A cog railway, rack-and-pinion railway or rack railway is a railway with a toothed rack rail, usually between the running rails. The trains are fitted with one or more cog wheels or pinions that mesh with this rack rail. This allows the trains to operate on steep gradients.
Most rack railways are mountain railways, although a few are transit railways or tramways built to overcome a steep gradient in an urban environment.
The first cog railway was the Middleton Railway between Middleton and Leeds in West Yorkshire, England, UK, where the first commercial steam locomotive, The Salamanca, ran in 1812. This used a rack and pinion system designed and patented in 1811 by John Blenkinsoping
The first mountain cog railway was the Mount Washington Cog Railway in the US state of New Hampshire, which carried its first fare-paying passengers in 1868 and reached the summit of Mount Washington in 1869. The first rack railway in Europe was the Vitznau-Rigi-Bahn on Mount Rigi in Switzerland, which opened in 1871. Both lines are still running.
Saturday, September 6, 2008
History of Corris Railway
Proposals to construct a line to connect the slate quarries in the district around Corris,Corris Uchaf and Aberllefenni with wharves on the estuary of the Afon Dyfi at Derwenlas and Morben, south-west of Machynlleth, first appeared around 1850 with Arthur Causton as engineer. At this time slate from the quarries was hauled by horse-drawn carts and sledges to transport their output to the river. The proposed Corris, Machynlleth & River Dovey Railway would have run along Dulas Valley to the north shore of the Dyfi at Pant Eidal. This scheme was not constructed, and was followed by two further proposals during 1850. Following the plans for a standard gauge railway along the Dyfi valley, these early proposals were shelved.
On 12 July 1858 the Corris Machynlleth & River Dovey Tramroad (CM&RDT) was formed, and immediately began construction on a 2 ft 3 in (686 mm) gauge railway. The first train ran on 1st April 1859. Locomotives were forbidden from use, so the railway was worked using horses and gravity.
On 3 January 1863 the standard gauge Newtown and Machynlleth Railway opened, followed on 1 July of the same year by the line from Machynlleth to Borth of the Aberystwyth and Welsh Coast Railway. These two lines had become part of the Cambrian Railways by August of 1865. The opening of the standard gauge line to Borth made the section of the CM&RDT from Machynlleth to Derwenlas obsolete. It was much easier to transship slates to the main line at Machynlleth, so the lower section of the tramway was abandoned.
With the arrival of the standard gauge, the CM&RDT saw the chance to greatly expand their operation. They applied, on 13 November 1863 to convert the tramroad to a railway, adopt steam locomotives and formally close the section between Machynlleth and Derwenlas. On 25 July 1864 an Act of Parliament was passed changing the name to the Corris Railway Company and permitting the use of locomotives on the line. It appears that around this time the line was under the control of Thomas Savin, the contractor who built the standard gauge lines in the area.
It took until the 1870s for work to begin to upgrade the Corris Railway to a standard where locomotives could be used. The original tramroad was laid with light bridge rail suitable for waggons to traverse as they were pulled by horses. These rails would not support the weight of much heavier steam locomotives. In 1878 control of the railway passed to the Imperial Tramways Company of London. The new owners saw the potential for passenger traffic on the Corris Railway and ordered the first passenger carriages for the railway, even though the Act of 1864 did not permit passengers to be carried. They also appointed Joseph R. Dix, son of the main-line stationmaster at Machynlleth, as Manager in successor to David Owen.
On 12 July 1858 the Corris Machynlleth & River Dovey Tramroad (CM&RDT) was formed, and immediately began construction on a 2 ft 3 in (686 mm) gauge railway. The first train ran on 1st April 1859. Locomotives were forbidden from use, so the railway was worked using horses and gravity.
