Jane's World Railways 1971-72

i JAPAN 587

NAGOYA— Cont. Yellow-liveried 3-car trainset

Station layouts: Stations have an extensive sub- OSAKA
surface (mezzanine) concourse, flanked by

shops, from which stairs lead down to island
platforms, 100-112 m. long and 9-M m. wide.
Workshops: at Fujigaoko and Meijo, with capacity

for 330 cars and 33 cars respectively.
General: Nagoya's 1969 population of 2 5 millions is

expected to increase to 3j millions by 1985.
Based on this assumption Nagoya plans a rail
rapid transit network totalling 5 lines and 48 I
miles (77-4 km) route length, all within the city

limits.

Construction work on Line 2. proceeding at a

cost of approx. 3 100 m Yen, is that from City

Hall to Ozone and Kanayana to Nagoya Port.
Between the port and the city is a natural flood
disaster danger area, where emergency exits to
the subway are provided.

Public transportation within the city area

includes three JNR trunk lines and two private
railways, the Nagoya Electric and the Kin k

Nippon, totalling 53*5 miles (86 km.).

IN OPERATION
UNDER CONSTRUCTION
PROPOSED

Authority: Otaka Municipal Transportation Route length: 39 8 miles (64 2 km.), mostly in tunnel, 3 m. inhabitant, but its day-time population is a million
Bureau. partly on elevated track more, drawn from surrounding dormitory areas 23
National and private railway lines feed into the city
Kujo Minami-I. Osaka 550 Number of lines: 6 (5 transverse, I radial); double proper and their passengers are distributed on to Che
General Manager: Mr. T. Kuroda municipal Subway and bus systems.
Vice Manager: Mr. Y. Miyauchi track.
Superintendents General Management: The efforts being made to improve travel conditions
Number of stations served: 52 include large-scale one-way traffic regulation and
Mr. S. Nagasawa
Tronsportotion ; Mr. T. Katada Average station spacing: 73 miles [1-18 km). considerable expansion of the Subway network. A
Engineering: Mr. Y. Akamatsu
R.T. Planning: Mr. Y. Hayaki Japanese commerce centres largely on Osaka. programme started in 1963 aims by 1975 to increase
R.T. Construction: Mr. T. Miura Japan's second city, which has greatly increased its Subway routes to a total of 67 miles [108 S km).
population in the last 25 years. The city proper has
Continued next page

588 JAPAN

OSAKA— Cont.

Osaka's first underground railway opened in May.
line. Extensions were made
1933 with two miles of resumed after World War II
in subsequent years and
despite financial difficulties. Expansion has been
particularly rapid since 1964, when Line No. I. was
extended to provide interconnection with the

J.N.R. New Tokaido Line at Shin Osaka. The latest

extension to the system was the opening in December,
1969. of the new No. 6 Line, from Tenjimbashi Suji-6

southward for 7 km. to Dobutsuen-Mae. This line is
run over by two services of Hankyu Railway trains in

addition to Subway trains.

Passengers per annum on underground system (1968):
454 260 864. (1969): 533 554 623.

Average length of journey: 2 5 miles (4 05 km.).

Total passengers per annum carried by Osaka Muni-
cipal Transit System (including road services)

(1969): 905 738 802.

Car kms. per annum on underground system (1968):

33.446.121.

No of cars per tram: Line I. 8; Lines 2 to 5. 4; Line

6. 5.

Maximum number of trains per hour, each way: 27 Interworking of surface and underground services; Hankyu Railway train
(right) and Osaka Subway train (left) in Tenimbashi station.
(Line I).

Track gauge: 4 ft. 8* in. (I 435 m.).

Type of rail Flat-bottomed, 1008 lb. per yd. (SO
kg.jm.h
Series 60 (1969): Aluminium construction, Most stations have mezzanine space for ticket
Maximum gradient: I in 28 6 (35 %). length /8-90 m. Designed for interworking over halls and passenger circulation.
private railway lines. Overhead pantograph
Minimum radius of curves: 393 ft. (/20 m.). system. 3 double doors on each side. Passenger General: The Transportation Bureau also operates the
capacity 140-150. Equipped with automatic city's buses. With the considerable increase
Type of tunnel: Generally double-track, cut and cover in Subway patronage, and in general surface
train selection devices. traffic, the city's trams were withdrawn in 1969.
tunnel, rectangular section, mostly in re-inforced and the trolley-buses in June 1970.
Most trains carry inductive radio equipment. The metropolitan transport area of Osaka
concrete with centre supports. At the city is served by a network of electrified lines, com-
Signalling: Automatic block, with colour-light signals prising the J.N.R. Osaka Loop Line and 9
centre, parts of Lines Nos. 2 and 4 are at deep and train stops. In addition, protection is private railways, 5 of which have their terminals
afforded by continuous Automatic Train Control in the downtown area. In addition to the
level in twin, single-track tube, internal diameter (ATC) and Centralised Traffic Control (CTC) through-running of Hankyu Railways trains over
will be installed on Line No. 5. An A.T.O. No. 6 Subway Line tracks, there are further
18 ft. 8 in. (5-7 m,). The depth of rectangular System is under experimentation. plans for extending other surface lines into down
(UStunnel below surface varies from 38 ft. town districts, to provide interconnection with
m.) Station layout: Some stations have an island platform the subway system and greatly expand rapid

to 49 ft. (IS m.). (eg. Shinsaibashi). others have separate side transit railway facilities.
platforms (e.g. Showacho). Platform lengths
Method and voltage of current supply: Third rail, Two extensions to the Subway system are
at 750 volts D.C., and overhead wire at 1,500 mvary from 120 to 180 m. AM stations on Line I under construction. On Line 2, 31 km from
volts D.C.
are 590 ft. (180 m.) long, to take 10-car trains. Higashi-Umeda north-east to Miyakojima. and on
Rolling stock: Number of cars owned: 470. Daikokucho Station's two island platforms
Line 3 2 8 km south from Tamade to Suminae.
mDetails of latest cars: Series 30 (1968): Length 18-70 permit cross-platform interchange between
Line No. I and Line No. 3 in each direction.
4 double-leaf doors on each side. Passenger
capacity 130-140. Designed for short in-town
passenger journeys, with rapid acceleration and

deceleration characteristics.

Sapparo, capital city of Hokkaido (Japan's northern SAPPARO with the construction of a further 5 miles (8 km) of
island), reported to be opening part of an urban
railway system in time for the Winter Olympics in underground in the central area and at elevated level the east-west line. Its rubber-tyred cars are to run
on the outer portions of the system. on track with a central beam for guidance; within the
1972. will be the fourth city in Japan to possess a des- tyres are steel rings which would support the cars
This municipal project, reported to be planned for should the tyres be deflated. The system will operate
ignated Subway or rapid transit system. It will eventual extension to some 28 miles (45 km) of route,
consist of one north-south and one east-west lines, will first operate 7-5 miles (12 km) of the north-south on traction current at 750 v DC through a third rail.
crossing at the city's centre. The tracks will run route, served by six stations, and will then proceed

TOKYO

In 1970 the population of the Tokyo Metropolitan

Area was 1-4 millions, and of the Metropolitan Traffic

1

Zone in 1970 (50 km radius of Tokyo Station) 24-1

millions. Between 1955 and 1963 public commuter

traffic into the city central districts increased 248%

over the 1955 passenger total of 5 000 millions.

