Saturday, April 27, 2013

Indian built Northern railway line on track


The Indian-built Northern railway line is on schedule, officials said. A trial run was conducted on the completed new railway track between Medawachchiya and Madhu Road, covering a distance of 43 kms recently.

The reconstructed track is a 43 km long segment in the prestigious Northern Railway Line projects, comprising a 252 km route length, which is being executed by Ircon International Limited, a government company under the Ministry of Railways India. The project is funded by the Government of India, under the Indian Line of Credit. "This segment is now dedicated to the public of Sri Lanka and has been completed well within the scheduled completion date", said S L Gupta, General Manager of Ircon International Limited.

The reconstructed railway track is designed with a speed potential of 120kmph. Rail joints are minimized using the latest modern welding technology. Pre-stressed concrete sleepers have been used to lay the track, instead of traditional wooden sleepers to ensure durable and stronger tracks, simultaneously helping to preserve the environment. CMS (Cast Manganese Steel) crossings with standard turnouts, long welded rails with switch expansion joints, panel interlocking, flash butt welding, etc. have been incorporated to provide a long lasting track, with minimal maintenance effort.

"For the execution of the project, local manpower and agencies have been deployed in order to generate local employment as well as for purposes of skills development", said Gupta.

The railway tracks from Omanthai to Kankesanthurai and Medawachchiya to Talaimannar were completely destroyed during the devastating civil war. The Government of India has extended its support to the Government of Sri Lanka to rebuild the 252 km route length track under the 800 Million US$ lines of credit. The entire project is scheduled to be completed in 5 phases and all segments of the project are progressing well according to schedule", said Gupta. MPLN Peiris, Project Director of Sri Lanka Railway, M P De Silva, Team Leader of CECB and S L Gupta, General Manager of Ircon International Limited, undertook the trial run on 23-04-2013. Other officers from Sri Lanka Railway, CECB and Ircon also participated in the trial run. The trial run commenced from Medawachchiya station and ended at the newly constructed Madhu Road Station.

"The trial run was successful and comfortable and we are very pleased that this phase of the project has been completed", said Gupta.

Saturday, April 20, 2013

Eleven countries by 48 trains in 15 days


By Eng. Asela K. Kulatunga
Secretary-Railway Heritage Trust -

Sri Lanka

Travelling is one of the main categories of enjoyment for many. Those who have high spending power do this on foreign soil and those who cannot afford that satisfy themselves with local trips. However, there are a few in this country who fall into the first category.

Recently, one of my friends, Nimal Perera, a Grade 1 locomotive driver of SLR and a founding member of our Railway Heritage Trust of Sri Lanka, did a magnificent tour of Europe on a small budget saved over the past year untiringly. Due to various reasons, I thought of sharing his experiences with many of our readers who might take-up the challenge Nimal Perera stood up to, in the years to come.

He did this tour with a 1st class Euro-rail pass which cost him about

Swiss Franc 605- Rs. 80,000/-. This Europe-wide trip started from Basel, Switzerland, where he stayed with some of his friends for a couple of days. Initial leg of the tour was from Basel to Hamburg in Germany by the Basel - Hamburg train. This journey took him about 6 hrs. His main intention was to visit the world's biggest miniature railway wonderland. This place has the world's largest collection of railway models, including world famous railway tracks, such as, Grand Canyon of USA. In addition, he went on a city tour which covered most of the monuments and public attractions. He stayed that night in one of the world's most famous budget accommodation hostel chains called Youth Hostel (AO hostel) at Leipzig , Germany.

Following day he visited the Czech Republic via the Berlin to Linz train and had the opportunity of seeing the ancient buildings and art galleries situated in Ceske Bude Jovice. Second night was spent at a hotel of the same city for Crone 300/-. Following day he visited the Slovekian city called Bratislava and stayed the third night at the Youth Hostel (YH) at Corvin Point.

From Bratislava, next, he travelled to a city known as Kosice, which was a 5hrs train journey and situated on the Ukrainian Border. There was a bus service operating from this city to London. In this city our traveller faced some unpleasantness from Gypsies who live there. However, some security personnel supported him to get over the incident. Same day he travelled to the Hungarian capital Budapest and stayed the night at YH there and he was the first Sri Lankan to stay at that hostel, according to the authorities. The next day he visited many palaces in the Hungarian capital and walked along the banks of river Danube and he also took the footpath of the world famous ancient chain bridge. In addition there are many palaces, churches of gothic architecture. According our traveller, Perera, this was the city where he met the most hospitable people he has ever come across in the EU. Most of the PROs of the railway stations were very supportive of visitors.