On 3 January 1863 the standard gauge Newtown and Machynlleth Railway opened, followed on 1 July of the same year by the line from Machynlleth to Borth of the Aberystwyth and Welsh Coast Railway. These two lines had become part of the Cambrian Railways by August of 1865. The opening of the standard gauge line to Borth made the section of the CM&RDT from Machynlleth to Derwenlas obsolete. It was much easier to transship slates to the main line at Machynlleth, so the lower section of the tramway was abandoned.
With the arrival of the standard gauge, the CM&RDT saw the chance to greatly expand their operation. They applied, on 13 November 1863 to convert the tramroad to a railway, adopt steam locomotives and formally close the section between Machynlleth and Derwenlas. On 25 July 1864 an Act of Parliament was passed changing the name to the Corris Railway Company and permitting the use of locomotives on the line. It appears that around this time the line was under the control of Thomas Savin, the contractor who built the standard gauge lines in the area.
It took until the 1870s for work to begin to upgrade the Corris Railway to a standard where locomotives could be used. The original tramroad was laid with light bridge rail suitable for waggons to traverse as they were pulled by horses. These rails would not support the weight of much heavier steam locomotives. In 1878 control of the railway passed to the Imperial Tramways Company of London. The new owners saw the potential for passenger traffic on the Corris Railway and ordered the first passenger carriages for the railway, even though the Act of 1864 did not permit passengers to be carried. They also appointed Joseph R. Dix, son of the main-line stationmaster at Machynlleth, as Manager in successor to David Owen.
Corris Railway
The Corris Railway (Welsh: Rheilffordd Corris) is a narrow gauge preserved railway based in Corris on the border between Merionethshire (now Gwynedd) and Montgomeryshire (now Powys) in Mid-Wales.
The line opened in 1859, and originally ran from Machynlleth north to Corris and on to Aberllefenni. Branches served the slate quarries at Corris Uchaf, Aberllefenni, the isolated quarries around Ratgoed and quarries along the length of the Dulas Valley.
The railway closed in 1948, but a preservation society was formed in 1966, initially opening a museum; a short section of line between Corris and Maespoeth was re-opened to passengers in 2002. The railway now operates as a tourist attraction. A new steam locomotive was built for the railway, which was delivered in 2005. The two surviving locomotives, plus some of the original rolling stock, are preserved on the nearby Talyllyn Railway.
The line opened in 1859, and originally ran from Machynlleth north to Corris and on to Aberllefenni. Branches served the slate quarries at Corris Uchaf, Aberllefenni, the isolated quarries around Ratgoed and quarries along the length of the Dulas Valley.
The railway closed in 1948, but a preservation society was formed in 1966, initially opening a museum; a short section of line between Corris and Maespoeth was re-opened to passengers in 2002. The railway now operates as a tourist attraction. A new steam locomotive was built for the railway, which was delivered in 2005. The two surviving locomotives, plus some of the original rolling stock, are preserved on the nearby Talyllyn Railway.
history of Great Western Railway
The Great Western Railway originated from the desire of Bristol merchants to maintain the position of their city as the second port in the country and the chief one for American trade. The increase in the size of ships and the gradual silting of the River Avon made Liverpool an increasingly attractive port, and with its rail connection with London developing in the 1830s it threatened Bristol's status. The answer for Bristol was, with the co-operation of London interests, to build a line of their own, a railway built to unprecedented standards of excellence to outperform the other lines being constructed to the north-west.[1] and was incorporated by Act of Parliament in 1835. Isambard Kingdom Brunel was appointed as engineer. This was by far his largest contract to date, and he made two controversial decisions: to use a broad gauge of seven feet (actually 7 ft 0¼ in (2,140 mm) for the track, potentially to allow large wheels outside the bodies of the rolling stock thus providing smoother running at high speeds; and to take a route which passed north of the Marlborough Downs, an area with no significant towns, though it did offer potential connections to Oxford and Gloucester and then to follow the Thames Valley into London. He surveyed the entire length of the route between London and Bristol himself.
