each line were opened:
Line No. I: June. 1926.
„ No. 2; July, 1959.
„ No. 3: December. 1924.
.. No. 5: November. 1969

Passengers per annum (1970): 203 346 333.

Number of cars per train: 2 motor cars, or 2 motor

cars with I or 2 trailers.

Track gauge:

Line No. /: 5 ft. 6 in. (/-674 m.).
„ No. 2.: 4 ft. 8* in. (1-435 m.).
„ No. 3:
„ No. 5

Continued next page

i.i

562 SPAIN

BARCELONA— Cont.

Weight and type of rail*:

Line No. t: 101 lb. per yd. (50 kg./m.).

,. No. 2: 91 .. (45 „ )

„ No. 3: 101 „ t50 „ ).

.. No. 5: 109 (54 „ ).

All flac bottom rail.

Type of tunnel:
Line No. /. Double track tunnel. 26 ft. 3 in.
(8 m.) wide and 18 ft. in. (5 5 m.) high above

level.

Line No. 2 Double track tunnel 23 ft. (7 m.)
wide and 19 ft. 3 in. (5 85 m.) high above rail

level.

Line No. 3. All as No. 2.

Lmc No. 5. As No. 2, except height 18 ft. 5 in.
(5 65 m.) above rail level.

Nev 1000 four-car trainset for service on Line 5

Method and voltage of current supply: Body length 14 852 m, width 2 510 m. Four sets In 1967 a new plan for Barcelona's future
of sliding doors on each side. Weight per car: underground system (Red de Metro dc Barcelona)
line No. /. Third rail; (current rail is flat- 16 tonnes (motor car) 12 I tonnes (trailer). was announced, outlining projects to be under-
bottomed, 74 6 lb. per yd. (37 kg./m.); 1,500 volts Number of cars: 10 (6 motor cars, 4 trailers). taken and completed in 1 1 years. As part of the
D.C. Sub-stations situated at tunnel mouth Class "C" built 1962: Body length 14 872 m, plan, Line No. 3 is to be extended to form a
(Bordeta) and near the stations Triumfo Norte width 2 560 m. Four sets of sliding doors on
each side. Weight per car: 16 tonnes (motor circular line serving the western part of the city.
and Sagrera. cars), 12 I tonnes (trailers). Number of cars: Adjoining it, and serving the eastern part, will be
14 (4 motor cars, 10 trailers). another circular line. The whole system will
Line No. 2. Overhead line, 1.200 volts D.C. eventually total 48 8 miles (78 62 km.) and have
Sub-station situated near Sagrera common to Lir.e No. 5. Class "1000" motor cars currently a total of 108 stations.
this line and to remainder of Line I. being delivered. Built 1970. Body length /6 5
m, width 2-52 m. Three sets of sliding doors on SARRIA LINE
Line No. 3. Overhead line, 1,200 volts D.C. each side. Weight per car. 17 7 tonnes. At Authority: F.C. de Sarria a Barcelona, S.A.
Substation situated near Lesseps. present this line is also being serviced by 17 "C"
class cars formerly on Line No. 3. Plaza de Cataluna, Barcelona.
Line No. 5. As No. 1 with extra substation at
Roma. Signalling: Automatic block, with A.C. track circuits, Route length: 4-4 miles (71 km) to Sarria and Tibidabo,
and colour-light signals. nearly all in tunnel.
Rolling stock:
Station layout: Number of lines: 2 (radial); double track.
Line No. /. Class "100": Built 1926. Body
length 2/7 m, width 3 2 m. Three sets of sliding Station platform lengths vary from 88 m on Number of stations: 13.
passenger doors on each side. Weight per car m mLines I and 2, to 96 of Line No. 5. (75 to 90
55 7 tonnes. Number of cars: 12 (all motor cars). Average station spacing: 0-37 miles (0-6 km.).
Class "200-A". Built 1944. Body length /6 5 m. on Line 3). Their arrangements are various,
Three sets of sliding doors on each side. Weight adapted as the system grew (from formerly History: This line was originally wholly on the
per car 34 5 tonnes. Number of cars: 4 (all individual lines) for interconnection. Cataluna surface, and steam-operated. It has since been
motor cars). Class '"200 B". Similar to Class electrified, and its in town section (under the
"200-A" but with four sets of doors on each side. and Triunfo stations are common with the Calle de Balmes) has been rebuilt in tunnel. The
Built by Maquinista Terrestre y Mantima. Num- Tibidabo line was opened in 1954.
ber of cars: 20 ( 10 motor cars, 10 trailers). Class Spanish National Railways, which parallel the
"400"; similar to Class "200 B". Number of Metro Transversal on that section. Track gauge: 4 ft. 8| in. (i-435 m.).
cars: 80 (60 motor cars, 20 trailers). Weight per
car 40 tonnes. General: The whole system is underground, except Type of rail: Flat-bottomed.
the Mercado-Sta. Eulalia section of Line No. I.
Line No. 2. Class 600. Built 1959. Body Method of current supply : Overhead wire.
length 21-7 m, width 25 m. Four sets of sliding Considerable expansion has been carried out
passenger doors on each side. Weight per car tn two stages. The Metropolitano has been Rolling stock owned: 8 cars (all motor cars).
40 tonnes. Number of cars: 14 (all motor cars). extended in the east, in the north, and in the
Built by "Material y Construcciones" (MACOSA). south, and a new No. 5 Line opened in 1969 to General: The line runs underground from Cataluna
San Ramon. The latter line interconnects at to Tibidabo and to Sarria. At the latter point
Line No. 3. Class "R" built 1923. Body length Sans with Line No. I, and at Cataluna with Line it connects with the surface system of the associ-
14 604 m, width 2-52 m. Three sets of sliding No. 3 and the Sarria Railway. ated Cataluna Railway Company, which has the
doors on each side. Weight per car: 177 same gauge, running on to Tarrasa and Sabadell.
tonnes (motor car) 3-8 tonnes (trailer). Number Line No. 2 (Sagrera-Horta) provisionally
of cars: 20 (12 motor cars, 8 trailers). Class "S" operated for Line No. 5, is currently being extend-
built 1943. Body length 14 852 m, width 2 348 m. ed 4-31 km south-westward across the city to
Four sets of sliding doors on each side. Weight per Pueblo Seco, to serve an additional 7 stations.
car: 13 7 tonnes (motor car) 9 8 tonnes (trailer).
Number of cars: 4 (2 motor cars, 2 trailers).
Class "B" built 1948 trailers, 1958 motor cars.

Authority: MADRID

Compania del Metropolitano de Madrid MADRID

Caranilles, 58, Madrid

Route Length: Metro: 28 3 miles (45 6 km).

Suburban: 61 miles (9-8 km).

Number of lines: 5 Metro, I Suburban (4 transverse

and 2 radial), double track.

Number of stations served: 79.

Average station spacing: 34 miles (0 57 km.).

History: Madrid's growth in recent years has been
largely due to a consistently planned expansion
of its Metro network, facilitating urban travel and
encouraging the growth of industry. The city's
population of 3 4 millions is expected to increase

to a total of 4 5 millions in ten years (1980).

To meet transportation needs the city expects
then to be served by a 100 km network of Metro
lines (besides suburban lines.) The Metro was
first opened in 1919 with a line from Sol at the
centre northwards to Caminos. There have been
regular additions and extensions to the system
since then, and at the time of writing (1971) no
less than three lines or extensions are under

construction.

Passengers per annum: (1970): Metro: 504 741316.
Suburban: 30 899 481.

Average length of journey: 3 2 miles (5 2 km).

Car kilometres per annum: (1969); 46 025 576.

Number of cars per train: 6 on lines I and 6; 4 on

Lines 2, 3 and 4; 3 on Suburban.

Track gauge: 4 ft. 8{ in. (I 445 m.).

Weight and type of rails: 90-9 lb. per yd. (45 kg.fm.),
flat-bottomed; laid in 18 m. lengths on oak
sleepers, with quartz ballast.

Maximum gradient: I in 20 (5%).

Minimum radius of curves: 295 ft. (90 m.).

Type of tunnel: Double track tunnel 22 ft. 6 in.
(6 86 m.) wide. The height above rail level is
14 ft. 7 in. (4-45 m.) on sections of cut-and-cover
construction and 15 ft. 5 in. (4-70 m.) on sections
tunnelled by the Belgian (gallery) method.
Tunnel linings are of concrete, masonry or brick.

SPAIN /SWEDEN 563

MADRID— Com. Two-car trainset for Madrid Metro

Method and voltage of current supply: Overhead course, with pedestrian subways to and between All stations on line No. I from Plaza de Castilla
wire, with collection trolleys on the car roofs. the three lines. to Portazgo, have been lengthened by 98 ft. 6 in.
600 volts D.C. (transformed by 9 sub-stations (30 m.) in order to accommodate 6-car trains.
from the three-phase 15,000-volt supply of the Workshops: The main workshops and depot facilities
are at Cuatro Caminos. At Ventas, Aluche and Stations on Line No. 5 are now all 295 ft. (90 m.)
public grid). P. de Castilla there are smaller workshops and long. Metro construction is under way on the
depot facilities, and at Arguelles and Moncioa following lines: Line No. 4; A 2 2 km extension
Rolling stock: Number of cars owned: 560 (412 motor there are underground depots. from Diego de Leon to Alfonso XIII. Line No.
6; New 12-3 km. line from Cuatro Caminos to
cars, 148 trailer cars); also 8 freight wagons. General: The Madrid Metropolitan railway has two Oporto. Line No. 7; New 67 km. line from
Avenida de America to San Bias.
Details: Each car has four sets of automatic interesting features. First, it has a very inten-
sliding doors on each side. Each motor car has sive traffic in terms of passengers per route mile The Compania Metropolitano also operate
four I 10 h.p. motors. Centre buffer couplers. of line. Secondly, the form of power distribution the state-owned "F.C. Suburbano" line. 9 9 km
(by overhead conductor wire) is comparatively long, from Plaza Espana south-west to Caraban-
Details of latest motor cars are as follows: rare for underground railway operation.
Cars manufactured by Cenemesa and General chel.
Electrica Espanola. Overall length 46 ft II in
(143 m.). Four 100 h.p. motors per car. Im-
proved suspension and fluorescent lighting.
These cars form trains of all-motored cars. 120
cars of the same design are being delivered for
the Carabanchel line and for stock replacement
on other lines.

Signalling: Automatic block, with A.C. track circuits
and colour-light signals. There are electric
interlocking installations at Goya, Sol, and
Cuatro Caminos stations. Lines No. 3 and 5
have centralised traffic control (C.T.C.) and Line
No. 5 automatic train control (A.T.C.).

Station layout: Some stations have separate side

platforms, 197 ft. (60 m.) long, in a single elliptical

station tunnel 45 ft. I I in. (14 m.) wide. The
platforms themselves are 13 ft. I in. (4 m.) wide
at main stations, and 9 ft. 10 in. (3 m.) wide at
others. Terminal and junction stations have

additional platforms.

Sub-surface ticket halls are favoured, with
stairwell entrances at street corners. The
most important individual station is Sol (Puerto
del Sol), where three lines cross. There is a
large central sub-surface ticket hall and con-

STOCKHOLM SWEDEN

Authority: AB Storstockholms Lokaltrafik

Tegnergaten 2A, Stockholm.

General Manager: Mr. Helge Berglund

Operating and Vice General Manager:
Mr. Sven Jonasson

Route length (1971): 40 miles (64-4 km) including
14 4 miles (23-2 km) in tunnel.

Number of lines: 2 (tranverse), with branches;

double track.

Number of stations served: 69.

Average station spacing: 0-43 miles (07 km.) in
tunnel; 056 miles (0-9 km.) in open.

History: The Stockholm T Bana (tunnel railway)
system is modern, all construction (including

conversion in 1949-50 of about I mile of tunnel
tramway south of Slussen to conventional Under-
ground standards) having taken place since

World War II. The T Bana was built to meet

the transportation needs of a city fast expanding.
Stockholm having more than doubled its popula-

tion since 1920.

Nearly one-half of the system is in tunnel, but
construction posed problems, including under-
water crossings involving new methods of
tunnelling, since about one-half of the area
within the boundaries of Greater Stockholm is
open water. Extensions and new T Bana lines
have periodically added to the system since 1951,
and the process is continuing as Stockholm's
suburban areas develop. The latest extension,
Farsta to Farsta Strand, was opened September
1971.

Passengers per annum (1969): 182 000 000. (19/0):
1 83 500 000

Car kilometres per annum (1969): 42 267 000. (1970):

43 652 000.

Maximum number of trains per hour:

T-Bana I, 48; T-Bana 2, 23.

Maximum number of cars per train: 8.

Estimated capacity per car, latest type: 156 (including
48 seated).

Average schedule speed (including stops): 9-8
m.p.h. (31-8 fcm./hr.).
1

Track gauge: 4 ft. 8i in. (1435 m.).

Weight and type of rails: 86 6 and 101 I lb. per yd.
(43 and SO kg.jm.), flat-bottomed.

Maximum gradient: I in 25 (4%).
Minimum radius of curves: 656 ft. (200 m.).

Type of tunnel: Double track tunnel, of rectangular
section, 24 ft. I I in. (76 m.) wide. At some
points, the roof of the tunnel is as much as 49
ft. 3 in. (15 m.) below ground level.

Method and voltage of current supply: Third rail;
650 volts D.C; sub-stations are about 1-5 km.
apart and are fed by alternating current at
30,000 volts.

Rolling stock (1971): Number of cars owned: 659.

Details: The cars were built by the Svenska Mural decoration at Ottermalmstorg Station on Stockholm'* T Bana
Jarnvagverkstaderna of Linkdping, in collabor-
ation with A.S.E.A. Each car has an overall Continued next page
length of 57 ft. I in. (174 m), a body length of
55 ft. 10 in. (17*0 m.). and a width of 9 ft. 2 in.
(2-8 m.). Each car has three double-leaf auto-
matic sliding doors on each side, and is equipped
with centre-buffer couplers. The latest types
C4, C5 and C6 have rubber suspension, and have
driving and guard's cab at one end only. Type
C5 were built by Hagglund Soner; Type C6 by
ASJ, A.S.E.A. and Hagglund.

564 SWEDEN/UNITED KINGDOM

SWEDEN —Com.

Signalling; The signalling provides for IJ-minute 3 in. 65 ft. 8 in. (15 20 m.), with stairways Workshops: There is a main overhaul and mainten-
train intervals, and 30-second station stops. ance workshop at Hammarby and four depots
Cab-signalling is employed, with two speed or escalators, varying from 13 ft. to 59 ft. (4 to (capacity 64, 192, 214 and 208 cars).
ranges, up to 9 3 and 31 m.p.h. (15 and 50 km./
hr.) and a third for higher speed. Fixed lineside 18 m.) in height, down to an island platform, Planned expansion of the system up to 1976
signals are installed only at junctions. Central includes the following new lines and extensions:
Control office is linked to all trains through 480 ft. (145 m.) long. Three stations at present Central Station to Hjulsta and Akalla northwest-
ward: Oster Malivistorg to Morby and Met
radio-communication. employ closed circuit television to assist platform Taby northward; Varberg to Norsberg south
Station layouts: The standard underground station westward.
supervision.
layout consists of a sub-surface ticket hall, 49 ft.
Some underground stations (e.g. Odenplan) have

arched roofs over the platforms, others (e.g.

Eriksplan) have horizontal roofs, supported by

pillars from the platforms.

Electric trainset for Stockholm Underground Railway

UNITED KINGDOM LONDON

Watford QXC.OoIc-kfostcrs

High Barnct i Epping

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P TRACK IN TUNNEL
TRACK OPEN
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Authority: London Transport Executive t lines over which London Transport trains run.