Same day evening, he took a train to visit the famous BRAMS Castle situated in Brasov in Transylvania (Previous name used for Rumania). From there he took a rail jet to Wien in the Austrian capital the same evening and spent some time at the Wien YH. Next day he went to Semarine highlands through a track full of tunnels and culverts. The track was laid through a part of Alps. Towards night the same day, he returned to the Czech Republic city called Ceske Bude Jovice and stayed the night with a Czech couple, Irena & Jara, known to him.

He was amazed at their hospitality, especially to note the delicious food they served and was impressed that the couple arranged for the next day's bookings as well. On his seventh day he visited the capital of Czech, Prague, which is full of many ancient palaces and buildings and later got on to a train to travel to Berlin where he got the opportunity of having a cab ride as well. That night he got accommodation at YH Berlin, the city full of oriental music players.

Nimal Perera had a most memorable experience on his eighth day of the tour, on his way to Copenhagen, Denmark. This journey involved a 45 minute ferry travel through the Baltic Sea. Here the train initially goes to the ferry and the ferry takes the train to the other shore. At Copenhagen he stayed at DAN hostel and next day went on a city tour organised by the YH, free of charge. That evening he took a train to Sweden, Stockholm, where he arrived the next morning. From there he went to a city called Ostersund on the northern side. This part of the journey went mainly through thick jungles covered with cypress trees. From there, towards early morning, he took a train in the westward direction to cross the Sweden - Norway border to reach a city called Trondheim by 9 pm. During this part of the journey he noticed many freight trains full of logs, including forest cover. On the border, Norwegian Border Police checked the whole train. Even though he travelled during the evenings and early at night, he did not see any difference in the times of day since it was summer for the North Pole. From Trondheim, he moved to Oslo by a night train, and reached there by 6.45 am. He did not stay at any hotels in Norway and Sweden since accommodation and food was very expensive compared to other European countries.

From Oslo, he travelled to Amsterdam of Netherlands via Hallsburg of Sweden and to Copenhagen of Denmark, on the tenth day of the tour. While he was in Amsterdam, he visited famous museums in the city. Same night he took a city night train to reach Basel, Switzerland, where he started the journey. This journey took 12 days, 33 trains and covered nine countries.

The next leg of the tour started on the same day, after having a four hour rest, to get a change of clothing etc., from Luzern via Olten in Switzerland. The original plan was to travel to Milano of Italy via the St. Gotherd line. However, there was an earthslip between Fluelen and Goschenen, and the passengers were moved by buses. That night he spent in Monza in Italy and the next morning he travelled to Milano and stayed with his friends there and had some Sri Lankan food after two weeks.

Next day he visited the world famous church named after St. Anthony of Padua. From there he visited Verona to see the Romeo & Juliet antique house. From there he moved to Milano and took the evening train to reach Tirano, which is last station in eastern Italy and which is on Switzerland border. He stayed the night at a very cheap place for around 30 Euros. Next day, he travelled to St Moritz by the world famous Bernina express which travels in a scenic, mountainous area covering many glaziers, tunnels, viaducts, waterfalls, and precipitous valleys, where his mind went back to the Pattipola-Haputale stretch where he used to drive locos quiet frequently. According to Perera, the stretch between Trerano-Chur and St. Moritz is the best such segment he has covered so far.

The same day he returned to Zurich from Chur, then to Luzern, then to Basel via the beautiful Interlaken. This stretch is known as the Golden Pass due to its scenery. Thus ended the 15- day tour, which covered 11 countries on 48 trains.

Nimal Perera would like to thank the Swiss embassy in Sri Lanka, especially the visa section officials. Further, the sponsors of the tour, Rohan Perera and Hans Sommer, Hans Jurg Moser & Mrs. Brigita in Switzerland and Irena Vagnerova, Jara Vagnerova of Czech Republic, who had given their fullest support during his stay in the Czech Republic and Ms. Ajantha Hostetler of Switzerland and finally to Roland Feer (Loco Crew manager) of Swiss federal railways for interviewing him and Mrs. Annette Fuhrer for publishing an article in the Swiss Info magazine.

