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444 Sentences With "non electrified"

How to use non electrified in a sentence? Find typical usage patterns (collocations)/phrases/context for "non electrified" and check conjugation/comparative form for "non electrified". Mastering all the usages of "non electrified" from sentence examples published by news publications.

type: All Declarative Interrogative Exclamative

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But their lives were otherwise unchanged, according to a yearlong, randomized survey of nearly 1,300 households in 81 non-electrified rural communities.
Since electric cars are typically imbued with technology, they come already outfitted with some features police departments might have to bolt on to non-electrified vehicles.
Lower Saxony's minister of Economy and Transport, Bernd Althusmann, said that the Coradia iLint's emission-free drive technology provided "a climate-friendly alternative to conventional diesel trains, particularly on non-electrified lines."
For thirty years, the excesses of the space—part sweat lodge, part hunting lodge, with tribal vestments and cow skulls fastened to the stucco walls—have been mellowed by the light of non-electrified candles, deep padded booths, and windowed doors that open onto the sidewalk.
A diesel shuttle service runs on the non-electrified Pukekohe- Papakura section.
Yunotai Station was served by the non- electrified section of the Esashi Line between and .
Yoshibori Station was served by the non-electrified section of the Esashi Line between and .
Shinmei Station was served by the non- electrified section of the Esashi Line between and .
There are also two non- electrified lines stemming from Rzeszów – to Jasło and to Tarnobrzeg.
Miyakoshi Station was served by the non- electrified section of the Esashi Line between and .
Katsuraoka Station was served by the non- electrified section of the Esashi Line between and .
Kaminokuni Station was served by the non- electrified section of the Esashi Line between and .
Esashi Station was formerly the terminus of the non- electrified section of the Esashi Line from .
Oshima-Tsuruoka Station was served by the non-electrified section of the Esashi Line between and .
Naka-Suda Station was served by the non- electrified section of the Esashi Line between and .
Shoreliners are used in the non-electrified territory north of Croton- Harmon. Trains often operate to and from Grand Central Terminal and Poughkeepsie and running express south of Croton-Harmon, along with two daily late night shuttle trains running in the non-electrified territory, one in each direction.
All units are expected in service by June 2020 and will work across all non-electrified routes across the Northern network.
Until its electrification in 2014, it was the only non-electrified line of the Munich S-Bahn and was designated as line A.
NET have a road-rail- equipped Unimog truck. A battery-powered shunter is used to move trams on non- electrified tracks within the depot.
The RENFE 334 is a high speed, 4 axle diesel-electric locomotive built to haul passenger trains on RENFE's Talgo service on non electrified lines.
The Leutkirch–Memmingen railway is a 31.540 km long, single-track, non- electrified railway in the German state of Baden-Württemberg, which connects Leutkirch and Memmingen.
The Ch'undu Line is a non-electrified freight-only railway line of the Korean State Railway in North Korea, connecting Songhak on the Hambuk Line with Ch'undu.
The Eutin–Neustadt railway was a 16-kilometer-long, non-electrified branch line, running from Eutin to Neustadt in Holstein in the German state of Schleswig-Holstein.
Interior. Storage compartment. The 220M and 221M are two and three-section passenger trains, with an open saloon designed for regional passenger services on non-electrified railway lines.
Map of the Port Alfred railway line The Port Alfred Railway Line is a non- electrified railway line, that connects Alicedale with Grahamstown and Port Alfred in South Africa.
The Voreifel Railway () is a partly double track, non-electrified main line in the Voreifel from Bonn to Euskirchen in the German state of North Rhine- Westphalia (KBS 475).
Electrification, and the introduction in the 1970s of the Japanese RENFE Class 269 displaced the locomotives onto non electrified lines. From then on Class 352 are used on non-electrified lines such as Badajoz - Lisbon, Granada - Almeria, Murcia - Cartagena. In 1980 352-004 is altered in order to tow the new Talgo pendular trains; working between Zaragoza and Madrid from June 1980. Later on it is used on Talgo pendular trains between Madrid and Cartagena.
The Worms–Bingen Stadt railway or Rheinhessenbahn (Rhenish Hesse railway) is a non-electrified line that links Worms via Alzey to Bingen Stadt in the German state of Rhineland-Palatinate.
The section between Dortmund Central Station and Dortmund-Horde part of the railway route Dortmund-Soest, is double track and electrified and classified as a mainline railway. The northern part of the Ardey Railway between Dortmund-Horde and Schwerte is a double-track and non-electrified main line. Its maximum speed is 90 km/h. The southern section between Schwerte and Iserlohn is a single-track non-electrified branch line, with a passing loop at Kalthof.
Rovigo railway station () serves the town and comune of Rovigo, in the Veneto region, northeastern Italy. Opened in 1866, the stationforms part of the Padua–Bologna railway, a double track electrified line. Rovigo is also a junction station for two other lines. Heading eastwards, towards Adria and Chioggia, is the Rovigo–Chioggia railway, a single track non-electrified line, and heading west, towards Legnago and Verona, is the Verona–Legnago–Rovigo railway, also single track and non-electrified.
The Gießen–Gelnhausen railway (also known as the Lahn-Kinzig Railway) is a single-track, non-electrified mainline in the German state of Hesse. It runs from Gießen via Nidda to Gelnhausen.
The is a railway line operated by the Kantō Railway in Ibaraki Prefecture in Japan. It is a non-electrified line which connects , on the Jōban Line, to , with one intermediate station at .
The train is a ten-car self-propelled hybrid diesel multiple unit (DMU) train combining a diesel generator and battery storage power, allowing it to operate on the non-electrified Sanin Main Line.
James These special trailer motors could be identified by a small golden keystone above the number on the side of the car. They also had larger louvers on the side due to the greater demand for cooling air. In time the need to change the car designations to distinguish between the non-electrified and electrified cars other than by adding an E became apparent, and it was decided to make the initial M be a "small" capital letter for the non-electrified cars.
The line had two major spurs: 1.4 miles from Citro Junction to Terminus and 4.5 miles from Woodlake Junction to Elderwood. The second main line, non-electrified, extended south 17.877 miles from Exeter to Strathmore.
The entire Nanded division of the South Central Railway has non-electrified track. Hence, a single WDM2A locomotive hauls the train both ways, the locomotive usually belongs to the Guntakal, Maula Ali or Pune sheds.
The Neumünster–Heide railway is a single-track, non-electrified railway line the German state of Schleswig-Holstein, connecting the city of Neumünster in central Holstein and Heide, the seat of the district of Dithmarschen.
The entire Nanded division of the South Central Railway has non-electrified track. Hence, a single WDM2A locomotive hauls the train both ways, the locomotive usually belongs to the Guntakal, Maula Ali or Pune sheds.
The Friedrichsdorf–Friedberg railway is a single-track, non-electrified branch line in the German state of Hesse. It is listed as timetable route 636 and integrated in the Rhein-Main-Verkehrsverbund as line 16.
The DE-1 and DE-2 units could be seen on almost all non-electrified railway lines in the Netherlands. In many cases, the trainsets were used to replace steam locomotives. The first trainsets entered service in 1953 on the Arnhem -- Winterswijk, Gouda -- Alphen aan den Rijn, and Leeuwarden -- Sneek routes. The Groningen -- Delfzijl and Groningen -- Roodeschool routes followed in the same year, and in 1954 the units were placed on the Kamperlijntje, Zwolle -- Almelo line, and other non- electrified routes in Groningen, Friesland, and South Limburg.
A Jōsō Line train, 2016 The is a railway line in Ibaraki Prefecture, Japan, operated by the private railway operator Kantō Railway. It is a non- electrified line which connects Toride to Shimodate. The Jōsō Line connects with the Tsukuba Express line, which opened in 2005, at Moriya Station, the only interchange other than at its two termini. In fiscal 1999, the Jōsō Line carried an annual total of 14.16 million passengers (38,000 per day), making it the busiest non-electrified private line in Japan.
The KTM Class 61 is a diesel multiple unit operated by Keretapi Tanah Melayu for KTM Intercity services on non electrified sections of the KTM West Coast railway line and the KTM East Coast railway line.
The Düren–Neuss railway is a line in the German state of North Rhine- Westphalia. The non-electrified main line originally ran from Düren to Neuss, but the Düren–Bedburg section has been closed and dismantled.
The Buchloe–Memmingen railway is an approximately 45 kilometre long single- track, non-electrified main line in the German state of Bavaria. It connects Buchloe and Memmingen and is part of the railway axis from Augsburg to Lindau.
The Brügge–Lüdenscheid railway is a single-track, non-electrified branch line in the German state of North Rhine-Westphalia. The 7 km-long line climbs from Lüdenscheid-Brügge station on the Hagen–Dieringhausen railway to Lüdenscheid station.
Shoreliners are used in the non-electrified territory north of Southeast. Service between Southeast and Wassaic is mostly operated using two-or-three-car shuttle trains. During rush hour, a few trains run direct to Grand Central Terminal.
The station opened on 20 July 1925 and closed to passengers on 14 February 1966 and goods on 2 January 1967. The single-track non-electrified line through Hythe closed after the last train on 1 September 2016.
Cabin in the Kolzam RegioVan. Interior of the Kolzam RegioVan. The RegioVan is a one level, partly low-floor railcar for regional passenger service on less busy, mostly non-electrified railway lines. Produced in single and double units.
The wheel arrangement is Bo. It can run at up to 100 km/h on 15 kV or 25 kV electrified lines. The machine has a 360 kW diesel engine with generator for operation on non-electrified sidings.
PLN is largely present and serves 92.3% of the households, with 14 non-electrified households. A single public regional hospital (RSUD) is also present. Throughout the subdistrict, there are 8 high schools, 11 middle schools and 22 elementary schools.
The station is also one of the termini of a single-track non- electrified secondary line to Siena. That line continues on from Siena as the Central Tuscany railway, and later as the Leopolda railway, towards Empoli and Florence.
The electrification of the Southern Railway between Ulm and Friedrichshafen, which is one of the few double-track, non-electrified main lines in Germany, as well as the Friedrichshafen–Lindau section of the Lake Constance Belt Railway is planned.
Le Mans (French: Gare du Mans) is a railway station serving the town Le Mans, Sarthe department, western France. It is situated on the Paris–Brest railway, Le Mans–Angers railway and the non-electrified Tours–Le Mans railway.
The Reda–Hel railway is a Polish 62-kilometre long railway line, that connects the Hel Peninsula with Reda and Gdynia. The railway is located in the northern part of the Pomeranian Voivodeship. The line is single-track and non- electrified.
The tunnel has a gradient of 1 in 125 (0.8%). The Moffat is the fourth longest railroad tunnel in North America, as of 1989. It was the longest non-electrified tunnel until 1956, when electrification was removed from the Cascade Tunnel.
The Am 4/6 1101 was the world's first gas turbine-electric locomotive. It was built for the Swiss Federal Railways (SBB-CFF-FFS) by Brown, Boveri & Cie (BBC) in 1938 and used for experimental services on non-electrified lines.
The Weinheim–Worms railway (popularly known as the Wormser Hex, "Worms witch") is a non-electrified standard-gauge railway that formerly connected Weinheim, Viernheim, Lampertheim and Worms. Freight is operated on an approximately 4 km long section from Lampertheim towards Worms.
The Ch'ŏlsan Line is a non-electrified standard-gauge freight-only secondary line of the Korean State Railway in North P'yŏngan Province, North Korea, running from Tongrim on the P'yŏngŭi Line to Tongch'angri,Kokubu, Hayato, , where it serves the Sŏhae Satellite Launching Station.
Dharmabad railway station is a railway station belonging to Hyderabad railway division of South Central Railway. The station is situated in Nanded district of Maharashtra, India. Its station code is DAB. The station is on a single track non-electrified broad gauge line.
The Engers–Au railway is a single-track, non-electrified railway line and consists of three sections, which are treated separately here. It is the mainly in the German state of Rhineland-Palatinate, although the section near Au is in North Rhine-Westphalia.
All services either commence or terminate at the main Cape Town station in the centre of the city, which has 24 platforms. All services are by electric multiple units, aside from the daily train to Malmesbury which is on a non- electrified line.
The electrified sidings are used by Deutsche Bahn. All non-electrified sidings are used by both DB and HLB. A former freight line and some points were dismantled to create more space for parking spaces used by employees of the surrounding companies.
The Dümpelfeld–Lissendorf railway was a non-electrified branch line that lay mostly in what is now the German state of Rhineland-Palatinate. Only a few kilometres of the line near Ahrdorf station ran through North Rhine- Westphalia, which was created in 1946.
RB services make use of vastly different types of rolling stock; on electrified lines, double-deck cars or EMUs may be used, on non-electrified lines one will often find Class 218 locomotives with Silberling cars or newer DMUs like the Bombardier Talent.
The KiHa 181 series was developed for use on limited express services on non-electrified mountainous routes, and was used on services such as the Tsubasa, Shinano, Yakumo, and Hamakaze on the main island of Honshu, and the Shiokaze and Nanpū in Shikoku.
The are diesel multiple unit (DMU) trains operated since 1990 by East Japan Railway Company (JR East) on non-electrified rural lines in Japan. A total of 247 vehicles were built between 1989 and 1999 by Fuji Heavy Industries and Niigata Transys.
During its journey, the train passes through the Indian states of Gujarat, Rajasthan, Haryana and Delhi. Almost the entire route of the train is on non-electrified track and over 80% of the journey is on a single line section of Indian Railways.
The Varaždin–Golubovec railway is a long local railway line in Croatia that connects Varaždin, Ivanec and Novi Golubovec with each other and is connected to further railway lines in Varaždin.2014 HŽ network statement It is non- electrified and single-tracked.
The railway from Tours to Le Mans is a French 96-kilometre long railway line. It is used for passenger (express, regional and suburban) and freight traffic. The railway was opened in 1858. The line is non-electrified, only around Tours and Le Mans.
The Höllentalbahn is a single-track mainline and is electrified between Freiburg and Neustadt. In the Deutsche Bahn timetable, the electrified line from Neustadt to Freiburg is listed in table 727 and the non-electrified section from Neustadt to Donaueschingen is listed in table 755.
As the entire route is not electrified, the train runs with both an electric and diesel locomotive. Usually the train gets a WDP4/WDP4B from the Siliguri Diesel Loco Shed for the non-electrified territory and a WAP4 electric locomotive in the electrified section.
Handa-Futo terminal, May 2012 The Kinuura Rinkai Railway operates two unconnected lines: the Handa Line from (on the JR Central Taketoyo Line) to Handa-Futō, and the Hekinan Line from (also on the Taketoyo Line) to Hekinanshi. Both lines are gauge and non-electrified.
The station has two opposed side platforms, with platform 1 adjacent to the station building. The platforms are connected by an uncovered footbridge. Three rail lines pass between the platforms, with the middle, non-electrified line used for freight traffic. The station is staffed.
The Aalen–Ulm railway, also called the Brenzbahn (Brenz Railway}) or the Brenztalbahn (Brenz Valley Railway), is a single-tracked, non-electrified main line from Aalen to Ulm in southern Germany. It is long and, for , follows the Brenz River that gives it its name.
The Metro-North Railroad is a commuter railroad serving the northern suburbs of New York City. It principally uses a fleet of electric railcars for its services; diesel locomotives and push-pull coaches are in use as well for non- electrified portions of the system.
Trenhotel units are trailers so all need to incorporate a tractor locomotive. On international routes the locomotive unit is changed at the border. Within Spain Trenhotel usually uses a Renfe series 252 in electrified areas and Renfe series 334 diesel locomotive in non-electrified areas.
The 3000/3100 class are a class of diesel railcars operated by the State Transport Authority and its successors in Adelaide. They were built by Comeng and Clyde Engineering between 1987 and 1996 and are the workhorse of the non- electrified suburban rail network in Adelaide.
The Ländches Railway (Ländchesbahn) is a single-track non-electrified branch railway line between Wiesbaden and Niedernhausen, in the Germany state of Hesse. The long line was opened in 1879. It is now Deutsche Bahn route 627 and route 21 (RB 21) of the Rhein-Main-Verkehrsverbund.
The DreiLänderBahn predominantly operates on non- electrified branch lines. As a result, it uses modern diesel multiple units exclusively. Its vehicle fleet includes Alstom LHB Coradia LINT units of DB Classes 640 (LINT 27) and 648 (LINT 41),Die Fahrzeuge, www.dreilaenderbahn.de, accessed on 11 Apr 09.
In Serbia, Bosnia and Herzegovina, North Macedonia and Slovenia have all kept the JŽ-era designation series 661. Today there are around 15 operational series 661 with Serbian Railways. Those locomotives are used mostly on non- electrified railways, primarily to haul freight trains, but also the passenger trains.
Class 601 in DB-Touristik livery 1986, München südring In 1971, DB started their new first-class-only InterCity system, using mainly the 601 series on the non-electrified InterCity routes.Reisen 1. Klasse p. 74. The regular maximum speed was set to 160 km/h for seven-unit trains.
Troyes Station Five railway stations are currently in operation. These are: Nogent- sur-Seine, Romilly-sur-Seine, Troyes, Vendeuvre-sur-Barse, Bar-sur-Aube. Aube does not have a strong rail coverage. Only one main non-electrified line passes through Aube – the line that connects Paris-Est to Mulhouse.
The Atribo is a development of the earlier Pesa 218M. It features a low floor and is designed for regional, non-electrified lines.Pesa DMU brochure The train features two toilets, one of which is accessible to disabled people. The trains can operate with up to three sets in multiple.
The Sevnica–Trebnje Railway () is one of the railway lines that form the Slovenian Railway Network. It is located in Lower Carniola, the traditional region of southeastern Slovenia. Its start station is in Sevnica, and its end station is in Trebnje. It is long, non-electrified and single-tracked.
Kami- Kumagaya Station is served by the single-track Chichibu Main Line from to , and is located 15.8 km from Hanyū. The station was also served by the non- electrified 10.1 km single-track Tobu Kumagaya Line from Kumagaya to Menuma until it closed on 31 May 1983.
In July 2019, Schleswig-Holstein rail authority NAH.SH awarded Stadler a €600m order for 55 battery-powered Flirt Akku multiple unit trains along with maintenance for 30 years. The trains, which offer 150km of battery range, will start entering service in 2022 and replace DMUs on non-electrified routes.
C3 Bi-level coaches at grade crossing in Bethpage The LIRR also uses 134 C3 Bilevel coaches powered by 24 DE30AC diesel-electric locomotives and 19 DM30AC dual-mode locomotives. They are used mostly on non-electrified territories, including the Port Jefferson, Oyster Bay, Montauk, Central, and Greenport Branches.
Railway lines run north to Neuenmarkt-Wirsberg, and from there to Bamberg and over the Schiefe Ebene to Hof, east to Weidenberg, southeast to Weiden and south to Schnabelwaid with connections to Nuremberg on the Pegnitz Valley Railway. The lines around Bayreuth are all single-tracked and non-electrified.
South of Bellevue, the two electrified tracks reduce to a single track, but less than a mile after the reduction, a non-electrified track that becomes the Shellpot Branch splits back off the electrified single track that eventually goes into Amtrak's Wilmington Maintenance Facility . An additional non-electrified track which serves the former Chemours Edgemoor freight siding splits off from the NEC at the Interstate 495 underpass. Just after the divergence from the NEC right-of-way, the line enters the NS Edgemoor Yard facility. The line parallels I-495 and passes under 12th Street, then crosses over the Christina River on a single-track turntable bridge that was rebuilt in 2001 .
Wire fences are typically run on wooden posts, either from trees commercially grown in plantations or (particularly in the American West) cut from public lands. When less expensive or more readily available than wood, steel T-posts or star posts are used, usually alternating every 2 to 5 steel posts with a more stable wood post. Non-electrified wire is attached to wooden posts using fencing staples (for intermediate posts, these are fitted loosely, not gripping the wire). Non-electrified wire is held on T-posts by means of wire "clips" made of smooth galvanized wire that wrap around the back of the post and hook onto the wire on either side of the post.
These were the last of the Valencia-built Prima locomotives and technically should be considered part of the Vossloh Euro series of locomotives since they came off the production line after 2004. Built for passenger work on non-electrified lines in Spain, and were intended to replace older Class 333s.
Dundee railway station serves the city of Dundee on the east coast of Scotland. The station has two through platforms and two terminal platforms. It is situated on the northern, non-electrified section of the East Coast Main Line, northeast of Edinburgh. Dundee is the tenth busiest station in Scotland.
The Class DD200 was developed to replace ageing Class DE10 and Class DE11 diesel-hydraulic locomotives used on freight services over non-electrified lines, and also for shunting duties at freight terminals. The locomotive has a single water-cooled four-cycle V12-cylinder diesel engine, with a power output of .
Off-peak Mondays to Fridays every second Western Line train from Britomart continued beyond Swanson to Waitakere until the station's closure in July 2015, when these services ceased with the electrification of the Western Line to Swanson. A bus shuttle service operates between Waitakere and Swanson for this non-electrified section.
In 1995, the still non-electrified railway was included as line A of the Munich S-Bahn. In the 2000s, planning began for the electrification of the suburban railway line. The estimated cost in 2005 was €32 million. The planning agreement for electrification was signed at the end of June 2006.
The Sŭngri Line is a non-electrified long railway line of the Korean State Railway in North Korea, connecting Sŏnbong on the Hambuk Line with the industrial area at Sŭngri.Kokubu, Hayato, 将軍様の鉄道 (Shōgun-sama no Tetsudō) The line serves the large Sŭngri Petrochemical Complex in Sŭngri.
The Lübeck–Bad Kleinen railway is a single-track, non-electrified main line between the German states of Schleswig-Holstein and Mecklenburg-Vorpommern. Its construction was started by the Lübeck-Kleinen Railway Company () and, after that company’s bankruptcy, it was completed and opened by the Friedrich- Franz Railway (Friedrich-Franz-Eisenbahn).
The Regio is a service that offers domestic connections to Novi Sad, Subotica, Niš, Zrenjanin, Valjevo, Kraljevo, Užice, Sombor, Požarevac, Zaječar, Vršac, Kikinda, Prokuplje and Ruma. FLIRT3 EMU of Class 413 provide the service on electrified lines while on non-electrified lines transport is provided by RA2 DMU of Class 711.
The Muzaffarpur–Sitamarhi section of Muzaffarpur–Gorakhpur line (via Hajipur, Raxaul and Sitamarhi) is not an A-Class line of Indian Railways. So maximum speed is restricted to 100 km/h, as there is single BG non-electrified line between Muzaffarpur Junction and Sitamarhi Junction which was completed in 2013.
Essex County has a large rail network, but most of the network is focused at commuting to Newark and New York City. All of the passenger rail lines in the county are electrified; although, not all trains that use the lines are electric, because they connect to non-electrified track.
A Southern Class 377. Southern's Class 377 fleet is found on all parts of the network apart from the non-electrified routes. They also now run frequently in metro routes alongside the Class 455s and used to run alongside the Class 456s until their transfer to South West Trains in 2014.
The Class DD16 was designed to replace the Class C12 and C56 steam locomotives on non- electrified rural lines where locomotives with a low axle load were required. The design featured an offset centre-cab arrangement using the same DML61Z diesel engine used in the Class DD51 locomotives, derated from to .
The station opened on 10 October 1934. On December 2018, it was announced that the station would be closed on May 7, 2020, along with the rest of the non-electrified section of the Sasshō Line. The station closed earlier on April 17 2020, due to the COVID-19 pandemic.