55 Broadway. Westminster, London, S.W.I. I —Of the whole system, 100 route miles (/6/ km) are
I
History: On January I, 1970. the Greater London underground 76 miles (122 km) in small-diameter
6Mordcn deep-level tube tunnels, and 24 miles (38 km)
Council became the statutory planning authority
for London, with responsibilities which include developed by the Metropolitan and District in sub-surface tunnels of larger section.
Railway Companies in the second half of the
the effective integration of its transport, including nineteenth century, with steam traction; they Number or lines: Seven major lines (all but one trans-
that of London Transport. The London were electrified from 1903 onwards. The verse, with numerous branches and loops): there
Transport Executive is responsible for the tube (deep-level) lines were developed by separ- are also two minor lines operated separately, and a
operation of London Central buses and ate companies in the last decade of the nineteenth
the Underground. During 37 years previous to century and first decade of the twentieth century. circular service around the central area, running
1970, all London urban public transport services over the tracks of two of the major lines. With
were under the control of a single Authority, Development since the First World War took the exception of a few short single-track sections,
the whole system is double, triple or quadruple-
known successively over the period as the London the form of progressive extensions (largely,
PassengerTransport Board, the London Transport although not wholly, in the open) to the outer tracked.
Executive, and latterly the London Transport suburbs; until 23 July 1971. when the last section
of the new 14 miles Walthamstow to Brixton Number of stations served: 276 (of which 246 are
Board. line opened for passenger traffic. Its route is managed by London Transport).
The London Transport railway system includes entirely underground.
Average station spacing (all stations served): 80
the oldest section of underground urban The London Transport Underground system is miles {1-3 km.).
passenger railway in the world (Paddington- one of the most extensive in the world; five of
Farringdon, opened in 1863), and the oldest its lines extend more than 15 miles from the Passengers per annum on railways (1970): 672 000 000.
section of underground electric railway in the
world (Monument-Stock well, opened in 1890). centre of the city. Average length of journey: 4 8 miles (77 km).
The sub-surface (cut-and-cover) lines were Total passengers per annum carried by London
Route length (January 1971): Served by London
Transport trains. 254 miles (409 km) of which 237 Transport Executive (including road services as
miles (381 km) are administrated by London well as Railways) (1970): 2 174 000 000.
Transport, the remainder being British Railways

Continued next page

LONDON—Com. UNITED KINGDOM 565

mm, ^"f7 filflliil
H- .
M

Modern Sub-surface rolling stock— London Transport Modern "Tube" stock at a surface station

Car miles per annum (railways) (1970): 211 589 000. escalators numbered 235 and lifts 83. Oxford new stations at Pimlico. Vauxhall and Brixton,
Circus Station is served by 14 escalators. At and Stock well, for interconnection with the
Maximum number of trains per hour each way: 33. several stations on the system and at all Victoria Northern Line. The London Transport Act,
Line stations automatic entrance and exit gates which grants powers for the construction of
Number of cars per train: 6, 7 or 8, according to operate in conjunction with electronic ticket- (among other projects) the first section of the
line; on some lines, trains are reduced to 3 or 4 new £74m. east-west cross-city tube (the Fleet
car length in slack hours. There are also a few scanning apparatus. Line) from Baker Street to Strand, received
Royal Assent in 1969. Work commenced in
shuttle services with 2, 3, or 4 car trains. Workshops. Central workshops for major overhauls April 1971 on an extension of the London
are located at Acton; there are 20 car depots, Transport Piccadilly line to Heathrow Airport.
Estimated capacity per car: Trailer car of modern the larger of which are equipped with lifting
tube (deep-level) stock: 36 seated, 155 standing. facilities. The Victoria Line's major overhaul In addition to the underground railways of
and storage car depot is at Northumberland Park. London Transport, there are two further tube
Average schedule speed (including scops): 20 2 mph
General: Although the total of Central London bus lines in Central London. One of these, the
(32-5 kmjh). passengers has decreased recently, most of Waterloo and City Line, connects the main-line
London's short-distance traffic is still carried by terminal of Waterloo with Bank, and is operated
Track gauge 4 ft. 8j in. (1-435 m.). road services, and the average length of journey
on the London Transport railway system is high by the Southern Region of British Railways;
Weight and type of rails: 95 lb. per yd. (47 kgjm.), in comparison with that on the underground the gauge is 4 ft. 8£ in. (1-435 m.) and the line,
bull-headed rails, 60 ft. (18-3 m.) long. Nearly railways of other cities. Thus, while the London although short, provides a valuable passenger
one half of running track is laid with 300 ft. underground carries fewer passengers than, for
(92 m.) welded lengths of rail. example, the Paris Metro, it carries them much link.
further, and its total passenger-mileage is com-
Maximum gradient: I in 30 (3-3%). The other tube system is the Post Office Tube
parable. Railway, used exclusively for the transfer of mails
Minimum radius of curves: 330 ft. (1006 m.); 1,320 between the various London District Mail Offices;
ft. (402 m.) considered desirable for new con- Construction work on the Brixton extension thelineissome7 miles (// km.) long, is an average
of the Victoria Line, begun in 1967, is now com- of 90 ft. (27-4 m.) below ground level, and extends
struction. pleted. The extension is in deep-level tube from Paddington in the west to beyond Liverpool
crossing beneath the River Thames to the three Street in the east. The gauge is 2 ft. (610 mm.).
Type of tunnel: On sub-surface lines (the Metro- No staff travel on the trains, which are moved by
the switching on and off of current.
politan and District Lines), tunnels are mainly
double-track, of varying sections. In the older Victoria Line trains lined up at Northumberland Depot
tunnels, the roofs are of brick arch construction;
later sub-surface tunnels are of rectangular Interior of Modern Tube Car— London Transport
section, 25 ft. in. (7-62 m.) wide and 13 ft. 6 in.
(4114 m.) high (from rail level). These tunnels
are of "cut-and-cover" type.

The deep-level, circular tube tunnels, each
with a single track, are generally 1 I ft. 8j in. in
internal diameter. (On the new Victoria Line
they are 12 ft. 6 in., allowing additional clearances
for speedier trains). Tunnels on the system are
for the most part lined in cast iron, but on the
Victoria Line the linings are part iron and part
concrete. Tube tunnels were driven by Great-
head shield generally, but latterly the running
tunnels have been driven by a combination
rotary excavator and shield. The deepest level
on the system is at Hampstead, 192 ft. (58-5 m.)
below ground level.

Method and voltage of current supply: Four-rail: 600
volts D.C. London Transport has its own power
generating stations at Lots Road and Greenwich,
with installed capacities of 180 000 kw and 90 000
kw respectively. There are 105 railway sub-
stations, nearly all remotely controlled.

Rolling stock: Number of vehicles owned ( 1970):

3 036 motor-cars and I 387 trailer cars (plus
service locomotives, wagons, etc).

Details: The latest sub-surface cars have an
overall length (over body frames) of 53 ft. 0± in.
(/6-/67 m.), an overall height of 12 ft. I tn.
(3-683 m.), and an overall width of 9 ft. 8 in.
(2-946 m.). Trailer cars have three double-ieaf
automatic doors on each side, driving cars have
one single leaf and two double leaf doors each
side. Wheels and bogies on the latest stock have
rubber suspension.

The latest tube cars have an overall length
(over end frames) of 52 ft. 2J in. (16-58 m.), an
overall height of 9 ft. 5^ in. (2-883 m.) and an
overall width of 8 ft. 6-rV in. (2-595 m.). Non-
driving cars have two single-leaf and two double-
leaf automatic doors on each side. Wheels
and bogies have rubber suspension. Centre-
buffer couplers (Wedglock) are used.

The new aluminium alloy cars for the Victoria
Line and its Brixton extension are about 6 in.
longer and l£ in. wider than general tube stock,
but differ from them principally in cab design

(associated with automatic operation), large

window and door perspective, braking and seat-
ing. The latter takes into account the new
line's preponderance of short-distance travellers.
Trains are formed of two 4-car units.

The latest addition to the Underground fleet
is 212 new cars for the Circle and Hammersmith
and City Lines. These incorporate many of the
features of Victoria Line stock, and also conform
to the principle of facilitating passenger movement
at busy in-town stations.

Signalling: Automatic block, with two-aspect colour
light signals and train stops. The Victoria Line's
automatic train operation system largely dispenses
with colour-light signals. It was the first line to
be completely controlled by programme-machine
signalling. This control is being progressively
installed on other lines.

Station layout: There are many varieties of station.
Most tube stations have separate side platforms,

each in a large-diameter station tunnel. Ticket
halls in the central area are often sub-surface,
with stairwells to all street corners. There are
elaborate subway layouts for easy cross-platform
facilities between lines at interchange stations.

Because of the great depth of many tube stations,
there are many lifts and escalators; In 1970

566 UNITED KINGDOM

Authority : Glasgow Corporation Transport GLASGOW Workshops: The rolling stock is stabled on the
Department. running lines, and cars must be lifted by crane to
Rolling stock: Number of cars: 43 (22 motor cars,
46 Bath Street, Glasgow C.2. 21 trailer cars), Of these 36 are in service at the surface for overhaul.

Route length: 66 miles (104 km.). peak hours. General: The Glasgow Subway was one of the first
Details: Each car is 42 ft. long, with two end urban tube railways in the world. It has certain
Number of lines: I (circular line); double track. unique features, in particular, the lack of physical
doors on each side. Fluorescent lighting installed connection between its two running tracks.
Number of stations served: 15. Average station in some cars is to be standard for the whole fleet.
Signalling: Colour light signalling, with train stops. In addition to the Subway, Glasgow formerly
spacing: 44 miles (071 km.). Station layout: Stations have island platforms, IS ft. had two long sub-surface railways carrying British
Railways suburban trains under the centre of the
History: The line was opened in January 1897 as a in. (4 572 m.) wide and 120 ft- (36 576 m.) long. city. B.R. Central Low Level Line trains (7 5
cable railway. Since 1923, it has been owned Access is by stairway from surface ticket halls. miles in tunnel) have now been withdrawn leaving
by Glasgow Corporation. It was converted to only the Glasgow City and District Line operating
Station Interior (2 miles in tunnel).
electric traction in 1936.

Passengers per annum: (1970) 16 989 835.

Tram miles per annum: (1970) I 255 512.

Maximum number of trains per hour each way: 20.

Maximum number of cars per train: 2.

Estimated capacity per car: 80-100 passengers (in-
cluding 42 seated).

Average schedule speed {including stops): 31 76
m.p.h. (22/4 kmjhr.).

Track gauge 4 ft. n. (/-2/9 m.).

Weight and type of rails: 80 lb. per yd. (39 7 kg.fm.),
flat-bottomed, continuously welded.

Maximum gradient: I in 16 (625",,).

Minimum radius of curves: 660 ft. (201 m.).

Type of tunnel: Double tubes, each of I I ft. (3 35 m.)
nominal diameter. Tunnelling was by means of
shields. Depth of the tunnel top ranges from
7 ft. to 1 15 ft. (2 to 3S m.) below surface; average

depth is 29 ft. (8 84 m.).

Method and voltage of current supply: Third rail;
600 volts D.C.

LIVERPOOL Central to Birkenhead Central and Park is 3± miles. latter to link with Exchange, Central and Lime Street
The line runs from Liverpool (Central) southwest-
British Railways (L.M.R.) wards under the river to Hamilton Square, on the stations. A further proposal is for another under-
Birkenhead side, where it splits, one branch running
Euston House, London, N.W.I. northwestwards to Park, and the other southwards ground railway to project the Southport and Ormskirk
to Rock Ferry. The line is double track throughout. lines south-eastward to Central station.
Liverpool lies on the east side of the estuary of
the River Mersey, while Birkenhead lies opposite Current supply on the Mersey Railway is at 650 The work has now been authorised and construction
onthe west side, in the Wirral Peninsula. The Mersey volts D.C. and until 1955 (when it was converted
Railway Company was incorporated in June, 1866 to third-rail, as on the Wirral lines), four-rail distri- will start in 1971 , with completion of the line by 1975
to construct a railway tunnel under the river to join bution was used. at a cost of approximately £11 million. Details of
the two cities, but it was not until January 1886 that platform lengths to accommodate either 6 or 8-car
the line was opened, with steam operation. Electri- Trains consist of multiple unit stock. Before its trains have yet to be decided, as is the exact siting of
fication was introduced in May 1903. In March 1938, incorporation into British Railways, the Mersey the Lime Street underground station.
the local Wirral (surface) lines of the London Midland
and Scottish Railway were electrified, and through Railway Company owned about 80 cars. The last Except for station tunnels, the single-track tunnel
running between them and the Mersey Railway began. rolling stock replacement programme was completed
Since 1948, the Mersey Railway has been incorporated in 1957. The Company's system had a route length will be shield-driven. On the Liverpool side of the
in the London Midland Region of the nationalised of 48 miles (7-7 km.).
British Railways system. Through trains to the Mersey it will be between 55i and 124 ft. in depth.
On March 5, 1970 the recently-formed Merseyside As part of the project a proposed new burrowing
Wirral run from Liverpool to New Brighton and junction at Hamilton Square station, which will
West Kirby via Birkenhead Park and to Rock Ferry Passenger Transport Authority agreed that detailed eliminate the present double-line junction and allow
drawings should be made, at a cost of about £240,000, for greater train frequencies, will be approximately
via Birkenhead Central. 113 ft. deep.
The length of the under-river section of the Mersey for a new underground railway line for Liverpool.
This would form a 2-mile terminal loop running As presently envisaged, the system will continue
Railway tunnel between James Street and Hamilton beneath the city centre, connecting at James Street to be operated by British Railways, but the Passenger
Square is I mile 350 yards (/,930 m.). The total station with the Mersey Railway, and extending the Transport Executive will be responsible for service
length of the tunnels, extending from Liverpool frequency and fare structure.

KEY
• New tingle track Ikxme'

• EmB-^q double track tunnel
• Ditto but one track
- Second Mage new construction

New platform construction
Second stage new piatlom*

i

/XbiRKEMHEAD
CENTRAL b
HOCK FERRY

Insha — U.S. S. R. 567

P BAKU Authority: Baku City Soviet.

luSitljfcW Ncftehilcr*^ Title: Baku Metropolitan.
W
9 Route length: (1971): 6 5 m.les (10 5 km).
Azi Aslanov
Number of lines: 2.
<7
Number of stations served: 7.
Kirov
General Note:
Ope rat ive line Baku, situated on the west coast of the Caspian Sea,

Line und*r construction is the capital of Azcrbaidjan and in 1970 had a popula-
Proposed tine tion of I 261 000. Construction has been in progress
for some time on an underground railway for the city.
During excavation for the tunnels and station struc-
tures, variations in ground from rock to water-
bearing subsoil were encountered. Tunnel lining
methods made use of concrete rather than iron
segments, and take the form of ring elements of
ferro-concrete blocks, which are said to have had a
considerable saving effect on construction costs.

Ulduz station was opened in 1970. A further 8 5
km of route serving 4 more stations is planned over the

next 3 years.

Annual passenger totals carried on the Baku Metro

are as follows:

1967: 3 7 m.
1968: 36 8 m.
1969: 40 8 m.
1970 to May 1st: 18 5 m.

In late 1967 the first section of line 6-3 miles (t0-l

km.) was opened, with six stations: Nanmanov,
Gyandzhlyk, 28 April. Shaumyan 26 Bak/ Commissars,
Baku Sovety, four of which lie at deep level and are

served by high-speed escalators. This line connects
three main districts, the western administrative, the
eastern residential, and the central industrial.

Average station spacing: 9 miles (1-4 km.).

Capacity per car: 170 passengers (including seats for
40).

Rolling stock: Type E built by Mytischi Engineering
Plant, near Moscow. Length of car over couplers
62 ft. 8 in. (19 m.). external width, 8 ft 10 in.
(2-7 m.) tare weight 32 metric tons. Each car
has four sets of automatic double doors on each
side. Seating is longitudinal. Automatic centre
buffer couplers. All-motored axles.

Type of rails: 101 lb. per yard (50 kg./m.): flat bottom-
ed, welded up to 1,066 ft. (325 m.).

Method and voltage of current supply: Third rail; 825
volts D.C. contact on underside of current rail.

Signalling: Automatic block, with colour-light signals,
speed control and train stops.