Subsequent development of high-rise building in

central Tokyo, and rapid growth of population in

suburban areas resulted in an exceptional increase
in public transport commuter traffic and private car

use. Consequently, congestion in rush-hour city
traffic has become more and more acute.

In addition to the J.N.R. main and suburban lines
there are 9 private railways feeding Tokyo. Until

recent years none of these private lines' services
entered the city centre, almostall of them terminating
on the J.N.R. Loop line to which many passengers

transferred.

The basis of the underground network plan now

being implemented is to improve commuter travel

conditions by inter-working the converging suburban
trains over the underground tracks, to enable them

to discharge and pick up their passengers at stations
in the central area of the city. Subway trains are
also at times reciprocally run over suburban tracks;
and additionally, two of the surface railways are being

projected in deep level tunnels to the city centre.

These measures will relieve pressure on the heavily

loaded J.N.R. Loop Line and, it is hoped, reduce the

number of private cars entering the city.

The present underground railway rapid transit

network comprises 7 lines of which 5 (Nos. 2. 3, 4, 5
and 9) are operated by the Teito Rapid Transit Author-
ity (T.R.T.A.) and 2 (Nos. I and 6) by the Transporta-
tion Bureau of the Tokyo Metropolitan Government

(T.B.T.M.G.). In addition. Line 8 is to be completed

in March 1973. M-7 km of Line 9 is complete, and

Lines 10 and I I arc planned.

JAPAN 589

TOKYO— Com.

Construction of underground railways in Tokyo
was begun in 1925, and the first section of the Ginza
Line (No. 3) opened to traffic in 1927. The Ginza
line was first operated by two private companies but
later was placed under the management of the
Authority on its formation in 1941. Construction of
the Marunouchi Line (No. 4) started in April 1951 and
it was initially opened for traffic in 1954.

Construction details of the other lines areas follows:

Line

590 JAPAN YOKOHAMA

Construction work on Yokahama's new under- costing YI55.000 million which will be raised by area. Construction of 4 26 km of line I was completed
ground railway system has been in progress for four floating bonds. by March, 1971 and a further 136 km is under way.

years. The following four lines are planned: The southern section between Kami-Ohoka and
— —Line I : Shonandai (Fufisawa City) Totsuka Kami- Choja-Machi (5 64 km) will be opened during 1972.
Recent mushrooming population increase in —ooka
Yokohama has caused excessive congestion of road Isezaki-cho; 114 miles (18 6 km.). Work on another 3 75 km of Line I, and on 2 62 km
traffic as well as transportation facilities. In order
to modernise the latter to cope with the aggravated — —Line 2. Byobugaura Yokohama of the central section of Line 3 will be started before
traffic situation, the City of Yokohama decided to —Station Yoshinocho the end of 1971.
discontinue street car services and construct rapid
Kanagawa Shinmachi; 7 miles The network will consist of sub-surface lines in
transit railways instead. box- type tunnel under urban Yokohama, rising to
In 1966, a plan for the construction of an extensive Line 3: {11-4 km.). elevated tracks in the suburbs. The trains, drawing
Line 4: power at 750 v. D.C. from a current rail, will initially
rapid transit system including subway lines linking the — — —Honmoku Yamashitacho Isezakicho comprise three-car units, increasing to six-car units
suburban and downtown areas was approved by the —Yokohama Station Shin Yokohama Station ultimately. They will operate under a system of
Municipal Transportation Council. It was agreed — Katsuda; 118 miles (19 2 km.). automatic train control. The track gauge of 4 ft. 8i in.
that the subway system should be completed by 1985. — — —Tsurumi Sueyoshibashi Katsuda Moto (1-435 m.) will be similar to that adopted in most ol
the recent Japanese rapid transit railway construction.
This rapid transit project calls for the construction Ishikawa: 9 4 miles (15 3 km.).
of four lines with a total length of 46-3 miles (64-5 km.)
Priority is being given to the important rapid
transit routes I and 3 passing through the city central

—

AUSTRALIA 591

Melbourne, Victoria, at present has no underground MELBOURNE
railways/stem. Rail, tram and 'bus services adequate-
ly serve che city and its suburbs for the time being, MELBOURNE
but the city is growing. In order to cope with the
inevitable increase in the number of commuters and J
others travelling by rail between the city and its
suburbs, it is proposed to carry out a number of Spencer St Vrinces Bridge
major improvement works on the suburban rail
network (Victorian Railways). Taking the form of Station Station

duplication of existing single-track sections, and the PROPOSED UNDERGROUNDRLY. H4 t I
TRAM SUBWAY
construction of triple and quadruple track on trunk
lines approaching the city, these improvements will VICTORIAN RLYS.
result in an increased number of trains using the two
main stations, Spencer Street and Flinders Street, During 1970, the "Melbourne Underground Rail the rectangular central area bounded by the proposed
where additional facilities to deal with them will be Loop Authority" was constituted by Act of Parliament underground railway loop. Where practicable, con-
provided. to finance and build the Underground Rail Loop. venient passenger interchange between the under-
Preparatory excavations for tunnel portal sites will ground railway and tramway systems is visualised.
It will be necessary as part of the overall plan to be commenced during 1971 but it is not expected
that any major construction work will commence The implementation of any scheme for diverting
relieve the commuter concentration at Flinders before mid-1971. trams underground will be dependent on the pro-
Street by dispersing the city's work force through a
number of stations around the central business The only rail transport in Melbourne, other than the vision of necessary funds.
district. The plan here is to construct an underground Victorian Railways lines, is the Melbourne and
around the city centre area, connecting the two Metropolitan Tramways street car system. Although The total of passengers carried by the Melbourne
existing main line termini and the important Princes the city's streets are wide, a policy of surface traffic and Metropolitan Tramways Board on its buses and
Bridge station. The Underground system will consist separation by putting the tramway underground is
of a series of four parallel but independent single- favoured, in addition to the actual underground trams for the year 1969-70 was 133 049 044. On
track loops, each one connected with one of the railway project. It would take the form of tram
major groups of suburban lines as follows: suburban rai I ways the figure was 140 308 637. For an
subways leading into and traversing the city within earlier survey the total of weekday journeys made to
1. The Eastern group, passing through Burnley; and from the city area, expressed in percentages, was
approximately 41-3% by tram, 50-7% by train, and
2. The South-eastern group, passing through
80% by bus.
Caulfield;

3. The North-eastern group, passing through

Clifton Hill;

4. The Northern and Western groups, passing
through North Melbourne.

There will be three new city stations on the under-
ground part of the system, and ail the trains passing
round the loops will also pass through Flinders and
Spencer Street stations, so that passengers will have
the choice of five stations at which to alight in the
city area. In order to operate loop trains in the
direction of the predominant traffic flow in each
peak period, signalling will be reversible. Each of the

loops will have an effective capacity of 24 trains per
hour and, in addition to the loop trains, at least
another 60 trains per hour will, as a result of overall
improvements to the suburban system, be able to
operate to and from Flinders Street station. It is es-
timated that a total comfortable capacity of 130,000
passengers per hour will be reached. The modern
seven-car suburban train has a comfortable capacity
of 850 and a peak load capacity of 1,300 passengers.