Email of mail:

Monday, April 15, 2013

Australian high-speed rail project to cost $120bn

15 April 2013

HSR phase one
Australia has released a study on a high-speed rail network that would connect the major cities on the country's east coast at an estimated cost of A$114bn ($120bn).
The proposed 1,748km high-speed rail line would link Melbourne to Brisbane via Canberra and Sydney with expected completion in 2065.Australia has released a study on a high-speed rail network to connect cities on its east coast at an estimated cost of A$114bn ($120bn).
The proposed 1,748km high-speed rail line would link Melbourne to Brisbane via Canberra and Sydney with expected completion in 2065.
The scope of work under the project would include the construction of an electrified, standard-gauge, double-track line with trains operating at a top speed of 350km/h.
Around 144km of tunnels would need to be built, of which 67km would be under Sydney and its surrounding districts.
The proposed high-speed line would pass through four capital city stations, four city-peripheral stations, and stations at the Gold Coast, Casino, Grafton, Coffs Harbour, Port Macquarie, Taree, Newcastle, the Central Coast, Southern Highlands, Wagga Wagga, Albury-Wodonga and Shepparton.
"The proposed 1,748km high-speed rail line would link Melbourne to Brisbane via Canberra and Sydney with expected completion in 2065."
Australian Minister for Infrastructure and Transport Anthony Albanese said: "Such a network has the potential to deliver a net economic benefit and generate sufficient revenue to cover its operating and asset renewal costs."
The study reveals that construction of the first phase of the line between Sydney and Canberra will not start until 2027, with trains likely to run on the first stretch of track in 2035, reducing travel time from the current four hours to 64 minutes.
After completion of the line, travel time from Sydney to Brisbane would be reduced from the current 13 hours to just over two and a half hours, while the journey between Sydney and Melbourne would be cut from 12 hours to under three hours.
Once fully operational the rail line would transport 84 million passengers per year, with 19 million trips between Sydney and Melbourne.
The study was prepared for the Australian government by an Aecom-led consortium comprising Grimshaw Architects, KPMG, Sinclair Knight Merz, Acil Tasman, Booz & Co and Hyder.

Image: Phase one of the High Speed Rail) study was released in August 2011. Photo: courtesy of Commonwealth of Australia.

Bulox Equipment - Bogies, Suspension, Wheels and Axles

Bulox Equipment is one of the leading companies in the world to comprehensively focus on the design, manufacture and distribution of depot equipment in the railway industry.

Railway depot equipment and cleaning systems

Bulox Equipment's business focuses on the following:
  • Standard and customised test-rigs
  • Mechanical lifting and handling systems (lifter jacks, turntable, traverser, underfloor lifting systems)
  • Maintenance vehicles
  • Other customised railway vehicles
Cyclosystem has a wide range of cleaning machines for the railway industry:
  • Standard component cleaning machines
  • Customised cleaning systems
  • Bogie and wheelset cleaners
  • Automatic train wash plants
  • Underframe cleaners
  • Industrial waste water treatment plants

Automatic and semi-auto coupler test stand for coupler testing

The automatic and semi-automatic coupler test stand is a heavy-duty equipment that can provide actual load for the testing of each type of couplers. The basic testing includes coupling and de-coupling operations, air leakage tests, electrical continuity tests and full load pulling withstand tests.

Bogie test systems for fully-assembled bogies

The bogie test system can be designed for the basic or comprehensive testing of a fully-assembled bogie. The system utilises both microprocessor drives and monitoring, as well as hydraulic systems, to ensure that all the required testing is properly carried out on each fully-assembled bogie.

Automatic bogie and wheelset cleaners

The bogie and wheelset cleaner is a two-stage or multi-stage cleaner that can clean bogie, wheelset or other rail car components in a closed chamber, automatically using a specially designed high-pressure oscillating spray jet system. The Cyclosystem bogie cleaner is probably one of the most efficient cleaners in the industry.

Mobile lifting jacks

Bulox mobile lifting jacks are designed for the safest and most reliable operation, using trapezoidal screws to ensure self-locking in case of power failure.