Escalators in Narimanov station

Cut-and-cover construction on Baku Metro The completed station

Because of difficult hydrogcological conditions— rock, quicksands, high water level
a combination of caisson tunnelling and lowering subsoil water level was adopted

for this new line. The method has been given the name "Baku chamber building

method.**

568 U.S.S.R. KHARKOV will be actually underground. Stations will be from
9 km. to 1-7 km. apart, and will have platforms 328
The first stage of an underground railway system is stock. The Riga coach building works are to build
under construction in Kharkov. With a population the cars. They will be capable of speeds of 56 mph ft. (100 m.) long. They will be: Sverdlova Street,
of I 223 000 in 1970. Kharkov is the second city of (90 km.'h). Car seats will be arranged transversely Yuzhny Vokzal, Rynok (Market). Centre. Lerada,
the Ukraine. There are more than I 000 factories. and the car capacity will be 240-250 passengers. Stadium. Zavodmalysheva, Turbinni Zavod. During
The city's extensive bus, tram and trolleybus services peak hours it is expected that I 5 eight-car trains (of 2
are now inadequate to meet demands and an urban The underground lines will be transverse, crossing four-car units) will serve the line initially. Construc-
underground railway system is projected. the city east-west and north-south. The first under- tion of the second stage will add II] miles (7-3 km.).
ground line, scheduled to open in 1974, will be 6 6
The underground tunnels are to be built 18 ft m miles (106 km) long and have two deep-level stations
and six of cut and cover type. About 7j miles (12 km)
diameter to accommodate Soviet underground rolling

Authority: Kiev City Soviet. KIEV

Title: Kiev Metropolitan. Operative Ime

Route length: Operative, 9 7 miles (158 km.). The O —•• Proposed line
line traverses the city from north-west to south-
east and is in tunnel. Approach to Metro bridge over the River Dnieper

Average station spacing: 65 miles (I0S km.).

Number of stations: 12.

History: The third metropolitan railway in the USSR

—came into operation in I960 in Kiev capital of

the Ukranian SSR (population 1,632.000 in 1970).
The first section of 3 2 miles (5-2 km.) served 5
stations; Terminus. University, Kretschatik (also
the city's principal street) Arsenal and Dnieper.

In 1963 the line was extended 2 I miles (3 3 km.)
to Zavod Bolshevik, in 1965 a further 2-7 miles
(4 4 km.) to Darnitsa, and in 1968 to Konsomols-
kaya via the Metro bridge crossing of the Dnieper
River. The section from Zavod Bolshevik to
Svyatosino 4 1 miles (65 km.) long, now under
construction, is due open in 1971.

A new transverse line from Priorka, south

east, south and south-west to Teremky, crossing
the existing line at Kreshchatic, now also under
construction, will add 16 more stations to the
system.

The Kiev Metro has carried about 600 millions
of passengers during its ten years of operation,
recent annual totals being:

1968: 103 m.
1969: 116 3 m.
1970 to May 1st: 39-2 m.

Number of cars per train: 3. This will be increased

to 5 on completion of the extensions.

Estimated capacity per car: 170 passengers (including
40 seated).

Average scheduled speed, including stops: 23 4
m.p.h. (37-7 km./hr.).

Track gauge: 5 ft. in. (f-524 m.).

Type of rail: Flat-bottomed, continuous welded.

Maximum gradient: I in 25.

Method and voltage of current supply: Third rail;
825 volts D.C. The sub-stations feeding current
to the track are unattended.

Signalling: Automatic block with colour-light signals
and automatic train stops. At termini track
reversing equipment is automatic. Train move-
ments are under the supervision of a central
control.

Rolling stock: Cars are similar to those operating

on the Moscow and Leningrad Metros. The
cars, manufactured by the Mytishchi Engineering
Plant, near Moscow, are of all-metal construction
with automatic coupling and pneumatic and
electro-magnetic braking. They have four sets
of automatic folding doors on each side and are
equipped with loudspeaker sets and speed-

ometers.

Type of tunnel: Tubular, cast-iron segment lined.
The tunnels can be closed by means of mechanised

shields (doors).

Station lay-out: The four deep-level stations:
Terminus, University, Kretschatik and Arsenal
are equipped with escalators. In the case of
Arsenal and University, these operate from
sub-surface vestibules. Platforms are of the
island type, except at Dnieper Station which has
side platforms. This station is built on a viaduct
which forms the approach spans of a new bridge
over the Dnieper River.

All stations are architecturally rich in decor-
ation, similar to that of the stations on the

Moscow and Leningrad Metros. Locally (Ukran-

ian) obtained granite, variously shaded marbles,
majolica and anodised aluminium were among
the materials used. The station platform length
is sufficient to accommodate five-car trains.

Air purifying plant is incorporated in the stations'
ventilation control equipment.

Metro train at Darnitsa Station, Kiev

Authority: Leningrad Metropolitan Railway LENINGRAD U.S.S.R. 569
(Leningrad City Soviet). <=o
PoLtckKmene skava jT\*^
Route length (1971): 30 miles (56-3 km).
'to»lncV\ad Ml4>
Number of lines: 3 (radial).
^5
Number of stations served: 29. Transfer stations //

Average station spacing: 09 miles (1-4 km.). Witt it prelomgt* fir ont stalion To Vit«b4kiyA

General Notes:

Leningrad's population in 1970 was 3 950 000.
and of these one million use the Metro every
working day. Its two busiest stations are Park
Pobedy and Moscovskaya in the southern resi-
dential districts.

The Leningrad Metro was the second under-
ground system in the USSR. The first line 6-7
miles (10-8 km.) long from Avtovo in the south to
Ploshchad Vosstania was opened in November
1955, and extended to Ploshchad Lenina in June
1958. It connected five main-line stations.

In 1961 the first 3-5 mile (S-6 km.) section of the
Moscovsko-Petrogradskaya was opened, cross-
ing the existing line at Technical Institute and
connecting the city's southern district with the
right side of the River Neva. In 1963 it was
extended north four stations to Petrogradskaya.

Construction began also in 1963 of the Nevsko-
Vasiliostrovskaya line and four stations of this
line were opened in 1967, in which year the
Avtovo-Ploshchad Lenina was extended south to
Dachnoe. In 1969 the Moscovsko-Petrogradskaya
line was extended south to Moscovskaya Station.

During 1970-1974 it is planned to extend this
line north for four stations to Kalininskaya, and
two stations south to Vitebskaya. The Vasilio-
strovskaya line will also be extended two stations
southward to the new southern Leningrad
district Obukhovo. In 1971 this line was extend-

ed 6j km to Lomonosovskaya.

Passengers per annum (1969): 399 3 millions.

Maximum number of cars per train: 4.

Capacity per car: 170 passengers (40 seated).

Average scheduled speed: 24-5 m.p.h. (39-6 km.jb.).

Rolling stock: Type G built 1955 and type D built

1955-63 by Mytishchi Eng. Plant, near Moscow.
They are 64 ft. 7 in. (/9-7 m.) long, all steel,
Electro-pneumatic brakes, 4 motors per car,
automatic coupling.

Track gauge: 5 ft. (1-524 m.).

Type of rails: Flat bottomed.

Type of tunnel: The line is of deep-level tube con-
struction, and depending on the cambresian
clay formation, is at places nearly 200 ft. (over
60 m.) below surface level. Each single-track
tunnel is of metal and ferro-concrete tube con-
struction and has an interna! diameter of 5-1 m.

Method of current supply: Third rail; 825 volts D.C.

Station layouts: Stations are of island type, with
circulating concourses between the platforms.
Although ornate, the stations are slightly less

so than those on the Moscow Metro, but they
are finished on similar lines. Platforms are built

for eventual lengthening of trains to 8 cars.
Automatic operation of trains is being intro-

duced progressively on the system.

Interior of Pushkinskaya Station, Leningrad

a MOSCOW

570 U.S.S.R. Upper platform level at Konsomolkaya Station

Authority: Moscow Metropolitan Railway This is an exchange station on the Ring Line.
(Moscow City Soviet).

Route length (1971): 910 miles (146 S km).
Number of lines: 8 (3 transverse, 4 radial and I

circular); all double track.

Number of stations served: 86.
Average station spacing: 09 miles 6 km.).

GENERAL NOTES

Russian theory and practice in underground
railway engineering has changed radically since
Moscow's first underground line was built (1933-
S). Excavation then was accomplished partly
wich pneumatic tools, but largely with pick and
shovel, and the spoil removed by light railways
much implemented by wheelbarrows. Slow
progress then can be compared with a recently
reported 440 yd. tunnel excavation in a day.
accomplished by massive mechanical excavators
and earth movers.

Moscow's urban street transport at the end
of the 19th century consisted of tramways and
thousands of cabs. River ferries, tramways
extensions and bus services developed from the
I920's. and trolleybuses in 1935.

An expansion of the city boundaries and siting
of large projects away from the centre, besides a

concentration of railway terminals in the north
and commercial and social activities at the centre,
involved increasingly long journeys for the
Muscovites which were expedited by the con-
struction of Moscow's Metro system.

The first 7-2 mile (lt-6 km.) section between
Sokolniki and Park Cultury, crossing the city,
was opened on May 1 5, 1935. The second

mOperat i ve

Li

ProspeUt VcrnadsWo ^ ^^^^^ ^m Line under
Yugo- Za pad nay construction

Proposed
<=> 0"=> line

I G}— Trar,s)4r

v&^ stations

Map of Moscow Metro Continued next page

U.S.S.R. 571

MOSCOW— Cont. Exterior of Lenin Library Station

section of underground completed in 1938 Maximum number of trains per hour each way: 44. side. Seating is longitudinal. Automatic centre
was from Smolenskaya to Kiev Station, and two buffer couplers. All motored axles. The cars
other lines were built at the time to Kursk Maximum number of cars per train: 7. are manufactured at the Mytishchi Engineering
Station and towards Sokol in the north-west, Plant, near Moscow,
thus developing a small network of radial lines Estimated capacity per car: 170 (including 40 seated).
about 16 miles (26 km) in route length. Under- Signalling: Automatic block, with colour-light
Average schedule speed (peak periods, including signals, speed control, and train stops.
ground building continued during the World War
stops): 24 9 mph (40-1 kmlh). Station layouts: Stations are of island type, often
( 1941-1945) for economic and cultural reasons
and to provide shelters from enemy air raids. Track gauge: 5 ft. (I 524 m.). embodying a vast circulating concourse between
By the war's end 25 miles (40 km.) of Metro the two platforms. The surface buildings of the
linked the city area with 7 railway stations, and Type of rails: 101 lb. Der yd. (50 kg.fm.). Flat- Moscow Metro are palatial and the whole
by 1954 all main railway stations were connected bottomed: welded up to 1.066 ft. (325 m.). system has the reputation of a show-piece.
by Metro. The first major stage of Metro As an example of station dimensions, the con-
building concluded with the merging of the Maximum gradient: I in 25 (4%) course of Komsomolskaya Station is 538 ft.
several radial lines with the circular underground (164 m.) long, 59 ft. (18 m.) wide, and 37 ft. 9 in.
route. Minimum radius of curves: 984 ft. (300 m.). (11-5 m.) high. Escalators are widely used.
The ring line alone has 82 escalators totalling
New sections were added to the system as Type of tunnel: The earlier sections were partly 4-3 miles (7 km.) in length. Reversing at termini
is carried out on sidings beyond the stations.
large-scale building projects were launched in of cut-and-cover construction, the tunnels being Platforms are 510 ft. (155 m.) long. The busiest
1954 in areas of new developments. doub'e-track and of rectangular section. 25 ft. stations include Ploshchad Sverdlova, Prospekt
Marksa, Belorusskaya and Sokol.
Arbac underground section was originally built n. (7-6 m.) wide by 12 ft. iO in. (3 9 m. ) high
at shallow depth in 1933-38. crossing the Moscow from rail level. Subsequent lines (including Control: In I960 the change-over to automatic control
via a bridge. It was closed down in 1953 and the ring line recently built) have been largely in all transformer substations was completed.
retubed at a much greater depth under the river- of deep-level tube construction, each single-
bed. track tube tunnel having an internal diameter There are now no staff at these substations which
of 17 ft. 1 1 in. (5-46 m.). Tube lines are as much
In 1959 when a surface line was laid from the as 131 ft. (40 m.) below surface level (for example. are all controlled by one person from a central
Kiev Railway Station to Kutuzovskaya. it was at Dynamo Station).
once again linked up with the old Arbat radial point.
line. Gradually the Arbat-Fili line moved out to Method and voltage of current supply: Third rail;
the new development area. Fili-Mazilovo, in the 825 volts D.C.; contact on underside of current Electronically controlled trains have been in ex-
west. In 1965 it was extended past a large perimental service, carrying passengers on the Kol-
residential district Kuntsevo, and in 1966 up to rail. tesvaya (Ring) Line since 1964. They are to be intro-
Molodezhnaya. In 1966 a further addition to the duced progressively on other services.
system, the eastern rapid Zhdanovskaya line, Rolling stock: Length of car over couplers 62 ft.
9 miles (14-3 km.) long became operative. There 8 in. (191 m.): external width 8 ft. 10 in. (2 7 Experiments being carried out on the shunting of
are seven stations, with the inner terminus at m.); tare weight 320 metric tons. Each car trains at terminal stations using automatic control
Taganskaya (for interconnection with the Ring has four sets of automatic double doors on each equipment are reducing the number of teams of
Line). The line at its inner end is at deep level shunters now employed.

in twin tube, and afterwards runs at sub-surface
and surface levels.

In August 1969 the extension of the line from
Avtozavodskaya to Kakhovskaya with 4 stations
came into operation. This line will have a spur
from Kashtrskaya to Lenino.

Also being extended are the lines Taganskaya-
Novogireevo towards the east, and Krasnopres-
nenskaya-Khoroshovskaya-Planernaya, a large new
development area to the west of the capital.

In the more distant future there is to be a
Timiryazev line from Novoslobodskaya to the
Academy of Agriculture, via the Savyolovo
Railway Station, and an extension of the radial

lines, from the VDNKh to Medvedkovo. There

is the choice either of building a new large
circular underground route to include new areas,

or of linking up the radial lines' terminal stations,
in elliptical loops, to ease the congestion of
passengers on the central stations while improv-
ing communications in the outlying areas.
Running towards the centre and by-passing the
Kremlin area in semi-circles these new radial lines
would become diametrical and greatly ease
passenger traffic in the old central area. 3 more
inner stations were opened during 1971 and the
new north-south tube line across central Moscow
opens December 1971.

Avge daily passenger total (1971): 4 6 millions.

Passengers per annum (1970): I 628 millions.

Combined Metro and highway bridge over the Moskva River

—Three types of passenger transport electric trolleybus on upper level, Metro on lower level, and a hydrofoil

boat on the river.

. TASHKENT

572 U.S.S.R.

TASHKENT

Tashkent, capital city of the Uzbek Soviet Socialist
Republic has announced plans for a new 'Metro'
system. In 1970 it had a population of I 385 000. and
as the centre of the Tashkent region, is destined to
increase in size and importance.

It is served at present by a public transport system
of buses, trolley buses, trams and taxis.

The project for a metropolitan railway for Tashkent
was elaborated in 1967. The first line will be trans-
verse, from the south-west to the city centre and then
to the north-east, to serve a region of mass housing
construction. It will have 16 2 km. of route with 14

stations.

Map of proposed Tashkent Metro

The numbers indicate the priority of construction.
No. I will be the first section to be built. The map
does not necessarily represent the final design.

TBILISI

Authority: Tbilisi City Soviet. c=j QCDC3 Operative Urn
Proposed line
Title: Tbilisi Metropolitan.
Map of Tbilisi Metro
Route length: (1971): 80 miles (12 9 km).
Method and voltage of current supply: Third rail; automatic double doors on each side. Seating is
Number of lines: I 825 volts D.C.; contact on underside of current longitudinal. Automatic centre buffer couplers.
All motored axles. Car manufactured by the
Number of stations: II. rail. Mytishchi Engineering Plant (near Moscow).