The Metropolitan Planning Authority estimates that
when the city's population reaches 3,700,000 in 1985,
from its present figure of just over 2,000,000, the
new railways, together with the improved suburban
services, will be capable of meeting the maximum
foreseeable demands made upon them. It is also
anticipated that the new underground railway will
attract more passengers to the suburban railway
system and help to reduce road congestion.

SYDNEY To North Sydney//x Sydney Harbour SYDNEY
Bridge
The New South Wales Government Railways*
I , Ci rcular Quay
urban and suburban electrified system in the Sydney
area includes two underground sections in the centre •I **-..
of the city. They take the form of extensions north-
wards from Sydney Central Station. The first of \\ oVuseum
them was completed as far as St. James' Station,
about a mile from Central Station, in December •A /
1926. The second was opened to traffic between
sSt.feon Bondi **,
—Central Station and Wynyard Station approxi- Junction *,
—mately l£ miles (2-4 km.) in February 1932. Sub- —• --- UNDERGROUND LINES
Charingd
urban services along the main western, southern and » kCtUNES Cross ;
northern lines were connected with the North Sydney EASTC-.
Line (via Wynyard) by the opening of the Sydney APPROVE' P*

Harbour Bridge in March 1932. Work was completed Rand/. O

on a connecting link (partly underground, and partly O Kingsford
in the open) between St. James' and Wynyard (via
Circular Quay), which permits loop working, in necessary. At the time of writing the City tunnels this new system but provision will be made for
January 1956. There are four stations actually under- are being built by Codelfa-Cogefar of Milan. Tenders
are also out for building the I 100 ft viaduct which future expansion by building platforms at all stations
—ground Museum, St. James", Town Hall, and Wynyard. extends the line eastward from the King's Cross along the route to accommodate eight-car double
tunnels. The viaduct will lie across the land just deck trams. They would carry 2 000 passengers and
Power is supplied by overhead wires at 1,500 volts south of Rushcutters Bay on the Parramatta River so boost the capacity of the Eastern Suburbs Railway
D.C. The lines are double-track, and automatic to 30 000 passengers an hour in either direction.
estuary. Delivery of 54 double deck motor cars, 10 double deck
block signalling (with five aspect colour-light signals, Initially it is proposed to use fully motoriscd double
and a system of speed signalling with train stops) driving trailer cars and 42 double deck trailer cars
is installed. Trains vary in composition, but a deck four-car trains powered by 1500 volts D.C. on
typical train of 4 motor cars and 4 double deck trailer is expected to begin during 1972.
cars has seating accommodation for 764 passengers.

Eastern Suburbs Railway

Work has been in progress for four years on an

electrified railway to serve the eastern suburbs of
Sydney. This is one of the most ambitious and import-

ant railway projects to be undertaken in New South

Wales this century and completion is expected
within ten years from its commencement.

From a new station at Chalmers Street, adjacent
to Central Station, the line will extend to and join

the existing tunnels connecting to the low-level at

Town Hall, where facilities for access from the con-
course of this station to new platforms for Eastern
Suburbs trains will be required. From Town Hall

the line will proceed to Martin Place, Kings Cross,
Rushcutters Bay, Edgechff, Woollahra, Bondi Junction,
Charing Cross, Frenchman's Road, Rand wick. Uni-
versity of N.S.W. and Kingsford at which locations

stations will be constructed.
The line will be double-track running underground

except for short sections at Wool loomoo loo and
Rushcutters Bay and a small section where Wooll-

ahra Station will be located in a cutting. Four

stations will be built with special bus interchange

facilities.

The railway tunnels will lie at a maximum depth to
top of tunnel of I 10 ft. and a minimum depth of 5 ft.
They will be driven, or drilled and blasted, except
where the cut and cover method of construction is

—

592

HIGH SPEED GUIDED SURFACE VEHICLES SYSTEMS

The tracked air-cushion vehicle (TACV) is at a vital stage in its

development. Faster means of overland transport are being sought
and a vision of faster cars on more and more super-highways is not

the most pleasing of prospects. The TACV need not necessarily

—be thought of in competition with orthodox railways rather we

can expect increasing interest and co-operation from railway

authorities in this revolutionary jump forward in track transport.
The conventional railway's maximum speeds, restricted fundament-

ally by the train's direct contact with its track, are unlikely to reach The 80 passenger Orleans Aerotrain, designed for
medium-range intercity links, on its 11-5 mile (18-5
the potential of comparable TACV systems, whose vehicles ride km.) long track located north of Orleans.

clear of their tracks; but existing railways might offer some of their

ways on which to super-impose TACV tracks or structures,
The concept of the TACV is revolutionary in the transport

world, but is not visionary. On the contrary, its ultimate develop-

ment is the object of much responsible effort and a good deal of

Government funding in several countries. The TACV has been,

and is being, subjected step by step to exhaustive tests over a long

period. Nearly a decade has already been devoted to developing the tests were more concentrated, taking the form of a series of

and perfecting the original project, first to theory, then to experi- acceleration to top speed, deceleration and braking movements

mentation and finally to the behaviour of vehicles on test track. performed at short intervals. In addition there were, of course,

The end results are expected to range from short distance urban frequently repeated turning movements on a turntable, involving

systems to long distance inter-city systems. They are expected the use of an auxiliary wheel system. The suburban-type vehicle
to include low, medium and high speed passenger vehicles, with
had completed some 3 000 miles of experimental running, up to
emphasis on the latter. A cruising speed of 250 km/hr has already
June, 1971.
been attained, and for one project attainable speeds up to 400 km/hr
These prolonged tests appear to have demonstrated the vehicles'
have been quoted.
safety in all weathers; the suburban type produces no noise or
Even so, the TACV system's field of exploitation may appear to
fumes; and the high-speed type, no greater noise at 155 mph (at
be somewhat narrow, especially with advanced types of passenger
a comparative distance) than an ordinary electric train trevelling
train emerging. But whilst it may be years before the TACV
at 100 mph. The high-speed track, reported to be in good con-
system could be expected to play any significant part in general
dition, serves as evidence of low-cost maintenance. Apart from
high speed transportation, it is being advocated for other purposes
the actual trials, practical research and development of several
in the much nearer future; for instance, as a new means for suburban
classes of air-cushion vehicle including the Aerotrain are being
Atransport, and for city-airport links. telling point in its favour
undertaken.
may be low maintenance cost as, with no normal running gear,
Application: Of the number of proposals for practical application
there is virtually no track wear.
As to the track structure, one may compare the weight of a of the high-speed Aerotrain, that for a high-speed, twin-track link

typical 57 ft Metro car at 33 tons with that of a loaded 80 ft Aerotrain between Paris and Orleans would include in its 70 miles (113 km)

at 20 tons. (The Metro car in fact carries more than twice the of route the existing I I miles of test track. More recent proposals

number of passengers in overcrowded rush-hour conditions). include shorter links such as between Orly and the future Paris

