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Jane’s World Railways 1992-93 by Geoffrey Freeman Allen
Janes World Railways 1992-93 by Geoffrey Freeman Allen
Hard Cover
826 pages
Copyright 1992
CONTENTS
FOREWORD [51]
MANUFACTURERS.
Locomotives 3
Powered passenger vehicles 51
Diesel engines and transmission systems 101
Electric traction equipment 123
Non-powered passenger vehicles 135
Passenger coach equipment 151
Freight vehicles 165
Brakes and drawgear 187
Bogies and suspensions, wheels and axles 201
Bearings 213
Signalling and telecommunications 217
Passenger information systems 237
Automatic fare systems 245
Fixed electrification equipment 253
Permanent way equipment 263
Yard and terminal equipment 297
Workshop, repair and maintenance equipment 309
PRIVATE FREIGHT CAR LEASING COMPANIES 317
OPERATORS OF INTERNATIONAL RAIL SERVICES
IN EUROPE 323
INTERNATIONAL RAILWAY ASSOCIATIONS AND AGENCIES 327
CONSULTANCY SERVICES 335
RAILWAY SYSTEMS
Afghanistan 364
Albania 364
Algeria 364
Angola 368
Argentina 369
Australia 371
Austria 393
Bangladesh 402
Belgium 403
Benin 409
Bolivia 410
Botswana 411
Brazil 412
Bulgaria 421
Burkina Faso 423
Cameroon 423
Canada 424
Chile 440
China, People's Republic 442
Commonwealth of Independent States 447
Colombia 451
Congo 452
Costa Rica 453
Croatia 454
Cuba 454
Czech and Slovac Republics 455
Denmark 458
Dominican Republic 463
Ecuador 463
Egypt 463
El Salvador 463
Ethiopia 463
Finland 466
France 470
Gabon 484
Germany 485
Ghana 503
Greece 505
Guatemala 508
Guinea 508
Honduras 508
Hong Kong 509
Hungary 511
India 514
Indonesia 526
Iran 529
Iraq 530
Ireland 531
Israel 534
Italy 535
Ivory Coast 549
Jamaica 551
Japan 551
Jordan 581
Kampuchea 582
Kenya 582
Korea, Democratic People's Republic 584
Korea, Republic 585
Latvia 587
Lebanon 587
Liberia 588
Libya 589
Lithuania 589
Luxembourg 589
Madagascar 591
Malawi 592
Malaysia 593
Mali 595
Mauritania 596
Mexico 596
Mongolia 598
Morocco 598
Mozambique 600
Myanma 601
Namibia 602
Nepal 602
Netherlands 603
New Zealand 608
Nicaragua 609
Nigeria 609
Norway 610
Pakistan 614
Panama 616
Paraguay 617
Peru 617
Philippines 619
Poland 620
Portugal 623
Puerto Rico 627
Romania 627
Russia 628
Saudi Arabia 629
Senegal 629
Slovenia 630
South Africa 631
Spain 636
Sri Lanka 648
Sudan 649
Swaziland 650
Sweden 650
Switzerland 658
Syria 681
Taiwan 682
Tanzania 684
Thailand 686
Togo 689
Tunisia 690
Turkey 691
Uganda 694
Ukraine 695
United Kingdom 695
United States of America 707
Uruguay 754
Venezuela 755
Viet-Nam 755
Yugoslavia 756
Zaire 758
Zambia 759
Zimbabwe 760
RAPID TRANSIT AND UNDERGROUND RAILWAYS 763
ADDENDA 807
INDEX 813
Alphabetical List of Advertisers
A
ABB Signal AB PO Box 42505, S-12612 Stockholm, Sweden Bookmark
ABB Transportation Management and Systems Development GmbH Gottlieb-Daimler-Stra6, PO Box 10 01 63, 0-6800 Mannheim 1, Germany [13] & Back Index
ABB Transportation Ltd St Peter's House, Gower Street, Derby DE 1 1 AH, UK Front Divider Passenger Coach Equipment
AEG Mobile Communication GmbH Wilhelm-Runge-Str 11, D-7900 Ulm Germany [43]
AEG Westinghouse Transport Systems GmbH Nonnendammalee 15-21, D-1000 Berlin 20, Germany Back Divider Locomotives