Tblisi is the capital of the Georgian republic, with a Rolling stock : Length of car over couplers, 62 ft. 8 in. Signalling: Automatic block, with colour-light signals,
population in 1970 of 892 000. Public transport in (/9/ m.) external width 8 ft. 10 in. (2-7 m.); tare speed control and train scops.
Tbilisi includes trains, buses and trolleybuses. In weight 32 metric tons. Each car has four sets of
1964 design work for an underground railway was car-
ried out by the Caucasus Design and Survey Institute,
for an underground railway that would provide
means of mass rapid transit between the city's large
industrial and residential areas and its centre. The
lines* geography was dictated by the lay-out of Tbilisi
along the River Kura, with the industrial and residen-
tial areas at either end. The planned lay out of the
railway system centres on the city's main thoroughfare,
Rustaveli Prospekt.

Construction of tunnels, and excavation for station
structures, was undertaken from the surface. Both
solid rock and ground impregnated with water from
mineral springs was encountered, the latter necessi-

tating heavy machinery to pump out subsoil waters.
The first 3-9 mile (6-3 km.) section of the underground
came into operation in 1966. The line then had six
stations, two of which, Didube and Electrodepovskaya
were surface stations. In 1967 the line was extended
eastward 3 9 km to 300 Aragvintsev and further
extended in 1971 for 24 km to Samgory.

Planned for the second construction phase is a ring
line with four stations; Saburtalo, Vokzalnaya,
Rustaveli. The name for the fourth station has not
yet been decided. The railway's principal features
are as follows:

Average station spacing: 75 miles (/-2 km.).

Passengers per annum (1969): 68 3 millions. The
Metro carries 160,000 to 190,000 passengers daily.
Over three years 1966-69 it has carried 125 m.

passengers.

Estimated capacity per car: 170 (including 40 seated).

Track gauge: 5 ft. (1-524 m.).

Type of rails: 101 lb. per yard (SO kg.fm.).

CANADA 573

Authority: MONTREAL single flat fare is charged for use of the rapid

Montreal Urban Community Transit where the three lines intersect there are four transit and bus systems, with free transfer per-
Commission levels below ground. There are no sidewalk
entrances to stations. Accesses are through mitted from one to the other. The same paper
159 Craig Street West. Montreal 26, Quebec, small off-street structures and through commer-
Canada. cial buildings. Escalators are provided wherever ticket is used for both systems. It is magneti-
the difference in level is 12 ft. or more.
Chairman and General Manager: Lucien L'Allier, Eng. cally incoded to operate the turnstiles in rapid
Commissioners: Workshop: There are no storage yards on the surface.
Trains are stored on tail tracks in the tunnels Atransit stations. transfer ticket incoded as to
Robert Hainault. M.C. behind each terminal station, where light repairs,
Armand Lambert, C.A. inspection and cleaning are carried out. General date and time, issued on buses, also operates the
Asst. General Manager: J. G. Legrace overhaul and maintenance is done at repair shops
Secretory: Yvon Clermont, Q.C. on the surface. station entry turnstiles.
Treasurer: Jacques Bouvrette, C.A.
Director of Transportation: Guy Blain, Eng. General: The Rapid Transit lines arc urban in charac- Rapid transit trains arc operated by two men
Director of Engineering: Georges Donato, Eng. ter and are co-ordinated with the surface bus at all times. They arc stationed at each end of
Director of Vehicle Maintenance: Gaston Beauchamp.
Eng. system to form a single unified network. A the train, and without changing position, function
Director of Planning: Henri Bessette, Eng.
as driver and guard alternately each half trip.
Montreal's Metro system is a comparatively modern Telephone communication is provided between
train operators and control centre. Operation
concept, as reflected in its enlightened architecture is between 5-15 a.m. and 1-15 a.m.
and operational performance. Serving as it does the
second largest French-speaking city, the Metro Extensions to the system arc under planning.
understandably reflects French influence in both its
stations and rolling stock. It was planned, construct- MONTREAL URBAN COMMUNITY TRANSIT COMMISSION
ed and financed by the City of Montreal. Actual
Pneumatic-tyred train entering Atwater Station
construction began on May 23rd, 1962.

On 6 Aug. 1963, the City Council approved exten-

sions of line 2 at both ends, and construction of
Line 4 to serve the communities on the south shore
of the St. Lawrence river, and also the 1967 World
Exhibition. The major portions of Lines I and 2
were put into operation on October 14th 1966, and
all three lines were in full operation on April 1st 1967.

On February 12, 1971. the Montreal Urban Com-

munity Council voted a loan Bye-law for the borrowing

of $430 m to be used to extend the Metro system a

further 28 5 miles. Lines I and 2 would be extended

east, west, and north-west. A new north-east line

would be built and connected midway by a cross-city
line to lines I and 2, the whole being served by an
additional 41 stations. It is expected construction
work will start in late 1971, once the financial partici-
pation of the Province to the project is clarified.

Route Length: as of 1971 : 16-13 miles (26 km.).

Number of Lines: 3

Number of stations: 26

Average Station spacing: 544 mile (0-875 km.).

Passengers per annum (Rapid Transit): Annual figures
approximately 125 million passengers. Approx.
425.000 revenue and transfer passengers use R.T.
on typical weekday.

Total passengers per annum (Bus and Rapid Transit):
12 months ending April 30th. 1970: 266 700 610.

Car Kilometres per annum: Estimate: 33,640,180.

Maximum number of trains per hour: Line I: 20;

Line 2: 24; Line 4: 3.

Number of cars per train: 9.

Passenger capacity per car: 160.

Average schedule speed: Line 1 :20 m.p.h. (32-2 kmjhr.)
Line 2 23 m.p.h. (371 km.jhr.); Line 4: 32 m.p.h.

(51 I km.jhr.).

Track gauge and weight and type of rails: Pneumatic
tyred traction system is used, requiring standard
gauge, 4 ft. 8± in. (1-435 m.) steel security rails
(70 lb. per yd.), flanked by 10 in. wide concrete
running tracks, and lateral guide bars.

Maximum gradient: 6-6%.

Minimum radius of curves: Main line 460 ft. (140 m.).

Type of tunnel: All lines in single tunnel 23 ft. 4 in.
wide, containing both tracks. Generally through
rock, they are concrete lined, with vertical walls
and arched roof 16 ft. high at centre. About

30% of tunnels were constructed by cut and

cover method using single rectangular concrete
section. Depth of tunnels varies from 20 ft, to
180 ft. below ground level. In the downtown
area the lines are located beneath streets closely
paralleling those carrying heavy traffic.

Method and voltage of current supply: Traction
current is at 750 volts d.c. delivered to the guide
bars from 18 sub-stations. Primary supply is at
12,000 volts a.c. from Quebec Hydro power
distribution system.

Rolling stock: 246 motor cars, 56 ft. 5 in. (/7-2 m.)
long. 123 trailer cars, 53 ft. 10 in. (16 5 m.) long.
All cars are 8 ft. 3 in. (2-5 m.) wide.
The cars were manufactured by Canadian-
Vickers Ltd. Montreal. They are semi-
permanently coupled in three-car sets, compri-
sing two motor cars with trailer in the centre.
Each of the car's two bogies rest on four pneu-
matic-tyred wheels, each doubled by an auxiliary
flanged steel wheel mounted on the same axle.
The latter wheels in normal service conditions
do not touch the steel security rail, but act as
standbys in the event of a pneumatic tyre failure.
There are also four horizontally-mounted
pneumatic-tyred guide wheels per bogie. Max-
imum length of train, comprising three 3-car
sets (9 cars) is 500 ft. Each motor car has four
150 h.p. motors. Braking is electro-pneumatic,
with wood shoes acting on the steel security
wheels. Each car has four double doors on
each side. Maximum speed is 50 m.p.h. (80 5

km.jhr.).

Signalling: Conventional block system with line-side
indications.

Station layout: All stations are of the side platform
type with concourse above. Platforms are 500
ft. long and 13 ft. wide. Except in three cases
the entire two-level station structures are below
street level. At Berri-Demontigny station

574 CANADA / USA

Authority: Toronto Transit Commission. TORONTO
1,900 Yonge Street, Toronto 7. TORONTO

Route length 20-73 miles (33-2 km.), including 17-44 Subway train leaving Old Mill Station to cross the 800 ft. bridge over the River Humber
miles (27 Okm.) in tunnel. Remainder in open cut.
New stock: The first subway cars to be built in Signalling: Automatic block, with three-aspect colour-
Number of lines: 2 (radial); double track. light signals and train stops.
Canada, 36 in number, by Montreal Locomotive
Number of stations served: 45. Works, are 74 ft 5$ in. long ( 17 ft. longer than the Station layout: A number of stations have subsurface
older stock), 10 ft 3 in. wide, and are of alumin-
Average station spacing: 46 miles (0 47 km.). ium construction. There are 4 sliding doors ticket halls. All platforms are 500 ft. (152-4 m.)
on each side of each car. The passenger seating long. There are both side and centre platform
History: This urban underground railway was the capacity of a 6-car train of this stock (at 84 per stations on the system, the deeper being equipped
first "subway" to be built in Canada, materialis- car) is equivalent to that of an 8-car train of the with escalators to the total numbr of 102. Of
ing, after many years of consideration, to relieve older stock. 164 cars were built by Hawker these, 79 are on the Bloor-Danforth Line. Closed
surface congestion on the streets of downtown Siddeley Canada Ltd. for the new Bloor-Danforth circuit television is installed at some stations.
Toronto. The first line, on a north-south axis
(opened in 1954) and the second line on an east- Line. Similar to the previous 36 cars, they are Workshops: There is a car depot and workshops at
west axis (opened fully in 1968) follow the course driven by four 125 h.p. motors to each car. Davisville and a new one at Greenwood.
of the two main traffic arteries, Yonge Street, and Lighting is by continuous lines of fluorescent
Bloor Street and Danforth Avenue. The increase General: Total cost of the 8 miles of new Bloor-
in ridership from 76 millions in 1964 (on the 6^ lamps, and the cars are warmed by waste heat, Danforth Line was $160 m. A further $77 m.
miles of Subway then operational) to 157 millions was expended on the recent east and west
in 1970 (on 20$ miles of Subway) is illustrative regulated by thermostatic control in the winter extensions. The western extension from Keeie
of the increasingly important role of the Subway months, generated from the dynamic brakes.
system, which is currently being extended north- Electro-pneumatic braking is provided as a to Islington, 3-49 miles (5-6 km.), includes 5
ward.
standby. In summer the cars' temperature is intermediate stations. The eastern extension
The commission also operates the city's public from Woodbine to Warden, 277 miles (48 km.)
road transport, which was at one time mainly controlled by fans with speed automatically includes two intermediate stations.
street-cars, until the Subway replaced them in
variable by changes in temperature. A train Construction work on an extension northward
central areas. from Eglinton on the Yonge Street Subway was
communication system allows for announcements started in 1968. It will add 5 54 miles and four
Passengers per annum: (1970): 157 600 000 (Toronto to passengers from traffic headquarters and from more stations to the system. Except in the
Subway). train crew, and two-way communication between
crew and control. vicinity of the stations, all the extension is in
Passengers per annum carried by the whole of Toronto shield-driven tunnel. The first 4 miles will be
public transport, including subway, buses, street- A further 76 cars, manufactured by the same completed by 1973 and the remainder by 1974.
cars and trolley-buses (1970): 323 616 632.
builders, are on order and will be delivered from
Car miles per annum (1970): 22 735 322. 1971 onward. Their dimensions and character-
istics conform with those of earlier deliveries.
Maximum number of trains per hour each way:

26-27.

Maximum line capacity, oneway is 40 000 passengers
per hour on each line.

Number of cars per train: Old stock: 2-car units

coupled to form 4, 6, or 8-car trains.

New stock: 2 to 6 cars.

Capacity per car: Old stock: 230 (including 62 seated).

New stock: 310 (including 83 seated).

Average schedule speed: 18-20 m.p.h. (29-32 kmjhr.).

Track gauge: 4 ft. I0| in. (/-5 m.).

Type of rails: Flat-bottomed, 100 lb. per yd. (49-6
kgjm.).

Maximum gradient: I in 29 (3-45%).

Type of tunnel: The tunnels are double-track 17 ft.
8 in. (54 m.) high. 32 ft. 6 in. (9-9 m.) wide
between stations, 52 ft. 4 in. (16 m.) wide at
stations), and although they are at least 8 ft.
(2-5 m.) below ground level (co give frost pro-
tection), they were built by the cut and cover,
and shield-driven method. The tunnels have
reinforced concrete frames.

Method and voltage of current supply: Third rail;
600 volts D.C.

Rolling stock: 334 cars: Old stock: 136 cars built by

the Gloucester Railway Carriage & Wagon Co.,

England. Each car has an overall length (over
buffers) of 57 ft. I| in. (\7-4 m.), and an external
body width of 10 ft. 4 in. (3-/5 m.). There are
three sets of automatic double-doors on each side
of a car. Weight per car is 27 tons. Cars have
automatic centre-buffer couplers, and British
Thomson-Houston control equipment. 6 cars
are of light-weight (aluminium) construction,
28 cars, delivered in 1957, are non-driving steel
motor cars similar to the original 100 steel cars.
6 other steel cars are equipped with dynamic
braking and rubber bogie suspension.

USA

The Metropolitan Atlanta (Georgia) Rapid Transit ATLANTA 1968, receiving only 45% approval. 50%It failed, as
Authority (MARTA) is currently engaged in engineer-
ing study and discussion regarding a proposed rail It is therefore considered that the only solution is was required for adoption.
the provision of a public transportation system
rapid transit system. efficient enough to attract commuters and others In April, 1969 a transportation consulting firm
from their private automobiles, and rail rapid transit
Atlanta has the usual problem of motor traffic is the most favoured. In 1965 a Rapid Transit Bill recommended to the Atlanta Area Transportation
authorised local governments to participate in a Study Policy Committee a comprehensive transporta-
converging on its downtown business centre from a Rapid Transit Authority, and in January, 1966 a Metro- tion plan calling for some 145 miles of new and
politan Authority was created. The City of Atlanta expanded expressways, 1,535 miles of arterial and
surrounding metropolitan area that supports a popu- and certain neighbouring counties voted to participate. collector streets and 64 miles of rapid transit, part of
which would be rail and part busways.
lation of about I million, and is steadily growing. During 1967-8 preliminary engineering studies
J- were undertaken and proposals were put forward for When the system is determined, a financial pro-
a rapid transit network, linking four surrounding gramme will be developed, a cost/benefit anaylsis
Highway construction of peripheral and radial counties with Atlanta, whose services would be co-
expressways, plus the existing rail network, is ordinated with existing transportation facilities. made and a broadly-based public information pro-
expected to provide adequately during off-peak travel
A proposal for financing construction of a 40-3 mile gramme initiated. A referendum for the voters,
times for surface traffic circulating in the city and in likely to be held in November 1971, will contain
the adjoining counties. But completion of highway (64-8 km.) rapid transit system and an extensive bus
programmes is expected to increase rather than feeder network was submitted to the electorate in proposals for a four-county one per cent sales tax levy
diminish congestion in the inner areas primarily for public transportation improvements. Part of the
affected by the morning and evening peak hour flow $49 million annual revenue from such a levy would
of commuters. be used to fund the Rapid Transit railway project.

Continued next page

;

ATLANTA—Com. U.S.A. 575

ATLANTA Kensington

PROPOSED
64 MILE RAPID TRANSIT SYSTEM

Forest Park

BOSTON

Massachusetts Bay Transportation Authority

500 Arborway, Boston Mass. 02130

General Manager:
Mr. J. C. Kelly

Director of Operations:

Col. W. J. Higgins

Director of Planning and Construction:
Mr. R. G. Davidson

Route length: 23 miles (37 km.) of "rapid transit"
line (approximately half of which is in tunnel or
covered way); this excludes streetcar (tramway)
lines, of which 5 route miles (8 km.) are in special
streetcar tunnels.

Number of lines: 3 (2 transverse, I radial); all double

or multiple track.

Number of stations: 44.

Average station spacing: 0-6 miles (10 km.).