The TACV's light weight, accounted for partly by the absence of Nord Airport at Boissy north-east of Paris; and, for the linear-

running gear, in turn permits a lightweight track and support motor propulsion system, a link between Nord Airport and the

structure. Where such systems are elevated (as most will be), centre of Paris. The Aerotrain system is also being considered

they are likely to be sited over urban thoroughfares or railways, for development in a number of other countries.

or alongside or over the median strip of motorways. They will URBA: The URBA system of the Compagnie d'Energetique

obtrude wherever they are, but their light and airy structure need Lineare is intended for relatively low-speed urban and suburban

not be an ugly obtrusion, especially where grassland or agriculture operation. It is designed therefore for low noise-level operation,

is allowed to continue unbroken beneath them, and not cut up as absence of fumes and minimal interference with surface traffic.

it is by surface tracks or ways. Following the demonstrations in December 1968 of twin-coupled

Propulsion for the French Aerotrain includes straightforward URBA prototype vehicles running on track in a building in the

—propulsion by a gas turbine-driven shrouded air propeller and by Ecole Centrale in Lyons, market research and feasibility studies

linear motors. For the latter a simple analogy may be given continued in 1970 and 1971. In 1971 a start was made on the

that of an electric motor whose rotor and stator coils are laid out construction of the URBA 30 vehicle, with 30 seats, and a 20-seat
flat. The electrical reaction between the rotor, now the reactive
track rail, and the stator, now fixed to the vehicle, produces forward vehicle may be built later.

Merlin Gerin builders of the linear motor for an early URBA

or reverse motion according to the polarity applied. There are vehicle (and of the motor for the suburban Aerotrain), are con-

no rotating parts. tinuing development of motors for the URBA 30. Six small linear
motors will propel a coupled URBA unit. The installed power is
The varieties of air suspension and guidance systems, and of the
capable of accelerating a fully loaded vehicle from stop to its normal
relating track profiles, are as follows:
cruising speed of 72 kph in 1 5 seconds. Braking is by phase reversal.
Aerotrains: Air cushions, supplied by gas turbine-driven fans, that
The beam within which the vehicle track is carried mis 0-70
act on the inner faces of an inverted T cross-section track; mhigh and 1-74 wide at its widest point. The uprights supporting

URBA: A suction-suspension system that employs electrically- the beams, capable of supporting single or double track, are designed

driven fans to exhaust the air. (The vehicles are supported on air mto be placed 30 apart on straight track and at lesser intervals
bogies running within a slotted box-beam track). Their linear
motors react against a vertical membrane on the beam's underside; URBAon curves. In late 1971 a full-scale 30 vehicle is to be tested

Tracked Hovercraft: A method of air-cushioning whereby air is on an outdoor track 600 m long at Meylan near Grenoble. The

trapped and contained within the area of its bearing surface by mtrack, which will incorporate a 10 per cent incline, 40 and 60
peripheral air jets. The track in this case is a beam of hollow-box
section that presents large bearing areas on its top and sides (for curves and a set of points, will probably have more than one system
suspension and guidance respectively). The linear-motor reaction
of support to assist potential customers in relating the system to
rail is recessed into a vertical membrane on the beam's upper
surface. There is also a form of channel-section track employed their own particular urban environment. The Compagnie emphasise

in later-developing projects (America). that their system is designed for the smaller town's public transport

need (especially those which suffer from peak congestion periods),

or situations where a conventional Metro type line would be
unjustified in relation to its estimated passenger load. The Com-

pagnie have been retained by the municipal authorities of several

Magnetic levitation has been researched for several years but towns to carry out feasibility and route studies, and estimates on
until the beginning of 1971 development had not proceeded further
than experimentation with models, and in Japan at least such capital and operating costs.
experimenting is not expected to have reached any conclusive stage
before 1972. Information derived from practical experience is Germany (Federal Republic)
scanty. The basic principle of magnetic repulsion is that like poles The Krauss-Maffei Company of Munich has produced models of
of a magnet repel each other, but to put this into effect to the
extent of maintaining in suspension a loaded transit vehicle of 20 high-speed trains which they name 'Transrapid'. The Company
tons or more requires enormous research. has in mind the possibility of high-speed mono-railways of from
200 to I 400 km. which would offer faster door-to-door journeys
France than any other transport medium, including air travel. A high-
speed line is envisaged between Munich and Hamburg. The
Conclusions reached in 1971 by the Societe de L'Aerotrain appear vehicles would travel on a track elevated 20 ft above the ground at
to be that thay are satisfied with the intensive tests their vehicles speeds up to 500 kph, covering the I 000 km in about two hours.
The line would run via Stuttgart, Frankfurt and the Ruhr. If
have undergone, and that turbine-propeller propulsion is so far
research and development into the production of high-speed
the most reliable means of achieving 220-250 mph speeds. Of vehicles proves'successful, a fleet of 118 vehicles coupled together
the two types of Aerotrain, the 40-seat suburban vehicle, with or in threes.'would be capable of transporting up to 5 000 passengers
linear-motor propulsion and a new current collection device, has a day in each direction. Linear-motor propulsion is favoured.
achieved speeds of up to 112 mph (180 kph) on a 4-mile test track Both air-cushioning and levitation by electro-magnets are being
at Gomez. The 80-seat high-speed inter-city vehicle in trial running
considered.
over a period of one and a half years on the I I -mile (18 km) track
near Orleans, has demonstrated its ability to operate at a cruising In May 1971, Messerschmidt-Bolkow-Blohm are reported to have

speed of 180 mph (250 kph). Up to March 1971 it had completed made history when they demonstrated, on a 660 m track at their

a total of 550 hours running. In the last 200 hours of actual running, research and development centre at Ottobrun near Munich, the
first vehicle approaching full size to be levitated only by magnetic

593

force and driven by a linear motor. The vehicle, weighing just
over five tons, is supported by electro-magnets acting on the
underside of L shaped rails. Lateral control is effected by electro-
magnets acting on the inside faces of the rails. While the vehicle
was able to travel at 100 kph, being supplied with electric current
through contracts sliding on conductors, the makers realise the
difficulties of collecting power for both suspension and propulsion
at much higher speeds by this method, and are engaged in research
to better it. The Federal German Ministry of Transport pledges
support for the development of high-speed transportation by
making available a 20 km full scale track, where trials of vehicles
can be carried out at much higher speeds.

^-^—"j3338

594

VEHICLE OUTLINE

ALUMINUM
REACTION RAIL

—U , 3-PHASE WAYSIDE
POWER DISTRIBUTION
*-^ =»* QVQTCM

PRESTRESSED CONCRETE GUIDEWAY BEAM

16 MIN CLEARANCE BEAM SPAN

35 SO. (Dependent on Application)

TY PICAL A UTO BARRIER 'CqT q^.
SOFT SHOULDER
TYPICAL COLUMN AND ELEVATED GUIDEWAY
SECTION THROUGH TYPICAL ELEVATED GUIDEWAY BEAM ARRANGEMENT
LOCATED IN FREEWAY MEDIAN

Two views of the inverted 'T' guideway proposed by Aerotrain Systems, Inc.