Alcatel Standard ElSA Railway Communications Marketing, Cardenal Marcelo Spinola, Edificio D2, E-28016 Madrid, Spain [7]
Ansaldo Trasporti SpA Via Nuova delle Brecce 260, 1-80147 Napoli, Italy [31]
B
Bombardier Inc Transportation Equipment Group, 1 101 Parent Street, St-Bruno-de-Montarville, Quebec J3V 6E6, Canada Facing Page [1]
Breda Costruzioni Ferroviarie SpA Via Ciliegiole 110-115, I-51 100 Pistoia, Italy Outside Front Cover
Brown & Root Rail Projects Wessex House, Market Street, Eastleigh, Hampshire SO5 4FD, UK [19]
BSI Verkehrstechnik Papenberger Stra38, PO Box 100165, D-5680 Remscheid, Germany [15]
C
Caterpillar Inc 100 North East Adams Street, Peoria, USA Front Divider Leasing/Associations/Consultants
Cockerill Forges & Ringmill PO Box 65, B-4100 Seraing 1, Belgium 201
Cockerill Mechanical Industries (CMI) Locomotives and Diesel Engines Division, 1 Avenue Greiner, B-4100 Seraing, Belgium [11]
Compin Public Transport Seating 40 bd Malesherbes, F-75008 Paris, France [12]
Cooperativa Bilancia Weighing Scales Company 1-41011 Campogalliano, Via Sergio Ferrari 16, Italy [33]
D
Daewoo Heavy Industries Ltd PO Box 7955, Daewoo Centre Building, 20th Floor 541, 5-GA Namdaemoon Ro, Jung-gu, Seoul, Republic of Korea [45]
Davies & Metcalfe plc Injector Works, Romiley, Stockport, Cheshire SK6 3AE, UK Back Divider Brakes/Bogies/Bearings/Signalling/ Passenger Systems/Fixed Electrification
Deuta-Werke GmbH PO Box 20 02 60, D-5060 Bergisch Gladbach 2, Germany [46]
E
Ebo AG Z103, CH-8134 Adliswil, Switzerland [47]
Elektroapparatebau Olten (EAO) AG Tannwaldstrasse 88, CH-4601 Olten, Switzerland [48]
Elettromeccanica Via IV Novembre, 29 Loc Cantagrillo, I-51034 Serravalle P.SE, Pistoia, Italy [4]
EKE-Electronics Piispanportti 7, SF-02240 Espoo, Finland [38]
EURAIL Consult Co-ordinating Office, Park Place Chambers, 2 Park Place, Stevenage, Herts SG1 1DP, UK [29]
Exel Oy PO Box 29, SF-52701 M, Finland [17]
F
FIREMA Consortium Viale Edison 120,1-20099 Sesto S, Giovanni, Milan, Italy [42]
French Railway Industry Federation 12 rue Bixio, F-75007, Paris, France [2]
Furrer + Frey Thunstrasse 35, CH-3000 Bern 6, Switzerland [33]
G
Garden Festival Wales Victoria, Ebbw Vale, Gwent NP3 6UF, South Wales [46]
GEC Alsthom Transport Tour Neptune, Cedex 20, F-92086 Paris-La D, France [1] & Spine
General Electric Technical Services Company Inc Unit 420, Frimley Business Park, Frimley, Camberley, Surrey GU 16 5SG, UK Back Index
Gummiwerk Kraiburg Elastik GmbH G8, D-8261 Tittmoning, Germany [14]
H
Henry Williams Darlington Ltd (HWD) Dodsworth St, Darlington, Co Durham DL1 2NJ, UK 276
Hitachi Ltd Transportation & Building Systems Dept 6 Kanda Surugadai 4-chome, Chiyoda-ku, Tokyo 101-10, Japan Back Divider Systems/Rapid Transit
Hoesch Maschinenfabrik Deutschland AG PO Box 10 16 62, Borsigstr 22, D-4600 Dortmund 1, Germany 313
Holec HH Ridderkerk Ringdijk 390, PO Box 4050, 2980 GB Ridderkerk, Netherlands Back Index
Hyundai Precision & Industry Co Ltd 140-2 Gye-Dong, Chongro-Ku, Seoul, Korea [49]
I
IFE-AG A-3340 Waidhofen an der Ybbs, Austria 151
J
Jakem Timbers Ltd The Old Malt House, 125 High Street, Uckfield, East Sussex TN22 1 EG, UK [39]