New York, Chicago, Boston and Philadelphia were,

tn that order, the first American cities to operate
"Elevated" urban train services. Boston did not

experience the population explosion that forced New

York in the early I900's to embark on an extensive
"Subway" system, and has only in recent years found
it necessary to do so.

This action stems from a vast co-ordination and
improvement programme for public transport which
the recently formed (1964) M.B.T.A. is concerned
with. This body is representative of the transporta-
tion needs of all that area within a 20 mile radius of
Boston City, embracing 79 cities and towns and
having a population of about 3 millions. That part
of the programme concerned with rapid transit urban

railways is referred to later.

Historically, the first underground line in America
was opened in Boston in 1897, but it was built for
street-car traffic. It was the forerunner of more
street-car tunnel lines, to a total of five miles, built
to take tracked vehicles off the traditionally narrow
streets of this old city. The rapid transit railway
lines serving Boston have been renamed the Orange
Line (Everett-Forest Hills), the Red Line (Harvard-
Ashmont and South Shore Extension), and the Blue
Line (Bowdom-Wonderland).

Passengers per annum: On all its services (rapid

transit, streetcars and buses), the Massachusetts
Bay Transportation Authority carried 172 million
passengers approx. in 1970.

Maximum number of trains per hour each way:

26-27.

Number of cars per train: 4 when traffic is heavy

2 during slack periods.

Estimated capacity per car:

Forest Hills-Everett: 258 including 56 seated

Cambridge Line: 278 ,, 72 ,,

East Boston Line: 180 ,, 48 „

South Shore 239 „ 64 „

Continued ntxt page

576 U.S.A. Signalling: Automatic block, with colour-light The South Shore extension is under construc-
signals and train stops. tion on 9 5 miles of railroad right of way on a
BOSTON Cont. branch extension of the Cambridge-Dorchester
Station layout: Several of the stations on the tunnel Red Line service from a southerly subway portal
Average schedule speed (including stops): sections of the rapid transit lines are equipped near Andrew Station to Quincy and Braintree.
with escalators. There are special interchange Passenger service to Quincy is scheduled for
Forest Hills-Everett 16 55 mph (26 63 km hr). facilities to and from streetcar and bus services
Cambridge Line 21 59 mph (35 24 km hr). at many rapid transit stations. 1971 and to Braintree in 1974.
East Boston Line: 19-10 mph (3074 km hr).
Workshops: Central overhaul workshops are located The Harvard-Alewife Extension is a proposal
Track gauge: 4 ft. 8 S in. (1-435 m.). at Everett. There are car depots and inspection to extend the Cambridge-Dorchester line about
Weight and type of rails: 85 lb. per yd. (422 fcf./m.), shops at Sullivan Square, Forest Hills, Eliot 2-5 miles north-westerly from Harvard Square,
Square, and Orient Heights. Cambridge, to a new terminal near the inter-
flat-bottomed. section of municipal boundaries of Cambridge,
General: The M.B. Transportation Authority operates
Maximum gradient: I in 20 (5",.) one of the most mixed urban transport systems Belmont and Arlington.
Minimum radius of curves: 400 ft. {122 m.) on running in the world, comprising elevated railways, The Haymarket-North Extension, under con-
underground railways, surface streetcars, under-
lines; 75 ft. (23 m.) on loops and sidings. ground streetcars, buses and trolley-buses. It struction will replace the Charlestown-Everett
is particularly difficult to classify the streetcar
Type of tunnel: The tunnels are mostly of rectangular system, since several streetcars are often coupled elevated structure of the Forest Hills-Everett
"cut-and-cover" construction, and of double up to form a train, and such trains run on railway
or multiple track width. rails through their special subways: the streetcar Orange Line service by a 6- mile extension from
lines are thus half-way between tramways and 1
Method and voltage of current supply: 600 V.d.c. underground railways.
All 3rd rail except between Maverick and Haymarket Square, Boston, under the Charles
Wonderland which is overhead wire. The extensive and comprehensive programme
of rapid transit railway expansion and improve- River and along a railroad right of way to a
Rolling stock: Number of cars owned (1971): 356. ment will, if implemented in its entirety, cost
more than $1 billion (US), to be raised mainly by terminal at Maiden near the Melrose line. Ic is
Forest Hills-Everett: 55 ft 3} in long. 9 ft 5* in bond issue, with Federal and State assistance.
wide. Cambridge Line: 69 ft 9} in long. 10 ft Some of the principal items included in the scheduled for completion and passenger service
3J in wide. East Boston Line (old): 47 ft 7 in programme are outlined thus:
long. 8 ft 7 in wide. East Boston Line (new): in the autumn of 1973.
48 ft 9 in long. 8 ft 7 in wide. South Shore Line:
The Southwest Corridor Extension, in initial
m69 ft 6 long. 10 ft wide.
construction, will permit the re-location of the
Electro-pneumatic control of side sliding doors
with manual control (except old East Boston cars Roxbury-Forest Hills elevated structure of the
with electric door operators), and centre buffer- Forest Hills-Everett Orange Line on to a railroad
couplers on all cars. right of way between Roxbury and West Roxbury.
The transit line may be built in the median strip
of a planned interstate highway that will utilise
the railroad right of way from Roxbury to Forest

Hills and West Roxbury.

Authority: ChicagoTransit Authority CHICAGO

Transit Board Chairman: Mr. M. Cafferty Type of tunnel: The underground sections are
generally about 40-50 ft. (I2-2-IS3 m.) below
General Manager: Mr. T. B. O'Connor surface level. Some portions of the lines are
in tube tunnels, others are of "cut-and-cover"
Operating Manager: Mr. C. E. Keiser construction. The tube tunnels have an internal
diameter of 20 ft. 5 in. (62 m.), the top of the
Superintendent of Public Relations: Mr. C. F. Knauti tunnel being 16 ft. I0± in. (5 1 m.) from sleeper

f/nonce Monoger; Mr. P. J- Meinardi Illinois 6,0~6,5c4-. level. D«mp$tc
Merchandise Mart Plaia, Chicago,
Method and voltage of current supply: Third rail \VSkohn Swift L-nc
Route length: The route length of the whole "rapid system-wide, except trolley wire on outermost
transit" system of the Chicago Transit Authority three miles of the Evanston branch and two Howard""
totals 89 4 miles {1439 km.), including seven miles of the Skokie line; 600 volts D.C.
m Park
elevated lines. The two lines which include Rolling stock: Number of vehicles owned ( 1971 ):
CT A SUBWAY LINES
tunnel sections have a combined route length of 246 on the whole "rapid transit" system; CT A ELEVATED LINES

50 6 miles {80-9 km.), while the route length of I General: The construction of a new central Subway
(underground railway) has been proposed to
the tunnel sections themselves is 101 miles i.e. including those on both elevated and under- replace the Loop "L". Also loop-shaped, it will
(/63 km.). The length of sections of each of ground lines. Of these 768 are modern PCC- be supplemented by a pedestrian rapid transit
the 3 lines operating in expressway medians is: type vehicles with two sets of folding doors on subway running west of the Loop to the Univ-
each side. ersity of Illinois Campus. This distributor sub-
Eisenhower Expressway: 9-0 miles way will also serve the business area north-east
During 1969-70, 150 air-conditioned stainless of the Loop and McCormick Place south-east of
Dan Ryan Expressway 9 1 miles steel cars manufactured by Budd augmented the the Loop. This $747 m. project will be financed
aluminium cars manufactured by Pullman-Stand- by federal grants up to two-thirds of the cost,
Kennedy Expressway 3 9 miles ard. Both types are designed for rapid accelera- matched by local funds raised through revenue
tion ?nd speeds up to 65 m.p.h. They are each
Number of lines: 2 underground lines (radial); equipped with four 100 h.p. traction motors, as bonds.
compared with four 55 h.p. motors on the stand- Chicago Transit Authority also operates an
double track. ard PCC-type cars. Alt three types have a length
extensive system of buses and trolley-buses in
Average station spacing: 0-7 miles (/•/ km.). over couplers of 48 ft. 3 in., maximum width of the city and nearby suburbs.

General Notes: 9 ft. 4 in., and a height of 12 ft. in.

Prior to 1943 Chicago had a system of Signalling: Automatic block, with three-aspect
urban elevated railways (including the famous colour-light signals, and train stops. The Lake
"loop"), but no underground passenger railways. route and the 1969-70 extensions are equipped
with in-cab signalling and speed control system
—In that year, the first passenger "subway" line— using audio-frequency circuits.

The State Street Line was opened: 46 miles Station layout: Underground stations have stairwells
from the street to sub-surface (mezzanine)
(7 4 km.) long. It provides an in-town under- ticket halls. Connection between the mezzanine
ground link between the North Side Elevated level and the platforms is provided by stairs in
Lines near Armitage Avenue and the South Side the down direction and escalators in the up
Elevated Lines near Sixteenth Street. The direction. In the central area of the city, the
State Street Line has a continuous centre island
—second passenger "subway" line the Mil- platform 3,500 ft. (/067 m.) long and 22 ft.
—waukee-Dearborn-Congress Line was opened (6-7 m.) wide. Although there are eignt mezz-
anine stations connected to this platform, there
in 1951. are only three actual train stops along it. Simil-
arly, on the in-town section of the Milwaukee-
In April, 1964, C.T.A. began operating rail Dearborn-Congress Line, there is a continuous
rapid transit service on the Skokie Swift line, island platform 2.500 ft. (762 m.) long with six
non-stop between the terminals at Howard mezzanine stations connected to it. Outside
Street, Chicago, and Dempster Street, Skokie. the central area, individual underground stations
The five-mile line was purchased from the former have platforms 500 ft. (153 m.) long and 18 ft.
North Shore Line. Standard C.T.A. cars were
equipped with remote-control overhead current (5 5 m.) wide. On the West Side Subway,
where some platforms are 600 ft. long, stations
collection devices for this line.
have supplementary entrances via ramps from
Completed in September. 1969, the Dan Ryan
extension connects with the elevated structure adjacent highway overpass bridges. A new car
at 18th Street and operates south via expressway depot has been built at Desplaines Avenue
median between 26th and 95th Streets. Average
riding to and from the 9 new stations is 100 000 Terminal to replace the old depot at Laramie
passengers daily. Lake-Dan Ryan trains operate Avenue.
a distance of 2075 miles between the Hartem and

95th terminals.

An extension of the Milwaukee branch of the
West-Northwest route completed in February,
1970, operates through a 12 mile Subway and
then for 3-9 miles in the median of the Kennedy
Expressway to the Jefferson Park terminal.
About 60 000 passengers use the 6 new stations

daily.

Passengers per annum: On the whole C.T.A. system

including road services (1970): 401774 682.

Rapid Transit system (1970): 105 598 382.

Car miles (1970): 51 488 994.

Maximum number of trains per hour in both direc-
tions: 78. (This refers to the "Loop" at the

centre of the network).

Maximum number of cars per train: 8.

Estimated capacity per car: 100 passengers (including
48 seated).

Average schedule speed (including stops): State
Street Line. 230 m.p.h. (381 km./hr.) Mil-
waukee-Dearborn-Congress Line, 23- 1 m.p.h.

(382 km./hr.).

Track gauge: 4 ft. 8$ in. (/ 435 m.).

Weight and type of rail: 100 lb. per yd. flat-bottomed

(49 6 kg.lm.).

Maximum gradient: I in 28 6 (3 5%)

Minimum radius of curves 90 ft. (27-4 m).. Train of Series 2200 Budd cars on median of Kennedy Expressway

Continued next page

U.S.A. 577

CLEVELAND

Authority: Cleveland Transit System. Cleveland Hopkins WfH+WHH+HM SHAKER HEIGHTS RAPID TRANSIT SYSTEM
International Airport CLEVELAND RAPID TRANSIT SYSTEM
1,404 East 9th Street, Cleveland 441 14, Ohio.
three miles along Van Aken Boulevard to Warrens- Latest cars on Cleveland Transit Syste
General Manager: Robert T. Pollock
vi lie Heights.
Operations Manager: Donald F. Valtman
The Shaker Heights line was built in the early
Route length: 19 miles (306 km.). 1920's to develop the community bearing that

Number of Stations: 18. name. On its 13 mile (21 km) of route in 1970

History: The most important event on this rapid it carried 4 834 316 passengers.
transit railway since its opening 15 years ago.
was the line's extension in 1968 to the city's For 2-55 miles (4-/ km.) between Union
Airport. Significantly, although there is slightly Terminal and East 55th Street the Shaker Heights
less passenger traffic over the whole line in the and the Cleveland rapid transit lines share the
15-year period, there are more air passengers same tracks and the same overhead traction
using it (especially from the Airport to suburban current supply. Campus station was opened
stations) than was originally estimated. As this here in March, 1971.

Airport-city direct rapid transit link is the first Passengers boarding trains at the Rapid Transit
station at Cleveland Hopkins International
in the U.S.A.. keen interest is being shown in the Airport (not including passengers arriving at the
Airport) totalled 565 190 in 1970. The basic fare
future of Cleveland's air- rapid transit traffic on the Cleveland Transit Systems' Rapid Transit
trend. line and bus express routes is 50c. or 5 tickets
for $2-25. There is an extra 25c. charge for
Passengers per annum (1970): 14 087 800. (A 17-day passengers arriving at or leaving the Airport
work stoppage reduced total ridership in 1970). Station. The basic fare on the Shaker Heights

Number of cars: 107. of which 70 are coupled as 2-car line is 50c. or $4-75 for 10 tokens.

units, the remaining 37 being operated as single

units.

Car details: Length of 87 older-type cars is 48 ft. 6 in.
(14-7 m.). Length of 20 newer-type cars is 70 ft.
(21-3 m.). All have two double sliding doors on
each side.

Capacity per car: Seats for 52 passengers in single
units (older-type cars), 54 per car in the double
units (older-type) and 80 per car in the newer-
type cars.

Average scheduled speed: 30 m.p.h. (48 km.jhr.).

Station details: Platforms of 300 ft. minimum length
are of island type at all but two stations.

Escalators at eight stations.

Type of rail: Continuous welded rail on wood sleepers.

Current supply: 600 volt D.C. with overhead
equipment.

Signalling: Automatic block with train stops, three
colour light signals. The new four-mile exten-
sion has an audio frequency "in-cab" signal
system.

General: In addition to the Cleveland Transit System,
there is the Shaker Heights (high-speed P.C.C.
streetcar) line which runs eastward from Union
Terminal Station, parallel to Norfolk and West-
ern R.R. main line tracks, at first underground
and then in open cutting. At Shaker Square,
six miles out, the line divides one branch continu-
ing eastwards for four miles along Shaker
Boulevard to Shaker Heights, the other runs for

LOS ANGELES

Southern California Rapid Transit District

Although the voting majority of Los Angeles population of 6| m., which is expected by 1975 to engineering studies. The necessarily extensive rapid
inhabitants have for a long period appeared indisposed have reached 8i m., and by 1985, 10 m. transit system and associated bus feeder services that
towards financing a rail rapid transit system, and would be needed to adequately serve this large
1971 reveals no definite change in the situation, /ones These facts taken together point to the desirability populated area, involving the outlay over a period of
World Railways continues to record Los Angeles as a of some means of mass transportation additional to perhaps S2j billions, prolongs an ultimate decision
potential rapid transit city, for reasons outlined in the present Los Angeles bus service, and persistently on means to finance its construction.
over the years a system of rail rapid transit has been
the following: advocated by experts and approved by a substantial Although unconnected at present with actual rail
Los Angeles and its environs have no rail rapid section of the community. rapid transit, a detailed plan for providing an M-mile
express bus route could, if financially backed by
transit system, but the county has a very extensive In 1964 the rail project came somewhat nearer with Government plus State and Federal highway funds to
freeway and highway system, and is said to be expand- the establishment of the Southern California Rapid the total of $51 m.. be in operation by 1973. The
ing this to become the largest of its kind in the world. Transit District, whose representative body assumes, route takes railroad right of way as well as centre and
There are indications, however, that the urban part besides other duties, the responsibility for construc- side strips of the highway route, from El Monte to
of this road network will itself become congested tion of a rapid transit system, should a decision be Los Angeles, exclusively for bus operation. It
since there were already (in 1970) more than three could be described as a step in the direction of rapid
million registered automobiles in the county and taken to build one.
by 1985 it is estimated this number will have increased transit.
to more than five millions. There is also a present Since its formation, various recommendations and
plans have been put forward following preliminary

Authority: New York City Transit Authority. NEW YORK— NYCTA Track gauge: 4 ft. Bj in. (I 43S m.).