Societe de I'Aerotrain and are available for revenue producing VEHICLE DIMENSIONS

—TACV systems. Model Number

Aerotrain Vehicle The illustrated Aerotrain vehicle, having a 60

Tto 100-passenger size cabin and lightweight construction, operates
on an inverted shaped guideway by linear induction motor (LIM)

propulsion at speeds up to ISO mph. Electric motor driven com-

pressors supply pressurised air for the lift and guidance air cushion

suspension system.

—Power Collection A power collection unit, mounted on one side

of the vehicle, collects 3-phase, 4 160 volt, electrical power from
the wayside power distribution rails. Power is collected by sliding
contact with the power distribution rails and the collection unit

—articulated from the vehicle to accommodate relative motion.

Electrical Propulsion A polyphase linear induction motor (LIM)

provides the thrust required to accelerate, maintain speed, and
dynamically brake the vehicle. The LIM primary mounts in the
vehicle afterbody. The LIM secondary is the reaction rail which is
mounted on the guideway. Separate motor fans provide both
LIM cooling by forced convection and LIM guidance by a set of air

bearing units attached to opposite ends of the LIM. A thyristor

variable voltage power control unit is used to limit acceleration

onset (jerk). A power supply furnishes controlled dc current for

dynamic braking. Static power factor correction capacitors com-

—pensate for the LIM reactive power.

Air Cushion Suspension: The low pressure air cushion suspension

system levitates the vehicle from the guideway providing relatively
friction-free motion. The secondary suspension integrates with

the air cushion to damp the effects of dynamic disturbance from
guideway irregularities and cross winds. The associated air supply

system contains an air inlet with guide vanes, a forward plenum,

two compressors, supply ducts, and cushion supply scoops. Two

constant speed, 3-phase, induction motors drive the compressor

—units.

Braking LIM dynamic braking reduces vehicle speed to approx-
imately 50 mph, whereupon a hydraulic system circuit blends in to

apply frictional braking at the reaction rail for final stopping. In
an emergency, the air cushions can be vented to rest the vehicle

on skids for an additional braking mode controlled not to exceed
0-4 g deceleration. A pneumatic system applied to the hydraulic

system frictional brakes provides redundancy.

—Passenger Cabin The typical seating arrangement illustrated features

22 inch seat width and 34 inch seat pitch. Each seat contains a
seat belt and protective padding. Exposed hard metal surfaces
are avoided. The cabin interior acoustical treatment maintains
the noise level below 65dB(A). The vehicle external acoustical
treatment maintains the noise level below 73dB(A) at 50 feet to
the side of the vehicle (measured on the dB(A) scale with a reference
of 00002 microbars). Multiple air conditioning units modularly
mounted in the undercar area maintain the passenger and crew

—compartment environment at a temperature of 65 to 75 F.

System Specifications For The Aerotrain The following specifications
are for prototype vehicles and are subject to change based on con-
tinuing vehicle development. Automatic train control and other
subsystems are available for individual application requirements.

of about 100 passengers and a cruising speed of 250 mph is the aim. 595
The track, constructed by Shepherd, Hill and Company, uses as
Tracked Hovercraft Limited's research vehicle, RTV 31, prior to being transported
its main component 75 ft concrete box-beams 6 ft 4 in deep and from the Vickers workshops at South Marston to the THL test track at Earith.
4 ft 6 in wide (produced by Dow-Mac Concrete Ltd). The beam The 75 ft long all-electric vehicle has a potential top speed of 300 mph [4S0 kph).
The planned cruising speed of a commercial version would be about 250 mph.
track varies in height from 10 ft at Earith to 33 ft (measured from
One of the pre-cast concrete track sections being manoeuvred into position at the
its top surface) at high elevation, and is supported by concrete Tracked Hovercraft Ltd test site at Earith. The track is being constructed with
concrete beams measuring 75 ft X 6 ft 4 in X 4 ft 6 in, which are laid on pile caps,
pylons. To allow for thermal expansion there are interacting some of which can be seen in the distance.

fingered joints at intervals along the track which permit creep up The high level section of the Tracked Hovercraft Ltd test track at Sutton Gault.
to plus or minus 3 in. The conditions locally for the track's erection near Earith. Hovertrains travelling on this type of track would give a fast.
were exacting by most standards. The track or guideway runs comfortable journey time at a cost no higher, per passenger mile, than the current
along a straight stretch of river, on a barrier bank with poor ground
British Rail first class fares.
structure; but the site was advantageous in terms of location,

privacy and natural security. The guideway beams were erected
by an overhead method whereby each beam was conveyed along

completed track and positioned on pile caps or on the higher pylons

by a launching girder, thereby extending the track without the

necessity of ground manoeuvering of the heavy beams.

A most interesting feature is the linear-motor reaction rail.

This rail, unique like the single-sided linear motor which reacts
against it, is made up of laminated iron strip overlaid by aluminium,

and presents a flat surface flush with the beam's top surface. The
linear motor is positioned in the vehicle so as to react against the

rail whilst riding three to four inches above it, so that lateral and

vertical movement of the vehicle at speed presents ample clearances

at all times, without interfering with the reactivation. Vehicle air

suspension depends on the air cushion formed and contained within

peripheral air jets around the vehicle base. The two sources of
electrical power to the vehicle, for the fans for air-cushioning and

to activate the linear motor, reach the vehicle via separate collector

shoes acting on rails positioned either side of the beam track.
The former is fed in at 3 000 V dc and the latter (three-phase ac)
at 6 600 V. The vehicle straddles the beam track with its rigid
skirting reaching down about 4 ft on either side

The United States, about to develop its own high-speed project

at Pueblo, is keenly interested in the British development. So far,

the technical and economic study carried out under contract by

Tracked Hovercraft Ltd. for the American Government's Depart-

ment of Transportation, comparing three different types of tracked
Tair-cushion vehicle systems utilising box, inverted
and channel

cross-section guideway (British, French and US configurations
respectively) showed the British Hovertrain system to be a strong
contender for future high-speed city-airport links and inter-city
services operating at up to 250 mph (400 kmh). Some of the con-

clusions reached in that study are as follows:

(a) whilst there are differences in power requirements for lift

Tand guidance favourable to the inverted and channel vehicles,

these may be narrowed or even eliminated in the light of

Tnear-future development of the peripheral jet system;

(b) the estimated cost of the guideway was calculated as 142 per

cent, and the assumed channel guideway as 204 per cent of the

estimated cost of the box section guideway.

(c) since the guideway cost is dominant in total system costs, and

the box-track configuration, besides having advantages in
terms of least weight and width, is capable also of development

to allow for spans longer than 75 ft, such economy, especially
where land is of high acquisition value, could bring costs per
passenger mile down to an economic level (a figure of about

2-5d (Ip) has been mentioned).
The British Hovertrain system principle could be the basis of

the North-East Corridor high-speed transportation system, linking

Washington, New York and Boston.

