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STEAM AND TROLLEY

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C. V. ZIMMER 2034 South St.

Lincoln 2, Nebr.

than 9 million dollars. In 40 years, then, system. Cost: 294 million dollars. On the the road will still be a good place to work, anticipated traffic and charges, the averif you have a job, but the stockholders

age return on invested capital would be may have lost much interest in the prop- 6 per cent from the date of the tunnel erty.

opening or 10 per cent over the 20 years
from the date construction started. The
Group is confident that finance on this
basis will be possible — mainly from Brit-
ish, French, and American sources. Con-
struction time: five years.

There would be through trains between
London and Paris and Brussels hauled by
dual-frequency locomotives (BR 750 v.
D.C. third rail and BR/SNCF 25 kv. 50-
cycles A.C.) and with stock suitable for
British and French loading gauges. Long-
distance Continental trains would com-
mence running from the English tunnel
terminal. By far the largest group of traf-
fic going under the Channel would be

motor vehicles. Accompanied automobiles
ROBERT SPARK

would be handled by trains of double-
deck enclosed cars which would be of the
"drive on at one end and drive off at the

other end" type. Drivers and passengers UNDER OR OVER: For the first time in would remain in their vehicles. Each train many years it looks as though a link-tun- would take 300 automobiles, and loading nel or bridge between Britain and France or unloading would take only 10 minutes; could be a practical possibility. Gradually transit time would be 33 minutes. Singlethe various objections to such a project

deck cars would take trucks and buses. are being whittled away. Currently the "Car-sleeper" trains could also be run big question is not the link itself, but from the English terminal to a variety of whether the link is to be a bridge or tun- Continental destinations. Freight trains nel. The bridge sponsors are backed by would be made up of stock suitable for Union Routiere, which represents French British or Continental operation. There is road transport interests. Heading the already a substantial nucleus of such vehiChannel Bridge Study Society is Jules cles because of the growing volume of Moch, former French Minister of Com- trainferry traffic. munication. The bridge 300 ft. above NEW RHINEGOLD: Whatever else may the frequently turbulent English Channel happen in the passenger traffic sphere in - would carry a four-lane highway and Europe next summer, one train that will two railroad tracks. Its opponents claim take some of the limelight will be Gerthat it would cost twice as much as a tun- many's Rhinegold Express. The nel to build, would offer a very poor

Rhinegold (page 12, May 1961 TRAINS) is financial return to investors, and would to be made up of new rolling stock, includbe a hazard to shipping and navigation. ing a dome car. Four German manufacBridge supporters point to the disadvan- turers are busy on the new vehicles which tages of a tunnel which would require all will be finished in a blue and cream livery. autos, buses, trucks, and so forth, to be Haulage in Germany will be handled by carried through it by rail. A railroad tun- "hotted up” E.10-class B-B electrics with nel is the only practical possibility be- maximum speed increased from 87 mph cause the dispersal of gasoline and diesel to 100 mph. The train will start from oil fumes would raise enormous and ex- Amsterdam instead of the Hook of Hol. pensive ventilation problems. Both proj- land. There will also be through cars ects would have a capacity far in excess from the Hook which will be added to the of any likely demand in this century

train at Utrecht. It will then run via Emfor example, all road vehicles which were merich to Cologne where another section moved across the channel by sea and air from Dortmund (containing the dome) in 1960 could be cleared through the tun- will be added. The entire train will then nel in three or four days.

run via the Rhine valley line to SwitzerNaturally the tunnel project has the land, part going to Chur and the resupport of British and French railways, mainder via the St. Gotthard route to and at a recent press conference of the Milan. Channel Tunnel Study Group, the British AUTOS-BY-RAIL: For 1962:

"car Transport Commission displayed a scale sleeper" services by French Railroads. Carmodel to give some idea of how traffic sleepers — trains which convey private auwould be handled at a tunnel terminal. tomobiles and their passengers in order

The facts on a tunnel are that it would to cut out driving to one's vacation area be 32 miles long, have two single-track have steadily increased in popularity in bores with a service tunnel between them. Britain and on the Continent. Two of the There would be crossovers from one bore new routes will start from Le Touquet, to another every few miles so that mainte- which is convenient for cross-channel vanance could be facilitated. Automatic cationists from Britain whether they use block signaling would be installed for the sea or air ferries. One route will run either-way working on both tracks and to Avignon (for the south of France and would be suitable for trains operating at Italy) and the other will serve Narbonne an average speed of up to 70 mph and on (for Spain). A third service will run from a 3-minute headway. Tracks would be the channel port of Calais to Switzerland. electrified on the overhead 25 kv. 50-cycles It will be routed via Bale, but the final

Continued on page 14

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Jim O. Seacrest 750,000TH CAR over hump at GN's Gavin Yard at Minot, S. Dak., was snapped in Rock Island's yard at Lincoln, Nebr., in September 1961.

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7 BECAUSE previous installation of aluminum roofs on box cars was so satisfactory, GTW has ordered 200 aluminumroofed cars from ACF, plans to standardize these roofs on its box cars. Five new tank cars with record capacity of 15,000 gallons for carrying liquid gases at temperatures as low as -320 degrees are in service for NCG Division of Chemetron Corporation. Convertible flat car with Hydra-Cushion underframe for reduced-shock transport of fragile goods was developed for Espee by Stanford Research. Car, built by Thrall, is shown with Evans tri-level auto rack. t"Carquake" system at Marquette Cement Manufacturing Company, Nashville, Tenn., spots and unloads one hopper of limestone every 6 minutes, requires only two-man crew to operate.

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