370, Jay Street, Brooklyn I, N.Y. the year 1940 and those immediately following, the Weight and type of rails: 100 lb. per yd. (49 6 kg./m.),
flat bottomed.
Route length: 237-23 miles (381-8 km.), including New York City Board of Transportation, already
13705 miles (2201 km.) in tunnel and 77-28 miles controlling the IND group, acquired the undertakings Minimum radius of curves: 350 ft.
(124-3 km.) on elevated structure.
of the first two, together with several street-car. bus Type of tunnel: Many of the underground railway
Number of lines: 3 major systems (Independent,
and trolley-bus system. In 1953 the New York City tunnels in New York are of "cut-and-cover"
Inter borough Rapid Transit, and Brooklyn-
Manhattan Transit), comprising a total of 32 Transit Authority was created, empowered to lease, construction, being of rectangular section and
lines and branches. The lines are all of a trans- operate, improve and extend the city's passenger double or multiple-track width. The double-
verse or radial type. The whole system is track tunnels of the first subway line, opened in
double-, treble-, or quadruple-tracked. facilities. 1904. were 25 ft. 3 in. (7 96 m.) wide and 12 ft.
9 in. (3886 m.) high (from rail level), and had
Number of stations served: 476. In March, 1968. the N.Y.C.T.A. came under the centre supports. There are, however, several
jurisdiction of the Metropolitan Transportation sections of tube construction (particularly under
Average station spacing: Approximately i mile the East River) whcrcconcrctetunncl linings were
between local stations and 2-4 miles between Authority, which is an agency created by the New used.
"Express stop" stations.
York State Legislature. Method and voltage of current supply: Third rail;
The history of New York's rapid transit railways
Passengers per annum on New York City Transit 600 volts D.C. The New York City Transit
began in the I870's with the frrst of what was to
become a network of elevated railways. The "Elevat- Railways (1969-70): I 307 386 754. Authority has sold its 3 power generating stations
ed" has alt disappeared (except for two parts of rapid
transit routes) and the ubiquitous Subway, dating Passengers per annum carried by New York City to the Consolidated Edison Co., from whom
power is now being purchased. There are about
from 1904, now covers the New York and district area Transit system (including road services as well as
railways) (1969-70): 1736 950 512. ISO sub-stations, which are being retained by
with a dense network of lines. Until recent years the Transit Authority. Modernisation of the
the network was subdivided into three groups of Car miles per annum on New York City Transit power distribution system to meet requirements
lines, the Interborough Rapid Transit, the Brooklyn- of high-acceleration cars, and an increase in the
Manhattan Transit and the Independent (I.R.T.; Railways (1969-70): 351 094 220. total number of cars, includes the building of
B.M.T.; IND.), which developed historically in that additional sub-stations, and replacement of some
order. The first two were Company concerns and Maximum number of trains per hour each way: 34. now manually operated by centrally-operated
the last was owned by the City from the outset. In sub-stations.
Maximum number of cars per train:
Continued next poge
10 local, 1 1 express.
KK
Estimated capacity per car 54 seated, 146 standing.

Average schedule speed (including stops): Express
tnins 22 m.p.h. (35 km./hr.); Local trains 20
m.p.h. (32 km./hr.).

578 U.S.A. Latest car on the New York City Subway

NEW YORK— NY CT A—Com.

Rolling stock: Number of cars owned: about 7.000.
This includes 292 cars currently being manu-

factured by the St. Louis Car Company for
service on the former BMT and IND Divisions
and for the Staten Island Railroad, mentioned
subsequently. These cars are being used to
replace older equipment and are of an entirely
new design with an overall length of 75 ft.

Details: Cars introduced since the war on the

B M.T. and IND. Divisions are 60 ft. {18-3 m.)

long. 10 ft. [305 m.) wide, and 12 ft (3 66 m.)
high. Latest I.R.T. cars are 51 ft. {IS 5 m.)
long. 9 ft. (27 m.) wide, and weigh 39 tons.

BMT. and I.N.D. cars have four sets of double-

leaf automatic sliding doors on each side, but
stock on the I.R.T. Division has only three sets
of doors on each side. Centre buffer couplers

are used.

Signalling: Automatic block, with colour light signals
and train stops. An "Indentra" train operating
system, similar to the electronic "programmes"
train operating system used on London Transport,
is in use on the I.R.T. -Flushing line.

Station layout: Ticket halls at underground stations
are at sub-surface (mezzanine) level, and are
reached by stairwells from the street. There

is a variety of platform layouts. On double-

track lines, separate side platforms are usual.
At "express stop" stations on four-track lines,
island platforms for cross-platform interchange
are provided between the fast and slow tracks
in each direction. Escalators and lifts are

installed at some stations between the ticket
hall (mezzanine) and platform levels. Closed

circuit television is being installed experimentally

at some stations.

General: The New York subway system carries

more passengers per annum than any other
underground railway system in the world. On
the other hand, the total number of passengers
on all public transport (underground and road

services) is less in New York than London, a

much larger proportion of the total in London

using buses.

Many of the New York City Transit lines have parallel

fast (limited-stop) and local (all-stations) services
in each direction. Such services are worked
either on four tracks (with one fast and one slow
track in each direction) or on three tracks (with
one slow track in each direction, and the third
track used for fast trains in the direction of

passenger traffic during peak hours. A flat-

rate fare operates over most of the N.Y.C.T.A.

System.
In addition to the Port Authority Trans Hudson

System (dealt with separately) two railway

systems in the vicinity of New York are desig-

nated as self-contained Rapid Transit railways.

One is the Newark Subway which acts in part
as a feeder to the Hudson Bay Tube. It runs
south for three miles on the surface and one mile
underground to terminate in Newark City

beneath the Pennsylvania Railroad Station and
the Hudson Bay Terminal. It operates with 30
PCC-type cars drawing power at 600 volts d.c.

from overhead wires.
The Staten Island Rapid Transit Railway Com-

pany was turned over to the Metropolitan
Transportation Authority on July I. 1971 and is
now operated by the Staten Island Rapid Transit
Operating Authority, a subsidiary of the M.T. A.

The line runs the length of an island that is

politically the Richmond Borough of New York.
Its multiple-unit stock matches the now retired
equipment of the BMT Division of the NYCTA,

but a contemplated connection with that System
never materialised. Power is at 600 volts D.C.
through 3rd rail top contact. An order for 52
new cars similar to those now being built by St.

Louis car for the NYCTA has been placed with

the same manufacturer.

Work continues on the $69-480 000 contract

for the East River Tunnel, which was started in
November 1969. Construction began in 1971
of the tunnel under part of Central Park which
will connect the existing lines in Manhattan with
those in Queens. Some of the large-diameter

river tunnel tube sections are ready for sinking

into the river bed. The tunnel will be double-
decked with two tracks being built for Subway
use and two tracks for Long Island Railroad trains.
This work is being done with the assistance of a
$2 5 billion transportation bond issue approved

by the governor, the legislature and the voters

of New York State, which will finance the biggest
expansion in the history of the New York City
Subway system, including a new 47 mile Second

Avenue Subway which is under detailed planning.

Authority: Port Authority Trans-Hudson Cor- NEW YORK— NEW JERSEY— PATH services and complete their journey by rail into
poration. (PATH) Manhattan.
City, and now solely operates services over this
Port Authority Building, Ml Eighth Avenue, New additional 603 miles (9 8 km.) of route. The plan also included re-routing of C.N.J, trains

York. N.Y. 10 01 1. There are two actual rail routes under the river in from the southern commuter areas of New Jersey,
4 tunnels, diameter 15 to 18 ft. (4-6 to 55 m.). The
In addition to the underground railways of the New north tunnels form part of an uptown line between over a newly created link with the P.R.R. main line
into Newark.
York City Transit Authority, there is a separate Hoboken, New Jersey, and Manhattan. 33rd Street.
electrified system of tube railways under the Hudson Passengers per annum (1969): 37,751,200, an increase
The south tunnel route is between Hudson Terminal, of 8-5% over 1968.
River between New York City and Jersey City. The Manhattan and Newark. There is also a branch line
linking the north and south routes. Method and voltage of current supply:
first part of the system was opened in 1908, and since Third rail, 600 volts d.c. Replacement of the
then until 31st August, 1962, the railway has been The "Aldene" plan for re-routing part of the antiquated traction power system in tunnel
continuously owned and operated by the Hudson and
Central Railroad Company of New Jersey's services areas began in 1964. A completely new system
Manhattan Railroad Company. On September 1st,
came into operation on April 30, 1967 at the same time employing ultra-modern silicon rectifiers, being
1962. the system was acquired by the Port Authority as the PATH improvements previously mentioned.
Trans-Hudson Corporation, a subsidiary of The Port installed at PATH's New York and New Jersey
Previously, C.N.J, commuters from central New
of New York Authority, created to acquire and sub-stations, at cost to date of over $8m., replaces
Jersey bound for lower Manhattan completed their the old rotary converter system.
operate the railway. Its length is approx 7 9 miles journey by ferry plying between Jersey City and
Lower Manhattan. The ferry ceased operating when A $6 6 m. project under way also, in the open
—(/3 km.) but since April 30. 1967, PATH has leased C.N.J, trains were diverted over Lehigh Valley and
Pennsylvania tracks into Newark. At this point area Journal Square-Newark, provides increased
and improved the former PATH Pennsylvania power capacity to operate longer trains to the
Railroad Joint service between Newark and Jersey passengers are now enabled to change for the PATH
PATH World Trade Centre Terminal.

Continued next page

NEW YORK— NEW JERSEY— PAT H—Cont. U.S.A. 579
Air-conditioned PATH cars first used in 1965
Rolling stock: Number of cars owned 298.

The stock includes 206 cars acquired in 1965-67
manufactured by St. Louis Car Division of
General Steel Industries, a further batch of 47
similar cars built in 1958, and 41 pieces of rolling
stock used for maintenance.

The 1965-67 stock comprises 123 driving cars
and 82 motored trailer cars. They have alumin-
ium bodies with capacities of about 140 (41 seated
and 42 seated respectively). There are two
automatic double doors on both sides of each car.
All the cars are 51 ft. 3 in. (15-62 m.) long. 9 ft.
4± in. (2-86 m.) wide, I I ft. 8* in. (3S6m.) high,
and are fully air-conditioned throughout. Brak-
ing is dynamic down to 10 m.p.h. (16 km./hr.)
and then electro-pneumatic. They operate in
2, 3, or 4-car units. During 1971. 46 air-con-
ditioned cars, type PA-3 manufactured by Hawker
Siddeley Canada Ltd. were delivered. They
permit longer trains to be operated on PATH'S
lower Manhattan services.

The Authority is carrying out a large modern-
isation programme which will include a new
World Trade Center Terminal in lower Man-
hattan, to be completed in 1971.

Also included will be the construction of a new

P.A.T.H. station as part of a co-ordinated rail-bus
Journal Square Transportation Centre planned

for Jersey City, New Jersey in 1972.

Hudson System
N J Commuter Railroads

^j

:

580 U.S.A.

Authority PHILADELPHIA
Southeastern Pennsylvania Transportation
Authority Type of tunnel: Double or multiple track tunnel,
of rectangular section.
200. W. Wyoming Avenue, Philadelphia.
Method and voltage of current supply: Third rail
General Superintendent of Transportation: (top and bottom contact, according to line);
Mr. Henry Aikens 600 volts D.C.

Central Superintendent of Roiling Stock: Rolling stock (1970): Number of cars owned: 466
Stainless steel cars have now replaced the
Mr. K. M. Gore
older stock on the Market-Frankford Line. They
Route length: 29 miles (47 km.), including 18 miles were manufactured by The Budd Company of
(29 km.) in tunnel. Philadelphia and are 55 ft. long and 9 ft. t in. wide.
46 single cars seat 54 passengers per car; 112
Number of lines: 4 (2 transverse. I radial, and I coupled pairs seat 56 passengers per car. There
are four driving motors per car. The single
in-town); all double or quadruple track. cars have controls at each end and can be operated

Number of stations served: 52. in combination with the coupled cars. On the

Average station spacing: 58 miles (0 93 km.). latter there is only one control position, and
these cars cannot be operated singlv. Braking
Philadelphia and District presents another example is dynamic and/or pneumatic.
of large-scale co-ordination of different transport
concerns serving a region, integrated under a smgle Signalling: Automatic block, with colour-light signals.
Authority. In 1963 the Southeastern Pennsylvania
Transportation Authority was created by legislature Station layout: Many of the stations have direct
to co-ordinate and improve transportation in the entrance from buildings and shops. Around
five-county area of Philadelphia, Bucks, Chester, the City Hall, there is a vast complex of passage-
Delaware and Montgomery Counties. Previously ways and concourses, providing undercover
these services were operated separately by public and connection between eight underground stations,
privately owned concerns. the Pennsylvania and Reading Railroad terminals,
and numerous offices and shops.
Progressive amalgamation or acquisition over the
years culminated in the creation of S.E.P.T.A., which General: Interworking of the Market Street-Frank-
variously owns and operates, leases (or renders ford Line on one hand and the Broad Street,
and Ridge-Eighth, on the other hand, is impossible
financial aid to) the services formerly individually because of the different gauges. In addition to
operated. The last acquisition (also mentioned below) its underground system, the Authority subsidises
was the Norristown rapid transit railway and a sub- suburban Pen-Central and Reading Railroads'
urban bus system from the Philadelphia Suburban Philadelphia commuter services through annual
purchase of service contracts. It also operates
Transportation Company in January, 1970. an extensive network of bus, trolleybus, and
tramway services.
The oldest underground-elevated line in Philadel- Construction work is now under way (1970) on
phia is the east-west Market Street Line, completed a 1-2 mile (/ -9 km.) underground extension
southward of the Broad Street Line from Snyder
in 1908. Alongside its in-town tunnel tracks for part Avenue to Pattison Avenue. Also planned is a 6-4
mile (10-3 km.) extension of the same line at its
of their length run also the tracks of local street cars. northern end, branching out north-east from Erie

The "Frankford Elevated" to Bridge in the north-east Station. The extensions form part of a $613 m
followed in 1922; the wholly-underground north-south
Capital Programme announced under a compre-
Broad Street Line in 1928, and a spur off this line to hensive Plan for the whole of Philadelphia and its
the 8th Avenue shopping district in 1932. The Cam- Regions' mass transit systems.
den Line from 16th Street to Camden, across the
Benjamin Franklin Bridge over the Delaware River. A basic cash fare system operates on any of

was opened initially in 1936. It now forms part of the the Transportation Company's vehicles for any
distance within the City limits, plus a small
Lindenwald Line mentioned below. charge for first and for subsequent transfers.
Passengers per annum (subway-elevated system only)

(1969): 66.016,222. The authority now records
only revenue passengers. The stated total thus

excludes transferees from other services.

Average journey (subway elevated system) 3-5 miles

Passengers per annum on whole Philadelphia Trans-

portation system (including road services)
(1969): 280.975.984. (Total does not include
transfer-ticket passengers). The passenger totals
have been fairly consistent over recent years on
both subway and surface systems.

Car miles per annum (underground system only)

(1969): 14,565.703.

Maximum number of trains per hour each way:

Broad St. Line 25, Market St. Line 26.

Maximum number of cars per train: 6.

Estimated capacity per car: Broad Street cars: 190
(including 67 seats). Market-Frankford : 150
(including 56 seats).

Average schedule speed (including stops):

Broad St. Line, local: 17-2 m.p.h. (27-7 km.jhr.)

Market St. Line: 20 2 m.p.h. (32-5 ,. )

(Broad St. Line carries both local and express

trains).