For the Hochleistungschnellbahn (elevated high-speed railway)

concern in Germany, a DM.30 000 study has recently been concluded

by Tracked Hovercraft Ltd. Its conclusions are incorporated in a
report to the German Federal Republic's Ministry of Transport, and

considers the possibility of using the British Hovercraft system on

West German inter-city routes. The Hovertrain technology in

this case is directed not so much towards passenger transport as
towards freight movement.

Similar studies have been carried out on the possibility of Hover-

train links between Gatwick and Heathrow Airports and between

Manchester and London. Perhaps the most important of all,
however, is the proposed high-speed link between London and

Foulness, in Essex, the site chosen for London's third airport.
The distance involved would be 49 miles by Hovertrain route.
This would eventually serve the huge 8 000 acre complex comprising

airport, deep-water seaport and oil terminal, and industrial area.

An impression of the air cushion vehicle being developed by Tracked Hovercraft A cut-away model of the 100-passcnger hovertrain proposed by Tracked Hovercraft
Ltd for an airport city high-speed link between central London and Foulness. If
Ltd. In this cut-away illustration the amidships positioning of the 5 600 lb thrust, the claim of a 250 mph cruising speed combined with an absence of noise and
single sided, linear induction propulsion unit, and the hoverpads used for support
and guidance are clearly indicated. atmospheric pollution is substantiated this surely will be one of the most civilised

forms of high-speed travel ever developed.



597

SPECIALIST TANK

AND FREIGHT CAR LEASING

In most countries the large industrial organisations make use of block (or unit) BRITISH RAILWAY TRAFFIC AND ELECTRIC CO. LTD.
trains to carry their products in bulk on specific routes, and of individual freight
cars to transport less-than-t rain load consignments to other destinations. The 928 Melton Road, Thurmaston,
railway operates the services, supplying the locomotives and, when required, the Leicester, England
necessary freight cars. But it is becoming more usual for the companies con- Tel: Syston 5171/4
cerned to provide their own cars, designed to meet any specialised requirements Telex: 34113
for loading and unloading at their terminals and sidings. To avoid eying up capital,
most of these organisations lease the vehicles from companies which specialise in Has a fleet of I 700 high-speed rail wagons up to 100-tons gross laden weight
providing the particular types required to meet specific needs. for bulk transportation of solids, powders and liquids, including cement, chemicals
and petroleum products for operation in the UK.
Below is a representative list of Leasing Companies in Europe and North America
which have, or will procure, rail freight cars to meet the varied special needs of LLOYDS & SCOTTISH (LEASING) LTD. /agons for use by major transport
every branch of industry.
4 Vigo Street,
BELGIUM
London W. I., England
CIA
23A Jean Tibou Str., Tel: 01-734 7040
Telex : 24240
Zellik.
Brussels, Belgium. Leases and maintains all types of railway
and distribution organisations in the UK.
CANADA
STANDARD WAGON CO.
PROCOR LTD.
(Astley Finance)
Rail Tank Leasing Dept.
I I 17 Ste. Catherine Street, Astley House,
Notting Hill Gate
W. Montreal, Canada.
PROCOR has a fleet of 10 000 rail vehicles for lease to shippers throughout London W. I I, England

Canada, comprising tank cars and freight cars for a great variety of products. E. G. STEELE & CO. LTD.
Also owns and leases three unit trains carrying (a) sulphuric acid, (b) rode limestone, 25 Dalziel Street, Hamilton,
(c) coal; with a fourth for oil transport going into operation in October 1971.
Lanarkshire, Scotland
FRANCE Tel: Hamilton 22601/2
Telex: 77454
ALGECO
Railway tank wagons and hopper wagons of all types; powder wagons for pressure
18 Ave. Opera, discharge; sulphuric acid wagons up to 100 tons gross, for lease to major oil and
Paris 8e. France. chemical companies in the UK.

SALTRA STORAGE & TRANSPORT SYSTEM LTD.

27 rue Bienfaisance 76 Brompton Road,
Paris 8e, France. London S.W.3, England
Tel: 01-584 7512
SATI Telex: 262714
Societe Auxiliaire de Transports et d'lndustries
Railway tank wagons for liquids, powders, solids and gases for main chemical
6 Square Champ de Mars, and petroleum companies in the UK.

75 Paris 15, TANK RENTALS LTD.
France.
Tel: 306 9500 (Subsidiary of Charles Roberts & Co. Ltd.)
Horbury Junction,
About I 300 wagons, mainly for liquified gas and chemical products, for lease Wakefield,
to major European chemical and petroleum companies. Yorkshire, England

Sati proposes a considerable expansion in its transport activities in Belgium Has a fleet of tank and bulk transport wagons for leasing to industrial organis-
in the future.
ations.
SIMOTRA
TSL
8 rue Chateaubriand Traffic Services Limited
Paris 8e, Clarendon House,
France.
11-12 Clifford Street.
GERMANY (FEDERAL REPUBLIC OF)
London WIX 2HD, England
EVA
Tel: 01-629 8434
Eisenbahn-Verkehsmittel-Aktiengesellschaft Telex: 25252
4000 Dusseldorf I
Railway tank wagons and specialised wagons for liquid petroleum and chemical
Schillerstrasse 20, West Germany. gases, rail tanks for wine and chemicals, on all standard gauge lines in Europe and
for movement to and from the UK.
Te/.02ll 67 20 91
Telex: 08-586848 Also container transport of all types including bulk powders, and gases in the

Railway wagons for specialised loads, particularly bulk tank wagons for the UK and throughout Europe; and their associate company Trafpak (Tank Con-
transport of liquid gases and powders; for the chemical and mineral industries in
all European countries with standard gauge track. tainer Services) Ltd., offers door-to-door transport of bulk liquids in containers,
both throughout Europe and trans-Atlantic.
VTG
Vereinigte Tanklager und Transportmittel GmbH UNITED STATES OF AMERICA
21 Neue Rabenstrasse
D-2000 Hamburg 36, Western Germany GATX

Tel: 44 19 I I General American Transportation Corp.
Telex: 211 498 vtgh; 312 005 vtgrh
Transportation Division,
Has a fleet of 27 000 rail tank and other special wagons (available from VTG 120 South Riverside Plaza,

and its subsidiaries) for the petroleum, petrochemical, chemical and food industries Chicago, III. 60680. USA
throughout Europe.
Has a fleet of over 65 000 freight cars of all types, for leasing to shippers of in-
SPAIN dustrial products throughout the USA, Canada and Mexico.

TRANSFESA LCL CORPORATION
Transposes Ferrovianos Especiales SA
230 Park Avenue,
Bravo Murillo 38,
Madrid, Spain New York, USA
Pons Office:
27 rue Bienfaisance, Paris 8e, France RAILEASE CORPORATION

Transfesa specialises in refrigerated and ventilated wagons fitted for inter- 633 Battery
changeable axles, to provide through operation on Spanish 5 ft 6 in (/-676 m)
gauge and standard 4 ft 8J in (I 435 m) gauge. San Francisco, Calif.. USA

SWITZERLAND REPUBLIC CAR LINE INC.