The original Bristol Temple Meads station, first terminus of the GWR, is the building to the left of this picture
The original Bristol Temple Meads station, first terminus of the GWR, is the building to the left of this picture
G. T. Clark played an important role as an engineer on the project, reputedly taking the management of two divisions of the route including bridges over the River Thames at Upper Basildon and Moulsford, and Paddington Station.[6] Involvement in major earth-moving works seems to have fed Clark's interest in geology and archaeology and he, anonymously, authored two guidebooks on the railway, one was illustrated with lithographs by John Cooke Bourne, the other was a critique of Brunel's methods and the broad gauge.
The initial group of locomotives ordered by Brunel to his own specifications proved unsatisfactory. 20-year-old Daniel Gooch was appointed as Locomotive Superintendent and set to establishing a reliable fleet. He bought two locomotives from Robert Stephenson and Company which proved more successful, and then designed a series of standardised locomotives which, from 1846, could be built at the newly established railway workshops. Brunel and Gooch had chosen to locate these close to the village of Swindon, at the point where the gradual ascent eastwards from London turned into the steeper route towards the Avon. The GWR also championed other technological advances, for instance commissioning the world's first commercial telegraph line. This ran for 13 miles (21 km) from Paddington to West Drayton and came into operation on 9 April 1839.
The first stretch of line, 22.5 miles (36 km) from London Paddington to Maidenhead Bridge station, had opened on 4 June 1838. Once the Maidenhead Railway Bridge was ready, the line was extended to Twyford on 1 July 1839, and then through the deep Sonning Cutting into Reading on 30 March 1840. The next section, from Reading to Steventon crossed the Thames twice but was ready to open for traffic on 1 June 1840 although a further 7.25 miles (12 km) extension moved the end of the line to Faringdon Road from 20 July 1840.
Meanwhile work had also started at the Bristol end of the line, where the 11.5 miles (19 km) opened to Bath on 31 August 1840. On 17 December 1840 the London section of the line was extended to a temporary terminus at Hay Lane, west of Swindon and 80.25 miles (129 km) from Paddington. 31 May 1841 saw the main line extended from Hay Lane to Chippenham, but also the opening of Swindon Junction and the Cheltenham and Great Western Union Railway (C&GWUR) to Cirencester railway station. This was an independent line worked by the GWR, as was the Bristol and Exeter Railway (B&ER), the first section of which from Temple Meads to Bridgwater was opened on 14 June 1841. At this time the GWR main line was still incomplete due to the lengthy Box Tunnel, which was finally ready to receive trains on 30 June 1840, from which time through trains ran the 152 miles (245 km) from Paddington to Bridgwater. In 1846 the GWR took over the running of the Kennet and Avon Canal, which offered a competitive route from London via Reading and Bath to Bristol.
The original Bristol Temple Meads station, first terminus of the GWR, is the building to the left of this picture
The original Bristol Temple Meads station, first terminus of the GWR, is the building to the left of this picture
G. T. Clark played an important role as an engineer on the project, reputedly taking the management of two divisions of the route including bridges over the River Thames at Upper Basildon and Moulsford, and Paddington Station.[6] Involvement in major earth-moving works seems to have fed Clark's interest in geology and archaeology and he, anonymously, authored two guidebooks on the railway, one was illustrated with lithographs by John Cooke Bourne, the other was a critique of Brunel's methods and the broad gauge.
The initial group of locomotives ordered by Brunel to his own specifications proved unsatisfactory. 20-year-old Daniel Gooch was appointed as Locomotive Superintendent and set to establishing a reliable fleet. He bought two locomotives from Robert Stephenson and Company which proved more successful, and then designed a series of standardised locomotives which, from 1846, could be built at the newly established railway workshops. Brunel and Gooch had chosen to locate these close to the village of Swindon, at the point where the gradual ascent eastwards from London turned into the steeper route towards the Avon. The GWR also championed other technological advances, for instance commissioning the world's first commercial telegraph line. This ran for 13 miles (21 km) from Paddington to West Drayton and came into operation on 9 April 1839.