The first completed locomotive, 73962 (ex-73204), was unveiled on 3 August 2014 at Brush Traction Loughborough. GB Railfreight use re-engined Class 73/9 locomotives to haul the Caledonian Sleeper. They are used for the non-electrified sections of the route, running from Edinburgh to Aberdeen, Inverness and Fort William.
The Lübeck–Lüneburg railway line is a 77 kilometre-long, single-track non- electrified rail link from Lübeck on the Baltic coast of the German state of Schleswig-Holstein to Lüneburg in Lower Saxony. The line was opened in sections between 1851 and 1864 and is one of the oldest railways in Germany.
The line is a non-electrified main line that is equipped with GSM-R digital radio. The line has a speed limit of 120 km/h. The infrastructure- owner, DB Netze classifies the line as D4 class, permitting a maximum axle load of 22.5 tonnes and linear loads of 8.0 tonnes/metre.
By the end of the 1970s, steam traction in Poland was mostly retired. Non-electrified lines became operated with diesel locomotives. For short distance passenger traffic (mainly suburban trains) PKP was seeking a more economical solution than a heavy diesel locomotive pulling few cars. The obvious solution was the use of railcars.
The Kiel–Lübeck railway is a non-electrified, mostly single-track railway line in eastern Schleswig-Holstein in north Germany. It links Kiel and Lübeck, the only two large cities (with more than 100,000 inhabitants) in the state. Passenger services on the 81-kilometre route are currently (2010) operated by DB Regio.
The station is located at Warburg on the double track and electrified Hamm–Warburg line to Hamm, the Frederick William Northern Railway to Kassel and the non-electrified Upper Ruhr Valley Railway to Hagen. The former line to Volkmarsen, part of the Warburg–Sarnau line, was closed in 1977 and dismantled in 1983.
The station has two opposed side platforms, with platform 1 adjacent to the station building. The platforms are connected by an uncovered footbridge. Three rail lines pass between the platforms, with the middle, non- electrified line used for freight traffic. The station building has automated ticket machines, TOICA automated turnstiles and is staffed.
The line is electrified only between Schaffhausen and Constance. The state of Baden-Württemberg and the Canton of Schaffhausen have been asked to fund electrification of the remaining non-electrified route between Basel Bad Bf and Schaffhausen. At present, however, electrification of the section between Schaffhausen and Erzingen first is being examined.
The two outer tracks – designated as track 1 and 2 – have an outside platform. At the south-east end, there is also a non-electrified siding, designated as track 4. Freight transport facilities are no longer available. In both directions, the maximum speed allowed in the station area is 90 kilometres per hour.
The passenger trains are usually hauled by locomotives by WAM4, WAG5, WAG7, for electrified route and WDM-2 for non-electrified and electrified route mostly, so the attachment and detachment of locomotives are done for changing and reversing the route which is time consumable and should be the higher risk of accidents.
The Drøyli Tunnel is railway tunnel in the municipality of Holtålen in Trøndelag county, Norway. The tunnel goes through the Drøyliene mountain, just east of the river Gaula. The tunnel carries a single, non-electrified track of the Røros Line. It is located about half-way between the villages of Haltdalen and Renbygda.
The New York Museum of Transportation (NYMT) is home to several pieces of equipment once operated by Rochester Transit Corp. RTC L-2, a Plymouth ML8 locomotive used to switch non-electrified freight customers. Disassembled and awaiting future restoration. RTC "Casey Jones" Inspection Car, fully restored and operated on occasion for special events.
The Halberstadt–Blankenburg railway is a non-electrified, single-track railway line, from Halberstadt via Langenstein and Börnecke to Blankenburg in the German state of Saxony-Anhalt. The Rübeland Railway connects to the line at Blankenburg (Harz) station. Until 1968, there was a branch to Derenburg. The branch line originally ran to Minsleben.
The routes are also plied by buses. The railway's operations centre is the station of Endingen, in which the management, the depot and train sheds are located. Today Endingen, as the transport headquarters for Breisgau–Kaiserstuhl, runs the entire local passenger and goods services on all non-electrified railway lines in the Freiburg region.
In November 2004, Direct Rail Services (DRS) acquired four locomotives. They were used on Anglo-Scottish intermodal services, but never on a regular basis. In June 2005, the four locomotives were stored. The main reason for their lack of use was the need for a diesel to shunt the train in non-electrified sidings.
Direct weekend trains to Białystok (Poland) are operated by Polish railway company Przewozy Regionalne. These run on the non-electrified single track 1435 mm rails added as a first stage of the Rail Baltica project. As of 2019, this line terminates in a dedicated double-sided platform on the south- east side of the station.
The station has two staggered side platforms serving two tracks. One platform serves the non-electrified single-track section of the line towards Shin- Totsukawa station. The other platform is a bay platform, and is where electrified trains terminate. The station has automated ticket machines and Kitaca card readers (not equipped with regular ticket gates).
NMBS/SNCB Class 41 DMUs are diesel multiple unit trains operated by the National Railway Company of Belgium (NMBS/SNCB). They are the standard train for Belgian internal workings which cannot be worked by EMUs. They work under the 25 kV electrification in the South of Belgium as well as on the non- electrified lines in the North.
Some passenger services remained on the line via Grunow. The line remained single-track and non-electrified. Due to the lack of traffic on the line, Deutsche Bahn closed passenger services between Grunow and Peitz on 1 June 1996. For some years railcars still ran hourly between Cottbus and Peitz until this traffic was abandoned on 30 May 2000.
The section from Dortmund to Lünen is double track, electrified and classified as a main line. The section from Lünen to the border at Gronau is single track, non- electrified and has been classified as a branch line since 2007. This section is operated as part of Deutsche Bahn’s Münster-Westphalia Regional Network, based in Munster.
The Neumünster–Bad Oldesloe railway is an approximately 45-kilometer-long single-track, non-electrified main line in the German state of Schleswig- Holstein. It connects the central Holstein town of Neumünster with Bad Oldesloe, the seat of the district of Stormarn. Since December 2002, passenger services on the line have been operated by Nordbahn Eisenbahngesellschaft.
The T41 allowed replacement of steam locomotives on non electrified lines. It served on Borås- Alvesta and Borlänge-Mora, and served both passenger and freight trains. In 1978 Siljansbanan was electrified and three T41s were retired while two were moved to Östersund with service on Inlandsbanan, and served until the 1988. Two are preserved by the Swedish Railway Museum.
The St Albans Abbey line was operated for many years by Class 313s, but later were usually operated by Class 321s with Silverlink Metro drivers and Silverlink County guards. The non-electrified Marston Vale Line and Gospel Oak to Barking Line services initially used Class 117 and Class 121s before Class 150s took over in 1999.
Diesel engines for locomotives are built for continuous operation between refuellings and may need to be designed to use poor quality fuel in some circumstances. Some locomotives use two-stroke diesel engines. Diesel engines have replaced steam engines on all non- electrified railroads in the world. The first diesel locomotives appeared in 1913, and diesel multiple units soon after.
The Ahr Valley Railway (), Remagen–Ahrbrück, is currently a 29 km-long, partly single-track and non-electrified branch line, which runs through the Ahr valley from Remagen via Ahrweiler and Dernau to Ahrbrück in the German state of Rhineland-Palatinate. It is served by Regionalbahn services on line RB 30 (Deutsche Bahn timetable route number 477).
Although Kingston did not have full-length high platforms until 2017, the mini-high platforms were sufficient for deboarding passengers if required. Of the other stations between New London and Providence, Mystic and Westerly have only low-level platforms, while the platforms at T. F. Green Airport and Wickford Junction are located on non-electrified sidings.
West Midlands Trains announced that they would be replacing the Class 350/2 units with brand new Class 730 "Aventra" units. In October 2018, Porterbrook announced it was considering converting its fleet of Class 350/2s to Battery electric multiple units for potential future cascades to non-electrified routes.Porterbrook investigates battery-powered Desiros - Rail Magazine. Retrieved 2020-10-08.
The Wilhelmshaven–Oldenburg railway is a predominantly double-track, non- electrified main line in the northwest in the German state of Lower Saxony. It runs to the south from the port city of Wilhelmshaven to Oldenburg. The line is being upgraded in connection with the construction of JadeWeserPort so that it will be continuously duplicated and electrified.
The Lower Saxon town of Uelzen is the historical and geographical centre point of the route, and the point at which it is divided from an operational and timetable point of view. The eastern section of the route is now electrified and upgraded, whereas the western section is mostly non- electrified and also known as the Uelzen Railway (Uelzener Bahn).
The Immenstadt–Oberstdorf railway is a non-electrified, single-track railway in the German state of Bavaria. The standard gauge line branches off the Allgäu Railway in Immenstadt and runs via Sonthofen to Oberstdorf. For its whole length it is in the district of Oberallgäu and follows the course of the Iller river. The branch line is operated by Deutsche Bahn.
Even after the fall of the Berlin Wall the non-electrified line was of little importance within the Deutsche Bahn network and has had very little in the way of modernisation measures. As a result, between Langwedel and Uelzen there are many features of interest to railway fans such as old signal box installations, telegraph poles, semaphore signals and station buildings.
Banbury railway station The Oxford Canal is a popular place for pleasure trips and tourism. The canal's main boat yard is now the listed site Tooley's Boatyard. Banbury station is served by Chiltern Railways services to and Birmingham, both running to London Marylebone via the non- electrified Chiltern Main Line. It also has services run by Great Western Railway to , and London Paddington.
The single-track, non- electrified line was completely modernised and prepared for operations at up to 100 km/h. The stations of Tübingen West, Pfäffingen and Entringen are crossing stations with two platform tracks. Entringen is the station where services are scheduled to cross. In Herrenberg, the trains operate exclusively from platform 102, in Tübingen they operate from platforms 1, 2 or 13.
This time the results were quite satisfying and allowed a significant reduction of running times. Class 610 was followed by class 611 which basically was built for the same purpose (fast regional traffic with up to on twisting non- electrified lines). Class 611's tilting system was electric, with a maximum 8° tilt, based on military technology from the Leopard tank.
Mysore Junction railway station (officially Mysuru Junction railway station) (station code: MYS) is a railway station on Mysore-Bangalore railway line serving the city of Mysore, Karnataka, India. Previously Mysore was connected to Bangalore by a single line meter gauge. It was later converted into non- electrified broad-gauge line, which has now been converted to double line electrified broad gauge.
Kōdo Station opened on 20 December 1956, operated by Japanese National Railways (JNR). It became a JR West station on 1 April 1987 following the privatization of JNR. The station closed on 1 December 2003 along with the rest of the non-electrified section of the Kabe Line. During the Kabe Line extension towards Aki-Kameyama, the station was demolished.
Since then, only the third non-electrified track of the Berlin–Lehrte railway has run through the station. For the construction of high-speed railway, the northern exit of the line to Salzwedel had to be moved. For this purpose, approximately four kilometres of new railway line were built, but this line was closed in 2002. The supervisory staff was withdrawn in 1997.
Freight services ceased in 1986, and in 1989, the 6,123 m Hattabara Tunnel and associated deviation were commissioned, shortening the route by 1.4 km. Wanman driver only operation commenced on the non-electrified section between and on 1 April 1991, using KiHa 120-300 DMUs. Driver-only operation commenced on the electrified section between and on 14 March 1992, using 105 series EMUs.
The Gau Algesheim–Bad Kreuznach railway is a twin-track, non-electrified main line railway in the German state of Rhineland-Palatinate. It connects Gau- Algesheim on the Left Rhine line () with Bad Kreuznach on the Nahe Valley Railway (Nahetalbahn) and is thus part of a regionally important transport corridor between the two state capitals cities of Mainz and Saarbrücken in the Saarland.
The train operation is divided at Aizu- Tajima Station. The electrified southern part has through service beyond the Aizukōgen-Ozeguchi terminus onto the Yagan Railway Aizu Kinugawa Line, Tobu Railway and JR East all the way to Tokyo. The non-electrified northern part runs diesel service beyond Nishi-Wakamatsu Station to Aizu-Wakamatsu Station on the JR East Tadami Line.
Tours station (French: Gare de Tours) is a railway station serving the city of Tours, Indre-et-Loire department, western France. It is situated on the Paris–Bordeaux railway, the Tours–Saint-Nazaire railway, and the non- electrified Tours–Le Mans railway. The Gare de Tours is a terminus; most TGV trains only serve the nearby Gare de Saint-Pierre-des-Corps.
Tenali–Repalle branch line is a non-electrified single track railway section in South Central Railway zone. It connects and of Guntur district in the Indian state of Andhra Pradesh. Further, this section intersects Howrah- Chennai main line and Guntur–Tenali section at . Electrification of the section will be taken and the budget for the same was allocated in the year 2018-19.
The station was served by Illinois Central Railroad intercity-trains from Chicago to points south at an island platform on the two track non-electrified east of the electrified tracks.Illinois Central Schedule June 1942. Amtrak's City of New Orleans, Illini, and Saluki still pass by the station without stopping. Prior to October 16, 1966, the South Shore Line also stopped at this station.
Electro-diesel locomotives which can operate as an electric locomotive on electrified lines but have an on-board diesel engine for non-electrified sections or sidings have been used in several countries; examples are the British Class 73 from the 1960s and the last mile concept from around 2011, where an electric freight locomotive can work sidings under Diesel power (TRAX dual mode).
The Ulm–Friedrichshafen railway, also known as the Württembergische Südbahn (Württemberg Southern Railway), is a non-electrified main line in the state of Baden-Württemberg, southern Germany. It was built from 1846 to 1850 and doubled from 1905 to 1913. During that time many of the station buildings were rebuilt. Its kilometre numbering begins as the Fils Valley Railway in Stuttgart Hbf.
Network effects are a large factor with electrification. When converting lines to electric, the connections with other lines must be considered. Some electrifications have subsequently been removed because of the through traffic to non-electrified lines. If through traffic is to have any benefit, time-consuming engine switches must occur to make such connections or expensive dual mode engines must be used.
A team from NSYSU examined air quality in Kaohsiung main station on early October 2019 and found that the PM2.5 was 17 times higher than that of standard, putting passengers and workers at risk of getting lung disease. Trains equipped with diesel engine that run through South-Link Line, the only single-track and non-electrified railway in Taiwan, were to blame.
The line is entirely single track and non-electrified. In the short term it is planned to carry out small improvements to straighten the line to Plzeň. There are also proposals to rebuild the line between Roding and Furth im Wald as part of a line known as the Danube–Vltava railway, a high-speed line between Munich and Prague.
The Pun'gang Line, also called the Nyŏngbyŏn Line, is a non-electrified railway line of the Korean State Railway in Nyŏngbyŏn County, North P'yŏngan Province, North Korea, running from P'arwŏn on the Ch'ŏngnyŏn P'arwŏn Line to Pun'gang.Kokubu, Hayato, 将軍様の鉄道 (Shōgun-sama no Tetsudō) This line serves the Nyŏngbyŏn Nuclear Scientific Research Centre, located just south of Pun'gang Station.
The Huancayo-Huancavelica Railway, also known as Tren Macho is a state-owned, non-electrified, single-track, 128.7 km long, standard gauge railway connecting the cities of Huancayo and Huancavelica in the central highlands of Peru. The railway is operated by the Peruvian Ministry of Transport and Communications (MTC) but is expected to be operated as a concession from the end of 2019.
40 Moving away from single-track branch line station to Khasan railway station, further Russian track comes to Tumangang Station in North Korea. The main way of Transsib (in Khabarovsk and Vladivostok) electrified AC 25 kV (1963), the progress on the non-electrified Khasan. At the station, stop all trains and some passenger trains. Fast trains pass the station without stopping.
Vyshhorod is connected to the Kyiv and other destinations mainly by roads. There is also a non-electrified terminus rail connection to Kyiv used for both freight transport and peak hour commuter passenger service. City's riverport facilities are used for local industrial purposes only. Jitney buses run between Vyshhorod and the Heroiv Dnipra station of the Kyiv Metro's Obolonsko–Teremkivska line.
Lines of the Eastern Railway in 1875, including the triangle of railways that connected Geiselhöring, Straubing and Sünching. The Neufahrn–Radldorf railway is a single-track, non-electrified branch line from Neufahrn along the Kleine Laber (a tributary of the Große Laber) to Radldorf in Lower Bavaria. It was opened in 1859 and is one of the oldest railways in Germany.
The Bützow–Szczecin railway is a nearly 200 km-long, mostly non-electrified, single-track main line railway running mostly in the German state of Mecklenburg-Vorpommern. The first section of the line between Bützow and Güstrow was opened in 1850 by the Mecklenburg Railway Company () and is one of the oldest railways in Germany and is part of the Leipzig–Magdeburg–Schwerin–Rostock main line.
Bedburg–Horrem railway (also known in German as the Erftbahn—Erft Railway) is a line in the German state of North Rhine-Westphalia. The non-electrified main line was originally built as a line of the Bergheim District Railway and operated as a metre gauge railway. Later, the line was converted to standard gauge. The Erft Railway is listed as table 481 of the German railway timetable.
The new line which diverges to the west is single line broadgauge and non-electrified railway line mainly used to transport containers from pithampur dry containers port near Tihi. The new railway line from Rau is laid till Tihi and the is under progress at snails pace. In 2008, the Union Cabinet approved the gauge conversion for the Ratlam-Mhow-Khandwa-Akola railway line.(472.64 km).
This new service began on the line on September 30, 2002. Montclair Heights station served as the connection between the non-electrified section of the new Montclair-Boonton Line and the electrified section. Commuters would transfer at Montclair Heights to catch an electric train if coming from stations west. This would add to the commute of those going to Hoboken Terminal by at least ten minutes.
Arriva formed Arriva PCC, a joint venture with PCC Rail in December 2006. In December 2007 Arriva commenced operating services on all non-electrified lines in the Kuyavian-Pomeranian Voivodeship. In June 2010 Arriva took 100% ownership of the business and renamed it Arriva RP.Arriva Poland Arriva In December 2010 Arriva RP won a 10-year extension."Arriva awarded 10-year Polish operating contract" .
Local train operation is divided into the electrified section between Himeji and Teramae, and the non-electrified section between Teramae and Wadayama. All local trains makes every stop on the line, and no local train runs the entire length of the line. The Hamakaze limited express, which connects the Kinki region to the San'in region, uses the Bantan Line to access the Sanin Main Line.
The track is laid to narrow gauge and is electrified at 250 V DC by a third rail on the seaward side of the track. The line consists of a single track with no passing loops, with two non-electrified sidings at the landward end. One of the sidings enters the line's covered workshop. Stations, equipped with low wooden platforms, exist at both ends of the line.
The Dreieich Railway (Dreieichbahn) is a single-track, non-electrified branch line in the Frankfurt Rhine-Main area in the German state of Hesse. It connects Dreieich-Buchschlag on the Main-Neckar Railway with Rödermark-Ober Roden on the Rodgau Railway. Colloquially, the RMV line 61 (RB 61) service is referred to as the Dreieichbahn, which continued beyond Ober-Roden on the Rodgau Railway to Dieburg.
Locomotive changing to move towards Volgograd on the non-electrified line is required.Станция Лихая отмечает юбилей The station building is located between the railway tracks. Immediately west of the station lies a walking bridge. The station building is a modest building of two main floors under a tabernacle roof with projections between central and lateral sections and a small triangle pediment over the front entrance.
Electrification only extended as far as Kingsgrove. Services on the non- electrified section were by CPH railmotor, supplemented by through steam trains from Central in peak hours.Salt Pan via Dumbleton – The Story of the East Hills Line Oakes, John Australian Railway Historical Society Bulletin, September 2001 pp. 323–346 The section between Kingsgrove and East Hills was opened for electric services on 17 December 1939.
The Smart BEST is an experimental Japanese two-car self-charging battery electric multiple unit (BEMU) train developed and manufactured by Kinki Sharyo in 2012 to demonstrate the feasibility of battery train technology for use on non-electrified rural lines. The name is an acronym for "Battery Engine Synergy Train". The train has been tested on JR West and JR Shikoku lines since late 2012.
The Delmenhorst–Hesepe railway is a single-track, non-electrified railway line from Delmenhorst to Hesepe, both in the German state of Lower Saxony. The line was opened in four stages between 1888 and 1900. The first section from Vechta to Lohne was opened in 1888 as part of the Ahlhorn–Vechta railway. The section between Delmenhorst and Vechta opened on 1 May 1898.
Komagawa Station is served by the Hachikō Line for and , and the Kawagoe Line for . The Hachikō Line is divided here into the electrified southern section to Hachiōji and the non-electrified northern section to . Many Kawagoe Line trains from Kawagoe continue to Hachiōji. The station is also served by trains to and from via the Chūō Line in the morning and evening peak periods.
The D.341 were part of a post-World War II effort from the Italian state railways FS to replace their steam locomotives on non-electrified lines. They were designed in collaboration with Fiat and Breda and were produced in two series with different engines, depending from the manufacturer. The second series had a slightly different appearance. Two prototypes were also built by Ansaldo and Reggiane.
The Rottweil–Villingen railway is a single-track, non-electrified, railway on the eastern edge of the Black Forest in the German state of Baden-Württemberg. It runs partly in the upper Neckar valley and connects Rottweil on the Stuttgart–Hattingen railway with Villingen-Schwenningen on the Black Forest Railway. It is served by timetable line 742, on the Rottweil–Bräunlingen/–Trossingen Stadt route (Alemannenbahn).
Rovigo railway station consists of six tracks: the first for the Rovigo-Chioggia line, the second and third for the Bologna-Padua line, the fourth and sixth for the Verona–Legnago–Rovigo line, and the fifth only for direct regional trains to Padua. The station is also a junction of a short non-electrified single track line used by Rovigo Interporto, a goods service.
In 2006, Moroccan operator ONCF procured six redundant CC72000s from SNCF to supplement their existing fleet, renumbering these as DF115-120. In Morocco, they have been operated for freight and passenger services on non-electrified routes. During the early 1980s, the Portuguese Railways procured a batch of 13 CP Class 1900 and 17 CP Class 1930 locomotives, which had a strong family resemblance to the CC72000.
The trolleybuses used for the operation of the present system are Solaris Trollino 18 articulated vehicles, with electrical equipment supplied by Škoda Transportation subsidiary Ganz Transelektro. The Trollinos are long, wide and high. They are fitted with a battery system to enable operation over the non-electrified section from Termini station to Porta Pia. In addition, 45 BredaMenarinibus Avancity HTB were acquired in 2010.
The train is derived from the experimental 817 series BEMU train developed by JR Kyushu, and will incorporate modifications to cope with the colder climate of Akita Prefecture. The two-car EV-E801 series train operates as an electric multiple unit (EMU) under the 20 kV AC overhead wire of the Ou Main Line between and , a distance of , and on battery power over the non-electrified Oga Line tracks between Oiwake and , a distance of , replacing existing KiHa 40 diesel multiple unit (DMU) trains. It can also be recharged via its pantograph at a 20 kV AC recharging facility specially built at Oga Station. The EV-E800 car is equipped with lithium-ion storage batteries with a total capacity of 360 kWh (at 1,598 V), and operates at a maximum speed of under overhead wires and at on battery power over non-electrified tracks.
With only the PRR style all-steel MUs left for passenger service, P-RSL cut back the electrified commuter service to Glassboro in fall 1948 and management then ordered an end to all remaining electrification as of Sept. 8, 1949. On that date a morning commuter run from Glassboro to Camden ended 43 years of electrification. Non-electrified commuter rail service to Glassboro and Millville continued until March 5, 1971.