ETRA 122 East 42nd Street,

Mythenquai 22 New York 10017. NY, USA
Zurich, Switzerland
Tel: 212 682 5524
UNITED KINGDOM Tank cars of all kinds for the chemical and petroleum industries throughout

ALGECO UK LTD. the US, Canada and Mexico.

25 Victoria Street SHIPPERS CAR LINE
London S.W. I, England
10 South Riverside Place,

Churago III. USA

TRANSGO INC.

235 Montgomery Ave.
San Francisco, California, USA

UNION TANK CAR COMPANY

II I W. Jackson Street
Chicago. III. 60604. USA

Owns and operates a fleet of 51 000 tank cars which are leased to the petroleum,

chemical, food and fertilizer industries in the US. Canada and Mexico.



599

INDEX OF MANUFACTURERS

A.B.C

600

INDEX OF MANUFACTURERS—continued

Soule 70. 139

Southern Iron ... ... 70, 139

P.L.U.T.O 106 CMS.A. 114 Sperry Rail Services ... 108 WUerdingen A.G. , Waggonfabrik 80
139 80
Paceco 13' S.E.A.G 65 Standard Electrik Lorenz A.G. 91 Union C. & 81
128 135
Paceco-Vickers SEL 91 Standard Railway Wagon Co. Union Tank Car Co
Paxman 39 115
Pemer 139 SEMT Ltd USSR. Diesel Engines ...
Penman '30
S.F.B 65 139 Standard Telephones & Cables
Perkins 59
Perry Engineering Co. Lid. ... S.G.I 66 Ltd 92
Phillips Telecommunicate ... 91
59 S.G.P 66 Steadman 139
Industrie N.V 10 116
Piaggio & Co. S.p.A 106 SFAC Steele. E. G. & Co. Ltd. 72
59
Pistoiesi SIC 139 Stephen 139
60
Plasser & Theurer 60 S.I.G 67 Stork-Werkspoor 124
Plymouth 60
Price. A. &. G Ltd S.L.M 68 Stothert & Pitt 139 VEB Kombinat Lokomotivbau-

Procor Ltd S.N.A.V 139 Strommens Vaerksted A-S ... 72 Elektrotechmsche Werke 77
Pullman-Standard 116
SSCM Sulzer Brothers Ltd. ... 132 Valmet Oy 82. 139

S.T.C 92 Sulzer ... 117 Van Weelde 139

S.A. Ateliers de Constructions Svenska Jarnvagsverkstaderna Vaso Miskin 82. 139

Electriques de Charleroi ... 2,87 A/B (A.S.J.)
Swiss Car & Elevator Manu-
Saab Scania 125
facturing Corporation
St. Louis Car Division 71
(Schlieren) ... 64
Savigliano, Societa Nazionale
Swiss Industrial Co. ... 67 W
delle Officine di 63
Swiss Locomotive & Machine
Scammell 139
Works 68
Scandia, Vognfabrikken A-S ... 63 W.M.D.
Sylvania Electric Products Inc. 92 85
Quay 139 Scania ... 125 WABCO 93

Schindler Carriage & Wagon Waggon-und Maschinenbau

Co. Ltd 64. 139 G.m.b.H. Donauworth 85
82
Schlieren 64 Wagon Union GmbH

Schoma 65 Walkers Ltd 83
83
Schweizerische Industrie- Wegmann & Co.

R.M.C 107 Gesellschaft ... 67 Werkspoor-Amsterdam N.V. 124
65
R.T.W 108 Secheron Works Ltd. Werkspoor-Utrecht, N.V. ... 83

Racine. RailProducts Division 106 SEMT-Pielstick 115 T.I.B.B. 74 Western-Cullen 110

Ragheno, S.A. Usines de 61. 139 Shinko Engineering Co. Ltd. 123 Talbot, Waggonfabrik 72,139 Westinghouse 93

Railway Maintenance Siegener Eisenbahnbedaft A.G. Tampella 73. I 13 Westinghouse Saxby Farmer

Corporation ... ... 107 (SEAG) 65 Tamper Inc. ... ... ... 109 Private Ltd 94
108
Railway Track-Work Company Siemens A.G. ... 67. 91 Tata Eng. & Loco Co. ... 73 Whitehead & Kales Inc. 84

Rann-Legnano S.p.A.... ... 61 Sikorsky 68 Tatra ... ... ... ... 73 Whiting Corp. 84

Rathgeber A.G.. Waggonfabrik Silent Hoist 139 Tecnomasio Italiano Brown Wickham, D. & Co. Ltd. 84, 110

Jos 61 Simmering Graz-Pauker A.G. 66 Boveri 74... ... ... Williams. Henry Ltd. 90

Rauma-Repola Oy ... ... 62 Skyhi Ltd 108 Telco 73

Raygo Wagner Inc 139 Sociadades Reunidas de Fab- Thomas Hill (Rotherham) Ltd. 73

Reggiane Officine Meccaniche ricates Metallicas. SARL ... 69 Thrall 74

Italiane, S.p.A. ... ... 62 Societa Gestioni Industrial! Thune-Eureka A/S ... ... 74

Rheinische Stahlwerke S.p.A. 66 Tokyo Car Manufacturing Co.

Trasnportechnik ... 62. 139 Societe Alsacienne de Con- Ltd 75, 139

Rheinische Transporttechnik 36 structions Mecaniques Tomlinson ... ... ... 75

Rheinstahl Transporttechnik Societe d'Etudes de Machines Toshiba 76 Yale & Towne Inc. 85
York ... 139
A.G. 118 Thermiques ... 115 Towmotor ... ... ... 139
54 Zarges 139
Rheinstahl Siegener Eisen- Societe MTE S.A Toyo 76... ... ... ...

bahnbedarfAG 65 Societe Surgerienne de Traction Export ... ... 76

Robel & Co 107 Constructions Mecanique ... 116 Trailco 139

Roberts. Charles & Co. Ltd. 63 Sofer 69 Trailmobile 139

Rollalong 139 Soma 69 Transport maschinen

Rolls-Royce Ltd 131 Soprcfin 139 Export-Import ... ... 76

Ruston Paxman Deisels Ltd. 126 Sorefame 69 Tulloch Ltd 79

1

Put our elastic rail spikes

with square cross

section shanks into drilled

holes and forget

How come?

Square cross section shanks have a press shrinking

twice as well as a circular cross section shank.
It is impossible that they get loose. That's the reason

why they are already being installed for more

than 30 years.

HRSEver since we manufacture elastic rail spikes

made of tempered spring steel with square cross section

shanks; and all over the world rails are being fastened with

HRS elastic rail spikes. They have properties

which seem to be contradictory.

Low original cost and installation cost, no maintenance

Oncost. the other hand you find permanent, tensional rail

bracing which guarantees a perfect gauge and an enormous adhesion Jf force.

This is due to the square cross section shanks fitting in drilled holes.