JM Voith GmbH PO Box 1940, D-7920 Heidenheim, Germany [44]
K
Keller Meccanica SpA Via Francesco Guardione 3,1-90139 Palermo, Italy [24] & [25]
KlAG Zitadellenweg 20 D-F, PO Box 20 05 56, D-1000 Berlin 20, Germany [19], 239 & 245
Knorr-Bremse AG Moosacher Stra80, D-8000 M40, Germany Front Divider Brakes/Bogies/ Bearings/Signalling/ Passenger Systems/Fixed Electrification, & 187
Krauss-Maffei Verkehrstechnik GmbH Krauss-Maffei-Strasse 2, D-8000 Munich 50, Germany [23]
KV Limited 43 Burners Lane South, Kiln Farm, Milton Keynes, Buckinghamshire MK11 3HA, UK [29]
L
Le Materiel de Voie SA Cedex 33, F-92070 Paris-La Defense, France Facing Page 274
Linke-Hofmann-Busch Waggon-Fahrzeug-Maschinen GmbH PO Box 41 11 60, D-3320 Salzgitter 41, Germany Front Divider Powered Passenger Vehicles
Lovere Sidermeccania SpA Via G. Paglia 45,1-24065 Lovere (BG), Italy Outside Back Cover
Luwa Fahrzeugklimatechnik GmbH Hanauer Landstrasse 200, D-6000 Frankfurt/Main 1, Germany Back Divider Passenger Coach Equipment
M
Matisa MatIndustriel SA PO Box 58, CH-1023 Crissier s/Lausanne, Switzerland [41]
Mirror Technology Craswell Scientific Ltd Unit 11, Orchard Trading Estate, Toddington, Gloucestershire GL54 5EB, UK 221
Motoren-und Turbinen-Union Friedrichshafen GmbH (MTU) PO Box 2040, D-7990 Friedrichshafen, Germany Front Divider Diesel Engines and Transmission Systems & 114
N
Neuero Technology GmbH PO Box 229, D-4520 Melle 1, Germany 314
O
O&K Rolltreppen GmbH PO Box 80 06 47, D-4320 Hattingen, Germany [34]
O.M.T. Spa Via Ferrero 67/A, F-10090 Cascine Vica-Rivoli, Italy Back Divider Diesel Engines and Transmission Systems
Oy Transtech Ltd PO Box 217, SF-90101 Oulu, Finland Back Divider Freight Vehicles
P
Pfaff-silberblau Hebezeugfabrik GmbH Abt, D-8900 Augsburg 1, Germany [48]
Philips Communication & Security Systems Building TQ111-3, PO Box 218, 5600 MD Eindhoven, Netherlands [52]
Phoenix AG PO Box 90 08 54, D-2100 Hamburg 90, Germany [35]
Plasser & Theurer Johannesgasse 3, A-1010 Wien, Austria Back Divider Permanent Way/Yard/Terminal/Workshop Equipment, & 283
POLI Officine Meccaniche SpA 1-26014 Romanengo (CR), Italy [27]
R
Robel GmbH & Co PO Box 75 07 70, Thalkirchner Strasse 210, D-8000 M75, Germany 267, 280, & 290
RFS Bogies PO Box 76, Hexthorpe Trading Park, Doncaster DN4 OEH Back Index
RFS Industries Group PO Box 200, Hexthorpe Road, Doncaster DN1 1PL, UK [17]
Ruston Diesels Ltd Vulcan Works, Newton-le-Willows, Merseyside WA 12 8RU, UK [3]
S
SAB WABCO NV Zaventem, Belgium Front Divider Locomotives
Sambre et Meuse F-92366 Meudon-La-Foret, Cedex France 203
Scharfenbergkupplung GmbH PO Box 41 11 60, D-3320 Salzgitter 41, Germany 196
Schindler Waggon AG Pratteln CH-4133 Pratteln, Switzerland Back Divider Non-Powered Passenger Vehicles
Schwermaschinenbau KIROW Leipzig GmbH SpinnereistraBe 13, D-7033 Leipzig, Germany [44]
SLtd Traction Components, CH-1211 Geneva 21, Italy Back Divider Electric Traction Equipment
SHasler Ltd Railway Equipment, Bahnh70, CH-3018 Berne, Switzerland [21]
SEMT Pielstick 2 Quai de Seine, F-93302 Saint-Denis, France [54]
Servo Corporation of America 111 New South Road, PO Box 1490, Hicksville, NY 11802-1490, USA [39]