The Bigge Valley Railway () is a 24-kilometre-long, single-tracked branch line from Finnentrop station via Attendorn and Olpe to Freudenberg in western Germany. It is non-electrified and the section of line from Olpe to Freudenberg is now closed. The section between Olpe and Finnentrop is regularly worked by local railway passenger services (SPNV). The line runs from Finnentrop to Wenden in the valley of the River Bigge.
Under the Reading Company Budd Rail Diesel Cars (RDCs) operated through from the Reading Terminal in downtown Philadelphia to Newtown. The Reading extended electrification to Fox Chase in 1966; limited diesel shuttles from Fox Chase to Newtown continued. SEPTA suspended these shuttles on July 1, 1981, as part of a systemwide discontinuation of non-electrified service. The shuttles returned on October 5 as the Fox Chase Rapid Transit Line.
Street crossings in Newtown and Southampton received brand new welded rail, which were secured using sturdy Pandrol clips vs. traditional rail spikes. Though not promoted, this work was done in order to comply with a federal grant. By March 1985, SEPTA gave into political pressure and made a concerted effort to integrate the non- electrified Fox Chase-Newtown line into the rest of its all-electrified commuter system.
The line continues as a double non-electrified track south through the Southern Highlands towns of Mittagong and Goulburn to Junee on the Southern Plains. Here the line becomes single track for the remainder of its journey south to the state border with Victoria at Albury. The North East railway line then continues through northern Victoria to Melbourne. The line north of Macarthur is maintained by Transport Asset Holding Entity.
The Göttingen–Bodenfelde railway, also called the Oberweserbahn (Upper Weser Railway) and in Göttingen the Bodenfelder Bahn (Bodenfeld Railway), is a standard gauge railway in South Lower Saxony. The single-track, non- electrified branch line runs from Göttingen to Bodenfelde through the Weser Uplands. It is used mainly by local traffic, but it is also used by through traffic. The route was once used, for example, by Düsseldorf–Göttingen traffic.
Zweibrücken Hauptbahnhof is a through station with two platforms and three platform tracks in the city of Zweibrücken in the German state of Rhineland- Palatinate. It is located not far from the city centre, on the single-track, non-electrified, Queich Valley Railway, over which Regionalbahn trains operate between Saarbrücken Hauptbahnhof and Pirmasens Hauptbahnhof. It also connects with Landau, although this requires a change of trains at Pirmasens Nord.
The Dr16 is a class of diesel-electric locomotives used by VR (Finnish Railways). The 23 locomotives have a single, off-centre cab and are currently VR's most powerful diesel locomotives. Their nickname is "Iso Vaalee" (Big Blonde). They are presently mainly used on heavy freight services in northern Finland; their main passenger duty is the haulage of trains on the non- electrified line between Kemi and Kolari in Lapland.
Metrowagonmash is the leading manufacturer of cars for metro systems of large cities of the CIS countries and of several Eastern European states. The enterprise has mastered manufacture of Light Rail cars designed for the lines of the Moscow Metro. Other specific products for the plant are rail buses. These vehicles are relatively new for the domestic railways and are designed for operation on suburban and interregional non-electrified routes.
Nilambur–Shoranur line is a long single line, non-electrified broad gauge (1676 mm) railway spur branch line of the Indian Railways connecting Nilambur Road railway station in Malappuram district with Shoranur Junction in Palakkad district in the state of Kerala. It is a branch line administered by the Palakkad railway division of the Southern Railway zone and one of the shortest broad gauge railway lines in India.
Komagawa Station in Hidaka, Saitama is the boundary point between two distinct sections. The southern section from Hachiōji to Komagawa is electrified at 1,500 V DC. Some trains terminate at Komagawa, while others continue over the Kawagoe Line to Kawagoe Station. A few trains leave the Hachikō Line at Haijima Station, entering the Ōme Line and terminating at Tokyo Station. The non-electrified northern section connects Komagawa with Kuragano.
Bensheim station is in the town of Bensheim on the Main-Neckar Railway, connecting Frankfurt and Heidelberg, in the German state of Hesse. The station is also the beginning and end of the single-track non-electrified Worms–Bensheim line (Nibelung Railway). 114 trains stop at Bensheim station every day, of which about one-third are long-distance services. It is classified by Deutsche Bahn as a category 3 station.
The Oldenburg–Osnabrück railway is a single-track, non-electrified railway line from Oldenburg to Osnabrück, both in the German state of Lower Saxony. The line was opened in two stages between 1875 and 1876. The first section from Oldenburg to Quakenbrück was built between 1870 and 1875 by the Grand Duchy of Oldenburg State Railways (GOE). The opening of the first section took place on 15 October 1875.
The city has a station on the segment of non-electrified route "Ufa-Orenburg", but is out of demand from the passengers and is used mainly for cargo transportation. The main disadvantage of rail transport in this direction - a very low speed (the road to Ufa will take approximately 5 hours, for buses - 2,5–3 hours). This is because the main part of the road passes through the single track road.
SŽ series 713/715 is a two-car diesel multiple unit series of the Slovenian Railways, built between 1983 and 1986. A set consists of a motor wagon, numbered as 713, and a trailer, numbered as 715. These units operate on non- electrified tracks, mostly on the Ljubljana–Novo Mesto–Metlika, Sevnica–Trebnje and Ljubljana–Kamnik lines. Because of the previous colour scheme the units are popularly nicknamed "kanarček" (canary).
They hauled express trains on this southern mainline until the electrification of the Stockholm-Malmö line in 1933. The SJ then tried them on the Gothenburg non-electrified section, but they were not a success on this line which was also due to be electrified. They were then all sold to the neighbouring Danish State Railways (DSB) in 1937. After they were withdrawn from service in Denmark, DSB no.
The C3 is a bi-level coach railroad car built by Kawasaki. These cars began delivery in 1997, ordered by the Metropolitan Transportation Authority for the Long Island Rail Road. The rail cars are pulled and pushed by EMD DE30AC and EMD DM30AC over both electrified and non-electrified territory. The C3 cars are powered by 480 V AC Head End Power (HEP) supplied from the locomotive through four train lines.
The Börde Railway () is a single track (formerly double track), non- electrified branch line in the German state of North Rhine-Westphalia, running from Duren via Zülpich to Euskirchen. It is named after the Jülich-Zülpich Börde (a plain with fertile loess soil), which it runs through. Today, it is particularly important for freight transport. Every weekend, the Eifel- Bördebahn (RB 28) is operated as a volunteer-operated passenger train.
The Nuremberg–Cheb railway is a 151 km long, non-electrified main line, mainly in the German state of Bavaria. It runs from Nuremberg via Lauf an der Pegnitz, Hersbruck, Pegnitz, Kirchenlaibach, Marktredwitz and Schirnding to Cheb in the Czech Republic. The route is also known as the Right (bank of the) Pegnitz line ( or the Pegnitz Valley Railway (Pegnitztalbahn). It was built as the Fichtel Range Railway (Fichtelgebirgsbahn).
The Hürth-Kalscheuren–Ehrang railway (also known in German as the Eifelstrecke—Eifel Railway) is a non-electrified line in the German states of North Rhine-Westphalia and Rhineland-Palatinate running from Hürth-Kalscheuren via Euskirchen and Gerolstein to Trier-Ehrang through the Eifel hills. The line is predominantly duplicated north of Densborn. Today it is only served by trains running as far as Köln Messe/Deutz station or Trier Hauptbahnhof.
EV-E801 at Oiwake Station, Akita A new EV-E801 series two-car BEMU train was introduced on the long non-electrified Oga Line in Akita Prefecture in March 2017. It shares some characteristics with the BEC819 trains: it uses a 360 kWh battery and is recharged from a 20 kV 50 Hz AC overhead supply instead of a 1,500 V DC overhead supply used by the earlier EV-E301 trains.
Eurostar Class 73 73130 at Finmere on a railtour in 2016. Eurostar owns and formerly operated two Class 73 locomotives, which were specially modified to enable them to haul a Eurostar unit. The two locomotives; 73118 and 73130, have additional coupling equipment fitted and were primarily used to rescue failed Eurostar sets, or to haul them over non-electrified routes. They were rarely used away from North Pole depot.
Quite simply; they were not trusted and as a result, they failed to deliver the expected advantages of a higher power (than Class 73) electro-diesel. Services to Southampton Ocean terminal did use them frequently over non-electrified lines, but this required only a few miles of diesel haulage rather than 60+ on the trip to Weymouth and back. Also, following the closure of Southampton Terminus station, the section of non-electrified track served Ocean Terminal exclusively - a failure here would not inconvenience other services - the same was not true West of Bournemouth. The steep ascent from Weymouth would also have taxed their diesel output to the utmost, as the 'Channel Islands Boat Train' usually loaded to 11 cars. Class 73 had a simpler electrical system arrangement for control of the dual power sources - even to the point of two separate power controllers on the driver's desk; one for diesel and one for electric.
The station is the terminus for suburban passenger trains on the Southern Line, which was electrified in 2015. An hourly diesel train shuttle service runs between Papakura and Pukekohe on non-electrified track using DMUs. The station also serves the Auckland-Wellington Northern Explorer service,KiwiRail Scenic Journeys: Northern Explorer between stops at Strand and Hamilton. From 2020, the station will be the terminus of the revived Waikato Connection, to be named Te Huia.
Course of timetable route 115 Brunswick–Uelzen The Brunswick–Uelzen railway line is a largely, single-tracked, non-electrified branch line in the north German state of Lower Saxony. It serves the northern part of Brunswick Land and the eastern region of the Lüneburg Heath. The most important station en route is Gifhorn. The line has also been called the Mühlenbahn ("Mill Railway") for several years due to the many mills along its route.
Originally passenger traffic on the line was operated as one of four independently operated OEG lines and was referred to as line C. The carriage shed was in Schriesheim. Operations were discontinued due to the Second World War from 26 March to 18 June 1945. Steam locomotives were replaced by diesel locomotives on the last non-electrified section, between Weinheim and Schriesheim, on 8 January 1954. Trains ran every 24 minutes from 2 June 1957.
As electrification progressed, the service was eventually extended to between Keelung and Kaohsiung. After 1980, other equipment was introduced and assigned to Tze-Chiang service, including EMU200, EMU300, E1000 Push-Pull, TEMU1000 tilting train on electrified lines, and DR2800, DR2900, and DR3000 on non- electrified lines. From 6 July 1991 through 31 March 1992, TRA piloted business class service on selected departures. However, due to low ticket sales, the experiment was terminated.
However PA1 is classified exactly as "railbuses" in the JSC "Metrovagonmash" factory documentation. Designed for the transport of passengers on non-electrified sections of railways and can be used for urban, suburban and interregional communication. Railbus have cabins at both ends of the car, and do not require a turn. At the same time, RA1 can be operated singly and in the system of many units (in pairs with 2-3 sections) both.
The railway was rebuilt as a non-electrified, largely single- track line. Several surviving Waverley Route structures, including viaducts and tunnels, were rehabilitated and reused for the reopened railway. Passenger services run half-hourly on weekdays until 20:00, and hourly until 23:54 and on Sundays. The timetable also allows charter train promoters to run special excursion services, and for the weeks following the line opening scheduled steam trains were run.
Thee Friedrichshafen Stadt–Friedrichshafen Hafen railway (or Friedrichshafen City–Friedrichshafen Port railway; German: Bahnstrecke Friedrichshafen Stadt–Friedrichshafen Hafen) is a standard gauge and non-electrified railway line in the city of Friedrichshafen in the German state of Baden-Württemberg. It connects the town station with the port station. The 816 metre-long branch line has its own VzG route number, 4531, although operationally it is a connection between two parts of the same station.
The Salta–Antofagasta railway, also named Huaytiquina, Historical infos at scielo.org.ar is a non-electrified single track railway line that links Argentina and Chile passing through the Andes. It is a railway with a total length of 941 km (571 in ArgentinaTimetable Güemes-Salta-Socompa and 330 in Chile), connecting the city of Salta (Argentina) to the one of Antofagasta (Chile), on the Pacific Ocean, passing through the Puna de Atacama and Atacama Desert.
The South Coast Line south of Kiama is non-electrified single track. Since 2001, northbound trains from Gerringong terminate at Kiama, requiring passengers to change to electric multiple unit services to Wollongong and Sydney. In 2005, then Minister for Transport John Watkins announced that electrification would be extended to the terminus at Bomaderry at an unspecified future date, but the proposal did not progress. Gerringong Station was upgraded to be wheelchair-accessible in 2012.
Today, the Württemberg Southern Railway is one of the few non-electrified double-track mainline railways in southern Germany. Electrification including the continuation to Lindau has been agreed. An upgrade to tap the potential for freight and possibly attract more long- distance trains to the line, which is currently (2018) only used by one Intercity train pair. The Federal Transport Infrastructure Plan (Bundesverkehrswegeplan) 2030 specifies a benefit/cost ratio of 2.7 for this measure.
NSB Class 93 () is a tilting two-carriage diesel multiple unit used by SJ Norge for passenger trains on non-electrified stretches of the Norwegian railway network. Used on the Nordland Line, the Røros Line and the Rauma Line, they were purchased to replace the aging Di3 locomotive-hauled trains. The Class 93 was produced by Bombardier, and is part of the Talent family. Fifteen units were delivered between 2000 and 2002.
It was also announced that the electrification plan of the Midland Main Line was to be scrapped and InterCity Express Trains ordered would be changed to less efficient bi-mode trains with diesel engines added to run on non-electrified lines. Research by the Institute for Public Policy Research has shown that current or planned expenditure on transport infrastructure per head of population is £1,943 in London and £427 in the north of England.
The Muratlı-Tekirdağ railway () is a long electrified, double-track railway in East Thrace, Turkey. The railway connects the Istanbul-Pythio railway in Muratlı to the port city of Tekirdağ on the Sea of Marmara. Construction of the railway began in 2007 and it was opened on 31 August 2010 by then-Minister of Transportation Binali Yıldırım as a single-track non-electrified railway. The route was later double-tracked and electrified in 2013.
The line passes under the north side of town in the Black Rock Tunnel, the third railroad tunnel constructed in the United States. Regular commuter trains last stopped at the Phoenixville Station in 1981, when SEPTA ceased operating non-electrified commuter lines. Norfolk Southern Railway (NS) currently utilizes the busy line on a daily basis as part of its Harrisburg Line. Phoenixville was also the place where the Pickering Valley Railroad joined the Reading.
State railways (VR) operated steam locomotives until 1975. In the Netherlands, the first electric trains appeared in 1908, making the trip from Rotterdam to The Hague. The first diesels were introduced in 1934. As electric and diesel trains performed so well, the decline of steam started just after World War II, with steam traction ending in 1958. In Poland, on non-electrified tracks, steam locomotives were superseded almost entirely by diesels by the 1990s.
The locomotive was in use until 1958, when it was rebuilt for experiments with new electrical systems. It never made it into series production because of its relative inefficiency and, by 1958, the lack of non-electrified lines in the SBB-CFF-FFS network. The locomotive was tested in Germany as a potential replacement for the class 01 steam engines (which it outperformed especially on grades). Similar tests were made in France.
The Čakovec–Mursko Središće railway, officially designated L101 railway, is a railway line in Croatia connecting the cities of Čakovec and Mursko Središće. The railway line links to the Slovene railway line to Lendava to the north of Mursko Središće. In Čakovec, the railway also connects to the M501 to Budapest and Ljubljana and to the R201 to Varaždin and the rest of the Croatian railway network. Route is non-electrified and single-tracked.
The Königstein Railway (Königsteiner Bahn) is a 1902 opened, single-track and non-electrified secondary railway line that connects the town of Königstein im Taunus with the city of Frankfurt am Main on the southern edge of the Taunus in the German state of Hesse. The Regionalbahn line, which was also called the K-Bahn from 1989 to 1995, now runs from Koenigstein via Frankfurt-Höchst station as timetable route 646 to Frankfurt (Main) Hauptbahnhof.
He observed the experiments of Giovanni Battista Baliani regarding falling objects, and he wrote about these experiments noting that two different objects fall in the same amount of time regardless of the medium. He also performed experiments with pendulums and observed that an electrically charged body can attract non-electrified objects. He also noted that two charged objects repelled each other. His observations were published in the works, Philosophia magnetica (1629) and In quatuor libros meteorologicorum Aristotelis commentaria (1646).
The Pune–Miraj–Londa line is a railway line connecting Pune in Maharashtra and Londa in Karnataka. It traverses the Western ghats and covers a distance of across Maharashtra and Karnataka. Of the total 468 km distance of this line, 280 km stretch falls under the jurisdiction of Central Railways and the remaining 188 km section under South Western Railway. Despite heavy rail traffic, this line continues to be a single-track non-electrified railway line.
The Siegburg–Olpe railway or Agger Valley Railway ( or Aggertalbahn) is a single-tracked, non-electrified branch line in the German state of North Rhine-Westphalia. Part of a direct link from Cologne, only the section from Overath to Gummersbach-Dieringhausen is still in operation. The section of line from Siegburg to Overath and from Dieringhausen to Olpe are closed. The line is named after the River Agger, which it follows for a long way and crosses several times.
Esslingerberg Tunnel with slab track From Ingolstadt the line runs mostly north-westerly towards Eichstätt Bahnhof (station). Eichstätt Bahnhof is located on the edge of the Eichstätt district of Wasserzell. A 5.1 km long remnant of the non-electrified Eichstätt–Beilngries line connects as a branch line from Eichstätt Stadt (town) station to the main line. From Eichstätt Bahnhof the line runs largely in the narrow Altmühl valley and as a result it is very curvy.
The Numedal Line () is a long railway line that runs up the Numedal valley between Kongsberg and Rødberg in Viken county, Norway. Built and operated by the Norwegian State Railways, the non-electrified, standard gauge line passes through the municipalities of Kongsberg, Flesberg, Rollag and Nore og Uvdal. It is now owned by the Norwegian National Rail Administration. The first plans for a line through Numedal were launched after the Sørland Line reached in Kongsberg in 1871.
The Moskovskaya Okruzhnaya Zheleznaya Doroga formed a ring around the now-downtown Moscow since 1903, but only served as non-electrified, fueled locomotive-only railway prior to reconstruction into MCC in 2010's. The Moscow Central Circle is a urban-metro railway orbital line that encircles historical Moscow. It was built alongside Little Ring of the Moscow Railway, taking some of its tracks into itself as well. M.C.C. was opened for passenger use on September 10, 2016.
The Zenn Valley Railway () is a branch line in the German free state of Bavaria that branches at Siegelsdorf off the Nuremberg–Würzburg railway and runs to Markt Erlbach. It is single-tracked, with a crossing loop in Wilhermsdorf station, and non-electrified. All trains run from and to Fürth Hauptbahnhof. The Zenn Valley Railway was the first Vizinalbahn ("neighbourhood railway") in Bavaria and was especially important to the town of Langenzenn due to the brickworks there.
The Pragersko–Središče Railway is a long railway in Slovenia that connects the Slovenian town Pragersko with the Croatian railway network west of Čakovec. The Pragersko-Ormož section of the railway, officially designated as railway number 40 is part of the Pan-European Corridor V, which runs from Venice to Kiev. The remaining between Ormož and Croatian–Slovene border east of Središče ob Dravi is classified as line number 44. The railway is mostly single-tracked and non-electrified.
The Hildesheim–Goslar railway is a 53 kilometre long, double-track and non- electrified main line in the northern Harz foothills in the German state of Lower Saxony. It serves mainly to connect with the tourist region in the northern Harz (Goslar, Bad Harzburg and Wernigerode) with Hildesheim and Hanover. It is served by the HarzExpress, running between Halle, Halberstadt, Goslar and Hannover Hauptbahnhof. The most important station and junction of the line is Salzgitter-Ringelheim station.
This traffic ceased following the closure of ICI Callerton, in March 1989. There were originally three tracks here. On the south side was the platform line, on the north side a siding for use by the Tyne and Wear Metro, and in the middle the non-electrified through line for freight services. The ownership boundary between the Tyne and Wear Metro and British Rail was the level crossing on Station Road, to the west of the station.
During rush hours, the branch sees extra service, including direct electric service to Atlantic Terminal, service to Penn Station that bypasses Jamaica, and direct service to Hunterspoint Avenue, Long Island City, or Penn Station from stations east of Huntington. Stations on the electrified portion that have the heaviest traffic include Mineola, Hicksville, and Huntington. On the non-electrified portion, the heaviest traffic tends to be to the Stony Brook station where Stony Brook University is located.
Tramways and Light Railways of Switzerland and Austria (2nd edition), p. 139. Gloucester, UK: Light Rail Transit Association. . A special feature of the network are the level crossings where the trams cross the standard gauge non-electrified Mühlkreisbahn railway and its connecting line to the main Austrian Federal Railways network. Lines 1 and 2 cross the connecting line to the east of Linz Urfahr railway station, whilst line 50 crosses the Mühlkreisbahn proper to the west of that station.
The track is one of the 18 bottlenecks with capacity problems identified under the Bundesschienenwegeausbaugesetz (Federal Railway Infrastructure Development Act) of 1993. In particular the section between Markt Schwaben and Ampfing is one of the busiest single-track lines in Germany. About 3 million tonnes is handled on this single-track, non- electrified route; this is more than one percent of Germany's total rail freight task and in 2015 it will probably be more than two percent.
Electrification of the South Coast railway line was further extended to in 1993 and, finally, to Kiama in 2001. The railway between Kiama and is the only part of the line that remains non-electrified, operated by New South Wales Endeavour railcars since their introduction in 1994. The electrified rolling stock of the South Coast Line began with V set intercity trains. There were later accompanied by Tangaras when they were introduced into the CityRail network in 1988.
CTC signalling was commissioned over the entire line from 27 February 1985. On 1 April 1987, with the privatization and splitting of Japanese National Railways (JNR), the Hachiko Line was transferred to the ownership of JR East. From 16 March 1996, the Hachioji to section was electrified at 1,500 V DC, and services on the non-electrified section north of Komagawa to and from were operated separately as one-man driver only operation services using KiHa 110 series DMUs.
At a siding of Rouf station, there is a "railway theatre" in disused rolling stock and a disused SEK class Μα "2-10-2" steam locomotive made by Breda (). The line between Rouf and Athens Central (Larissis Station) is single track and non-electrified. There is considerable traffic on this stretch as it serves the busy Proastiakos commuter rail service and regional rail service to Thessaloniki and Halkida (Chalkis); as well as other destinations served by Athens.
Article on life and works of Jagmal Raja Chauhan of Nagor published in Kutch Darpan Magazine,August 2009 # Sanctioned the Haji Pir (near Nara) Dargah complex in the Rann. # Introduced Kutch into the electricity, automobile and aviation era, but preferred to keep his personal apartment at the Pragmahal Palace non-electrified. # In 1930 he personally identified & selected the location for new port of Kandla.Then in 1930, Maharao Khengarji III of Kutch opened new port at Kandla.
The Slow and Fast Passenger trains are a series of passenger train services of Indian Railways which connect small towns and cities to metropolitan cities in India, which form the backbone of the economy and railways of India for future development.walkthroughindia.com, Retrieved 14 July 2020 The word Passenger states that it halts at all stations on the electrified and non-electrified railway routes. Currently, the total separate 3572 passenger trains are running of all railway zones of IR.
Up LSWR trains passed the point of junction and then reversed into the terminal platform. The connection was doubled in 1878, and in 1880 a platform was provided on the curve for down trains; they could now run through normally, but up trains continued the reversing movement. This was perpetuated until a through up platform on the curve was provided as part of the Bournemouth Line electrification in 1967, which provided enhanced non- electrified services to Weymouth.