Bogie and wheelset turntables

Bogie and wheelset turntables come in either manually-operated or motorised styles. They are used on fixed rails in the workshop to redirect the bogie or wheelset.

Bogie and wheelset rotators

The bogie or wheelset rotator is used for easy dismantling or re-assembly of components attached to the bogie or wheelset during servicing.

Bogie drop tables

The bogie drop table uses a scissor lift design, with a walk-on platform and an overlaying track bridge.

Company profile

Bulox Equipment began after Cyclosystem, a successful company that produces equipment for the process and cleaning trade, outgrew itself.
Bulox fully focuses on the railway industry, whilst Cyclosystem now designs and customises more and more equipment that is non-cleaning related in the rail and track field.
Although now an individual body, Bulox Equipment continues to share the same enthusiasm, originality and realistic approach.
From Bulox-Cyclosystem's equipment, customers expect a simple, modular, practical and reliable design, with plenty of aesthetic worth.

Contact Details

Bulox Equipment
15 Woodlands
Sector 1
Tel: +6564554111
Fax: +6564550111

Trelleborg Industrial AVS - Anti-Vibration Technology and Suspension Systems for the World's Rail Industries

Trelleborg Industrial AVS (TIAVS) is a world leader in providing solutions for the rail industry, specifically the design and manufacture of rubber to metal-bonded products and assemblies for anti-vibration applications and suspension systems. These are specified by virtually every major manufacturer of bogies, rolling stock and locomotives around the world, for applications from metro, light rail and commuter to high-speed and heavy freight locos.
Wherever they are used Trelleborg Industrial AVS components contribute to the comfort and safety of the passenger and the security and cost-effective reliability of operators.

Train suspension systems, control mountings and links, and drive couplings

Trelleborg Industrial AVS is best known in the rail industry for its Metalastik® branded products. These include primary and secondary suspension systems, centre control mountings, centre pivot bearings, control links and drive couplings for every type of application from trams and light rail to heavy freight locos. For the secondary suspension, the company offers a variety of products including air springs, all-rubber hourglass bearer springs and airspring systems, while chevron and Metacone® springs are typically used in primary suspensions.

Airsprings for the rail industry

The Metalastik® air spring combines large horizontal displacements and low frequency ride characteristics in both normal and emergency conditions. The system's progressive force/displacement characteristics help to make vehicles extremely stable in operation, particularly where the patented half hourglass design is used within the system.  In addition, the ability to accommodate high horizontal, torsional, and conical displacements make the Metalastik® design an ideal solution for bolsterless bogies.

Auxiliary systems for the rail industry

The company provides a wide portfolio of products for auxiliary systems.  These include resilient wheels inserts and powertrain mountings.  Another recent introduction is a resilient mount used for permanent way installations, specifically designed to reduce ground-borne vibration, which can cause secondary effects of noise and even structural damage in neighbouring buildings and transit tracks.  The design consists of two metal components – the top plate and frame, bonded together with an elastomer, normally rubber, specially compounded for lifetime spring performance and dynamic stiffness.

Design and manufacturing services for the rail industry

In addition to its wide range of rail-specific products, Trelleborg Industrial AVS offers a unique reservoir of elastomer expertise and what is probably the most extensive catalogue of rubber formulations in the industry.  This and the experience embodied in our expert teams of development and applications engineers is the key to Trelleborg's rail offering.  It is a combination of design skills and manufacturing excellence that ensures Trelleborg Metalastik® products not only work first time, out of the box but also offer long, trouble-free service and proven whole-life cost benefits.

About Trelleborg

The company's headquarters are located in its state-of-the-art plant in Leicester, UK, which also houses the core technical resource and its research and development unit.  Production is primarily based in Leicester, whilst there is also a highly developed engineering and sales support team based in Europe, Asia and North America.  The Trelleborg strategy is to make the company's technology available on a local basis in all the world's major rail markets.  This is achieved through technical innovation, a cross-disciplinary sales organisation with local dedicated engineering back-up and, thirdly, local manufacturing to provide a high level of local content. 

Contact Details

Trelleborg Industrial AVS
1 Hoods Close
United Kingdom
Contact: Rod Holroyd
Tel: +44 116 2670 433
Fax: +44 116 2670 513