SGP Verkehrestechnik PO Box 102, A-1110 Vienna, Brehmstra16, Austria [32]
Siemens AG PO Box 2348, D-8510 Furth, Germany [50]
SILF Via Emilia Pavese 93, SS 10 Sarmato, Italy [37]
Speno International SA 22-24 Parc Ch, PO Box 16, CH-1211 Geneve 21, Switzerland Front Divider Permanent Way/Yard/Terminal/Workshop Equipment
Swiss Locomotive & Machine Works (SLM) CH-8401 Winterthur, Switzerland Inside Front Cover and Facing Inside Front Cover, Facing Page 34
T THORN Transit Systems International Wookey Hole Road, Wells, Somerset BA5 1 AA, UK [19]
Transmark Enterprise House, 169 Westbourne Terrace, London W2 6JY, UK [37]
Twiflex Ltd The Green, Twickenham TW2 SAQ, UK Back Index
V
Valdunes lmmeuble ElysLa Defense, 29 Le Parvis, Cedex 35, F-92072 Paris-La Defense 4, France [26]
Vaughan Systems Ltd The Maltings, Hoe Lane, Ware, Hertfordshire SG12 9LR, UK [8]
Velec 278 ChaussFernand-Forest, BP 6303-59203 Tourcoing, France 243
Z
Zweiweg Schneider GmbH & Co KG SalinstraBe 1, D-8200 Rosenheim, Germany [54]
MANUFACTURERS
Locomotives3
Powered passenger vehicles51
Diesel engines and transmission systems101
Electric traction equipment123
Non-powered passenger vehicles135
Passenger coach equipment151
Freight vehicles165
Brakes and drawgear187
Bogies and suspensions, wheels and axles201
Bearings213
Signalling and telecommunications systems217
Passenger information systems237
Automatic fare systems245
Fixed electrification equipment253
Permanent way equipment263
Yard and terminal equipment297
Workshop, repair and maintenance equipment309
FOREWORD
The year reviewed in this edition has been just as rich in technological advance as its immediate predecessors. But this time, politically driven change has probably had more significance for the future of European railways. Its ultimate effect may be the disappearance in Europe of the national railway that is master both of its infrastructure and of all its operations.
Separation of infrastructure and operations management is the common theme of the present European railway restructuring. But not with a common purpose, nor with a common method.
In the first countries to make the division, such as Austria, Sweden and Switzerland, the impetus was part environmental, part socio-economic. An explicit aim of the state takeover of Swedish Railways' (SJ) infrastructure, for example, was said at the time to be parity between road and rail. The tolls paid for rail infrastructure use would correspond to the taxation of road vehicles. Common criteria would be applied to assessment of each mode's bid for infrastructure development, so that available finance would be allocated objectively to the projects yielding the greatest environmental and socio-economic benefits. Proper remuneration of the railway for maintaining purely social services should be assured, because expenses to be met would be limited to avoidable operating costs. The efficiency of the railway in its commercial sector would consequently become much easier to determine, refine and develop. This last has been shown in Austria, where since such a restructure the Federal Railway (OBB) has recorded a financial surplus each year to date.