The Varaždin–Dalj railway, officially designated as the R202 railway, is a long railway line in Croatia that spanning between the city of Varaždin and the town of Dalj east of Osijek. It is non-electrified and mostly single- tracked.2014 HŽ network statement The R202 railway connects to several other lines. In Varaždin, at the western terminus of the line, the railway connects to the R201 spanning between Čakovec, just to the north, and Zaprešić near Zagreb.
Electro-diesel locomotives and Electro-diesel multiple units mitigate these problems somewhat as they are capable of running on diesel power during an outage or on non- electrified routes. Different regions may use different supply voltages and frequencies, complicating through service and requiring greater complexity of locomotive power. The limited clearances available under overhead lines may preclude efficient double-stack container service. However, Indian Railways and China Railway operate double stack cargo trains under overhead wires with electric trains.
Physical bird deterrents include such products as steel or plastic spike systems, bird netting, electrified wire systems, non-electrified wire systems, electrified track systems, slope barriers, mechanical spiders, chemical foggers and more. Sharp bird spikes can pierce and impale birds, while "blocking" and "shocking" methods do not harm birds. Unfortunately, blunt tip bird spikes may still impale birds on windy days. The safer shocking and blocking methods simply repel birds from an area with no harm.
The world's first underground railway, the Metropolitan Railway (part of the London Underground), opened in 1863. In the 1880s, electrified trains were introduced, leading to electrification of tramways and rapid transit systems. Starting during the 1940s, the non-electrified railways in most countries had their steam locomotives replaced by diesel-electric locomotives, with the process being almost complete by the 2000s. During the 1960s, electrified high-speed railway systems were introduced in Japan and later in some other countries.
Due to the unfavourable geography of Pirmasens, the station is now only connected by a single track and non-electrified branch line. This route, called the Biebermühl Railway, runs almost seven kilometres north to Pirmasens Nord station. From Pirmasens Hbf Regionalbahn trains run to Kaiserslautern Hauptbahnhof over the Biebermühl Railway, to Saarbrücken Hauptbahnhof via Zweibrücken Hauptbahnhof and Rohrbach over the Schwarzbach Valley Railway and to Landau (Pfalz) Hauptbahnhof over the Queich Valley Railway, requiring a reversal in Pirmasens Nord.
The Husan Line is a non-electrified standard-gauge freight-only secondary line of the Korean State Railway located entirely within Namp'o Special City, South P'yŏngan Province, North Korea, running from Husan on the Ryonggang Line to Yangmak.Kokubu, Hayato, 将軍様の鉄道 (Shōgun-sama no Tetsudō), The Husan Line runs along the west side of the Ryongho Reservoir to serve a number of industries around Yangmak. The industrial trackage continues for a ways beyond Yangmak to the Yangmak granite quarry.
On 10 May 2011, Bombardier announced a new TRAXX electro-diesel model, dubbed the "Last Mile Diesel", that combined a standard AC propulsion system with a diesel engine to power the locomotive in light-duty applications such as operating on non-electrified sidings or yards. The design was based on Bombardier's experience with building the ALP-45DP. At the time the new model was introduced, a launch order for five units was announced by Railpool, which had signed the order in late 2010.
The main facility of Bjørnevatn Mine, which constitutes the southern terminus of the line The Kirkenes–Bjørnevatn Line is long and runs from Bjørnevatn Mine to Kirkenes Port. While the line had passenger transport, it had two stations, Kirkenes Station and Bjørnevatn Station, which were located from each other. A third station, Armeverplegungslager, was only used during the Second World War and immediately afterwards and was located from Kirkenes Station. The railway is standard gauge, non-electrified and single track.
The Wuppertal-Oberbarmen–Solingen railway is a line in the Bergisches Land in the German state of North Rhine-Westphalia, which connects the three Bergisch cities of Wuppertal, Remscheid and Solingen. It is classified as a main line and is double track and non-electrified. Today's route is made up largely of sections of three formerly independent routes built by the Bergisch-Märkische Railway Company (, BME). The section between Remscheid and Solingen was built after the BME's nationalisation by the Prussian state railways.
The Solling Railway ( is a non-electrified, single track standard gauge railway connecting Höxter-Ottbergen in the east of the German state of North Rhine-Westphalia and Northeim in southern Lower Saxony. It takes its name from the fact that it runs through the southern Solling in Lower Saxony, an area of large forests and low mountains (Mittelgebirge). It is listed as timetable (KBS) route 356 north (until 1992 it was KBS 245, and until 1970 it was KBS 200).
Shoreliners are a class of locomotive-hauled rail car used by the Metro-North Railroad for service on non-electrified portions of their system. They are similar to the Comet coaches used by New Jersey Transit, however there are several differences between the two. Ownership of the fleet is split between the Metropolitan Transportation Authority and the Connecticut Department of Transportation, as part of the latter's operating agreement with the MTA. MTA coaches have blue window bands, while CDOT coaches have red ones.
A pedestrian tunnel which runs beneath the tracks, is also elevated and has staircases on each end connects the two parking lots. No bus connections are available at this station, but the Old Plank Road Trail offers a human-powered right-of-way going east and west. There is evidence of another island platform to the east of the current platform. This served the IC long-distance trains on a non-electrified double track line—the same tracks used by Amtrak today.
Today's infrastructure of the station consists of the station building, two low passenger platforms and three cargo platforms, building of station operator, warehouse, walking bridge over west yard neck. Station layout consists of 8 tracks (the first five tracks are electrified). Non- electrified tracks run towards the sea port and industry. Since 1950, movement on the station is provided mainly freight trains, which proceed in state to the port for transshipment of cargo to ships (either river service ships or sea crafts).
The Husum-Bad Sankt Peter-Ording railway (also known as the Eiderstedt line) is a 44 km-long, single-track non-electrified branch line in the German state of Schleswig-Holstein. The line connects the North Frisian town of Husum with all the important parts of the Eiderstedt peninsula, including Tönning, Garding and Sankt Peter-Ording. The line opened in 1854 and was one of the oldest railways in Germany. Passenger trains are operated by the DB Regio Schleswig-Holstein at hourly intervals.
Four Class 66 units were ordered by the Norwegian State Railways (NSB) in 1939, to be used as express trains on the then newly or shortly-to-be electrified Sørland- and Østfold Lines. At the same time, similar Class 88 diesel multiple units were ordered for the non- electrified Bergen- and Dovre Lines. The trains were built by Strømmens Værksted, Skabo Jernbanevognfabrikk and Norsk Elektrisk & Brown Boveri (NEBB). The diesel series was assembled by Strømmen, while Skabo assembled the electric version.
The railway opened to Levanger on 29 October 1902, to Verdalsøra on 1 November 1904 and to Sunnan on 15 November 1905. Sunnan was chosen as terminus because of its location on the southern end of the lake of Snåsavatnet. The line was further extended to Snåsa in 1926, after which it has been classified as part of the Nordland Line. The railway is the most heavily trafficked non-electrified line in Norway, with the Trøndelag Commuter Rail running south of Steinkjer.
An Amtrak Shuttle (now Hartford Line) at Hartford in 2005 Hartford is situated midway along the New Haven–Springfield Line, a non- electrified branch of the electrified Northeast Corridor. Amtrak operates four services through Hartford, with a total of about sixteen trains per day in each direction. Four Amtrak services run on the New Haven–Springfield Line with a stop at Hartford: the , the , some service, and the . Hartford Line commuter rail service is split between Amtrak trains and ConnDOT (CTrail) trains.
From Bayreuth Central Station (Hauptbahnhof) railway lines run north to Neuenmarkt-Wirsberg, and from there to Bamberg and over the Schiefe Ebene to Hof, east to Weidenberg, southeast to Weiden and south to Schnabelwaid with connections to Nuremberg on the Pegnitz Valley Railway. The lines around Bayreuth are all single-tracked and non-electrified. Since 23 May 1992 tilting Class 610 diesel multiple units have worked the Pegnitz Valley route. These were bought by the former Deutsche Bundesbahn specifically for the winding track.
The line then reaches Dapto where a passing loop is provided. Dapto was the southern extent of electrification until 2001. The line passes south through Albion Park (where another crossing loop is provided) to reach Kiama the extent of electrification. South of Kiama, the line continues as a single track non-electrified line through rolling dairy pastures via several tunnels to the towns of Gerringong and Berry before arriving at its terminus at Bomaderry on the northern bank of the Shoalhaven River.
The Münster–Enschede railway is a 64 km long, continuous single-track and non- electrified branch line from Münster via Gronau in the German state of North Rhine-Westphalia to Enschede in the Netherlands. Regionalbahn service RB 64 (Euregio-Bahn) runs over it. The Münster-Enschede Railway Company (Münster- Enscheder Eisenbahn-Gesellschaft, MEE) planned the line and started its construction, but its completion was carried out by the Royal Westphalian Railway Company (Königlich-Westfälische Eisenbahn, KWE), which was funded by the Prussian government.
An Endeavour set in the NSW TrainLink livery 28 Endeavour diesel railcars were introduced from 1994 to operate the non- electrified CityRail lines to replace the ageing DEB railcars and some of the 620/720 class railcars. They currently operate on the Southern Highlands line, the Illawarra line between Kiama and Bomaderry, the Bathurst Bullet on the Main Western line and the Hunter line. They previously operated weekend service on the Moss Vale – Unanderra line. They operate as two or four-car sets.
Kinosaki Onsen Station is served by the Sanin Main Line. The station is the dividing point between the electrified segment of the line up to Kyoto, and the non-electrified segment down to Hōki-Daisen. This is the farthest along the line that any regularly scheduled train from Kyoto will go (except the Hakuto Limited Express, which stops at Tottori Station but avoids the Sanin Line for much of its route). Passengers wishing to continue onward must change trains at this station.
The line is standard gauge, non-electrified, lacks centralized traffic control,Norwegian National Rail Administration (2009): 37 automatic train control,Norwegian National Rail Administration (2009): 40 and train radio.Norwegian National Rail Administration (2009): 42 The railway line is owned and maintained by the Norwegian National Rail Administration.Norwegian National Rail Administration (2009): 3 The section from Grong to Skogmo, Overhalla, remains open and maintained, but is not used for ordinary traffic. The section from Skogmo to Namsos remains, but is not maintained.
The Alster Northern Railway () or ANB was a non-electrified, single-tracked branch line in northern Germany. It linked the stations of Ochsenzoll in Hamburg-Langenhorn with Ulzburg Süd in the district of Segeberg in Schleswig- Holstein. The northern part of the route to Norderstedt Mitte is used today by AKN Railway on behalf to VGN Norderstedt (HVV Line A2) and is mostly double- tracked. Since 1996 the southern section is part of the Hamburg U-Bahn network (Line U1).
Stony Point line services operate as shuttles from Frankston station with passengers to and from Flinders Street required to change trains. It is the only non-electrified line operated by Metro Trains, with services being operated using Sprinter diesel multiple units leased from V/Line. Melton (Ballarat line) and Wyndham Vale (Geelong line) services are operated by V/Line and depart from Southern Cross, but are within the metropolitan ticketing zone. Bacchus Marsh/Melton/Ballarat trains stop at Rockbank, Caroline Springs, Deer Park and Ardeer.
The diesel-electric vehicles used a direct route over the Waldkappel rail line between Ober- and Nieder-Kaufungen which is not electrified. This meant, in contrast to the trams which served all stops, a reduction in journey time. In August 2007, the switch to the continuous use of conventional tramcar vehicles on this line was made. The former tram-train runs over the non-electrified railway through Waldkappel were replaced by tram "express" trips that do not operate at all stops along the route.
Map of the Kashgar–Hotan (Kahe) railway The Kashgar–Hotan railway or Kahe railway (, abbreviated ), is a single-track, non-electrified, railway in Xinjiang, China between Kashgar and Hotan. The railway is in length and runs along the southern edge of the Taklamakan Desert, connecting all major cities and towns of the Southwestern Tarim Basin, including Shule, Akto, Yengisar, Yarkant (Shache), Poskam (Zepu), Karghilik (Yecheng), Pishan (Guma) and Karakax (Moyu). The line extends the Southern Xinjiang Railway east from Kashgar. Construction began in December 2008.
Dalkhola railway station is a railway station in Dalkhola, Uttar Dinajpur district, West Bengal, India. It is a standard II-R interlocked roadside station situated on non-electrified double line section at 43 metres above sea level. It also serves as a prominent rakepoint and the entry to the rest of the NFR. It used to have seven platforms, of which two has been put out of use since the removal of the Katihar-Siliguri Junction mg route and only three are for passengers.
The South Coast Line south of Kiama is non-electrified single track. Since 2001, most northbound trains from Berry have terminated at Kiama, requiring passengers to change to electric multiple unit services to Wollongong and Sydney. In 2005, then Minister for Transport John Watkins announced that electrification would be extended to the terminus at Bomaderry at an unspecified future date, but the proposal did not progress. Berry and Bomaderry were the last locations in the NSW metropolitan rail network to use the electric staff signalling system.
On non-electrified routes Nightstar services would have been hauled by a diesel engine. When first proposed British Rail intended to obtain these locomotives as part of a larger order for a new class of diesel locomotive. This order was not forthcoming so a tender was put out for the six locomotives required. However the cost of such a small order of locomotives was excessively high so the decision was taken to use pairs of refurbished Class 37 locomotives, drawn from the class 37/5 subclass, instead.
The South Coast Line is an intercity rail service operated by NSW TrainLink that services the Illawarra region of New South Wales, Australia. The service runs from , and runs the entire length of the eponymous South Coast railway line to . The service also runs along the Eastern Suburbs railway line at peak hours and the Port Kembla railway line to . It is operated with NSW TrainLink H sets and Sydney Trains T sets, with Endeavour railcars operating the service on the non-electrified line between and Bomaderry.
The Hönne Valley Railway () is a 22 km long, single-track and non-electrified branch line in the German state of North Rhine-Westphalia, running from Menden (Sauerland) to Neuenrade through the Hönne valley. It is operated as timetable route 437 from Unna via Fröndenberg, Menden (Sauerland) and Balve to Neuenrade. The line runs through two tunnels and across seven bridges made of natural stone through the Hönne valley, which was already praised for its beauty during the period of German romanticism when it was built.
TRA's West Coast line and Badu-Hualien section feature mostly double-track, electrification, modern colour light and cab signalling, overrun protection, and centralized traffic control (CTC). South-link line, east coast Taitung (converted from 762 mm gauge), and three “tourist” branches are non-electrified single-track with passing sidings. Since the early 1980s, conventional railway capital improvements are nationally funded and managed by the MOTC's Railway Reconstruction Bureau, then turned over to TRA for operations. Taiwan's challenging terrain meant all lines feature extensive tunneling and long bridges.
They could run up to 20 minutes without power supply, like a fireless locomotive, once the boiler had been charged to full pressure. The firebox was retained, usually keeping hot embers, with a classic fire for longer operation on non-electrified tracks. The water circulation pump, the control circuit and the lighting were powered by a battery that was charged from a rectifier fed by one of the transformers. The system was capable of producing about 300 kg of steam per hour at 12 atm pressure.
The Palatine Northern Railway () is a non-electrified single-track main line that connects Neustadt (Weinstr) Hbf with Monsheim in the German state of Rhineland-Palatinate. It was opened between 1865 and 1873 in three stages. With the replacement of the old Ludwigshafen terminus with the modern Ludwigshafen Hauptbahnhof through station in 1969, Bad Dürkheim station became the only station in the form of a terminus in the Palatinate region. Passenger services over the Grünstadt–Monsheim section were discontinued in 1984, but re-established in 1995.
Hyde North only has platforms on the non-electrified tracks towards New Mills Central. The electrified tracks carry EMU trains from Manchester Piccadilly to Glossop and Hadfield behind the station. Despite the station's former name, Hyde Junction, suggesting that passengers had a choice of routes, there never were platforms on the Glossop/Hadfield line here; trains call instead at nearby Flowery Field. Hyde North is served by alternate services (hourly in each direction) DMU on the route between Piccadilly and Rose Hill Marple (Mon-Sat).
The current station building was built in 1909 and was renovated by the Long Island Rail Road for its centennial. On October 19, 1970, the Port Jefferson Branch was electrified up to Huntington and high-level platforms were added. The station also became a transfer point for diesel trains serving the non- electrified portion of the branch, requiring most passengers traveling to and from points east to change at Huntington. The first parking garage was constructed on the south side of the station in the 1980s.
The railway reached Kemijärvi in 1934. It was extended north to Salla and what is now Russia during World War II, though the line is currently moribund beyond Kemijärvi. Kemijärvi railway station has passenger train service to Rovaniemi, Oulu and Helsinki. The direct overnight train service between Kemijärvi and Helsinki was controversially withdrawn in September 2006, with VR (Finnish Railways) stating that its new sleeping car trains could not operate with the diesel locomotives needed for the (then) non- electrified railway north of Rovaniemi.
In addition to the removal of all grade crossings, the tracks were separated from, and moved to the west side of, the two freight and inter- city tracks. At McCormick Place just south of downtown Chicago, the two non- electrified tracks to Central Station crossed over the new electric alignment. The electric tracks continued north to Randolph Street Terminal. The "IC Electric" was once Chicago's busiest suburban railroad, and carried a great deal of traffic within the city as well as to suburban communities.
Directly to the south of the station, a non-electrified spur branched off of the Tottenville-bound track, which once ran all the way to the Arthur Kill. The spur, built in 1928, was called the West Shore Line by the Baltimore and Ohio Railroad (B&O;), which owned the Staten Island Rapid Transit. It was used to deliver building materials to the Outerbridge Crossing construction site near the Kill. Years later, the track was used to serve a scrapyard owned by the Roselli Brothers.
The station had another island platform between the two non-electrified tracks on the eastern side to serve the long distance trains, such as the Panama Limited and James Whitcomb Riley. It is now removed, but evidence still remains. This also serves as a stop for Mount Carmel High School students, which is directly across from the station. The station was originally used as a local and express station until the schedules were shifted in 1975 to make 55th–56th–57th Street station the express station.
The project will connect Grand Central Terminal to the railroad's Main Line, which connects to all of the LIRR's branches and almost all of its stations. However, due to clearance restrictions in the 63rd Street Tunnel, the C3 bilevel coaches used in diesel territory will not be able to use the terminal, thus not allowing for direct trips to and from non-electrified portions of the system (ie: to/from Oyster Bay or Port Jefferson), requiring passengers from diesel portions of the system to transfer.
Melbourne's suburban network includes 16 electrified lines and 1 non-electrified line. Many lines have been lengthened over time, most notably the Mernda line from Epping to South Morang in 2012 and again to Mernda in 2018. Lines have also changed terminus or layout, including the forthcoming changes to the Cranbourne, Pakenham and Sunbury lines as part of the Melbourne Metro Rail Project. Numerous proposals for new lines or extensions not yet constructed have been made, including the long-outstanding Doncaster railway line and Melbourne Airport rail link.
These through trains must change locomotives at New Haven, as the track north to Springfield is not electrified, unlike the Northeast Corridor. The locomotive change is from a Siemens ACS-64 for the electrified territory to a General Electric P40DC or P42DC for the non-electrified territory, or vice versa. Prior to 2000, when the Northeast Corridor was electrified all the way to Boston, all trains continuing north of Union Station had to change from diesel to electric power. Additionally, the provides through service from Washington, D.C. beyond Springfield to , Vermont.
In non-electrified areas, insulated blockjoints come in pairs, one on each rail. In electrified areas, a workaround is needed to allow the traction current, of the order of thousands of amps, to return to the substation. This may be achieved by having no insulated block joints in one of the rails, called the return rail. If both rails are needed to carry the heavy traction return current, then insulated blockjoints are provided in both rails, and impedance bonds are provided to carry the traction current around the insulated joints.
The Halle–Vienenburg railway is a 123 kilometre long non-electrified main line north of the Harz Mountains in central Germany. It is an important connection between the metropolitan area of Halle (Saale) and the northern Harz mountains. It was opened in several sections between 1862 and 1872 by the Magdeburg–Halberstadt Railway Company (Magdeburg-Halberstädter Eisenbahngesellschaft, MHE) and is now maintained by DB Netz except for the disused section between Heudeber-Danstedt and Vienenburg. Since 1996, traffic between Heudeber-Danstedt and Vienenburg has used the railway via Wernigerode running further to the south.
The station originally consisted of two wooden side platforms with a stationhouse at the east end of the St. George-bound platform and ramps to South Avenue. A wooden overpass to the side of the right-of-way was located at the west end. Non- electrified freight sidings were located on both sides of the station, with a switch to the northernmost track located in the center of the station. The station was closed on March 31, 1953, along with the rest of the North Shore Branch and the South Beach Branch.
It will be replaced by a system of chordal highways. Aside from aforementioned hierarchy, line 5 of Moscow Metro is a circle-shaped looped subway line (hence the name Koltsevaya Liniya, "ring line"), which is located between the Sadovoye Koltso and Third Transport Ring. September 10, 2016, Moscow Central Circle renovated railroad (former Moskovskaya Okruzhnaya Zheleznaya Doroga) was introduced as 14th line of Moscow Metro. The railroad itself was in use since 1907, but before the renovation, it was a non- electrified railroad for transit needs of fueled locomotives only.
The total route has been agreed with all stakeholders and will not damage the existing graves. The road is designed as a single-track non-electrified with seven stations, 12 trips, 830 artificial structures, including 180 bridges with a total length of 21.248 kilometers, and seven tunnels with a total length of 4751.9 meters. "The longest tunnel will be Uyuk tunnel crossing Uyuk ridge on the territory of the Republic of Tuva. It will be laid at a maximum depth of 200 m, the length of the tunnel is 2.080 m", — said the Agency interlocutor.
The line was electrified and resignalled in 1986 as part the AyrLine electrification programme. Electric working commenced between Kilwinning and Ardrossan in November 1986, and was extended to Largs in January 1987.J C Gillham, The Age of the Electric Train, Ian Allan Ltd, London, 1988, The passenger route from a point immediately south of Ardrossan South Beach to Largs was reduced to single track. The former Up Line was retained as a non-electrified "Up Freight Line", serving the facilities at the Hunterston Terminal, which are on both sides of the main line.
Station names were announced in November 1929. They were largely the same as those used today with the exception of Dumbleton (present-day Beverly Hills) and Herne Bay (present-day Riverwood). The first section to Kingsgrove opened on 21 September 1931 as an electrified double track line from Wolli Creek Junction on the Illawarra line to Kingsgrove. The second section, a single-track non- electrified extension to East Hills, was opened on 19 December 1931 by the then-Minister for Local Government James McGirr in a ceremony at East Hills.
Tajik Railway Train with TE33A loco Eu 733 0-10-0 in a park near the main railway station in Dushanbe, Tajikistan Rail transport in Tajikistan is limited, as the railroad system totals only of non-electrified, single-track railway, all of it broad gauge. The system connects the main urban centers of western Tajikistan with points in neighboring Uzbekistan. In 1999 a new line connected the southern cities of Qurghonteppa and Kulob. In 2016, another line connected both cities to the capital Dushanbe, thus linking southern and central railway networks together.
Hawk Bridge was rebuilt in 2007 wide enough to accommodate double track Ely Dock Junction is just under a mile south of Ely station on the London-King's Lynn main line. From the junction, the non- electrified single-track Ely to Ipswich line diverges to the southeast. The line serves Newmarket, Bury St Edmunds and Ipswich where it connects with the ex-GER main line from London Liverpool Street station to Norwich. Hawk Bridge is half-a-mile east of Ely Dock Junction and carries the Newmarket line over the River Great Ouse.