The first stretch of line, 22.5 miles (36 km) from London Paddington to Maidenhead Bridge station, had opened on 4 June 1838. Once the Maidenhead Railway Bridge was ready, the line was extended to Twyford on 1 July 1839, and then through the deep Sonning Cutting into Reading on 30 March 1840. The next section, from Reading to Steventon crossed the Thames twice but was ready to open for traffic on 1 June 1840 although a further 7.25 miles (12 km) extension moved the end of the line to Faringdon Road from 20 July 1840.
Meanwhile work had also started at the Bristol end of the line, where the 11.5 miles (19 km) opened to Bath on 31 August 1840. On 17 December 1840 the London section of the line was extended to a temporary terminus at Hay Lane, west of Swindon and 80.25 miles (129 km) from Paddington. 31 May 1841 saw the main line extended from Hay Lane to Chippenham, but also the opening of Swindon Junction and the Cheltenham and Great Western Union Railway (C&GWUR) to Cirencester railway station. This was an independent line worked by the GWR, as was the Bristol and Exeter Railway (B&ER), the first section of which from Temple Meads to Bridgwater was opened on 14 June 1841. At this time the GWR main line was still incomplete due to the lengthy Box Tunnel, which was finally ready to receive trains on 30 June 1840, from which time through trains ran the 152 miles (245 km) from Paddington to Bridgwater. In 1846 the GWR took over the running of the Kennet and Avon Canal, which offered a competitive route from London via Reading and Bath to Bristol.
Great Western Railway
The Great Western Railway (GWR) was a British railway company and a notable example of civil engineering, linking London with the West Country, South West England and South Wales. It was founded in 1833, kept its identity through the 1923 grouping, and became the Western Region of British Railways at nationalisation in 1948.
Known admiringly to some as "God's Wonderful Railway", jocularly to others as the "Great Way Round" (some of its earliest routes were not the most direct). It gained great fame as the "Holiday Line", taking huge numbers of people to resorts in the southwest.
The company's best-known livery was quite distinctive: locomotives were middle chrome green (similar to Brunswick green), above Indian red (later, plain black) frames; the carriages were two-tone "chocolate and cream".
In 1999, in recognition of the railway's historical importance, the Department for Culture, Media and Sport added parts of the GWR to UNESCO's tentative World Heritage Sites list. The nomination is being supported by English Heritage.
Known admiringly to some as "God's Wonderful Railway", jocularly to others as the "Great Way Round" (some of its earliest routes were not the most direct). It gained great fame as the "Holiday Line", taking huge numbers of people to resorts in the southwest.
The company's best-known livery was quite distinctive: locomotives were middle chrome green (similar to Brunswick green), above Indian red (later, plain black) frames; the carriages were two-tone "chocolate and cream".
In 1999, in recognition of the railway's historical importance, the Department for Culture, Media and Sport added parts of the GWR to UNESCO's tentative World Heritage Sites list. The nomination is being supported by English Heritage.
Rail transport in Japan
Rail transport in Japan is a major means of passenger transport, especially for mass and high-speed travel between major cities and for commuter transport in metropolitan areas.
Six Japan Railways Group (JR) companies, state owned until 1987, provide passenger service to most parts of Hokkaidō, Honshū, Shikoku, and Kyūshū; the seventh JR company carries freight. Many private rail companies rank among the top corporations in the country. Regional governments, and companies funded jointly by regional governments and private companies, also provide rail service.
There are 27,268 km of rail crisscrossing the country. JR (a group of companies formed after privatization of JNR) controlled 20,135 km of these lines as of March 31, 1996, with the remaining 7,133 km in the hands of private enterprized local railway companies. Japan's railways carried 22.24 billion passengers (395.9 billion passenger-kilometres) in fiscal 2006. In comparison, Germany has over 40,000 km of railways, but travels only 2.2 billion passengers per year.