In practice the Swedish scheme has been flawed. The primary duty of the track authority, Banverket, is to the government, not to its prime user, SJ. Curiously, user tolls are paid, not to Banverket, but to the Treasury. Banverket's budget is politically controlled and, as remarked above, its investment has to be formulated to meet national socioeconomic criteria. That means it cannot respond to spot SJ demands for works urgently needed to seize new commercial opportunities. It seems, too, that SJ cannot even rely on prompt attention to repair of faulty infrastructure equipment that is prejudicing its commercial credibility.
The long-debated restructure of Germany's national railway, now to be carried out, is partly concerned to rid it of historic social burdens that have numbed management and swollen its annual deficit. The reorganisation is associated with the merger from 1 January 1994 of the east and west systems, DR and DB, as Deutsche Eisenbahn AG (DBAG). The unified railway will then be split into infrastructure, passenger and freight businesses. In 1997 these become free-standing but still publicly-owned enterprises - Fahrweg AG, Personenverkehr AG and GAG - initially under a holding company, but that will be wound up early in the next century.
The German package's redistribution of social obligations has two main components. A Personaluberleitungs (Staff Transfer) Institution will take over the DB's shackles of DM55 000 million long-term debt and its 130 000 staff
that have the historic security of civil servant status. It will then hire back to the railway the proportion of these employees that it still needs. A ceiling is to be set on Federal support of local train services. Provincial and communal governments will assume the financial responsibility for any variations of service in their territories that incur added cost.
The Italians are tackling the social service problem the Swedish way. The plan approved by government in August 1992 for conversion of Italian Railways (FS) into an independent but still state-owned enterprise, FS SpA, partitions the network into a profit-centred 5000-route-km core, which carries 80 per cent of current traffic, and a social sector of some 10 000 route-km that will still receive state subsidy. Like the German scheme, the Italian plan will entail massive staff reductions if their prime objective of curbing the two railways' presently huge appetite for taxpayer support is to be realised. As for separation of functions, the far-reaching internal reorganisation set in motion earlier by FS Administrator Lorenzo Necci has marked out the ground for creation of free-standing passenger and freight enterprises.
To return to Germany, its track company, Fahrweg, will be Federally financed. How Fahrweg will recoup its outlays from the train operating companies was not known in detail as this is written. Federal funding in full of all major rail infrastructure projects will continue, but Fahrweg will have to repay the money spent both on maintenance and investment within 40 years (free of interest, though). So, on top of the huge costs already committed to integrating DB and DR, and upgrading the latter, the Bonn government launched in mid-1992 a new National Infrastructure Plan (BVWP) with a price tag of DM108 000 million for its priority rail schemes, as against a lesser DM99 000 million for immediate trunk road projects. The new BVWP proposals include five more stretches of new high-speed line (NBS), as well as considerable ABS upgrading. The upshot, if all proceeds to schedule, will be 3200 km of DBAG trunk route fit for operation at 200 km/h or more by the year 2010. The Bonn government was balked by the European Court of Justice in 1990 when it sought to apply a new annual user tax on all heavy road freight vehicles using its highways. The Court branded the move as unfair discrimination. Undaunted, Bonn now plans to extract finance for rail development from all users of its motorways, starting with special taxation of lorries in 1994 and then private autos from 1995-96.
A further stimulus to divorce of infrastructure and operations management is traceable to Western Europe's political trend to the right, and resultant moves to widen scope for private enterprise. It must be said, however, that the European Community's early 1991 directive accepting pressures for freedom of rail access, initially for international freight operators, was not just a nod to dogma private enterprise. The halting progress to credible management of international freight operation on an end-to-end route basis by the railways and their intermodal subsidiaries invited the challenge of a competitive market. Since then the right-of-track access has been broadened to cover international passenger train operation within the EC.
But can private enterprise run trains to greater public advantage than a national system? Within a circumscribed rural area, very probably. There, like the regional and short-line companies which have proliferated in the US, a local company can function with greatly reduced overheads and most likely without the national railway's constraints of agreed staff pay and conditions. That seems proven where Swedish regional administrations, now financially responsible for their local passenger trains, have entrusted operation to private companies. In some cases these entrepreneurs have been able to intensify services. Optimal benefit to the consumer depends, however, on the determination of local operator and national railway to maintain a user-friendly feeder relationship where they interface.