The DR2900 series is a series of diesel multiple unit trains operated by the Taiwan Railways Administration as Tze-chiang limited express on non- electrified mainlines. They were originally built by Hitachi in 1986 for the Taiwan Railways Administration to provide more service on the eastern mainline of Taiwan. Each power driving car (designated as DR2900s) is equipped with a Cummins NT855-R4 diesel engine producing 310 horsepower (230 kW) to move the train. The trailer (designated as DR2950s) has a diesel engine to provide head-end power for the entire three-car set.
The Cologne–Overath railway is a single-track, non-electrified railway in the German state of North Rhine-Westphalia. It was opened in 1910 to connect the historic Siegburg–Olpe railway directly to Cologne and required the construction of the Hoffnungsthal tunnel. The section from Hoffnungsthal to Rösrath partly used the track of the Cologne–Lindlar railway, which is now largely disused west of Bergisch Gladbach. The line, like the Siegburg–Olpe line, is also called the Aggertalbahn (Agger Valley Railway), although it leaves the valley of the Agger not far from Overath.
In 2002, Thameslink began hiring four Class 317/1 units from WAGN to allow it to run additional Bedford to Moorgate services. Unlike when units were hired to LTS Rail, specific units were not involved. Instead, units were still maintained by WAGN and only hired for a fortnight. Two units each week were transferred in each direction, generally being hauled over the non- electrified route by two Class 31 locomotives provided by Fragonset Railways or Class 47 locomotives with barrier vehicles at either end of the Class 317.
Metro-North's GE Genesis P32AC-DM electro-diesel locomotive can also operate off of third-rail electrification. These special locomotives can operate as an electric locomotive or as a diesel locomotive. The Long Island Rail Road, Metro-North Railroad and New Jersey Transit Rail Operations operate dual-mode diesel–electric/third-rail (catenary on NJTransit) locomotives between non- electrified territory and New York City because of a local law banning diesel- powered locomotives in Manhattan tunnels. For the same reason, Amtrak operates a fleet of dual-mode locomotives in the New York area.
The Erie Lackawanna's former commuter services are operated by Metro-North and NJ Transit; non-electrified service operates to and from Hoboken Terminal; electrified lines use both Hoboken Terminal and Pennsylvania Station as terminals. Metro-North and NJ Transit share operation of the Port Jervis and Pascack Valley Lines, while NJ Transit operates the Main, Montclair-Boonton, Morristown, Bergen County, and Gladstone Lines. Track reconstruction is underway that could restore regular service along the Lackawanna Cut-Off on the New Jersey frontier with Pennsylvania and extend service into northeastern Pennsylvania, possibly as far as Scranton.
The Neuekrug-Hahausen–Goslar railway is a double-tracked, non-electrified main line in Lower Saxony in central Germany. The line, which runs along the northern edge of the Harz mountains, begins in Goslar and forms a junction with the Brunswick–Kreiensen railway to Seesen and Kreiensen at Neuekrug- Hahausen. Because the branch-off station is passed through nowadays without stopping, it is often called the Goslar–Seesen railway. It is often described in the local area as the North Harz Line (Nordharzstrecke) but the term may cause confusion.
Motor cars 1, 8, 15, 46, 65, and 78, were built as ACM units, and retained as First class AM cars until single-class suburban travel was introduced in 1958. In this form they were used, paired with a standard (Second class) M car, as locomotives for E trains. These trains ran to the end of the electrified overhead sections at Lilydale and Frankston, hauling non- electrified passenger trains. There the motor cars would be cut off, the remaining carriages split, and steam engines took each portion to Warburton & Healesville or Mornington & Stony Point respectively.
The Neu-Ulm–Kempten railway is a mostly single track and non-electrified main line from Neu-Ulm via Memmingen to Kempten in the German state of Bavaria. It follows the Iller river for its entire length and is therefore also called the Iller Valley Railway (). The line from Neu-Ulm to Kellmünz is integrated in the Donau-Iller-Nahverkehrsverbund (Danube-Iller Local Transport Association, DING). It is listed in the timetable under the number of 975; between New Ulm and Memmingen it is also served by services running on route 756.
ZSSK Class 813 In the present, several types of DMUs operate in Slovakia. Currently (2020) is the most common type in Slovakia is a Class 812 ZSSK based on the ČD Class 810. These are used almost exclusively for hauling passenger trains on non-electrified regional lines and these trains often excel in low travel speeds. In the past, however, in Slovakia there were a number of express trains driven by motor cars (these were called MR - motor express train), which often overcame heavier trains driven by steam locomotives at cruising speed, and classic sets.
Hatvan– Fiľakovo railway is a non-electrified railway connecting Hatvan, Hungary with Fiľakovo, Slovakia. Once a major connecting railway, the line currently sees only local Regionalbahn service and local goods traffic. It is double tracked from Hatvan to Selyp, then single tracked for the remainder of the distance to Fiľakovo.. It is a class III passenger and goods line from Somoskőújfalu to Selyp, then becomes a class II line from there to Hatvan. The line has utilized clock-face scheduling operation since 2008, when direct express train connecting service with Budapest ended.
It is proposed to open on June 29, 2021. Tentative plans foresee the upgrade and incorporation of the Gyooe Line, a single-track non-electrified line without passenger service that connects Neunggok station (with a junction just before Daegok station) and Uijeongbu station in Uijeongbu. The Uijeongbu–Daegok–Sosa–Wonsi Line would then provide orbital metro service as a northern semicircle around Seoul, complementing the southern semicircle formed by the Bundang Line and the Suin Line. From the Wonsi end, a southern extension connecting up with the Janghang Line before Hongseong station is under consideration.
Hoorn, September 2006 The Blue Angel (in Dutch: Blauwe Engel) was the name given to the Plan X class DE-1 and DE-2 diesel railcars formerly used by Nederlandse Spoorwegen. There have been rumors that the name has a connection to the German movie Der blaue Engel, but this has never been confirmed. The class DE-1 DMUs were single car DMUs, while the DE-2s had two (articulated) carriages. They were extensively used on the branch lines in Friesland as well as on other non-electrified secondary routes.
PART operates five routes Monday through Saturday out of the Charles W. Dickinson Transportation Center in downtown Pottstown along with a paratransit service for disabled people. SEPTA's Route 93 bus connects Pottstown with the Norristown Transportation Center in Norristown. Pottstown is serviced by Pottstown Municipal Airport, a general aviation airport, and a short distance from Pottstown is Heritage Field Airport located in Limerick. Passenger train service between Reading/Pottstown and Philadelphia was operated by Conrail under the auspices of SEPTA until July 29, 1981, when all non-electrified routes were terminated.
Each car received a pantograph, a transformer, a power truck, a motorman's cab and controls at each end, and MU circuits. These cars were then designated MP54E to distinguish them from non- electrified cars. The Paoli line opened with electrical service in 1915 with great success, and other Philadelphia suburban lines were electrified in succeeding years. By 1933 the entire PRR line from Philadelphia to Penn Station had been provided with AC electrification and the lines from Philadelphia to Washington, D.C. and Harrisburg were subsequently electrified as well.
In 1939, the line through Earley station was electrified, on the DC third rail system, as part of the electrification of the Reading to London Waterloo service. Trains on the original SER route to Guildford and Reigate continued to be steam hauled. In 1948, the Southern Railway and the Great Western Railway (GWR), which also served Reading, were nationalised and merged with other newly nationalised railways to create British Railways. As a result of British Railways' 1955 Modernisation Plan, diesel traction replaced steam on the non-electrified services through Earley.
South of the stationSIRT by Irvin Leigh and Paul Matus is another set of crossovers and the right-of-way of the Mount Loretto Spur that formerly served the Mount Loretto orphanage. The B&O; served the Mt. Loretto non-electrified branch until 1950, which had some industry and a passenger station.SIRT Map Gary Owens SIRT Site The Mt. Loretto branch track was removed in the 1960s and 1970s but some ties were visible until the 1980s. A coal dump trestle is all that remains, located behind the powerhouse.
The RA-2 Multiple Unit (Cyrillic:РА2) is a Russian diesel multiple unit (rail bus), type 2. The RA-2 is produced by Metrovagonmash and is designed for passenger transportation on non-electrified railway lines with high traffic, as well as suburban and inter-regional communication. They can be operated as a part of only two head end cars, and with one or two trailing cars. The head / end cars have one exit from the cab for high platforms, and one in the centre of the car high and low platforms.
With modern electronics, it is much easier to construct (or adapt) an electro-diesel locomotive or multiple-unit which is equally at home running at high speeds both "under the wires" and under diesel power (e.g. British Rail Class 88, Bombardier ALP-45DP). These will normally operate under pure electric traction where possible, and use the diesel engines to extend the journeys along non- electrified sections which would not be cost effective to electrify. They may also be used on long cross-country routes to take advantage of shorter sections of electrified main lines.
Shinnakaoguni Junction is located 2.3 km north of Naka-Oguni, between Naka-Oguni and Ōdai / Tsugaru- Imabetsu. Up until this point, the Tsugaru Line and Kaikyō Line shared the same tracks from Aomori Station. The junction also marks the border between the electrified portion of the Tsugaru Line (Aomori to Naka-Oguni) and the non-electrified portion (Naka-Oguni to Minmaya), as well as the border between JR East and JR Hokkaido. Also, The Hokkaido Shinkansen tracks from Shin-Aomori Station merge with the Kaikyō Line tracks immediately north of the Junction.
The is a railway line in Japan operated by Hokkaido Railway Company (JR Hokkaido), which connects in Sapporo and in Ishikari District. Its name is made up of two characters from and , the letter of which was the terminus of the line until it was relocated to Shin-Totsukawa in 1972. On 19 November 2016, JR Hokkaido's president announced plans to further rationalise the network by up to 1,237 km, or ~50% of the current network,. The non- electrified section of the Line was permanently closed on 17 April 2020.
Auckland's network consists of four lines: Southern, Eastern, Western and Onehunga. All services on these lines are provided by AM class electric trains, the conversion from diesel being completed by the end of 2015 with the exception of the non-electrified section of track between Papakura and Pukekohe, where a diesel train shuttle service operates. Transdev Auckland operates the electric trains on behalf of Auckland Transport (AT). In recent years the mothballed Onehunga Branch was reopened (2010) and a new line was built (Manukau Branch, opened April 2012).
Due to the fact that all four railway lines are single-track and non-electrified, Bayreuth is currently only served by regional rail services. From December 2007 until December 2013, the Franken-Sachsen-Express provided a direct connection from Nuremberg to Dresden. The technology used for this was the Class 612 diesel multiple set. After the electrification of the railway between Plauen and Hof in 2013, the Franken-Sachsen-Express required a transfer in Hof and had a longer travel time due to the use of non-tilting electric trains.
The Elze–Löhne railway is a non-electrified line from the town of Elze in the German state of Lower Saxony via Hamelin and Rinteln to Löhne in North Rhine- Westphalia. It runs between the Weser and the Weser hills from Hamelin to Bad Oeynhausen and as a result this section is also called the Weser Railway (). The line was previously part of the main route for freight from Berlin to Amsterdam via Hildesheim, Elze, Löhne, Osnabrück, Rheine and Almelo. In the 1990s and the 2000s, the formerly double-track main line was reduced to one track.
The Glan Valley Railway () is a non-electrified line along the Glan river, in the German state of Rhineland-Palatinate. It consists of the Glan- Münchweiler–Altenglan section, which was built as part of the Landstuhl–Kusel railway and sections that were built later for military reasons: Homburg–Glan- Münchweiler, Altenglan–Staudernheim and Odernheim–Bad Münster am Stein. The line had strategic importance, otherwise traffic was rather low, except on the Glan Munchweiler–Altenglan section. The line runs right next to the river for 60 km of its 85 km length from Homburg to Bad Münster.
SNCF's Turbotrain in Houlgate, on the Deauville–Dives railway line, 1989 The first TGV prototype, TGV 001, was powered by a gas turbine, but steep oil prices prompted the change to overhead electric lines for power delivery. However, two large classes of gas-turbine powered intercity railcars were constructed in the early 1970s (ETG and RTG) and were used extensively up to about 2000. SNCF (French National Railways) used a number of gas-turbine trainsets, called the Turbotrain, in non- electrified territory. These typically consisted of a power car at each end with three cars between them.
The state border–Čakovec–Kotoriba–state border railway (), officially designated as the M501 railway, is a railway line in Croatia that connects the towns of Čakovec and Kotoriba to Slovene railway network via Pragersko and the Hungarian capital city Budapest via Murakeresztúr. The line is single-tracked and non-electrified. The maximum permitted speed along the Slovene border–Čakovec section is , while the maximum speed along the rest of the line is . The M501 railway connects to the rest of the Croatian railway network in Čakovec, where the R201 line extending south to Varaždin forms a junction with the M501.
The founder saw a need for a new transit option for people travelling between New York City and the popular Hamptons region of Long Island. The area has long been served by the Long Island Rail Road (LIRR), but by the 1970s poor track conditions on its Montauk Branch resulted in lengthy trip times and delayed trains. Rebuilding the Montauk Branch in 1978 and 1979 resulted in quicker and more reliable trips, but the non-electrified single track line limited train frequency. The LIRR does maintain a number of passing sidings along the Montauk Branch that would allow more frequent service.
On March 28, 1955, the NYCTA contracted with the New Haven Railroad (NHRR) for the installation of a non-electrified siding coming off NHRR track 1 below East 177th Street and using what would have been the alignment of NYW&B; Track 2, track Y4. Third rail was installed north of East 177th Street, where the siding also swung over to the alignment of NYW&B; track 4, track Y2 so as to line into the existing Y2 track at the local side of the station. In March 1954, the old gate cars were replaced by Hi-V cars.
However, these advantages are offset under certain circumstances where the route of the train is partly electrified. In such cases, trains used to run with a diesel locomotive in non-electrified sections and would be switched with an electric locomotive as soon as they enter an electrified section. Instead of the benefits of electrification, Railways observed a loss of punctuality in such trains due to valuable time being lost to switch between diesel and electric locomotives. To counter this, in August 2019, Railways issued a circular, asking all zones to haul trains with a diesel locomotive if their route was not completely electrified.
The Vectron is a locomotive series made by Siemens Mobility, introduced at the 2010 InnoTrans trade fair in four prototype versions: diesel, multi-system, and both AC and DC electric power. The diesel version has been replaced in 2018 by a dual mode locomotive which is powered by electricity on electrified sections of the track and can be switched to diesel mode on non-electrified sections. The Vectron series is reconfigurable and modular, with a Bo'Bo' wheel arrangement, and is intended as the successor to the EuroSprinter family of locomotives. A more affordable, basic version called Smartron was introduced in 2018.
The feeder wire is electrified at the same voltage and frequency, but is shifted 180° out of phase so the voltage difference between the contact wire and the feeder wire is always 50kV. The choice of a 2×25 kV autotransformer system means more traction power facilities are required in total, but also requires fewer traction power substations. Contact wire height is planned to vary between , depending on overhead clearance required, with the messenger wire another above that, and pole height will vary between . Nominal clearance under the contact wire will be to accommodate freight and non-electrified passenger rail service.
Corinth’s first railway station, ca 1910 The old metre gauge Piraeus–Patras railway line of Piraeus, Athens and Peloponnese Railways, which ran from Piraeus, Athens to Corinth, now remains in operation only between Agioi Anargyroi and Corinth for departmental and freight services. The track from Piraeus to Agioi Anargyroi has been removed. It is double-track between Agioi Anargyroi and Elefsis (near Athens), while for the rest of its remaining section it is single and non- electrified. After Ano Liosia, the line runs north and west of the Aegaleo mountain range into Eleusis and onwards to the Megara plain.
During a detailed evaluation to determine a suitable independent power source for the type, Porterbrook decided that the desired performance and range of the vehicle would be at least equal to a Class 150 Sprinter diesel multiple unit (DMU). Furthermore, it was also determined that these trains would be capable of interchanging between electrified and non-electrified lines via a straightforward switchover process, including potentially while in motion. According to Porterbrook, efforts were made to make the driving experience as similar to the Class 319 as possible to make it an attractive option to prospective operators.
Electric locomotives are planned for the California High-Speed Rail system. During the steam era, some mountainous areas were electrified but these have been discontinued. The junction between electrified and non-electrified territory is the locale of engine changes; for example, Amtrak trains had extended stops in New Haven, Connecticut, as locomotives were swapped, a delay which contributed to the decision to electrify the New Haven to Boston segment of the Northeast Corridor in 2000."New York to Boston, underwire - Amtrak begins all-electric Northeast Corridor service between Boston and Washington, D.C", Railway Age, March 2000, accessed from FindArticles.
After Virgin Trains lost the CrossCountry franchise, the company decided to allocate its remaining Class 221 Super Voyagers to the coastal line, ending the practice of hauling Pendolinos from Crewe and thus making several Class 57 locomotives redundant. These locomotives have special Dellner coupling adaptors and electrical systems to make them compatible with Pendolino trains, allowing failed units to be rescued quicker. The Class 57s are also used when engineering works force Pendolino services to run over non-electrified diversionary routes. The entire Pendolino fleet is allocated to Alstom's Manchester Traincare Centre at Longsight, where heavy maintenance is carried out.
Powered from their batteries, they were able to work short distances on non-electrified sections. In the mid-1960s, to replace the ageing Southern Railway mainline units, four-car Class 421 and Class 423 EMUs were built. These had similar traction equipment and bodies and could work in multiple with Class 414 and Class 411 units, although there was one motor car with four motors. Class 423s were semi-fast stock, with high density 3+2 seating and a door to each seating bay; Class 421s were the express units with doors at the ends and middle.
Originally there were intentions to order a follow-up series of the 2-car units, alongside the possible development of a single-car unit, however these were never realised due to the privatisation of many of the diesel-served lines. The rolling stock was introduced in the end of the 1990s on a large portion of the non-electrified lines in the Netherlands. In the period thereafter many of these routes were transferred to private sector operators, Syntus and several other operators used the sets for their services, others were temporarily used on electrified sectors for local services.
Sahel Metro train in Sousse Sousse is well-connected with the main Tunisian Railways network, having non-electrified lines to Tunis (since 1899), Sfax (since 1911), and Kasserine (since 2004) with diesel multiple unit and locomotive-driven trains. The main Gare Sousse terminus is in the city center, while Gare Kalaa Seghira serves a bypass route. Since 2010 the electrified Sahel Metro line goes south to Monastir Habib Bourguiba International Airport, Monastir, and Mahdia. This line has the Sousse - Bab Jadid station as its northern terminus in Sousse's city center, and 4 additional stations in the city.
The Map'yŏng Line is a non-electrified railway line of the Korean State Railway in T'aech'ŏn County, North P'yŏngan Province, North Korea, running from P'arwŏn on the Ch'ŏngnyŏn P'arwŏn Line to Hwŏnhwa.Kokubu, Hayato, 将軍様の鉄道 (Shōgun-sama no Tetsudō) The line formerly continued from Hwŏnhwa to past the site of the T'aech'ŏn nuclear reactor, but that section was abandoned after construction of the reactor was halted in 1994;Taechon the line had also continued further on to Map'yŏng to assist with the construction of the large Taech'ŏn No. 2 Hydroelectric Power Station further up the Taeryŏng River.
One curious aspect was the mode of operation on the non-electrified section from Geltendorf to Weilheim. A diesel engine was hooked up to the train in Geltendorf or Weilheim and the electric locomotive was hauled along with its pantographs lowered. This gap in the electrified network still remains a stumbling block, because all trains on the Ammersee Railway are diesel-hauled, although there is now catenary between Geltendorf and Augsburg. This excludes the few trains that, until the end of 2008, used to run only between Geltendorf and Augsburg in the morning and evening and were therefore hauled by electrics.
Trains run once an hour during the day in each direction, north to Ashford and south to Hastings and beyond to/from Eastbourne via Bexhill. Until May 2018, the southbound service ran as an express service to Brighton , but this was discontinued due to long journey times and lack of rolling stock, which frequently caused overcrowding, which was especially true between Brighton and Eastbourne. The rolling stock is Southern diesel Class 171 Turbostars, used on the non-electrified Marshlink route. APTIS was once provided here until the booking office closed in the very early 1990s leaving no ticketing facilities.
Passenger services are run as a shuttle service between Frankston and Stony Point, with passengers from Flinders Street required to change at Frankston station. It is the only non-electrified line operated by Metro Trains, which operates Melbourne's suburban heavy rail network. Since 27 April 2008, services have been operated using Sprinter diesel multiple units leased from V/Line, replacing the previous A class locomotive hauled trains and MTH carriages. The services appear in the suburban Working timetable and are given 85xx series train numbers, which fall under the 8xxx series given to non- electric passenger services.
Also, two-tone "raspberry" air horns were mounted on the cab roof, replacing the original air whistle of Class 71 locomotives. They were intended especially for use on the boat trains to Southampton and Weymouth, as both routes included sections of non-electrified track and tramway along the public thoroughfare. The elimination of the locomotive change (at either Eastleigh (for Southampton) or Bournemouth) was envisaged and their dual power capability would greatly accelerate timings and reduce operational complexity. Originally, plans had been to number them E7001-E7010, but once rebuilt they were numbered E6101-E6110 instead.
Some LIRR maps also include as part of the Ronkonkoma Branch the non-electrified Central Branch, which splits from the Ronkonkoma Branch east of Bethpage and connects with the more southern Montauk Branch, just west of Babylon. There are no stations along this stretch, and it is mainly used by trains with diesel-electric engines going express from Jamaica to Babylon. No trains using this track appear on Ronkonkoma Branch schedules; they appear on Montauk Branch and Babylon Branch schedules, and some appear on schedules for Mineola and Hicksville on the Main Line, if a stop is scheduled there.
Varaždin's railway station is one of the largest and most important train stations in northern Croatia. It represents the intersection of three Croatian railway corridors that are used for both passenger and freight traffic. All of the rail corridors that start or end in Varaždin are single- tracked and non-electrified. It is the terminus for one local line (L201 connecting Golubovec), one regional line (R202 connecting Dalj via Koprivnica, Virovitica and Osijek) and also lies on R201 line through which trains directly connect the town with Zagreb and most of Krapina-Zagorje County (on south) and with Međimurje County (just north).
During the 1960s, French national railway operator SNCF investigated the use of high-power diesel locomotives for heavy express trains on its non-electrified major lines. Following trials of prototype locomotives during the mid-1960s, which were considerably more powerful than any equivalent previously operated by the SNCF, it chose to order 92 locomotives for mixed passenger and high speed freight traffic. Designated CC 72000, the class was a six-axle diesel-electric locomotive. Each locomotive had one SACM 16 cylinder four-stroke diesel engine of 3,550 horsepower (2,650 KW) driving an alternator whose output was rectified by silicon rectifiers.
On 8 June 2010, the double tracking of the Western Line was completed, enabling trains to run in both directions on one of two tracks all the way between Britomart Transport Centre in the Auckland CBD and Swanson station in Waitakere. The double-tracking cost $420 million and employed around 400 people. The last section was a 3 km stretch between Avondale Station and Titirangi Road in New Lynn. From the completion of the electrification of Auckland's suburban network in July 2015, services ceased on the non- electrified section of track between Waitakere and Swanson stations and were replaced by buses.
Ring Railway near Nürnberg-Doos The southern (Fürth/Stein/Eibach–marshalling yard–Dutzendteich/Reichswald junction) section is now completely duplicated and electrified. It continues to be used by freight trains from Würzburg, Bamberg, Crailsheim, Augsburg and Regensburg coming to the yard. The northern part from Fürth to Nürnberg Nordost is single track and non-electrified. Trains only use it if the DMUs used on the Gräfenberg Railway (mostly Class 642—Siemens Desiro Classic; occasionally class 648—Alstom Coradia LINT 41) are reassigned or exchanged and special trains and locomotives of the Franconian Museum Railway are transferred from its operations workshop at Nürnberg Nordost.