Fukuoka, Kobe, Kyoto, Nagoya, Osaka, Sapporo, Sendai, Tokyo and Yokohama have subway systems. However, unlike Europe, the vast majority of passenger traffic is on suburban commuter trains that criss-cross metropolitan areas. In addition, many cities have streetcar and monorail networks.
Japan pioneered the high-speed "bullet train" or "shinkansen", which now links Japan's largest cities at speeds of up to 300 km/h (186 mph). However, other trains running on the conventional line or "zairaisen" remain relatively slow, operating at fastest 160 km/h and mostly under 130 km/h.
Japan's railways carried 51.9 million tons (23.2 billion tonne-kilometres) of goods in fiscal 2006. The share of railways in the national logistics is as small as 0.84% (2005).
Six Japan Railways Group (JR) companies, state owned until 1987, provide passenger service to most parts of Hokkaidō, Honshū, Shikoku, and Kyūshū; the seventh JR company carries freight. Many private rail companies rank among the top corporations in the country. Regional governments, and companies funded jointly by regional governments and private companies, also provide rail service.
There are 27,268 km of rail crisscrossing the country. JR (a group of companies formed after privatization of JNR) controlled 20,135 km of these lines as of March 31, 1996, with the remaining 7,133 km in the hands of private enterprized local railway companies. Japan's railways carried 22.24 billion passengers (395.9 billion passenger-kilometres) in fiscal 2006. In comparison, Germany has over 40,000 km of railways, but travels only 2.2 billion passengers per year.
Fukuoka, Kobe, Kyoto, Nagoya, Osaka, Sapporo, Sendai, Tokyo and Yokohama have subway systems. However, unlike Europe, the vast majority of passenger traffic is on suburban commuter trains that criss-cross metropolitan areas. In addition, many cities have streetcar and monorail networks.
Japan pioneered the high-speed "bullet train" or "shinkansen", which now links Japan's largest cities at speeds of up to 300 km/h (186 mph). However, other trains running on the conventional line or "zairaisen" remain relatively slow, operating at fastest 160 km/h and mostly under 130 km/h.
Japan's railways carried 51.9 million tons (23.2 billion tonne-kilometres) of goods in fiscal 2006. The share of railways in the national logistics is as small as 0.84% (2005).
6 Types of Accommodations For Travelers to Japan
The accommodation cost in Japan is very expensive. Self-service travelers may find that Japan gets the highest accommodation charges in the world. In addition to the language problems, it would be quite difficult for many travelers to travel in Japan. This article introduces six types of accommodations available in Japan which gives travelers to have a more in-depth understanding on Japan's accommodation services.
There are totally about 80,000 accommodation facilities for travelers in Japan which could be classified as Japanese style and western style. Most of the low price accommodation will not provide private toiletry and bathroom and have to share publicly. Besides, most of the owners do not know English. In general, the check in time would be around 15:00-16:00, and the check out time is 10:00.
Youth Hostel
There are about 400 Youth Hostel in Japan, and most of them are private-owned. Resident must be the member of the Youth Hostel or otherwise they have to pay a higher charge. In general, the accommodation cost would be around JPY 3,000 to 3,500 per night depending on the location and facilities. Most of the Youth Hostel provides breakfast and dinner with separate charges since the room has no kitchen facilities. It is suggested to contact your local Youth Hostel Association and book the Youth Hostel in Japan in advance. Otherwise, you have to pay a higher charge for on-site booking, and remember you have to bring your photo to become member.
Minshuku (Living with Family)
Minshuku is a family style accommodation, and it has a higher charges compared to Youth Hostel, at around JPY 4,000-6,000 per night including breakfast and dinner. Most of the Minshuku have around 10-20 living units, and most of them are located at resort areas or small town. Many of the Minshuku are franchised with unique logo but it is quite difficult to locate if you don not know Japanese. Therefore, if you want to find a better priced one, it is better to find a friend who know Japanese to book the room for you.
