Search results
Results from the WOW.Com Content Network
In the 1953 edition of Railway Engineering William H. Hay says "The ruling grade may be defined as the maximum gradient over which a tonnage train can be hauled with one locomotive....The ruling grade does not necessarily have the maximum gradient on the division. Momentum grades, pusher grades, or those that must regularly be doubled by ...
The maximum gradient on adhesion is 8% between Vetta Scorcola and Cologna stops. Maximum gradient on the rope-hauled section is 26% between Romagna and S. Anastasio stops. [8] 1 in 12.5 (8.0%) Appenzell–St. Gallen–Trogen railway, Appenzeller Bahnen, Switzerland: 1 in 12.6 (7.9%) Uetliberg railway line, Sihltal Zürich Uetliberg Bahn ...
The ruling gradient of a section of railway line between two major stations is the gradient of the steepest stretch. The ruling gradient governs the tonnage of the load that the locomotive can haul reliably.
The allowable gradients may be based on the ruling gradient which is the maximum gradient over which a tonnage train can be hauled with one locomotive. In some countries, momentum gradient which is a steeper but shorter gradient may be allowed. This is usually when a track gradient connects to a leveled tangent track long enough and with no ...
3.6% (1 in 28) – The Westmere Bank, New Zealand has a ruling gradient of 1 in 35, however peaks at 1 in 28 3.33% (1 in 30) – Umgeni Steam Railway , South Africa [ 24 ] 3.0% (1 in 33) – several sections of the Main Western line between Valley Heights and Katoomba in the Blue Mountains Australia.
Crossing the grain of the terrain, the line incorporated considerable gradients: the ruling gradient was 1 in 106. The down direction was from north to south. There was a dedicated bay platform at Didcot (17 mi 49 ch) and the line ran east out of the station, turning immediately south, climbing to a summit at Ilsley, at milepost 12 + 1 ⁄ 2.
With a ruling gradient of 4.5% (1 in 23), it was the steepest stretch of main-line railroad in North America. [5] Owing to frequent accidents and expensive helper engines associated with railroading in the pass, the CPR built the two Spiral Tunnels that opened in 1909, replacing the direct route. Although they add several kilometres, they ...
From 1901, the line was upgraded to railway standard and typically operated by an E class (later Z20 class locomotive in the 1924 reclassification of locomotives) 2-6-4 side-tank locomotives. Starting in the 1950s, the usual locomotive power on the Camden Branch Line was provided by C30 class locomotives .