The Zaprešić–Čakovec railway, officially designated as the R201 railway, is a railway line in Croatia that connects the cities of Zaprešić and Čakovec2014 HŽ network statement It is non-electrified and single-tracked. The section Zaprešić-Zabok is part of Pan-European Corridor X, branch A. The section between Zaprešić and Zabok is currently undergoing reconstruction and will become fully electrified from 2022 . The R201 railway also connects to the L103 in Zabok, to the L202 at the Hum-Lug wye serving Gornja Stubica, the L201 and R202 lines in Varaždin and the M501 and L101 railways in Čakovec.
The station at Horb, terminus of the Nagold Valley Railway The Nagold Valley Railway (German: Nagoldtalbahn) is a railway line in the northern part of the Black Forest in Germany which links Pforzheim with Horb am Neckar and, for most of its route, follows the valley of the River Nagold. Trains on the non- electrified, single-tracked main line are operated by DB Regionalverkehr Alb- Bodensee. Since 2005, the line has been designated and operated as a Kulturbahn ("cultural line"), together with the Upper Neckar Railway from Horb to Tübingen. Nagold Valley Railway train at Pforzheim Central, the start of the line.
The section within the current borders of Germany that connects Berlin with the Polish border near Küstrin-Kietz is now a largely single-track non-electrified main line, part of the tariff zone of the Verkehrsverbund Berlin-Brandenburg (Berlin-Brandenburg Transport Association) and has been operated by Niederbarnimer Eisenbahn since 10 December 2006 with Bombardier Talent diesel multiple units. On 22 December 2006, the line speed was restored to 120 km/h between the 75.0 and 80.7 kilometre points for the first time in 60 years. This did not affect travel times or the timetable, but the change is considered a sign of an incipient upgrade of the Eastern Railway.
An alternative to using derailers is to equip the system with TPWS. This equipment safeguards staff from unauthorised movements by using the automatic safety equipment fitted to the driving cabs of all main-line registered traction and rolling stock in the UK. Any unplanned movement will cause the train to automatically come to a stand when it has passed the relevant signal set at 'danger'. This has the added benefit of preventing damage to the infrastructure and traction and rolling stock that a derailer system causes. Most commonly called as Trayvou Train Stopper, those are widely used in electrified and non-electrified depot to protect against train movement.
Altingen station Herrenberg station: The bay platform of the Ammer Valley Railway is on the far left partially obscured by the entrance building Near Unterjesingen Tübingen West station The Ammer Valley Railway (Ammertalbahn) runs through the German state of Baden-Württemberg, connecting the university town of Tübingen with Herrenberg in the Böblingen district. It mostly runs through the valley of the Ammer river. The single-track, non-electrified, non- federally-owned railway is now owned by the Zweckverband ÖPNV im Ammertal (ZÖA), with operations carried out by DB Regio AG. In addition, individual services are operated by the Hohenzollerische Landesbahn (HzL), acting as a subcontractor for DB Regio.
Today, the line uses the Silverliner family of EMU cars which operate throughout SEPTA's Regional Rail system. Service to Bethlehem and the Lehigh Valley languished due to the post-World War II surge of the automobile as well as the opening of the Pennsylvania Turnpike Northeast Extension in 1957. Service north of Lansdale in the non-electrified territory was terminated by SEPTA on July 29, 1981. Trackage north of Quakertown was dismantled after the railbed was leased for use as the interim Saucon Rail Trail. Between 1984–2010 the route was designated R5 Doylestown and R5 Lansdale as part of SEPTA's diametrical reorganization of its lines.
The Tsuruga to Tamura section was electrified in 1957 at 20 kV AC. As Maibara was electrified at 1,500 V DC, steam locomotives hauled trains over the 5 km non-electrified section until it was electrified (at 1,500 V DC, with dual-voltage EMUs being used) in 1962, the year the 20 kV AC electrification was extended to Fukui, extending progressively to Kanazawa (in 1963), Toyama (in 1964), and Itoigawa (in 1965). The Itoigawa to Naoetsu section was electrified at 1,500 V DC in 1969, whilst in 1991, the Tamura to Nagahama section was changed to 1,500 V DC, this change being extended to Tsuruga in 2006.
Before the JNR privatization, there were discussions to transfer the line to the Sagami Railway in order meet the expected demands of passenger traffic in the Tokyo and Yokohama suburbs. Because it had long been left as a non-electrified rural line, the cost to upgrade the line was beyond the ability of then financially constrained JNR; Sagami Railway, on the other hand, was running a profitable operation on its own line. However, the two companies did not agree on a deal, and plans to transfer the line were cancelled. A short branch to Nishi- Samukawa Station from Samukawa Station was closed in 1984, and freight services ceased in 1998.
The Upper Ruhr Valley Railway () is a 138-kilometre-long, non-electrified line from Schwerte (Ruhr) station) through the Hochsauerland (high Sauerland) to Warburg in the German state of North Rhine-Westphalia. It is the most southerly of the east-west lines that run from the Ruhr to eastern Germany and it connects the rural Hochsauerlandkreis with the Ruhr. The line is included in the German railway timetable as line 435, which continues on the line from Schwerte to Hagen, which is part of the Hagen–Hamm railway. The Upper Ruhr Valley Railway is named after the Ruhr valley, which it follows between Olsberg and Schwerte.
Network extensions beyond the current Metlink rail operation limits would be by "shuttles or non-electrified services" running to Wellington.Draft Wellington Regional Public Transport Plan, April 2014 p 58 Proposed infrastructure upgrades include sleeper replacement in tunnels, stabilisation of high-risk slopes and renewal of one bridge with timber elements. To cater for freight trains with more frequent passenger trains, there will be a new freight loop at Plimmerton or an improved loop at Porirua (2021/2022; $11.09 million); and Plimmerton will get a high capacity train turn-back facility as a terminal station (2021; $12.8 million). Power supply upgrades will allow more long (8 car) trains (2020; $10.1 million).
In 1976, its long-distance service (including part of today's Northeast Corridor and Empire Corridor) was taken over by Amtrak, which had been founded in 1971. Conrail was created in 1976 to bail out numerous Northeast railroads, including the commuter service on the CNJ and the LV. In 1983, when the corporation divested its passenger rail operations, they were taken over by New Jersey Transit (NJT), which had been created in 1979 to operate much of the state's bus system. In 1991, New Jersey Transit opened the Waterfront Connection, extending service on some non-electrified trains which had previously terminated at Newark Penn Station to Hoboken.
Mainz-Marienborn station in the winter Regionalbahn service in Mainz Hauptbahnhof on its way towards Alzey (2009) The non-electrified line is operated by Regionalbahn service RB 31 and Regional-Express line RE 13. It connects at Alzey with services on the Donnersberg Railway (Donnersbergbahn), operating as RB 47. The section between Alzey and Armsheim is also used by services on the Rheinhessen Railway from Bingen to Worms. As the line from Armsheim to Mainz is single-track only, services can be operated at most every half-hour, with oncoming trains forced to wait in stations, usually in Saulheim and Mainz-Marienborn (RB) or Mainz- Gonsenheim (RE).
In 1975, a large section of the line was moved in Kirchheim, the old station near to the centre of the town was abandoned and a new station was built on the southern outskirts. A shopping centre (the Teck-Center), was built on the site of the old station and the old track, which partly ran through the local streets, was abandoned. Until December 2009, the line was a single track, non-electrified line operated by DB Regio, with services from Wendlingen to Kirchheim twice an hour and from there to Oberlenningen once an hour. Some morning and evening trains ran to and from Plochingen.
Classes 217, 225 and 232 and 233 had been used before. In particular, freight from the “Bavarian Chemical Triangle” (Bayerisches Chemiedreieck, around Mühldorf) provides a significant volume of freight traffic. Overall, this makes the Markt Schwaben–Mühldorf section (excluding the approximately 8 km long section between Ampfing and Altmühldorf) one of the busiest single-track lines in Germany: it now carries about 3 million tonnes, more than 1 percent of Germany's freight transported by rail; by 2015 an estimated 2 percent rail freight are carried on this single-track, non- electrified line. The dispatchers at the local stations between Markt Schwaben and Mühldorf are kept busy.
Ely North Junction is located at Queen Adelaide approximately one-and-a-half miles (2 km) north of Ely station. From Ely North Junction the electrified ex-GER London-King's Lynn double-track main line (marketed as the Fen Line) runs north to Downham Market and King's Lynn. Two non-electrified double-track lines branch at North Junction: the line to Norwich (marketed as the Breckland Line) diverges to the northeast; the Ely to Peterborough Line to March and Peterborough diverges to the northwest. At Peterborough there is direct connection to the East Coast Main Line from London to Scotland and the Peterborough to Birmingham route.
Once underway in predawn darkness that gradually lightened to civil twilight,8808 Engineer, 19 the train proceeded south along the two-track main line, also used by Amtrak for its Empire Service trains. From Poughkeepsie it continued through the mid- and lower Hudson Valley, often right next to the river. Under electromotor diesel power, it made all six of its scheduled stops in the upper, non-electrified portion of the Hudson Line in Dutchess, Putnam and Westchester counties without incident. After Croton-Harmon, the northern end of the line's electrification, where it picked up another assistant conductor, Chris Kelly, it was held up briefly.
Electric trains began operating on the line from Dapto to Kiama in November 2001, but the line to the south has remained as non-electrified single track. Since 2001, northbound trains from Bomaderry terminate at Kiama, requiring passengers to change to electric multiple unit services heading north. In 2005, the then Minister for Transport, John Watkins, announced that electrification would be extended to the terminus at Bomaderry at an unspecified future date, but the proposal did not progress. Kiama Station was upgraded to be wheelchair-accessible in 2005, with a lift to the platform completed with a concrete footbridge link to Eddy Street and concrete stairs.
These serve long-distance and regional services on the Hamburg–Rostock and Hamburg–Berlin routes and also as the terminus of regional services from Aumühle, without hindering the passage of Intercity-Express trains. These two platform tracks continue about 1.5 km from the station towards Hamburg and then connect with the double-track main line. These tracks all have electric overhead line. The one track of the non-electrified Lübeck–Lüneburg line runs from the north to the southeast briefly connecting with the Berlin–Hamburg line and branching through several systems of points and branching off again after about 400 metres to the south towards Lauenburg and Lüneburg.
The Goryokaku to Kamiiso section opened on 15 September 1913, and was extended to Kikonai on 25 October 1930. The Kikonai to Yunotai section opened on 10 December 1935, and was extended to Esashi on 10 November 1936. The Goryokaku to Kikonai section was electrified on 13 March 1988 as part of the upgrading of the line associated with the opening of the Seikan Tunnel and associated Kaikyo Line linking Hokkaido to Honshu. On 7 August 2012, JR Hokkaido announced its intention to close the non-electrified section of the line between Kikonai and Esashi in spring 2014 due to a lack of financial viability.
According to railway industry publication Rail Engineer, a key reason for the selection of the Class 319 as the basis for such a conversion was that the type had been subject to a recent programme of upgrades, which had installed new passenger information systems, and accessibility-friendly toilets with controlled emission systems. Engineers at Porterbrook, having been tasked with finding a new use for recently-surplus vehicles of the class, decided that there was an emerging market for a bi-mode suburban/regional train that could readily move between electrified mainlines and non- electrified adjoining routes.Dobell, Malcolm. “Bi-Mode Good, Tri-Mode Better.” ‘’Rail Engineer’’, 27 September 2018.
Map of the Hell–Sunnan Line The Hell–Sunnan Line constitutes the section of the Nordland Line between Hell, Stjørdal and Sunnan, Steinkjer.Hoås and Stene (2006): 5 At the time of the line's opening, it was long.Norwegian National Rail Administration (2009): 44 The railway is single track,Norwegian National Rail Administration (2009): 6 standard gauge, non-electrified,Norwegian National Rail Administration (2009): 4 and equipped with centralized traffic control,Norwegian National Rail Administration (2009): 37 partial automatic train control,Norwegian National Rail Administration (2009): 40 and GSM-R.Norwegian National Rail Administration (2009): 42 The railway line is owned and maintained by the Norwegian National Rail Administration.
Raipur Railway Station Entrance Almost the entire railway network spread over the state comes under the geographical jurisdiction of the South East Central Railway Zone of Indian Railways centred around Bilaspur, which is the zonal headquarters of this zone. Almost 85% of tracks are electrified, the non-electrified route is Maroda - Bhanupratappur line from Durg-Bhanupratappur branch line which is 120 km long. The main railway junctions are Bilaspur Junction, and Raipur, which is also a starting point of many long-distance trains. These three junctions are well-connected to the major cities of India and also these station comes under the top 50 booking stations in India.
The Frankston railway line is a 42.7 km commuter rail passenger train service in Melbourne, Victoria. It operates between Flinders Street in the Melbourne central business district and Frankston through the south-eastern suburbs including Richmond, South Yarra, Armadale, Malvern, Caulfield East, Glen Huntly, Ormond, McKinnon, Bentleigh, Moorabbin, Cheltenham, Mentone, Parkdale, Mordialloc, Aspendale, Edithvale, Chelsea, Bonbeach, Carrum, Seaford, and Frankston. The line continues on to Stony Point as the non electrified Stony Point line from Frankston, however, there are no through services between Stony Point and the city. It is operated by Metro Trains Melbourne and is part of the Public Transport Victoria metropolitan rail network.
A small number were fitted with a through pipe for steam heating, primarily for use in conjunction with a Class 27 locomotive on the West Highland Line. Otherwise their use was limited to summer relief services, particularly to Skegness often under the adopted title of The Jolly Fisherman starting from various places including Burton-on-Trent, Stoke-on-Trent, Derby and Leicester. Also occasionally other holiday resorts on the east coast of England, occasional duties as a pilot, and short distance diversions of electric-hauled trains over non-electrified lines. The shift of light mixed freight to the road network left British Rail with an oversupply of small locomotives.
Walters, C The Survivors: The 620 Class. Australian Railway History, March, 2007 Three sets were built with first and second class accommodation and were used for country services, the remainder were single- class only (originally designated second class). They have served the non- electrified and pre-electrified sections of the Sydney suburban and outer- suburban (interurban) passenger networks – they saw service on the Richmond line until completion of electrification works in the 1990s. After the removal of many country services and the electrification of the South Coast Line in 1985 and the Richmond line in the 1990s, they saw service on the Far South Coast line and the Southern Highlands line.
Other Networker- style units were proposed and in some cases mocked up or built as prototypes. Trains based on the Networker design were intended for the London, Tilbury and Southend line; the planned Heathrow Express and Crossrail routes; the Thameslink route; long-distance non-electrified routes such as the West of England Main Line; and long-distance electrified routes. Each was allocated a provisional TOPS classification, but none were ever built—although mock-ups of some units were still in public view until 1992. After the recession of the early 1990s and the announcement that Britain's rail network would be privatised, "the Networker revolution faced sudden death".
A 207 km long section of the old non-electrified single track metre gauge Ethio–Djibouti Railway from 1917 is still in operation between Dire Dawa and Guelile to the northeast of Dire Dawa. This section saw a partial rehabilitation in the six years between 2007–2012 and still sees a bi-weekly and combined freight and passenger service serving the regional economy in Eastern Ethiopia and around Dire Dawa. There are no indications that the rail transport on this railway section will cease to operate. Another west of Dire Dawa between Dire Dawa and Mieso have been announced to be under repair in 2018 to make them operational again.
A Pågatåg at Lund Central Station. Every train set is named after a Scanian person of significance, both real and fictional. The older trains are of the type X11 and the newer trainers of the type X61, both in a purple livery. The Pågatåg rolling stock is owned by Skånetrafiken, although the operation (staff and licences etc.) is carried out by Arriva. Pågatåg rolling stock under the first concession (1983–1997) were primarily of type X11 (with diesel Y1 railcars used on the then-non- electrified Malmö-Ystad line from 1990–1996), but as demand grew, other available train types had to be added to the roster.
NJT Comet IB Cab Car #5160 at Hoboken Terminal The Comet IB cars were rebuilt from 30 former Penn Central Arrow I EMU cars originally built by the St. Louis Car Company between 1968 and 1969. The Arrow I cars suffered from chronic mechanical problems and were out of service by 1980. The cars sat unused for several years, but realizing that the car bodies still had many decades of service left on them, NJ Transit made the decision to have them rebuilt into un- powered coaches. In 1987 and 1988 the cars were converted into cab control cars and trailer coaches by Morrison-Knudsen for use on non-electrified lines.
EV-E301 charging from the overhead conductor bar From March 2014, a two-car battery electric multiple unit, the EV-E301 series with 1,500 V DC overhead wire and battery power capability, entered revenue- earning service on the long non-electrified Karasuyama Line. Since March 4, 2017, battery electric trains have completely replaced diesel multiple units on this route. There are four two-car sets in operation, each set equipped with a 190 kWh lithium-ion battery. The trains recharge their batteries at Karasuyama Station (the end of the line) via their pantographs, using a rigid conductor bar placed where the overhead wires would be, connected to the local electric grid.
Between 0545 and 2320 there are two trains each hour in each direction alternatively providing connections to the two eastern termini, whilst a third service operates only as far as Inca. From Monday to Saturday in 2013, Manacor trains operated non-stop as far as Marratxí. On Sundays and public holidays, only two trains per hour operate in each direction, providing stops at all stations to Manacor or Sa Pobla. In the 2017 timetable, four-car electric trains ran every half-hour between Palma and Enllac, with two-car diesel unit connections alternatively on the non- electrified branches to/from Sa Pobla and Manacor.
OEG steam locomotive 56, built in 1886, in Technoseum Mannheim Trains were operated on the initially non-electrified lines using small two-axle steam locomotives (some disguised as tram engines) hauling rail carriages. Steam locomotives 56 and 102 are now part of the collection of the Technoseum Mannheim, although only locomotive 56 is publicly exhibited. Locomotive 101 ended up after several intermediate points at the Selfkantbahn, where it is operated as locomotive MEG 101. Furthermore, some passenger cars and numerous freight wagons have been preserved at, for example, DEV Bruchhausen-Vilsen, the Selfkantbahn, the Märkische Museum Railway at Plettenberg, the Albbähnle (Amstetten–Oppingen) and the Härtsfeld-Museumsbahn in Neresheim.
At the time of thawing relations between South and North Korea, when the cross-border section of the Donghae Bukbu Line was reopened in 2007, the South Korean government considered the construction of a railway for freight traffic all along the east coast to the North Korean border. As part of the corridor, a new single-track, non-electrified line for would connect Pohang and Samcheok, the end of a branch of the Yeongdong Line. new line is to connect to the existing railhead at Samcheok. Work started on the Pohang-Yeongdeok section on March 20, 2008, with a foreseen budget of 2,949.5 billion won for the entire line until Samcheok.
The main station, now called simply Banbury after Merton Street closed in the 1960s, is now served by trains running between and Birmingham via Reading, Oxford and Leamington Spa, and from London Marylebone via High Wycombe and Bicester, the fastest non-stop train taking 68 minutes to London Marylebone (and 62 minutes for the return journey). Banbury has rail services run by Chiltern Railways to and Birmingham, both running to London Marylebone via the non-electrified Chiltern Main Line. It also has services run by Great Western Railway to , and London Paddington. Services to other parts of the country are provided by CrossCountry south to Reading, Southampton and Basingstoke, and north to Manchester Piccadilly and Newcastle.
The trainset is normally formed as a five-car set, as shown below. # KuRo E655-101 (Tsc') (with diesel generator) # MoRo E655-101 (M1s) (with 2 pantographs) # MoRo E654-101 (M2s) # MoRo E655-201 (M1s) (with 2 pantographs) # KuMoRo E654-101 (M2sc) The Imperial carriage, classified "TR" and numbered E655-1, is inserted between cars 3 and 4 for Imperial Train duties. Cars 1 to 3 were built by Tokyu Car Corporation, and the other three cars were built by Hitachi Ltd. The E655 series unit can be hauled by a diesel locomotive on non-electrified lines, in which case power for air conditioning and lighting is supplied by the diesel generator in car 1.
Train No. 1019 was scheduled for 3 hours and 47 minutes between Taipei and Kaohsiung (via Coast Line), breaking the previous speed record set by the EMU100. Amongst railfans, the EMU300 became something of an urban legend, often unofficially called Tzu-chiang Super Express or Tzu-chiang Tokkyu. Even after the introduction of the much more powerful E1000 Push-Pull trainset, remanufactured EMU200 trainsets, and TEMU series of tilting trains, this speed record remained unbroken. Around the same time, TRA began ordering the first of several series of DMUs, starting with the DR2800 series from Tokyu Car, a derivative of the American Budd Company's proven Rail Diesel Car design, introducing the new service to non-electrified lines.
Naeyŏn 706, a Soviet-built M62-type diesel locomotive obtained second-hand from Germany Because of its low maintenance requirements M62 locomotive is quite popular with the Korean State Railway of the North Korea, where they serve not only on non-electrified lines but on electrified ones as well. 64 locomotives of this type were imported from the Soviet Union and the Russian Federation between 1967 and 1995, numbered in the 내연6xx (Naeyŏn 6xx) series.Kokubu, Hayato, 将軍様の鉄道 (Shōgun-sama no Tetsudō), Between the years 1996 and 1998 31 locomotives were delivered from Deutsche Bahn. In 2000 six units were delivered from Slovakian Railways and 13 units from Polish State Railways.
The Hagen–Dieringhausen railway (also called the Volmetalbahn: Volme Valley Railway) is a mostly single-track (continuously double track as far as Lüdenscheid-Brügge) and non-electrified railway line from Hagen Hauptbahnhof via Lüdenscheid-Brügge, Meinerzhagen and Gummersbach to Gummersbach- Dieringhausen in the German state of North Rhine-Westphalia. The Volmetalbahn is also the name of the trains running on this line as Regionalbahn service RB 52, from Lüdenscheid via Hagen to Dortmund. The RB 25 (Oberbergische Bahn) service runs from Lüdenscheid via Lüdenscheid-Brügge and Marienheide to Cologne on the line. The railway and the Regionalbahn service are both named after the Volme river, which they both follow for most of their route.
The economic activities in Nova Kakhovka are engineering (electrotechnology) and power production. Near the city the large North Crimean Canal begins, via which the southwest of the Kherson Oblast and the entire northern part of the Crimea are supplied with water coming from the Dnieper River. An alley in the Park of Stepan Faldzinsky The city is located between Kherson in the west and Melitopol in the east on the European route E58, which runs from Odessa to Rostov-on-Don near the city. The city contains a non-electrified, one lane railroad, an airport, a water route to the Black Sea, and a port which is located on the southwest part of the Khakovka Reservoir.
Robbie is a 13-minute-long film made by British Transport Films in 1979 and revised in 1986. Although it is not strictly a Public Information Film, it is often considered to be so by fans of the genre. The film, which was shown in schools all over Great Britain, is based around a young boy suffering a disfiguring and/or fatal accident when he trespasses on a railway line, with three different versions being made to demonstrate the dangers of both electrified and non-electrified lines. When it was first released, all three versions were narrated and introduced by Peter Purves, later replaced by Keith Chegwin when the films were revised.