Ryokan (Japanese Styles Motel)
Ryokan has a better facility than Minshuku with a slightly higher charge. It is usually located around the railway station in towns but most of the staffs would not know English. Accommodation cost would be around JPY 3,000 to 5,000 not including meals. You may contact an organization called "Japanese Inn Group" which provided English information about its franchised Ryokan.
Capsule Hotel
Capsule Hotel is the same as its name; the room is just like a capsule or a box with 3 meter long and 1 meter high, providing TV, small safe and a small desk. Your luggage has to be kept in the storeroom separately. Most of the Capsule Hotels are for male only, but now starting to accepts female guests. Capsule Hotels are usually located at the big city downtown with room charges at around JPY 3,000 to 4,000. You have to consider whether you could cater yourself in such a compact area before you make the reservation.
Business Hotel
There are many Business Hotels for local traveled businessmen. The hotel room is quite compact but with private bathroom facilities. The room charge is ranging from JPY 6,000 to 7,000. Most of the Business Hotels locate at downtown, railway station or subway station and you may find their pamphlets at the railway station counter.
Western Style Hotel
Western Style Hotels are located at the downtown of all major cities with room rates starting at JPY 6,000 not included meals.
There are totally about 80,000 accommodation facilities for travelers in Japan which could be classified as Japanese style and western style. Most of the low price accommodation will not provide private toiletry and bathroom and have to share publicly. Besides, most of the owners do not know English. In general, the check in time would be around 15:00-16:00, and the check out time is 10:00.
Youth Hostel
There are about 400 Youth Hostel in Japan, and most of them are private-owned. Resident must be the member of the Youth Hostel or otherwise they have to pay a higher charge. In general, the accommodation cost would be around JPY 3,000 to 3,500 per night depending on the location and facilities. Most of the Youth Hostel provides breakfast and dinner with separate charges since the room has no kitchen facilities. It is suggested to contact your local Youth Hostel Association and book the Youth Hostel in Japan in advance. Otherwise, you have to pay a higher charge for on-site booking, and remember you have to bring your photo to become member.
Minshuku (Living with Family)
Minshuku is a family style accommodation, and it has a higher charges compared to Youth Hostel, at around JPY 4,000-6,000 per night including breakfast and dinner. Most of the Minshuku have around 10-20 living units, and most of them are located at resort areas or small town. Many of the Minshuku are franchised with unique logo but it is quite difficult to locate if you don not know Japanese. Therefore, if you want to find a better priced one, it is better to find a friend who know Japanese to book the room for you.
Ryokan (Japanese Styles Motel)
Ryokan has a better facility than Minshuku with a slightly higher charge. It is usually located around the railway station in towns but most of the staffs would not know English. Accommodation cost would be around JPY 3,000 to 5,000 not including meals. You may contact an organization called "Japanese Inn Group" which provided English information about its franchised Ryokan.
Capsule Hotel
Capsule Hotel is the same as its name; the room is just like a capsule or a box with 3 meter long and 1 meter high, providing TV, small safe and a small desk. Your luggage has to be kept in the storeroom separately. Most of the Capsule Hotels are for male only, but now starting to accepts female guests. Capsule Hotels are usually located at the big city downtown with room charges at around JPY 3,000 to 4,000. You have to consider whether you could cater yourself in such a compact area before you make the reservation.
Business Hotel
There are many Business Hotels for local traveled businessmen. The hotel room is quite compact but with private bathroom facilities. The room charge is ranging from JPY 6,000 to 7,000. Most of the Business Hotels locate at downtown, railway station or subway station and you may find their pamphlets at the railway station counter.
Western Style Hotel
Western Style Hotels are located at the downtown of all major cities with room rates starting at JPY 6,000 not included meals.
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