When it comes to the long haul, a competitive European rail freight market in particular has risks. Even internationally there are very few flows that come anywhere near the distances over which US Class 1 railroads can operate profitably. If private operators grab a substantial part of the traffic in Continental European railways' major and viable corridors, the national railways' freight businesses will record an even more depressing operating ratio than in the current recession. Withdrawal from more peripheral freight activity will surely follow. Nevertheless, moves to open up entire national networks to private enterprise have begun.
Licence for private operators to run longer-haul services over any part of the national rail network is now proposed in Sweden from 1995. It is implicit in a Netherlands Railways restructure plan prepared for the Dutch Transport Minister by a specially- appointed commission. It is also the overriding aim of a British government plan that proposes the most drastic restructure of all. Progressive franchising of all passenger services, a sell-off of all BR's freight operations, and ultimate parcelling out of the infrastructure to private companies, are the objectives. In short, abolition in toto of the state railway.
The first concern this convoluted British plan raises is its threat to the general public service role of a national rail system. In Britain, it seems, entrepreneurs innocent of debt arising from the past cost of developing a high-speed Inter-City system, will be able to lease modern BR rolling stock to cream off very profitably the premium peak business on key routes. Until the rest of the Inter-City operation can be sold off, piecemeal or as an entity, this must then struggle to make ends meet on its residual, less lucrative and consequently contracting services. Typifying the absurdities that could arise from the plan has been one would-be franchisee's ambition to run peak-hour commuter car-carrier trains into Central London, over trackage already stretched to cope with its streams of conventional trains, and in defiance of the crying need to curb the city's daytime influx of private cars. But maybe that sort of market-segmented, premium-priced approach is what the Transport Minister has had in mind in his euphoric promises that infunding of private enterprise will make good the underfunding that condemns thousands of average commuters in some parts of the metropolis to a wretched but ever more expensive service.
Reflecting the Prime Minister's nostalgia for the pre-nationalisation British railway companies, the plan hankers for a regional focus in its franchises. Co-operation between franchisees to preserve seamless journey possibilities nationwide arouses less interest. Although the proposed national infrastructure company, Railtrack, which will allocate paths as well as cover its costs from user tolls, will be told to ensure a unified timetable for the whole network, what will happen when - as the government intends - Railtrack is in time sold off piecemeal to private entrepreneurs? Another uncertainty is what criteria Railtrack will apply to allocation of paths. The Dutch proposals, mentioned above, wisely advocate creation within NS of separate infrastructure and capacity allocation managements, as well as passenger and freight; the capacity allocation management, it is suggested, should work within specific rules to ensure critical public service needs are covered. In the British plan the relationship between the Franchising Authority, the regulator which is to peer over its shoulder, and Railtrack looks tenuous.
The most worrying aspect of the British plan is its lack of concern over the physical development of the British rail system. As already observed, other restructuring countries have retained state financial responsibility for infrastructure development. Railtrack is expected to fund BR's further electrification, upgrading and signalling modernisation out of such dues as it can squeeze from a spread of franchisees working within fare ceilings set by the Franchising Authority, possibly competing with others on the same routes, and anxious for their own profit. As for renewal of rolling stock and advance in its technology, the outlook is bleak. The prospects for integrated track-and-vehicle R & D of the kind that spawned the French TGV, and which could have underpinned regeneration of BR's West Coast InterCity route, are non-existent.
Several European railways have followed in principle British Rail's lead in internal( creation of individual profit-centred businesses, and subordination to them of the production functions. Britain's Transport Minister appears to anticipate the same Continental respect for his privatisation scheme. It will be astonishing, however, if any Continental European government, let alone its railway, views this as better than a dogma-driven exercise, utterly irrelevant to national need of a well-balanced multi-modal transport system, and a damper of any further technological exploration of rail transport's potential.
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