Inside the depot The maintenance and storage depot for the metro system is at Roihupelto, between the stations of Siilitie and Itäkeskus. The depot is connected to the metro line from both the east and western directions, with a third platform at Itäkeskus used for alighting passengers before returning to the depot. Both heated and unheated undercover storage areas are provided so that trains are ready for use without a lengthy heating period. Behind the Roihupelto depot is the metro test track, allowing testing at speeds of up to 100 km/h; the far end of this test-track was connected via a non-electrified 5 km long railway route to the VR main line at Oulunkylä railway station.
The Tuttlingen–Inzigkofen railway is a single-track and non-electrified 37.08 km-long railway in southern Baden-Württemberg, Germany. The line connects Tuttlingen station with the Tübingen–Sigmaringen railway at Inzigkofen junction, which was once the site of Inzigkofen station. The line runs over its entire length along the headwaters of the Danube and it is therefore considered by Deutsche Bahn to form part of the Donaubahn (Danube Valley Railway) from Donaueschingen to Ulm. The Royal Württemberg State Railways (Königlich Württembergische Staats-Eisenbahnen) and the Grand Duchy of Baden State Railway (Badische Staatseisenbahnen) opened the Tuttlingen–Inzigkofen line in 1890 under pressure from the German General Staff as part of a strategic railway to bypass Switzerland.
The last scheduled passenger train traveled though Perkasie on July 29, 1981, after which passenger service terminated as part of a broader SEPTA strategy of discontinuing all non-electrified passenger service. Conrail continued freight operations to Quakertown until Conrail's demise in the mid-1990s, at which point CSX took over operations and leased the line between Lansdale and Telford. The trains passing through the Perkasie tunnel currently stop in the town of Perkasie only when necessary to switch freight cars to the (otherwise unused) Southbound track for storage. SEPTA discussed abandoning the tracks between Telford and Quakertown when financial incentives for continued CSX freight service declined below the break-even point for a Class-1 railroad.
Ten of these units were built for the boat trains from London Victoria to Dover and Folkestone. Units were originally numbered in the range 68001-68010, but were classified Class 419 under the TOPS system and were then renumbered 419001-419010, the numbers actually carried on the units in service reduced to 9001-9010, omitting the first two digits. The units were also fitted with batteries to allow them to operate over the short-distance of non- electrified line at the quayside. The batteries allowed the units to be used at low-speed for 20–30 minutes, and could be recharged when the unit was taking power from 750 V DC third-rail.
The Class 88 is part of the Stadler Euro Dual family. This is a range of dual-mode locomotives that are fitted both with a pantograph, to collect electricity from overhead wires, and a Caterpillar diesel engine. The UK version is able to run either on electrified lines using the pantograph, which is the UK's standard OHLE current at 25 kV AC, or away from electrified lines with the Caterpillar C27 engine. Dual-mode locomotives have previously been mooted for freight use in the UK, using the "Last Mile" principle, where a primarily electric locomotive is fitted with a small diesel engine to allow locomotives to run without a load to non-electrified freight sidings.
With the EF class being relatively young there have been very few upgrades to the locomotives. Only heavy repairs are undertaken at the main Hutt Workshops near Wellington which, due to the non-electrified section between Palmerston North and Waikanae (and Wellington's electrification being DC rather than AC), the locomotives must be towed by a diesel engine to access the workshops. All other work is carried out in Palmerston North. An upgrade programme was undertaken over 1993 and 1994 which saw the 20 remaining locomotives receive transformer work and overhauled traction motors. This work was undertaken at the Hutt Workshops with EF 30007 the first to be treated after having been out of action for some time prior.
Once there, though, they have consistently shared the burden with electric and steam locomotives, taking over the latter's share of work on non-electrified lines gradually. Though still in sporadic use, steam had mostly left the North Korean mainlines by the end of the 1970s, and elsewhere by the end of the 1990s. A North Korean M62 diesel at P'yŏngyang Station. Severe floods in the 1990s had taken their toll on North Korea's hydroelectric generation system, and even some mines had flooded - and due to electricity shortages caused by the silting of the dams, there was often little electricity available to run pumps needed to clear the water out of the mines.
It could loop west and continue down the Hempstead Branch to Jamaica. Through an elaborate wye system, trains could also loop east and continue down the Central Branch to Babylon (the split between the Hempstead and Central Branches occur just west of Country Life Press). Trains could also head north on the wye and continue all the way north to Mineola and connect with both the Main Line and Oyster Bay Branches. Storage battery cars ran on the non- electrified branch between June 1913 and May 1926. The upper end of the branch was electrified in 1911 or 1912 from Country Life Press to Franklin Avenue in Garden City to allow MU baggage cars access to the Doubleday plant.
Initially the yard did not have major locomotive stabling facilities: locomotives were provided by Mexborough shed. With the coming of the electrification a two-road engine shed was built to the North of the yard adjacent to the Moor Lane Bridge to stable the new electric locomotives. In 1963 the replacement of steam with diesel locomotives on the non-electrified lines in the area resulted in the closure of Mexborough shed: a small diesel depot was built on the site of the old turntable in the centre of Wath yard, although diesel locomotives were also stabled at the electric locomotive shed. This shed closed in 1983, after then a shunter was provided as a trip from Tinsley until closure.
The Bad Vilbel–Glauburg-Stockheim railway (also called the Niddertalbahn—Nidder Valley Railway) is a non-electrified branch line in the Wetterau and the Main-Kinzig districts of the German state of Hesse. It connects the Main-Weser Railway in Bad Vilbel with the Gießen–Gelnhausen railway in Glauburg-Stockheim. It was used as an access route to the line now referred to as the Oberwaldbahn (Oberwald Railway) between Glauburg-Stockheim and Lauterbach, which connected to the Vogelsberg Railway. The section between Heldenbergen-Windecken (now Nidderau) and Stockheim was opened on 1 October 1905 and the section between Vilbel Nord (now Bad Vilbel) and Heldenbergen- Windecken was opened on 1 June 1907.
BEC819 at Kashii Station From April 2016, JR Kyushu started trial operation of a two-car BEC819 series BEMU train, nicknamed "DENCHA", on part of the Chikuhō Main Line, with revenue-earning service scheduled from October of the same year, and six more trains planned to be introduced on the line in spring 2017. It can also be powered via overhead AC power line. The BEC819 series battery-electric trains became operational on the through services on the Fukuhoku Yutaka Line in October 2016, which is electrified at 20 kV 60 Hz AC and the non-electrified Chikuhō Main Line, known as the "Wakamatsu Line", between Orio and Wakamatsu. The battery capacity is 360 kWh.
In 2009, Vossloh announced its intention to expand its diesel locomotive range to include further shunting/light mainline locomotives with either hydraulic or electric transmissions, and to produce a mainline diesel-electric locomotive (EURO Light) for markets where an axleload below 20 t is required. The four-axle EuroLight was designed to have a low axle load for use on cross-border operations on non-electrified European secondary routes, enabling operators to bypass bottlenecks on main corridors. It is reportedly suited for mixed- traffic operations, and can be outfitted to haul both passenger services and freight consists alike. The locomotive used numerous components from the 20–22 t axleload Vossloh Euro locomotive series.
The British Rail Class 73 is a British electro-diesel locomotive. The type is unusual in that it can operate from the Southern Region's 650/750 V DC third- rail or an on-board diesel engine to allow it to operate on non-electrified routes. This makes it very versatile, although the diesel engine produces less power than is available from the third-rail supply so the locomotives are rarely operated outside of the former Southern Region of British Rail. Following the withdrawal and scrapping of the more powerful Class 74 electro- diesels in 1977, the Class 73 was unique on the British railway network until the introduction of the Class 88 electro-diesels in 2017.
Preliminary construction works before the project began were completed in 2002, costing approximately 260 million Czech koruna (about 7.3 million USD) and included the construction of a large bridge over Seifertova street in Žižkov at the northern end of hlavní nádraží. Following this bridge, the new track leads under an electrified double-tracked tunnel under Vítkov hill, which replaced a non-electrified one-track tunnel. This section is in length and was constructed using the New Austrian Tunnelling Method as well as conventional methods. The last service to travel on the old tunnel prior to its demolition was a steam service from Prague (hlavní) to České Velenice at the Czech-Austrian border on 11 December 2005.
The Southern Railway was primarily a passenger-carrying railway which used most of its resources to extend its electrified lines. There was a continuing need for steam freight locomotives however, although the Traffic Department preferred mixed traffic designs which could also haul passenger trains on the remaining non- electrified lines at peak periods. By the late 1930s the Southern Railway was adequately served with powerful mixed traffic locomotives of the S15 and N and N1 classes, but there was a need for a smaller freight locomotive with high route availability that could also undertake light passenger duties. This role had been performed by the ex-LSWR 'Jubilee' A12 0-4-2, which were approaching the end of their useful lives.
Plaue–Themar railway is a 62 kilometre-long, single-track, non-electrified, standard-gauge branch-line in the Thuringian Forest (Thüringer Wald) in Germany. The Stützerbach–Schleusingerneundorf section was built as the first Prussian rack railway between 1879 and 1904 and connects the Erfurt–Schweinfurt railway in the north via the towns of Plaue, Ilmenau, Schleusingen and Themar with the Eisenach–Lichtenfels railway in the south. It is divided into three sections: the northern section from Plaue to Ilmenau is currently operated once an hour by Erfurter Bahn, the steep section in the middle from Ilmenau to Schleusingen, which originally contained stretches of rack, and the southern section from Schleusingen to Themar. There is occasional freight traffic on the southern section.
Over the next several years, this very general idea gave rise to a variety of high speed transportation concepts, which tended to move away from conventional "wheel on rail" vehicles. Indeed, the French government at the time favoured more "modern" air-cushioned or maglev trains, such as Bertin's Aérotrain; Steel wheel on rail was considered a dead-end technology. Simultaneously, SNCF (the French national railways) was trying to raise the speeds of conventional trains into the range 180 to 200 km/h (110 to 125 mph) for non-electrified sections, by using gas turbines for propulsion. Energy was reasonably cheap in those years, and gas turbines (originally designed for helicopters) were a compact and efficient way to fulfil requirements for more power.
The cooperation agreement between RVF and Nahverkehrsgesellschaft Baden- Württemberg ("Baden-Württemberg local transport company", NVBW) of 11 March 2009 provided for the electrification of the S-Bahn network of the Freiburg region by 2019. In this first stage of the Breisgau-S-Bahn 2020 project, the Freiburg–Breisach line was also electrified to allow a connection without changing between Breisach and Villingen, which was also on a non-electrified section of the line between Neustadt and Donaueschingen. Only about two kilometres of the line from Freiburg station to Neue Messe/Universität station were already electrified. The station, which was opened in 2000, was built on the location of Heidenhof junction where one of two curves connected to the Freiburg freight bypass until 1945.
Nonetheless, the number of subway trains needed to carry both regular Broad Street Line riders, as well as passengers transferring to the subway because of RailWorks, exceeded the capacity of the above-ground, two-track, stub-end Fern Rock terminus. In 1993, SEPTA added a loop track to Fern Rock Yard, so that northbound trains did not need to use the crossovers at the station throat, somewhat ameliorating the problem. During peak hours, SEPTA ran several diesel trains from the Reading side branches, along non-electrified Conrail trackage, to 30th Street Station. Meanwhile, SEPTA crews replaced several dilapidated bridges, installed new continuous welded rail and overhead catenary, constructed new rail stations at Temple University and North Broad Street, and upgraded the signals.
Two Eurostar 37/6 types at Clapham Junction Eurostar (at the time European Passenger Services) had 12 locomotives modified (all ex-37/5) as Class 37/6, with the intention that they would haul overnight international trains ("Nightstar") over the non-electrified sections of their routes in Britain. However, these services were never introduced, and, in 1997, Eurostar sold six of its locomotives to Direct Rail Services (DRS), with a further three sold in 2000. The remaining three locomotives were retained by Eurostar for a variety of tasks, including driver training, route learning, and for rescuing failed Class 373 units. Once Eurostar moved its operations to its new depot at Temple Mills, its Class 37 locomotives became redundant and they too were sold to DRS in 2007.
A train of JR Hokkaido 50 series coaches in 1990 A large number of locomotive-hauled 50 series coaches became surplus to requirements following electrification of lines in the Sapporo area of Hokkaido in the late 1980s. A program was therefore started to rebuild a number of these coaches into diesel multiple unit (DMU) trains to replace ageing DMUs on the non-electrified Sassho Line. In March 1990, one two-car set, formed of KiHa 141-1 and KiHa 142-1, was formed at Kushiro Depot and transferred to Naebo Depot from April of that year. Between 1990 and 1995, a total of 44 DMUs cars were built from former 50 series coaches at Kushiro Depot, Goryokaku Depot, and Naebo Works.
EV-E801 recharging at Oga Station from an overhead conductor bar In spring 2017, a new EV-E801 series battery electric multiple unit train was introduced on the Oga Line service from Akita. A special recharging facility was built at Oga Station. So far, there is only one battery electric trainset operated on this line, but in December 2019 JR East announced the plan to introduce additional such trainsets on this route after the fiscal year 2020, completely replacing KiHa 40 and 48 diesel multiple units. This would make the Oga Line another non-electrified railway line in Japan where battery electric trains completely replaced diesel trains; this has already happened, for example, on the Kashii Line and the Karasuyama Line.
The train uses a new "EDC" electric/diesel hybrid propulsion system, enabling the train to operate as an electric multiple unit under overhead electric wires or use two diesel generators in the end cars to power the train's traction motors on non-electrified routes. Cars 1 to 4 and 8 to 10 were built by Kawasaki Heavy Industries in Kobe, while the three bilevel cars 5 to 7 were built by J-TREC in Yokohama. The Kawasaki-built cars have aluminium bodies, while the three J-TREC-built cars have stainless steel bodies. The train styling and interior decoration of the train was overseen by industrial designer Ken Okuyama, and is advertised as using only the best quality materials and exemplifying traditional Japanese craftsmanship.
Amtrak EMD F40PHR 257 leading the Coast Starlight at Agnew in 1980, followed by a pair of EMD SDP40Fs Canadian near Jasper, Alberta in 2011, with an original unit following Amtrak ordered its first 30 F40PHs on May 8, 1975; the first of the new locomotives entered service on April 9 the following year. Amtrak intended the locomotives for short routes such as the San Diegan in California and Northeast Corridor services in the then non- electrified portion between New Haven, Connecticut and Boston, Massachusetts. The long-distance routes were protected by the then-new EMD SDP40F, described by J. David Ingles in late 1975 as the "stars of Amtrak's long-distance trains". Two events led to a major change in thinking within Amtrak.
Originally converted for use as trailer carriages for the Tulloch railmotor fleet, four carriages were reconstructed with a similar internal configuration to the BH type, but with automatic couplers at both ends. Following withdrawal of the Tulloch fleet around 1994, the four MTH carriages (63 seats each) were used on the non-electrified suburban Stony Point line, hauled by whatever locomotives V/Line (later V/Line Passenger) had spare at the time. Typically, two carriages would be used on weekdays and a third kept at Frankston for additional weekend capacity, with the fourth under routine maintenance in the city. Carriages were rotated weekly, with a locomotive transfer usually on Mondays or Thursdays and carriages swapped as part of that cycle.
In Riesa station the line branches off along with the branch line to Nossen from the Leipzig–Dresden line. The line to Nossen branches off the left and runs to the south, while the Chemnitz line runs to the south-west and passes over highway B 169. The northern section runs through relatively flat land until the Döbeln area; the only significant engineering works on this section is the 130 m-long viaduct near Ostrava and the 80 m-long bridge over the Mulde outside Döbeln station. Near the Döbeln-Nord motorway junction, it crosses the A 14, and after crossing the Freiberger Mulde it runs to the now single-track and non- electrified main line from Coswig via Borsdorf to Leipzig.
MP54 cars then provided local service throughout this area. Large numbers of MP54 MU cars were obtained both by electrifying existing non- electrified MP54 cars and by purchasing and building entirely new cars. As improved electrical equipment was developed in later years, a numeral was added to signify the type of this equipment.MP54E5 diagram Between 1926 and 1930 a further 144 cars were delivered from PRRs main shops in Altoona, PA and Standard Steel in the class MP54E2. Between 1932 and 1937 a total of 46 married pairs were constructed by Altoona that consisted of an unpowered trailer (designated T) that was towed by a motor car (designated E3), with 736 total horsepower compared with the normal 400: 34(MP54E3+MP54T) + 4(MP54E3+MBM62T) +8(MPB54BE3+MP54T).
In February and March 2012, the programme entered its final phase, with night-time test-running on the non-electrified Karasuyama Line outside operating hours. A recharging facility was built at Karasuyama Station at the end of the line, consisting of a rigid overhead conductor enabling the train to be recharged via its pantograph. The overhead conductor bar is electrified at 1,500 V DC, powered from the local electricity grid 6.6 kV AC supply, and a 10-minute charge allows the train to travel approximately . Technology developed in the "Smart Denchi-kun" programme was incorporated in the EV-E301 series two-car battery electric multiple unit that entered revenue service on the Karasuyama Line and Tohoku Main Line from March 2014.
In 2009, Class 378 Capitalstars built by Bombardier's Derby Litchurch Lane Works were introduced on the electrified lines to replace the and units used previously, while the Class 150s were replaced by new Class 172 Turbostar units on the non- electrified Gospel Oak to Barking Line. By October 2010 the new rolling stock had completely replaced the units previously operated by Silverlink. The Class 313 and 150s were cascaded to other train operating companies Southern, First Capital Connect and First Great Western. The Class 508 units were stored at Eastleigh Works but were subsequently scrapped in 2013 after being deemed unfit. Before its closure to become part of the London Overground, services on the East London line were operated with London Underground A60 and A62 Stock.
Former Pattscheid station The Wuppertal-Oberbarmen–Opladen railway was a line built by the Bergisch-Märkische Railway Company in the Bergisches Land of the German state of North Rhine-Westphalia, running from Wuppertal via Remscheid- Lennep, Bergisch Born and Wermelskirchen to Opladen. The only part of the original line still in operation is the section between Wuppertal-Oberbarmen and Remscheid-Lennep, which is now part of the Wuppertal-Oberbarmen–Solingen line and operated as Rhine-Ruhr S-Bahn line S 7. This is classified as a main line and it is double-track and non-electrified. The section of the line from Remscheid-Lennep to Opladen was known as the "Balkan Express" because it ran through a sparsely populated area.
The Metro-North Railroad Harlem Line, originally chartered as the New York and Harlem Railroad, is an 82-mile (132 km) commuter rail line running north from New York City into eastern Dutchess County. The lower 53 miles (86 km) from Grand Central Terminal to Southeast, in Putnam County, is electrified with a third rail and has at least two tracks. The section north of Southeast, sometimes called the Wassaic Branch, is a non-electrified single-track line served by diesel locomotives. The diesel trains usually run as a shuttle on the northern end of the line, except for rush-hour express trains in the peak direction (four to Grand Central in the morning, four from Grand Central in the evening) and one train in each direction on weekends.
Rasender Roland ("Rushing Roland") is Rügen's famous historical steam-powered railway, that runs from Putbus to Binz, Baabe, Sellin and Göhren. The railway network consists of the electrified standard gauge stretch of the Deutsche Bahn Stralsund (Rügendamm)-Bergen-Sassnitz line (timetable route (KBS) 195), Lietzow-Binz (KBS 197), the non-electrified routes Bergen-Putbus-Lauterbach Mole of the PRESS (KBS 198) and the narrow gauge stretch () of the Rügen Resort Railway (): Lauterbach Mole-Putbus-Binz-Sellin-Göhren (KBS 199). In addition to regional trains, there are also Intercity services from Binz via Bergen and Stralsund to Berlin, Hamburg, Frankfurt, Stuttgart and the Ruhr. Night train services to Munich, Basle and the Ruhr area were deleted from the timetable on 9 December 2007, despite massive protests from the local hotel industry.
However, after coming into service in 1996 this 50-unit class experienced problems both with the newly developed tilting system as well as chassis and axles, so it was judged not successful. The tilting system was out of service until 2006, when hardened axles and system updates finally solved the problems. In consideration of these problems DB ordered a full re-engineering, resulting in the development of class 612. Starting in 1998, a total of 192 units were commissioned by DB. The tilting system was reliable, but when in 2004 cracks were detected in a number of wheel sets, again wheels and axles had to be replaced. Today class 612 is back to tilting operation and forms the backbone of DB's fast regional service on non-electrified lines.
Steam train in Mayen Ost The Cross Eifel Railway (German: Eifelquerbahn) is a non-electrified railway line between Andernach and Gerolstein in the Eifel in the German state of Rhineland-Palatinate. From Andernach to Mayen Ost (East), it is classified as main line and it has two tracks as far as Mendig. Services on the Cross Eiefel Railway currently operate about every 30 minutes between Andernach and Mayen Ost and continue to Kaisersesch hourly as part of the Lahn-Eifel-Bahn service. The rail service between Andernach and Kaisersesch operated for a long time under the name of Pellenz-Eifel-Bahn (the Pellenz is a hilly area between Andernach and Mayen) and the section between Kaisersesch and Gerolstein was for a time operated as the Vulkan Eifel-Bahn.
In 2005 the electric locomotive fleet of RAIL4CHEM consisted of 14 locomotives of TRAXX type, and predecessors; the Adtranz built DBAG Class 145 (for work in Germany), and the Bombardier Transportation built DBAG Class 185 (for work in Germany, Austria, and Switzerland.). Other locomotives such as the Siemens EuroSprinter ES 64 U2 have been used based on requirements, as well as older locomotives have also been used in Switzerland.. The company leased Re 4/4I (Re 416 626), which had previously belonged to MThB and SBB to operate fuel trains on Swiss rails, as can be seen here: For non-electrified lines in Germany, Netherlands and Belgium, locomotives of the diesel types EMD JT42CWR (Class 66), as well as Vossloh locomotives, primarily Vossloh G 2000 BB and MaK G 1206 types were used.
The 2013 Review and Draft 2014 Review of the Wellington Regional Public Transport Plan confirmed that building additional stations on the Kapiti Line at Raumati and Lindale was no longer recommended, with the cost of new stations outweighing the benefits. The detailed analysis for Raumati (which was a "viability benchmark" for other new stations) said that the modelled peak-hour patronage needed to be about 300 new passengers to justify a new station, and that most Raumati users would have switched from Paraparaumu Station. Network extensions beyond the current Metlink rail operation limits would be by "shuttles or non-electrified services" running to Wellington.Draft Wellington Regional Public Transport Plan, April 2014 p 58 This followed a campaign to extend electrified commuter services to Otaki, following the extension of the Kapiti Line to Waikanae in 2011.
The tracks between Acton Town and central London were electrified on 1 July 1905. Whilst DR services were operated with electric trains, the L&SWR;, GWR and MR services continued to be steam hauled. MR services were withdrawn on 31 December 1906 and GWR services were withdrawn on 31 December 1910 leaving operations at Ravenscourt Park to the DR and L&SWR.; The L&SWR; constructed an additional pair of non-electrified tracks between Turnham Green and its junction with the District at Hammersmith and opened these on 3 December 1911 although their use was short-lived as the District's trains out-competed the L&SWR;'s to the extent that the L&SWR; withdrew its service between Richmond and Addison Road on 3 June 1916, leaving the District as the sole operator.
Passenger service remained unprofitable, returned to profitability during World War II, and then slumped again. The PRR overhauled much of the right-of-way in the 1950s, but chose to keep paying a stable dividend rather than reinvest in infrastructure. The result was dilapidated stations, slow, disjointed track conditions, and antiquated rolling stock which frequently broke down. In 1968, the PRR merged with the New York Central to become Penn Central, which declared bankruptcy in 1970. In 1976, Amtrak took ownership of the line between Philadelphia and Harrisburg while Conrail (the merger of Penn Central, the Reading Company, and several other Class I railroads) took ownership of the remaining part of the line and the many branches, both electrified and non-electrified, that the Penn Central had owned.