Just have a look. would take pleasure

Our technical adviser intakingyoufora walk

along a track fit out with

our elastic rail spikes.

ELASTIC RAIL HRSOCOTHEHMSIECEHEDRADGEAG
SPIKES

We are interested in Knowing more about
HRS Elastic Rail Spikes

Please send us technical literature.

Name:

Company:

Adress:

Tel:

HOESCH ROTHE ERDE - SCMMIEDAC AC

D 46 Dortmund (Germany), Tremoniaslr. 5-1
Telephone: 0231-1961, Telex: 822245 HRS D.

601

:

Our trump-cards

a fully-developed technology, large-scale exports

Ceylon: 14 Diesel locomotives V150 performing daily to full satisfaction on the
mountain route from Colombo to Badulla at an extremely high atmospheric

moisture, at tropic temperatures, torrential rains and on gradients exceeding 2°o.

Syria: 25 light construction type passenger coaches, easy-to-maintain, highly comfortable
which are in service of Syrian State Railways

! *riiiniiiiiiiiimiiL..

Egypt: 25 electric rail motor trains operate in the commuter traffic between Cairo, the
rapidly developing metropolis and the ever expanding industrial district of Helouan

Exporter:

VEREINIGTER 5CHIENENFAHRZEUDBAU-DDR

M<IIIHIlIl«EIPORT

VOLKSEIGENER AUSSENHANDELSBETRIEB
DER DEUTSCHEN DEMOKRATISCHEN REPUBLIK
DDR 108 BERLIN MOHRENSTRASSE 53-54

602

603

GENERAL INDEX OF RAILWAYS

Aalen-Dillengen

6C4

RAILWAY INDEX—continued.

Esquimau & Nanaimo ... 282 Grassc River ...
... 282
Essex Terminal ... ... 180
392.413
Esso Petroleum Co. Led.
396
Estado (Chile) ...
... 168
Estado (Ecuador) 402. 422
402.422
Estado (Spain) ... ...
166
Estado (Uruguay) ... 168
... 400
Estado (Veneiucla) ... ... 400
428.445
Estoril 296
148
Estrecha(F.E.V.E.)
... 152
Eten Chichayo-Patapo ... 296
Etcn-Hacienda Cayalu
152
Ethiopia
Etna & Montrose

Etvil a Senones

Euskirchener

Everett Railroad Co. ...

Extertalbahn

Fairport Painesville & Eastern 296

Farge-Vegesacker 152

Fassardi Ltda 398

Feather River ... ... ... 296

Federal Barge Lines 296

Federal) Svizzere ... 172, 255

Feldbach-Bad 142

Feliciana Eastern 296

Felixstowe Dock & Rly. Co. 180

Ferdinand ... ... ... 296

Fernwood. Columbia & Gulf 296

Ferrara-Codigoro 162

Ferrol-Gijon ... ... ... 168

Ferroviaria Italiana ... ... 162

Ferrotramviaria ... ... 162

Ferrovie Dello Stato Italia 231

Festiniog Railway ... ... 180

FHderbahn 152

Fiji 520

Finland 203. 146

Finnish State Railways 203, 146

Firth Brown 180

Firth Vickers Stainless Steels 180

Fishguard & Rosslare ... 180

Florida East Coast ... 296. 380

Fonda. Johnstown & Glovers-

ville 296

Forchbahn ... ... ... 172

Ford Motor Co. Ltd 180

Fordyce & Princeton ... 296. 380

Fore River 296

Fort Dodge. Des Moines &

Southern 296

Fort Smith, Subiaco & Rock

Island 296
296
Fort Wayne Union

Fort Worth Belt 296

Fort Worth & Denver ... 296

France 206, 148

Frankfort & Cincinnati ... 296
152
Frankfurt am Main-Konigstein

Frauenfeld-Wil 172

Freightliners Ltd. ... ... 266

French National Railways 206, 148

Fria 428

Fribourg-Morat-Anet ... 174

Fribourgeois ... 174

Furka-Oberalp 174

Futwah-lslampur ... ... 468

Gafsa 432

Gaildorf-Untergroningen ... 152

Gainsville Midland ... ... 296

Galesburg & Great Eastern ... 296

Galveston, Houston & Hend-

erson 296. 380

Galveston Wharves ... 296

Garden City Western 298

Geilenkirchener 152

Gelnhauser 152

General Belgrano, F.C.N. 386, 404

General Mitre, F.C.N. 386. 404

General Roca. F.C.N.... 386. 404

General San Martin. F.C.N 386. 404

General Urquiza, F.C.N. 386. 404
Genesee & Wyoming... 298. 380

Genova-Casella 62

Georgia 298

Georgia & Florida 298

Georgia, Ashburn, Sylvester 298
& Camilla ...

Georgia Northern 298

Georgia, Southern & Florida 298

Georgsmarienhutten ... 152
Germany 148
German Federal Railways 148
German State Railways 221 148
Ghana ...
Gittelde-Bad Grund ... ,

Gleisdorf-Weiz 428, 446
152
142

Glion-Rochers 174
Gmunden-Vorchdorf ... 144

Gornergrat-Bahn 174

Goteborg-Saro 172
Grafton & Upton 298
Graham County 298

Granada 168

Grand Falls Central ... 282

Grands Lacs 426, 439
Grand Trunk Western 298

Gringesberg-Oxelbsunds 172

605

RAILWAY INDEX— continued.

Minneapolis & Saint Louis 306
Minneapolis, Saint Paul & Sault

Saince Marie

606 RAILWAY INDEX—continued.

Stammbahn

Announcing

The United States

International Transportation
Exposition

Dulles International Airport

Washington, D.C.

May 27th-June 4th, 1972

Authorized by the Congress of
the United States, developed and produced by
the United States Department of Transportation

A three dimensional look into

the world of transportation...

on land, sea and air.

The U.S. International Transportation Exposition will be the world's most
important marketplace for the entire range of transportation equipment

and services. Manufacturers all over the world are invited to compete in it.
More than 300 acres have been set aside for the Exposition.

More than 1 ,000,000 square feet— almost 91 ,000 square meters
—have been allocated for covered and outdoor exhibits.
An audience of approximately one million is expected

to attend the Exposition. Of these, 350,000 will be business visitors.
About 50,000 visitors are expected from abroad.

A 16-page prospectus with complete details on the Exposition

is available to prospective exhibitors. Write:

Clapp & Poliak, Inc. Consultants to the U.S. International Transportation Exposition,

245 Park Avenue, New York, N. Y. 1 001 7 • Telephone 21 2-661 -841
• Telex: 12-6185 • Cable: CLAPPOLIAK

Clapp & Poliak representatives in the United Kingdom: Exhibition Consultants. Ltd., 11 Manchester Square,

London W1, England •Telephone 01-486-1951 • Telex: 851-24591 • Cable: MONTBUILD London
Clapp & Poliak representatives in Japan: Mr. Ken Sasaki, Taisay Koheki Company Ltd.,

Higashinakano 1-46-19 Nakano-ku, Tokyo, Japan • Telephone 368-1579 • Cable: TAISAYKOHEKI