Track gauge: Market Street-Frankford Line 5 ft. 2$ in.
(1-581 m.); Broad Street, Ridge-Eighth and
Camden Lines 4 ft. 8± in. (1-435 m.).

Weight and type of rails: 100 lb. per yd (49-6 fcg./m.).

All flat-bottomed.

Maximum gradient: I in 20 (5%).

Minimum radius of curves: Market Street-Frankford
Line, 105 ft. (32 m.); Broad Street and Ridge-

Eighth Lines, 160 ft. (49 m.).

SAN FRANCISCO U.S.A. 581

Authority: Bay Area Rapid Transit District. Concord
Walnut Creek
By late autumn of this year (1971) the first part of Lafayette
the Bay Area Rapid Transit District railway project,
the largest planned rapid transit system in the world, Fremont
will be operative. Construction work started in
1964, following extensive traffic studies, engineering Two prototype BART cars leave the Districts Hayward work shops
surveys and other preliminary work dating from the
early I950's. The railway will serve San Francisco These air-conditioned cars are built by Rohr Corporation of Chula Vista, Cal.
and its surrounding counties. It will inicially be 75
miles long, double tracked, and will incorporate the Five different systems of automatic train control trains at minimum average service speeds of 45 m.p.h.
most modern conceptions of automatic high-speed were tested, as were five different systems of propul- including stops; to achieve this the trains must be
operation. sion, using both the normal D.C. and (experimentally) able to attain speeds of at least 70 m.p.h. between
the A.C. as traction current. Current collection stations. During peak periods train headway times
Its primary aim is to provide safer, speedier and systems tested included the conventional rail
more comfortable travel than is offered by the auto- shoe top-contact method and the vertical plane shoe are likely to be as short as 90 seconds.
mobile, to provide it for bulk passenger transportation method. In the event, traction current at 1 ,000 volts Financing the projects is by local taxation (including
as against individual transportation, and thus lessen d.c. has been recommended, to meet the system's
road congestion caused by the present and future use high performance requirements and to ensure a a retail sales tax levied within the District), Federal
of automobiles. The area the railway will serve, the and state grants. The decision to build the railway
counties of Contra Costa, Alameda and the county minimum of train-borne equipment weight. The came after approval had been sought and obtained by
and city of San Francisco (the Bay Area District) public vote, which also approved property taxation to
has a present population of about 2£ millions, but function of A.T.C. will be to control acceleration, be used over a period of years for the payment of
estimates for the future indicates that by 1980 this deceleration, speed maintenance, stops, door open- interest on issues of General Obligation Bonds. The
may well have increased by 45%, and that a larger current estimated construction and prc-opcrating
expanse of the Bay Area will thereafter be subject to ing and closing, and train protection. Each
urban development. expense of the project, excluding the Trans-Bay Tube
train will have an attendant in the leading car who and approaches, is SI .042.000.000 (£434m. approx).
Progress on the railway system to date (1971) The estimated cost of the Trans-Bay Tube and app-
includes the following: Completion of the 3^ mile-long, will monitor train performance and attend to passenger roaches is $179,878,000. This is being met mainly by
20 ft. diameter twin tunnels piercing the Berkeley needs; he will exercise control only in cases of emer- the issue of Bonds and toll revenue for their interest
Hills, the physical barrier between Contra Costa from the San Francisco-Oakland Bay Bridge.
County and the Bay shore at Oakland. gency. In order to provide relative attractiveness of
rail travel over travel by automobile, the overall
Completion of 8 miles of aerial, subway and surface controlling system aims to be capable of operating
construction of the Berkeley-Richmond line, 18 miles
of aerial and surface construction of the South Alameda
line, 6 miles of the aerial and surface construction in
central Costa Conta, 2 miles of subway in San Francisco
(where the subway runs at the lowest of three levels
of under-street tunnelling), 2J miles of subway and
surface construction comprising the Oakland approach
to the Trans-Bay tube tunnel.

Completion of the biggest single piece of construc-
tion on the railway, the SI80m. Trans Bay Tunnel.
This unique under-water tunnel is, with its under-
ground approaches, about 6 miles in total length.
It was constructed to take account of ground deforma-
tion effects of possible earthquakes (although its
alignment avoids the epicentre of recorded large earth-
quakes). The under-water tube ends, housed in
partially submerged ventilation buildings, allow for
possible movement in both horizontal and vertical
directions. 57 binocular-shaped tube sections form
the actual tunnel. Each prefabricated section, 48 ft.
wide, 24 ft. high and averaging 320 ft. long, was
lowered into position in a dredged trench from a

massive twin-hulled barge. On both the mainland

and in San Francisco the railway will in part use median
strips of highways, and of the whole 75-mile network,
23 miles will be in subway or tunnels, 27 miles on
grade-separated rights of way and 25 miles on aerial
(viaduct) structure. The section of the East Bay line
from Oakland to Fremont in the south is scheduled
to be operating by late 1971 . The east- west line from
Concord is scheduled for operation in early 1972,
together with the Berkeley- Richmond line. Finally
the Trans-Bay Tunnel and San Francisco sections
down to Daly City will come into operation by late

1972.

Future extensions to the Bay Area system are plann-
ed that will not only extend it northward into Marin
County, and eastward from Concord and San Lorenzo,
but will also carry it right round the Bay, linking
Fremont with Daly City.

In order to obtain maximum stability in the areas

of high wind velocities that the line traverses, a wider-
than-standard gauge, 5 ft. 6 in. has been adopted,
together with stringently tested streamline design
car exteriors. The cars' interior temperatures will
be controlled by exterior thermostats to preserve a
reasonably level temperature, as a gain or loss of as
much as 30 degrees may be experienced whilst a train
moves from one area to another. The final cars
are 70 ft long, 10 ft 6 in wide, weigh 56 000 lbs. and
have seating accommodation for 72 passengers. They
have been running on test between Oakland and
Hayward since August, 1970.

nterior of BART air-conditioned rapid transit cir

582 USA/MEXICO

Authority: Washington Metropolitan Area WASHINGTON
Transit Authority
REGIONAL RAPID RAIL TRANSIT SYSTEM
Construction began on the central section of the
98-mile rapid transit rail system for Washington. Adopted M«rch 1908 RsviMd February 'K9 • Jun« 1970 AulhonJtd by ConQrtM D«c*mt»< i960.

D.C. and district in December, 1970. By the spring Washington Metropolitan Area Transit Authority
of 1971. four miles of the system and five stations were
under construction. About 19 miles of the system

were under final design.

A rail rapid transit system for Washington, D.C,

long debated as a possibility, became a definite

undertaking tn 1965. On September 8 an Act of

Congress, entitled "National Capital Transportation
Act of 1965" authorised the construction of a rail
rapid transit system to serve the District of Columbia,
and parts of Maryland and Virginia. The Act also
referred to plans for development of mass rapid transit
throughout the National Capital region, and to
negotiations for an interstate compact between the

District of Columbia, and the States of Maryland and

Virginia for a regional national transportation organis-

ation.

In February. 1967, a new agency was created, the
Washington Metropolitan Area Transit Authority. The
W.M.A.T.A's functions include the responsiblity for
financing and constructing the 98-mile rail rapid
transit system for Washington, and formulating plans
for a subsequent expansion of the basic system into a
regional system. The Authority's board includes
representatives from the two states of Maryland and
Virginia as well as from the District of Columbia.

In order to preserve the amenities of the
historical central area of Washington and the central
business district, downtown portions of the railway
system, comprising about half the authorised system,
will be in subway.

A regional system, The Metro, adopted in March,

1968, and amended in February 1969, will include a

new rapid transit line traversing the city and extending

north-east and south-east, and extensions of the basic

system which would reach out into the surrounding

counties. The proposed regional network would

total 97-7 miles (157-2 km.) of which 29-9 miles (481

km.) would be in Maryland, 30- miles (49-4 km.) in
1

northern Virginia, and 37-7 miles (60-6 km.) in the

District of Columbia.

Study and design work is proceeding for an A.T.C.
system under which the Metro will operate. Design
work is also proceeding on the Metro cars, of which
it is stated 60 will be required for the first portion of
line operational in 1972. They will be 75 ft. (22-86 m.)
long, 10 ft. (303 m.) wide and 10 ft. 10 in. (3 30 m.)

high.

Of the proposed 97 mile regional system, 47-2 miles
(76 km.) would be in subway. Stations would total
86 of which 53 would be at surface or on aerial

structure. Initial operations will begin in late 1973.
with the entire network scheduled for completion
in 1979. The estimated capital cost is S2 98 billion,
to be financed by contributions from the local juris-
dictions, self-liquidating revenue bonds and a two-
thirds contribution of the net project cost by the
Federal government.

Requests for technical proposals for the Metro's

automatic fare collection equipment and transit cars
were issued early in 1971. Study and design work
on its automatic train control system is progressing.

MEXICO MEXICO CITY

Mexico's capital city (rated seventh among the ively. They each have four 160 hp motors. The
cars run on pneumatic tyres, their bogies and the
world's largest cities) has in recent years experienced tracks they run on being similar to those on the
Montreal and Paris metros.
considerable economic loss caused by traffic con- Station lay-out: The below-ground stations' architec-
gestion in central areas. To alleviate this condition ture generally follows the open plan, with
it was decided to provide the city with a modern exposed staircases and landings. Shallow escalat-
system of underground railways, which initially takes ors serve passageways, built below the running
the form of three lines bisecting the city centre. tracks, which connect the side platforms with
each other. The platforms vary in length
Construction of Lines I. 2 and 3 was accelerated, most between 152 and 182 metres, sufficient to
of Line No. I being ready and open for traffic only 2^ accommodate trains of 9 cars. Ticket halls
years from the commencement of construction work contain automatic entry and exit gates operating
(June 19. 1967). By November 1970. all three lines
were operative. In general, their routes lie along and
beneath the city's main traffic thoroughfares.

Title: Sistems de Transporte Colectivo. (Metro)
Darwin 142, Colon ia Nueva Anzures,

Mexico City

Director: Mr. Leopoldo Gonzalez.

Route length: 26 2 miles (42 2 km), of which the whole
of Lines Nos. I and 3, and approximately

two-thirds of Line No. 2 is in tunnel.

Number of lines: 3.

Number of stations: 49.

Average station spacing: 0-53 miles (0 86 km).
Average daily total of passengers carried on the three

lines: -5 million.

I

Maximum number of trains per hour each way: 15.
Maximum line capacity: 22 500 passengers per hour in

each direction.

Number of cars per train: 9. Trains are made up of

two end motored driving cars, 4 motored non-

driving cars and 3 trailers.

Estimated capacity per car: 160 passengers, including

38 seated.

Average scheduled speed: 32 km/hr. in conjunction with electronic ticket-scanning

Track gauge: Standard / 435 m. apparatus.
Type of tunnel: The double-track tunnels of rectangu- Workshops: There is an extensive area of car sheds

lar section, with no centre support, lie at an and workshops located at surface level near to
No. I Line's eastern terminus Zaragoza.
average depth of 7 m below ground level. The General: The Mexico City Metro system is closely
modelled on the Paris Metro, its architecture and
"Milan" method of cut and cover construction pneumatic-tyred rolling stock particularly
reflecting French influence. The latter country's
was employed. Internal dimensions; 7 m wide
m4-9 high. interest extended to a 15-year loan to assist
construction, besides consultancy as to its
Method and voltage of current supply: Current at construction. The Metro operates under a
ACI 5 000 v computerised electronic system of traffic control.
is reduced and rectified, and collected

by trains from insulated guide bars by laterally-

operating collector shoes, at 750 v DC.

Rolling stock: Number of cars owned: 537. Motored

driving cars and motored non-driving cars are

250 m wide, and 16 62 and m1 5 78 long respect-

ARGENTINA /BRAZIL 583

BUENOS AIRES

Authority: Subterraneos de Buenos Aires BUENOS AIRES Vtlla Urqui/a
Bartolome Mitre 3342, Buenos Aires
SUBWAY LINES PROPOSED --0--0-
Administrator General:
Spanish rolling stock on Buenos Aires Underground
Ing. Militar Oscar Fernando Cordoba
Operations Control Manager; Ing. Luis N. Roman on other lines hold up to 150 passengers. New
Commercial Manager: Sr. Carlos A. Fuchs
Technical Manager: Ing. Pedro B. Festa cars of Spanish manufacture have been delivered
Administration Manager: Ing. Jacobo Maguid principally to Line E on account of its extension.
Car bodies are of local manufacture. Weight
Route length: 19-6 miles (31-66 km.). of cars on all lines ranges between 20 5 tonnes
and 38 9 tonnes.
Number of lines; 5 {4 radial, I transverse) all double
Signalling: Largely automatic block, with colour-light
track. signals, and train stops. Line E is to be worked
by a Central Control system.
Number of stations served: 56.
Station layouts: All Subway lines with the exception
Average station spacing: 0-35 miles {056 km.). of Line E have stations permitting interchange
with Argentine surface railways, as follows:
General Notes:

The present day Buenos Aires Subway system is
not more than 30 years old. but its earliest line
(Plaza Mayo-Pnmera Junta) has been running more
than 55 years, being opened partially in December
1913 and fully in July 1914. It was operated by
the Anglo-Argentine Tramways Company; it is
now known as Line A.

The second line (Landro N. Alem-Federico
Lacroze) was opened in October 1930, and was
operated by the Buenos Aires Central Terminal
Railway; it is now Line B. The remaining three

lines (Retiro-Plaza Constitution, Florida-Palermo,
and Plaza Constitucion-Boedo) were opened

between 1930 and 1944, and were operated by a
Spanish Company with interests in Argentina
(C.H.A.D.O.P.Y.F.); they are now respectively

Lines C, D and E. The Buenos Aires Transport

Corporation was formed by law in October
1939 for the co-ordination of passenger transport
(including the underground railways) in Greater

Buenos Aires. A consortium ran the principal
services until 1952 when the Corporation was

dissolved and its authority transferred to the

Ministry of Transport. In June 1963 a new
State entity, the *' Subterranees de Buenos
Ares" was formed under Government decree
to operate the City's underground system.

In April, 1966, two extensions of Line E were
opened simultaneously, the westward extension
to Avenida La Plata being £ mile (/ km.) and the
northward extension from San Jose Station to
Plaza de Mayo (Bolivar Street) being 1.25 miles
(2 km) long. Work is being carried out to
extend lines B and D (from F. Lacroze and
Palermo) northwestwards for approximately 2?
and 4 miles respectively. Additionally, feasibility
studies may be carried out for a new line F, from
Avellaneda (south of Buenos Aires) via Con-
stitucion and Entre Rios to Callao.

Passengers per annum (1969): Approx. 273 739 500.

Track gauge: 4 ft. 8£ in. (1-435 m.).

Weight and type of rails: Track is chaired, (except on
Line B, which has spiked flat-bottom rails), with
timber sleepers and stone ballast: rails weigh
88 lb. per yd. (49-6 kg.jm.) on Line B, and 91 lb
per yard (45-93 kg.jm.) on other lines. Heavier
rail at 505 kg./m. is laid on concrete sleepers
on new sections of Line E.

Maximum gradient: 1 in 25 (4°„)

Minimum radius of curves: 262 ft. (80 m.).

Type of tunnel: The tunnels are double track, of
cut-and-cover construction only in line A and
some of the stations in lines B, C and D. The
other lines and stations were constructed by
tunnelling. The Line A tunnel is 25 ft. 3 in.
(7-7 m.) wide, and 14 ft. 7 in. (4-45 m.) high from
rail level; it is of rectangular section without
centre supports. Line B runs partly in tunnel
of rectangular section, 27 ft. 9 in. (8-45 m.) wide
by 15 ft. 3 in. (4-65 m.) high, with centre supports,
and partly in tunnel with arches over each track.

Method and voltage of current supply: On Line A,

overhead wire distribution ; 1 , 100 volts D.C.

On Line B, third rail distribution; 550 600 volts
D.C. On Lines C, D and E, overhead wire

distribution; 1,500 volts D.C.