Following the successful inauguration of the Intercity-Express system in 1991 and the order to develop the ICE 2, in 1994 DB started plans to upgrade long-distance services using conventional lines, with higher speeds and a comfort level close to the ICE standard, using tilting electric multiple units to replace locomotive-hauled InterCity (IC) and InterRegio (IR) trains. DB assigned the name IC T to the project, with "T" standing for Triebzug (multiple unit). Later, Deutsche Bahn also saw the need for a similar new train for its non- electrified routes, and started the ICT-VT project, with "VT" standing for Verbrennungstriebwagen (internal combustion motor car). This development resulted in the diesel-powered ICE TD. Deutsche Bahn developed the ICE 3, IC T and ICT-VT projects in parallel.
During the efforts to re-open the cross-border section, the South Korean government has taken up the idea of a railway all along the east coast from Pohang to the North Korean border, with a primary aim to serve freight traffic that could eventually access the Trans-Siberian Railway. As part of the project, plans foresaw to connect the end of the Yeongdong Line in Gangneung with Jejin by long, single-track, non-electrified line for , effectively re-building the Donghae Bukbu Line on a new alignment. Three years later, the project re-surfaced as a domestic project. On September 1, 2010, the South Korean government announced a strategic plan to reduce travel times from Seoul to 95% of the country to under 2 hours by 2020.
The ES-2 was the Milwaukee Road's primary class of dedicated electric switchers. Electric switching on the Milwaukee Road was always limited to the Rocky Mountain Division, and to the middle and east end only, Avery being merely a power change, rather than a switching, location. Harlowton's switching demands eventually exceeded the capabilities of the ES-2, which was replaced in 1951 by a single GE Freight Motor (later reclassed ES-3) instead; thus from the 1950s to the 1970s the ES-2s were normally used only in the greater Butte area, in which the Deer Lodge shops were also located. The Coast Division eschewed electric switchers entirely, as its operating characteristics and economics were more favorable to otherwise underutilized steam (later diesel) switchers which also served the Milwaukee's non-electrified branches in the area.
A repainted Dm12, unit 4401 at Jyväskylä railway station. VR was searching a diesel motor car to be used on low traffic regional services on non-electrified tracks years after the last of the earlier diesel motor car series had been decommissioned by the end of the 1980s, and diesel locomotive pulled passenger trains had been found to be uneconomical for small-demand services. VR had earlier experimented with converting an old unpowered passenger car into a diesel motor car, but the prototype was never put to service and VR ultimately decided to acquire all-new cars. After a failed purchase, 16 Dm12 units with 20 options were finally ordered from the Czech manufacturer ČKD Vagonka, now Škoda Vagonka, in 2001, at a price of 160 million FIM.
Class 306 at Shenfield in November 1986 Northern Spirit Class 308 at Leeds in September 1998 Slam- door EMU and DMU trains were commonplace ever since the introduction of electrification. While there were early examples of the type, which are beyond the scope of this example, they became commonplace on the Southern Railway in the 1930s when it electrified its main routes around the south of London at 750 V DC (third rail), in particular, the line to Brighton. Slam-door diesel multiple units became common in the 1950s when British Railways (BR) sought to modernise its network and replace steam locomotives. Many one, two and three coach units were built for non-electrified lines all around the country, in particular, these were popular on branch lines where it was uneconomic to electrify.
Following the successful inauguration of the Intercity- Express system in 1991 and the order to develop the ICE 2, in 1994 DB started plans to upgrade long-distance services using conventional lines, with comfort level raised near the ICE standard and higher speeds, with tilting electric multiple units to replace locomotive-pulled InterCity (IC) and InterRegio (IR) trains. DB assigned the name IC T to the project, with "T" standing for Triebzug (multiple unit). This development resulted in the ICE T. Later, Deutsche Bahn also saw the need for a similar new train on its non-electrified routes, and started the ICT-VT project, with "VT" standing for Verbrennungstriebwagen (internal combustion motor car). Deutsche Bahn pursued the development of the ICE 3, IC T and ICT-VT projects in parallel.
The Atlantic Axis high-speed railway line is connecting the two main cities of Vigo and A Coruña (Corunna) via Santiago de Compostela in the northwestern Spanish region of Galicia. The railway, 155.6 km in length, is an upgrade of the former non-electrified single railway line between the town of Ferrol and the Portuguese border for the part between A Coruña and Vigo, into a double electrified high-speed line. The new rebuilt railway permits mixed use traffic with a maximum design speed of 250 km/h for passenger trains. The new railway was inaugurated in April 2015 and shortened the distance between the two cities by 22 km, from 178 km to 156 km, and cut the travel time from around 3 hours on the old railway down to 1 hour and 20 minutes on the new one.
The Atlantic Axis high-speed railway line is connecting the two main cities of Vigo and A Coruña (Corunna) via Santiago de Compostela in the northwestern Spanish region of Galicia. The railway, 155.6 km in length, is an upgrade of the former non electrified single railway line between the town of Ferrol and the Portuguese border for the part between A Coruña and Vigo, into a double electrified high-speed line. The new rebuilt railway permits mixed use traffic with a maximum design speed of 250 km/h for passenger trains. The new railway was inaugurated in April 2015 and shortened the distance between the two cities by 22 km, from 178 km to 156 km, and cut the travel time from around 3 hours on the old railway down to 1 hour and 20 minutes on the new one.
During GDR times the class 132 pulled everything that was fast or heavy such as express trains on non-electrified lines or coal or lime trains of 1800 to 2200 tonnes in weight. Due to the higher axle load and weight their use was not as flexible as the DR Class 118 and DR Class 119 After the Berlin Wall came down in 1989, these locomotives would take their trains outside the former GDR, with Hamburg, Kassel, Nuremberg and Kiel being destinations. With the merger of the two German train companies in 1994 the Ludmillas were seen even further afield – taking over many of the workings of the DB Class V 160 family – due to their higher power. After restructuring of DBAG the Class 232 locomotives were assigned to DB Cargo (now Railion) for freight services.
Small tank engines were used to haul services until the 1870s when Stroudley D1s supplemented by B1 "Gladstones" were used after having been displaced from main-line duties. Heavier and more powerful engines were introduced after the First World War, including Billinton E4 and E5 classes, along with his D3 and B4 classes. Marsh's I3 class was mainly used on Tunbridge Wells-East Grinstead-London services, while his H1 and H2 "Atlantics" were seen on London-East Grinstead-Lewes services. The Southern Railway's neglect of its non-electrified secondary lines in the period leading up to the Second World War resulted in weight restrictions being introduced on the Tunbridge Wells and Lewes lines from which I3s were banned in favour of lighter I1X class locomotives to Tunbridge Wells and SECR B1s, F1s and D1s on the Lewes line.
DB 240 003-4 at Niebüll station in 1990 In the late 1980s, at its own expense, MaK built three new prototypes designated as the DE 1024. They were designed as a universal high powered locomotive, capable of hauling both freight and passenger trains, for use on the non-electrified parts of the German rail network - which at that time included much of northern Germany. In October 1989 the machines were ready for use, and extensive testing took place, with the units being passed to DB for assessment. No orders from the Deutsche Bundesbahn came as a result of this - instead electrification of parts of the northern German rail network took place, the reunification of Germany put a nail in the coffin of the possibility of any orders from the home country; as large numbers of similar DR Class 132 locomotives became available.
The rolling stock of the Proastiakos commuter rail services include Class 460 Siemens Desiro five-car electric multiple units (EMU), used on the electrified sections of the Ano Liosia–Athens International Airport, Ano Liosia–Corinth–Kiato and Thessaloniki–Larissa lines; while Stadler GTW 2/6 DMUs and MAN-2000 DMUs are used on the non-electrified section between Piraeus–Athens–Ano Liosia. In Athens, Proastiakos provides connections with Athens metro (Line 1) at Neratziotissa station, Athens Metro line 2 at Athens Central (Larissa station) and Athens Metro line 3 at Plakentias station; while it is also the only passenger rail service from Athens to Peloponnese, providing connections with the Peloponnese metre gauge network at Corinth and Kiato stations. These regional rail links have expanded the Proastiakos role from being just a pure suburban-commuter rail service.
Hamburg metro offers cross-platform interchanges at Barmbek (between circle and branch of metro line U3), Berliner Tor (between metro lines U2/U4 and U3), Kellinghusenstraße (between metro lines U1 and U3) and Wandsbek-Gartenstadt (between metro lines U1 and U3) metro stations; all cross-platform interchanges are also timetable coordinated to make it as easy and convenient for the passengers as possible. Another cross-platform interchange is used at the northwestern terminus of metro line U1 at Norderstedt Mitte station where metros use the outer tracks and interconnect with the non-electrified suburban line A2 of AKN private railway company terminating on the center track in between the two island platforms. Hamburg suburban railway offers cross- platform interchanges at Altona station and Hamburg Main Railway Station ensuring short connections for four of five branches to both inner city routes.
Applications to Shinkansen lines - which would not have benefitted greatly with mechanical tilting mechanisms due to their already shallow curves that allow high speeds anyway - allowed for greater ride comfort, less track wear and slightly higher speeds leading to increased frequency. The simplicity of this technology made it possible for smaller private operators to introduce tilting trains, such as the Odakyu 50000 series VSE, a luxurious sightseeing express train with active suspension introduced not to increase speeds but to enhance ride comfort; and even cheap enough to be applied to commuter stock, such as JR Hokkaido's KiHa 201 series, which improved speeds and frequencies on Sapporo's partly non-electrified suburban railway system. This is also one of the only applications of tilting technology on 'metro-style' commuter trains to date. The KiHa 201 DMU, a unique application of active suspension technology to a commuter train.
Former Ikasa Railway's wooden coaches were made by Nippon Sharyo Co. in 1925. Hoha 13 and Hoha 14 were used by Ikasa Railway (Ikasa Tetsudō, 井笠鉄道; Kasaoka - Ibara - Kannabe, The period of railway business : 1913-1971, Line length until 1967 : 33.0 km, Track gauge: 762 mm, Non-electrified; Not to be confused with Ibara Railway) in the west-south of Okayama Prefecture. Hoha 18 and Hoha 19 were used by Ryōbi Light Railway connected Ikasa Railway line, after that Ikasa Railway acquired them when it purchased Jinkō Railway renamed from Ryōbi Light Railway in 1940. On the named rule of Ikasa Railway, "Ho" meant bogie car and "Ha" meant 3rd class coach. After Ikasa Railway abolished its railway business, Seibu Railway bought them with other coaches and took renumbering type 31 (Hoha 13 = No.38, Hoha 14 = No.39, Hoha 18 = No.35, Hoha 19 = No.36).
Kosovo Polje station Trainkos operates of railway in Kosovo, of which serve both freight and passenger and only serve freight traffic. The non-electrified network originally consisted of two lines crossing at Fushë Kosovë railway station in Kosovo Polje: A main line going from Kraljevo in western Serbia via Kosovska Mitrovica and Kosovo Polje to Skopje in North Macedonia, and a branch line in east-west direction from Niš in southern Serbia via Pristina railway station in the capital Pristina and Kosovo Polje with one branch leading to Peja and the other one to Prizren. Of these lines, the one from Pristina to Peja and the one from Kosovo Polje to North Macedonia are still served by passenger trains. Some more parts of the network are occasionally served by freight trains, like Kosovo Polje - Obilić; the other parts of the network are currently unused.
This is effectively a diesel locomotive with auxiliary electric motors (or connections to the existing traction motors), usually operating from 750 V DC third rail where non-electric traction is banned (e.g. EMD FL9, GE Genesis P32AC-DM, EMD DM30AC). The primary function for these models is to provide a "one-seat ride" (a rail trip that doesn't require a transfer to a different train) between the electrified and non- electrified sections of a rail system or to allow trains to run through tunnels or other segments of track where diesel locomotives are generally prohibited due to their production of exhaust; such locomotives are used for certain trains servicing the New York City terminals of Grand Central Terminal and Penn Station, as the various rail tunnels into Manhattan have exhaust restrictions. Once out of the tunnels, the engines are started and operation is as a normal diesel locomotive.
Whilst the operation of the standard gauge section of the Schneeberg Railway is handled by the ÖBB, the management of the narrow-gauge rack railway is carried out by the Lower Austrian Schneeberg Railway Company founded in 1997, in which the state of Lower Austria - in the guise of the "Lower Austrian Transport Organization Company" (NÖVOG) - and the ÖBB each have a 50 percent share.Press release of 25 March 1998 The journey time on the main section from Wiener Neustadt to Puchberg am Schneeberg takes regional trains approximately 45 minutes on the non-electrified single track. On average 15 to 20 Regionalzüge trains run in each direction daily. The Schneeberg Railway on the extension line from Puchberg am Schneeberg to the Hochschneeberg is a narrow gauge rack railway that has become an important tourist attraction in southern Lower Austria, transporting 120000-130000 registered guests per year.
Permanent electric fencing is used in many agricultural areas, as construction of electric fences can be much cheaper and faster than conventional fences (it uses plain wire and much lighter construction, as the fence does not need to physically restrain animals). The risk of injury to livestock (particularly horses) is lower compared to fences made of barbed wire or certain types of woven wire with large openings that can entangle the feet. Its disadvantages include the potential for the entire fence to be disabled due to a break in the conducting wire, shorting out if the conducting wire contacts any non-electrified component that may make up the rest of the fence, power failure, or forced disconnection due to the risk of fires starting by dry vegetation touching an electrified wire. Other disadvantages can be lack of visibility and the potential to shock an unsuspecting human passer-by who might accidentally touch or brush the fence.
The British Rail Class 50 is a class of diesel locomotives designed to haul express passenger trains at 100 mph. Built by English Electric at the Vulcan Foundry in Newton-le-Willows between 1967 and 1968, the Class 50s were initially on a 10-year lease from English Electric Leasing, and were employed hauling express passenger trains on the, then non-electrified, section of the West Coast Main Line between Crewe and Scotland. Initially numbered D400 - D449 and known as English Electric Type 4s, the locomotives were purchased outright by British Rail (BR) at the end of the lease and became Class 50 in the TOPS renumbering of 1973. The class gained the nickname "Hoovers" because of the noise made by the clean air plant at the No.2 end, prior to refurbishment, which was likened to that of a vacuum cleaner, a name believed given to them by the staff at Paddington Station.
The company observed that rival operators made heavy use of the British Rail Class 66, a locomotive introduced in the mid-1990s, and that this would be the base line to innovate against in the locomotive-hauled freight market. ROG opted to work in conjunction with locomotive manufacturer Stadler Rail to develop a tri-mode high powered locomotive concept, which has since been assigned the designation of Class 93. The concept was first proposed during 2018. It is a derivative of the British Rail Class 88 electro-diesel and British Rail Class 68 diesel locomotives, both being built by Stadler. While the Class 88 has only limited power when operating in diesel mode, equivalent to that of a single British Rail Class 20 locomotive, thus being limited to ‘last mile’ operations in sidings or slow-speed operation on freight-only branches, the Class 93 is to have a far more powerful self- operating capability, allowing for high speed mainline operations on non- electrified lines.
The work began in Komorów and proceeded simultaneously in two directions. In 1927 a 32.4 kilometers long standard gauge line electrified at 650 V DC with overhead wire was opened, linking Grodzisk Mazowiecki with the center of Warsaw. The line was connected with a 3 kilometer long non- electrified technical line with national rail system in Komorów, 24 kilometers of the line between Podkowa Leśna and Warsaw consisted of double track, the four kilometers long segment of the line leading to railroads final station in Warsaw at Marszałkowska Street was embedded in the city streets. The railroad operated 20 four-axle electric railcars produced by the English Electric Company at Preston, capable of traveling with a speed of up to 70 km/h, along with 20 unpowered passenger cars. In 1932 the line was extended in Grodzisk Mazowiecki to reach Grodzisk Mazowiecki PKP station and a short branch line was built in Włochy just outside Warsaw, likewise linking with the Włochy PKP station.
Initially the class were used primarily on mail trains. In June 2003 EWS lost the Royal Mail mail train contract, with services diminishing to complete cessation in March 2004. The locomotives have since been used by First ScotRail on the Caledonian Sleeper on non-electrified lines north of Edinburgh. In April 2015, GB Railfreight commenced a contract to haul the Caledonian Sleeper with 67 004 repainted and renamed for use on the service. Class 67s ceased being used on the service, in June 2016, when replaced by GB Railfreight Class 73/9s,"Rebuilt 73/9s take over all Caledonian Sleeper work" Rail Magazine issue 805 20 July 2016 although they can still be occasionally seen on some portions of the Highland Sleeper to Inverness and Aberdeen. Class 67s are also used as Thunderbird rescue locomotives, for failed trains on the East Coast Main Line, on some freight trains, and for use on chartered tourist trains.
The Connecticut Department of Transportation has painted its diesel commuter rail locomotives used on the non-electrified Danbury and Waterbury Metro North branches, as well as its Shore Line East operation, in the "McGinnis Scheme," composed of white, black, and orange-red stripes with the iconic NH logo. All of these lines were formerly owned by the New Haven Railroad. The Valley Railroad, a preservation line based in Essex, Connecticut that runs both steam and diesel traction, has painted the authentic script-lettering insignia of the original "New York, New Haven and Hartford" railroad on the tenders of their resident steam locomotives, 2-8-0 Consolidation type Number 97, and 2-8-2 Mikado type number 40. There is a third steam locomotive in restoration to running order, a Chinese SY-class Mikado, formerly known as the 1658, it is being renumbered and painted as New Haven 3025, and is to be based on a Mikado-type engine that was typical to the New Haven.
In 1971, the South-East Lancashire and North-East Cheshire (SELNEC) Passenger Transport Executive, the body responsible for public transport in and around the Greater Manchester area, proposed the construction of a new underground railway tunnel intended to link Manchester's two remaining major railway termini, Piccadilly and Victoria, to create a new urban metro network. This tunnel, nicknamed the "Picc-Vic", was intended to link the disparate rail networks to the north (from Victoria) and south (from Piccadilly) of the city for the first time, allowing services through the Manchester city centre. At the time, the planned routes that would have been joined to the tunnel were a mix of electrified and non-electrified; the Bury Line, from Victoria, used a unique, 1200 V DC third rail system; the Buxton line was unelectrified, while the Styal, Crewe and Stafford lines were all electrified using 25 kV AC from overhead wires (OHLE). The proposal would have seen the entire planned network run using OHLE, which had recently opened on the West Coast Main Line as far as Manchester Piccadilly.
An ad for an electric cattle prod in 1917 magazine Ranchers and farmers typically use the term "cattle prods" mainly to refer to simple non-electrified fiberglass or metal goads used to physically encourage cattle into motion; the majority of people living outside of rural areas use the term 'cattle prod' exclusively for the electrified variant. Most ranchers and farmers refer to electric cattle prods as "hotshots" (this is an example of a genericized trademark; one of the most prominent brands of electric prod is Hot-Shot). In an electric cattle prod, which is the precursor to the modern day stun gun, dual surface electrodes produce a very high voltage/very low current electric arc between them, which, when pressed against conductive skin, produces a painful but superficial electric shock which stimulates the target to cease their current activity and move in the direction opposite the source of the pain. With higher current, the cattle prod is the equivalent of a stun gun and functions exactly the same way.
In the 1950s the Swiss Federal gas turbine locomotive, the Am 4/6 1101This locomotive used an electric transmission system (generator/motors) was tested by the German railways: Its higher fuel consumption compared to the DB Class V 200.0 made it uneconomical for the Deutsche Bundesbahn to consider introducing similar locomotives and afterwards reciprocating diesel engines were the primary source of non-electric traction on German raillines. In the 1960s, the first locomotives of the V160 series went into service; these were originally designed for medium-duty service. For more demanding applications such as express passenger work and freight trains on non-electrified routes (such as the winding route from Munich to Lindau) the Deutsche Bundesbahn considered an enhanced performance version of these locomotives; for this reason, the concept of a locomotive of V160 series with a gas turbine as a booster was investigated. The gas turbine had the advantage of low weight and size – particularly important if it was to be included in the standard body of a V160 class locomotive.
The first group of MP54 cars was delivered to the PRR subsidiary Long Island Rail Road (LIRR) in 1908 which was already operating a 650-volt DC electrified service to terminals on Long Island with its fleet of MP41 cars.Baer, November 2008 Some were used for a while in non-electrified service until the East River tunnels were completed allowing service into Penn Station. Simultaneously, the same electrical system was being installed for use in the Hudson River tunnels and west to Manhattan Transfer, just east of Newark for use by the PRR proper. Between 1908 and 1915 the LIRR received a total of 225 MP54 type DC powered coaches and 65 other powered MP54-type cars. To supplement these, between 1915 and 1927 a total of 230 T-54 class trailer cars were added to the fleet along with a further 320 DC powered coaches between 1920 and 1927. Finally in 1930 a final batch of 45 MP54 coaches were delivered resulting in a total fleet of 626 Coaches, 15 baggage cars, 52 combines and 230 unpowered trailers for a grand total of 923 MP54 type cars in service on the LIRR.
The Soviet Union was a pioneer in the development of the diesel locomotive to replace the steam locomotive (dieselization) on non-electrified lines. But the USSR failed to make steady progress and while they lead the United States at first, they soon fell behind and their last steam locomotives were retired about 15 years later than for the US. The first mainline diesel locomotive in the world began running in 1924 in the USSR Раков p.356 9.2 "Тепловоз сицтемы Я.М. Гаккеля" (Diesel locomotive system of Ya.M. Gakkel); Дпрбенский p.5 but it had an excessive number of breakdowns so other designs of diesel locomotives were developed and used in desert regions where water for steam locomotives was scarce. Then in 1937 the small scale production (only several units per year) of diesel locomotives (for desert use) came to a haltРаков p.371: 9.8 Тепловозы серииА+ by order of Kaganovich, the head of the national railway committee (NKPS) Westwood 1994 p.159 and a leading figure in the Communist party. In the late 1930s, interest in diesels was rekindled by reports from the US that production of diesel locomotives was overtaking production of steam locomotives.
PRR Classification of Cars 1931 Small capital letters are awkward to use, so many booksBezillaCudahy have used the LIRR scheme of omitting the initial M for the non-electrified cars (P54) while less commonly a lower-case m is used instead of the small capital (mP54).index to PRR Classification of Cars 1931 In 1950, faced with the need for expensive new equipment for unprofitable suburban service,Bezilla, pp. 189, 193-195. the PRR decided to extend the life of the MP54 cars instead of buying new equipment. The MP54s were rebuilt at PRR's Wilmington, DE electric shops with an initial batch of fifty cars in the class MP54E5.Volkmer, p. 108. A follow- up batch of 50 508 hp cars in the class MP54E6 were rebuilt at the Altoona shops. (For unknown reasons, the designation MP54E4 was skipped.) In addition to the new, more powerful propulsion gear, other new equipment was installed including roller bearing equipped equalized trucks, new windows, and recessed transit-type lightingStaufer (1968), p. 169 In 1951 there were a total of 481 AC MP54 cars of all types in service,Multiple Unit Equipment in Service as of January 15, 1951, (PRR document) consisting of 405 MP54, 42 MP54T, 10 MPB54B, 9 MPB54, 7 MB62, 4 MBM62, and 4 MBM62T cars.

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