![]() MAX Light Rail system, Portland, Oregon, United States This line is owned by Great Smoky Mountains Railroad and in 2019 is out of service. This segment of track has always been worked by adhesion. But due to the fills settling it has drastically changed. When originally built the ruling grade was 4.2% as listed by southern railway. Red Marble Grade, Topton, North Carolina.Ī 2015 survey lists the 3.5 mile stretch between MP 87 and MP 90.5 at a 4% average grade and says there are isolated stretches approaching 7%. This incline has only carried passengers, by adhesion, on enthusiast special trains, but is now completely closed.īuilt as a rack railway, adhesion operation only by passenger railbuses, now only museum operation on part of the line. Hopton Incline, Cromford and High Peak Railway, England Montreux Oberland Bernois Railway, Switzerlandĭriving Creek Railway, Coromandel, New Zealand Uetliberg railway line, Sihltal Zürich Uetliberg Bahn, Switzerland Gallen–Trogen railway, Appenzeller Bahnen, Switzerland Maximum gradient on the rope-hauled section is 26% between Romagna and S. The maximum gradient on adhesion is 8% between Vetta Scorcola and Cologna stops. Mixed adhesion and rope-hauled operation. Between Coonoor (ONR) and Udagamandalam (UAM), the train is operated by a YDM4 diesel locomotive using conventional rail adhesion principles. The average gradient in this rack section is 1 in 24.5 (4.08%), with a maximum of 1 in 12 (8.33%). The steam locomotives are marshalled at the downhill (Mettupalayam) end of the train. Possibly the steepest incline on a metre-gauge railway in Asia. ![]() Nilgiri Mountain Railway, Tamil Nadu, India Located in the block of Southwest Harrison Street between 1st Avenue and 2nd Avenue The steepest incline on a 3 ft narrow-gauge railway in Canada, the BC Forest Discovery Centre is a Forestry and Logging Museum that runs a tourist train, using a combination of steam locomotives and diesel locomotives, usually with trains consisting of 1-3 coaches in length, as well as motor cars.Ĭinci Drumuri–Pădurii, Iași Tramways, Iași, RomaniaĪ and B Loop and NS Line of the Portland Streetcar system, Portland, Oregon, United States The list below is of some of the steepest gradients on adhesion railways, in order of decreasing steepness:Ĭalçada de São Francisco, Lisbon Tramways, PortugalĬass Scenic Railway, West Virginia, United Statesįormer logging railway, steepest non-electrified adhesion railwayĮstrada de Ferro Campos do Jordão, BrazilĪllentown light rail line, Pittsburgh, United StatesīC Forest Discovery Centre, Duncan, B.C., Canada For freight trains, gradients should be as gentle as possible, preferably below 1.5%. High-speed railways commonly allow 2.5% to 4% because the trains must be strong and have many wheels with power to reach very high speeds. Metros and pure commuter railways often also allow steeper gradients, over 4%, for the same reason. This is because all wheels are usually connected to engine power in order to give better acceleration. Tramways and light railways often have steeper gradients than heavier railways. by the Snaefell Mountain Railway on the Isle of Man. To help with braking on the descent, a non-load-bearing "brake rail" located between the running rails can be used, similar to the rail used in the Fell system, e.g. These include simple rail adhesion, rack railways and cable inclines (including rail mounted water tanks to carry barges). There have been various solutions to hauling rail mounted vehicles up or down inclines. Braking when travelling downhill is also a limiting factor. However the maximum feasible gradient is limited by how much of a load the locomotive(s) can haul upwards. However, every good rigger has a Double throw machine in their arsenal which is more valuable than a bar tack.The inclusion of steep gradients on railways avoids the expensive engineering work required to produce more gentle gradients. We use the bar-tacker in production because it is faster and more automatic. ![]() On finger trapped braided lines the bar-tack has worked well but is intended to be only a anchor stitch for the finger trap.Īs a manufacturer I think either is OK for use in the field. The bar tack has limited stretch because of the 3 passes of the 301 stitch under the zig-zags. The 308 is stronger as it has the additional anchor stitch in the middle which acts as a pivot for the stretch. It has the ability to be lengthened during a stretch of the fabric without stressing the thread. I like to think about a zig-zag stitch ( both the 304 & 308) as a side view of a coil spring. It has a stitch in the middle of the left - right pass. A 304 Zig-zag is simply a left to right and back stitch where a 308 is called a "Double Throw" zig-zag. Think about the difference stitch each makes.Ī Bar Tack makes a couple of rows of a 301 stitch covered by a dense application of perpendicular 304 stitches. ![]()
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