Rolling stock : Multiple unit trainsets on all lines.
Rolling stock cannot be inter-worked between

Line A Line B and the group forming Lines C,
D and E. In 1969 on the five lines there was a

total of 402 underground ors, the majority in

service on Line A. Cars on Line A are of

British manufacture; on Line B of American

manufacture, and on Lines C, D and E are mainly
of German build with some local manufacture.

Cars on Line B hold up to 200 passengers; those

584 BRAZIL/CHILE SAO PAULO METRO

SAO PAULO Primary network

Construction work proceeded during 1970 and
1971 on a new Metro system for Sio Paulo, described
as the most rapidly growing. 8th city in the world
Whilst Brazilia is the future administration capital
city of Brazil. Sio Paulo has attracted the country's
greatest concentration of industry and commerce
and is still doing so. Its population of nearly 6
millions (over 7 millions in Greater SSo Paulo) is
expected to increase to 10 millions by 1980. and 15

millions by the year 2000.

To provide mass urban transit commensurate with
a city of this size and potential, it aims to have a
conventional Metro system of four lines, totalling
66 2 km. to which extensions may later be made.
No. I cross-city line linking the northern suburb of
Santana with Jabaquara in the south, with a branch
to Moema. totals 2/ km. Line No. 2. crossing the
city east-westward from Vila Maria for 13 3 km to
Casa Verde: Line No. 3 crossing the city from the
south-west to the south-east, from Pmheiros to Via
Anchieta, with a branch to Vila Bertioga (total 23 8
km), and Line No. 4. running from Madalena in the
north-west, southeast for 8 km to join Line No. I at
Paraiso. will complete the primary network.

The outer stretches of Line No. I leading to Santana

and Meoma will be at elevated level. Nearly all the

remainder of this line, that is the main north-south
line to Jabaquara, will be in cut and cover tunnel.
The exceptions will be short inner stretches of the
main and branch lines totalling 920 metres, which will
be in driven tunnel excavated by the shield method.

Where in cut and cover the tunnels are double-
tracked. 29 ft 10 in (9 / m) wide and I I ft 6 in (35 m)
high. The single-track driven tunnel is 18 ft 8 in (5-7
m) in diameter. These larger than normal dimensions
will allow for more generously proportioned rolling

stock running on wide gauge track, in this case
5 ft 3 in (/ 60 m). Six-car trains coupled in twin
units will have four sets of double doors on each side
of each car. The cars will be 61 ft 7 in {21-3 m) long
and 10 ft 6 in {3 21 m) wide, and will accommodate 578
passengers seated and standing per twin-car unit.

Platform lengths will be 446 ft {136 m). Of the 23
stations on Line I and branch, three will have four
platform faces and the remainder two.

The estimated total cost of Line I and branch is
$391 J m. Of this cost the Municipality will con-

tribute approx. 78% and the State 20%. External

and internal loan capital has been sanctioned for

continuing construction work. Some 7 km of tunnel
was complete in 1971 and it is hoped to have the
main No. I line partially operative by late 1973, the
Moema branch line by 1974. and the whole Line I

and branch. Santana-Moema-Jabaquara. operative by

1975.

CHILE

SANTIAGO

Santiago, Chilean capital with a population exceed-
ing two millions, hopes by 1973 to have in operation
Line No. I of an eventual 5-line Metro system (La Red
de Transporte Colectivo Independiente o Metro de
Santiago). The decision to construct a Metro is

welcome to city authorities, who estimate that

average vehicle speeds in the Santiago central area

are down to 7£ m.p.h. {12 km.jh.) during busy periods
owing to street congestion.

The total length of the proposed 5-line system will
be approximately 35 6 miles {57-5 km.), consisting of
Line No. I. 127 km.; Line No. 2. 11-5 km.; Line No. 3.

8-3 km.; Line No. 4. 170 km.; Line No. 5, 80 km.

The system will be mostly underground, operating
over standard gauge {1-435 m.) track. Station plat-
forms will be 135 m. long, but initially trains of only
90 m. overall length, with capacity for 1,044 passengers,
will operate on Line No. I . Maximum service density
is expected to be 24 trains per hour. The journey
time from end to end including stops is expected to
be 27 minutes.

Preliminary excavation began in 1968 and, the

necessary finance now being available, actual construc-
tion work on Line No. I is now proceeding. There

will be 20 stations, four of which. Central, Los Heroes,
University of Chile and Baquedano, will be interchange
stations eventually, connecting respectively with
Lines 4, 2, 3, and 5. Providing the project goes to
schedule, trains are expected to be operating on this
cross-city line by mid-1973.

Proposed Santiago Metro Line Nol

VENEZUELA /CHINA/ ISRAEL 585

CARACAS

Long term plans for a 12 5 mile (20 km) underground first 5 miles (8 km) of subway and that construction which is concentrated a large proportion of the
railway for Caracas, capital city of Venezuela, are likely was expected to begin later in the year. With a city's population and commerce. Driven and cut and
to materialise into action this year (1971). The population of about I 25 millions Caracas is experienc- cover tunnelling methods are proposed for this line
World Bank made known to the Venezuelan Minister ing the effects of traffic congestion. of 22 stations.
of Public Works that it was willing to finance the
subway project. It was reported early in 1971 that The city is situated in a valley which limits expansion Construction of the initial 5 mile (8 km) line under
the Venezuelan cabinet had approved credits of in breadth and the proposed railway, by traversing the direction of the Oficina Ministerial del Transporte
approximately SI 17 millions for construction of the almost all its length, would thus serve an area into (OMT), is expected to take about three years.

CARACAS

Catia

METRO
BUILT UP AREA

Hong Kong is considering a revised plan for a rail HONG KONG CHINA
rapid transit system as a new means of mass trans-
portation. Based on growth figures over the last congestion, and that a system of public mass transport In September 1969. Freeman Fox and Partners were
10 years it has been assumed that the Colony will is desirable. commissioned to conduct further studies of the rail
mass transit scheme in order to examine all aspects
—continue to expand its economy and increase its A comprehensive survey and Report prepared by of the project in more detail, including soil conditions.
alternative routes, staging proposals and costs and
population over the next 15 years at least. Develop- Freeman, Fox, Wilbur Smith and Associates for the revenues.
ment particularly in North Kowloon and east of Hong Kong Government recommended 40-mile (72
km) rail rapid transit system to improve transport The resultant report recommended a 32-7 mile
Kwun Tong has intensified demands on its public service and relieve the surface street transport. Four (52 6 km) system with 48 stations at a total cost of
transport, which accounts for 75% of all transportation separate lines were recommended; the Kwun Tong, $4 391 million. The major changes now recommend-
the Tsuen Wan, the Island line and the Sha Tin line, ed are the combination of the Kwun Tong and Tsuan
in the Colony. most of whose length would be underground with
about 8 miles (14 km) on elevated structure. There Wan lines from Mongkok southward down the Kow-
The present population of the Colony is 4 million would be 50 stations, spaced in the highly developed
and this is expected to grow to about 6 million in areas about £ mile apart on average, increasing to loon Peninsular and across the harbour to the Central
1986. In the same period public transport trips J mile average on outer stretches. Business District on Hong Kong Island; the omission
are expected to increase by 70%, the forecast of the Sha Tin section of the East Kowloon line. i.e.
taking into account the trend of increasing use The system would operate with conventional rapid north of Diamond Hill, and the extension of this line
of public transport (which comprises buses, ferry transit type trains made up of eight cars 73 ft 6 in southward across the harbour to the western part
and trams), and allowing for increase in private car long (the end cars 3 ft longer), affording a line capacity of the Central Business District. Stations have been
ownership. It is concluded in the circumstances that of 90 000 passengers per hour with trains operating enlarged to cope with expected passenger volumes
Hong Kong's future travel requirements cannot be and are of central platform type. The Consultants
met wholly by surface transport, bearing in mind the at 2-minute intervals. A variable fare schedule recommended a nine-stage programme of development
Colony's limited road mileage and its increasing with construction commencing in 1973 and con-
equal to that of surface transport for journeys up to tinuing until 1986.
five miles (8 km) but higher over longer distances in
recognition of faster services, is recommended.

There are reports from two sources of the construc- PEKIN line with six stations that is reported to be the first
tion of an underground railway for Pekin. At the of a planned underground railway network for Pekin.
time of going to press (Autumn 1971) the reports referred to tunnelling work completed along the route
of the old city wall. This is part of a 15 mile (24 km)

Authority: Municipal Corporation of Haifa. HAIFA ISRAEL

City Engineers Dept., Haifa. The roof is of concrete bearing directly on the rock its doors are opposite a platform section. The cars,
sides, except where the rock is unsound. At these 49 ft. long and 7 ft. 9 in. wide, coupled two to a tram
Israel as a whole has not as yet made any firm points reinforced concrete walls have been construct-
ed. The tunnel depth below surface varies from have multi-level floors like the platforms. A stepped
decisions regarding designated rapid transit railways I 12 ft. (35 m.) to 20 ft. (6 m.). It was designed by the
to serve any principal city. In Haifa, however, an French Societe d' Eludes des Transports el de Com- gangway with scats either side connects the level
underground railway of unusual character has been munications and built by the Municipality jointly with floor vestibules. There are four sets of air-operated
the Cie. Dunkerquoise d'Enterprises and a local building doors on each side of each car, and a cab at each end
operating for some years. It commences about firm, Sold Boneh. The cars also were built by the
£ mile from the harbour at Paris station, in ihe Cie. Dunkerquoise. for the train attendant who operates the doors and,
Downtown district, and runs in a straight line for
1-12 miles (1 ,800 m.) to its other terminus, Gan Haem, The railway is single track throughout except for a if necessary, can apply a service brake or emergency
in the Carmel district. In that distance it ascends passing point where two trains cross. The track is brake on the train.
nearly 900 ft. (274 m.). Before its inception there of concrete strips on which the pneumatic tyred
was increasing traffic on the steep winding roads cars run. guided by steel rails. At intermediate The trains normally are braked by the cable, whirh
between the Downtown business district, the shopping stations, "up" passengers use one platform and is wound by two 675 h.p. electric motors in the
and entertainment district on the lower slopes of "down" passengers the other. All platforms arc machine room, situated at the highest station. The
Mount Carmel, and the large residential area higher 100 ft. long, conforming to the train's length, but motors are geared to an 8 ft. diameter cable pulley.
up the mountain. To provide a better public trans- becuase of the slope of the tunnel and track they This railway, which was opened on October 6th. 1959,
port system between the districts a tunnel railway are built as a series of level sections stepped to has six stations and a train every six minutes. It has
was constructed, but because of the steep gradient a capacity of 4,000 passengers per hour. The normal
it was necessary for the trains to be cable hauled. follow the line of the slope. When a train stops. capacity per car is 160 passengers, but a maximum of
200 can be carried. Escalators working in the upward
This funicular railway is built wholly in rock tunnel. direction are provided at five stations. Fares are paid
for tokens that operate mechanical turnstiles.

586 JAPAN

KOBE

» « W» P ft i*
Jtt ft

KOBE RAPID RAILWAY LINt b

r.£»r AVID "AH «*» l>Nf t

A new city underground railway has been in 0-4 km. spur runs north to the Kobe Electric Railway's Signalling: Automatic block with lineside signals and
operation in Kobe since completion in 1968. This Minatogawa station.
train stops. A control centre is equipped with
important port has four surface railways (besides the Details: Route length, east-west line. 7-2 km.; north-
Japanese National Railway) whose city terminal south line 0-4 km. Of the total 7 6 km.; 0-6 km. a train position indicator (diagram) and train
stations were until April, 1968 unconnected by rail is elevated and the remainder in tunnel. classifying equipment.
Rolling stock: The Kobe Rapid Railway owns no stock.
with each other. The new underground-elevated Tunnels: Double-tracked sub-surface Box-Rahmen The Sanyo, Hankyu and Hanshin Electric Railways
Kobe Rapid Railway provides this rail connection and
type. interwork their own stock over the E.W line,
permits interworking of three of the surface railways' and the Kobe Electric Railway over the narrow-
services. The linking railway begins in the west at Gauge: /-435m. (standard) E-W line 1-067 m. N-Sline.
the Sanyo Electric Railway's Nishidai station and runs gauge N.S line.
for 3-5 km. to Kosoku-kobe central station. There it Station lengths: 120 to 160 m. Approximately 170,000 passengers in 1,512 trains
forks, one branch running for 2 2 km. to the Hankyu
Electric Railway's Sannomiya station and the other Motive power: Current is collected from overhead use the railway daily. A total period of five years
for IS km. to the Hanshin Electric Railway's Moto- compound catenary wires (part rigid ivpe) at and nine months was taken to construct the railway.
machi station, both in the east. Additionally, from an 1 ,500 volts v D.C.. supplied initially at 33,000 volts. It was built by the Kobe Rapid Railway Company Ltd.
intermediate underground Shinkaichi station, a short
KYOTO at a total cost of Y 1 6.000,000.000 (about £16 m. at
Kyoto, situated about 25 miles north-east of Osaka, that period), and its transportation income per day
has no underground railway system as such at present. es the city from the west and continues underground (at April. 1969) was Y3.400.000. (about £3.000 plus).
It is connected to Osaka and Tokyo by the Japanese to terminate at its centre.
National Railway's Tokaido trunk line, and with part, with sufficient headroom for overhead current
Osaka also by the Keihan and Keihanshin Kyuko In 1963 the original underground portion of this
private electric railways. The latter railway approach- line, opened in 1931, was extended to its present collection by pantograph. A sub-surface continuous
length of 2-2 miles (3-6 km.). It runs beneath a main
Authority: Nagoya Municipal Transportation thoroughfare, in rectangular tunnel for the most concourse provides connection with the railway
Bureau below, and entry from street level is by stairways
NAGOYA situated at a number of points along the main
l-l Sannomaru 3 Chome, Naka-ku, Nagoya. thoroughfare. There are four stations.
General Manager: Mr. Masao Hasegawa
R.T. Construction Manager: Mr. Keiichi Tokami Chikusa Station, Nagoya Subway
R.T, Division Manager: Mr. Yukihiko Kawai
Engineering Manager: Mr. Masaji Yokoi NAGOYA

Operative route length: As of 1970, approx. 13 6 miles Tempaki
(2/9 km.).
UND€R CONSTRUCTION ,.«^
Number of lines: 2 (radial).
Continued next page
Number of stations served: 24.

Average station spacing: 6 miles {10 km).

Nagoya, located roughly midway between Tokyo
and Kobe on the populous Pacific coastal belt, has
become a centre of industry, commerce and culture.
In order to cope with increasing population, and travel
demands which could no longer be met by private
railway, street-car and bus services, the city embarked
on an extensive municipal Subway system programme,

which began soon after World War II. Line I from

Nagoya main-line station east to Sakaemachi was
opened for passenger traffic in 1957. The north-south
Line 2 was initially opened in 1965, and the Subway
network has developed in regular stages of extensions
or new lines over the last 13 years.

Passengers per annum (1970) approx.: 130 millions.

Maximum number of trains per hour each way: 30.

Number of cars per train: 4 to 5 on Line I, 3 on Line 2.

Estimated capacity per car: 115.

Average scheduled speed: 20 m.p.h. (32 km.lhr.).

Track gauge: 4 ft. 8i in. (1-435 m.).

Weight and type of rails: 101 lb. per yd. (50 kg.lm.);

flat-bottomed.

Maximum gradient: I in 28 (3-5%).

Minimum radius of curves: 410 ft. (I2S m.).

Type of tunnel: Double track rectangular tunnel,
of cut-and-cover construction, with centre
supports except between Ikeshita and Kakuozan
where the tunnel is circular, shield driven.

Method and voltage of current supply: Third rail;
600 volts D.C.

Rolling stock: Cars are 15-58 m. long overall, and have
three single-leaf doors on each side. Centre
couplers are used. Rubber sheeting applied to
the inner and outer wheel surfaces assists noise
absorption. Weight of cars, 22 tons.

Signalling: Automatic block, with colour-light

signals, train stops and speed control. On No. 2

Line a system of cab signalling and Automatic
Train Control is employed.