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68-648: The Dolderbahn ( Db or DBZ ) is a 1.3 km (0.81 mi) long rack railway in the Swiss city of Zürich . The line is in Zürich's Hottingen and Fluntern suburbs on the south slope of the Adlisberg mountain. The lower terminus of the line is at Römerhof , some 1.5 km (0.93 mi) from the city centre, where it connects with lines 3 and 8 of the Zürich tramway . The upper terminus at Bergstation Dolderbahn

136-401: A diesel locomotive or electric locomotive , the steam locomotive only works when its powerplant (the boiler, in this case) is fairly level. The locomotive boiler requires water to cover the boiler tubes and firebox sheets at all times, particularly the crown sheet , the metal top of the firebox. If this is not covered with water, the heat of the fire will soften it enough to give way under

204-532: A cog-wheel attached to the downhill of the vehicles two axles. They were built by the Swiss Locomotive and Machine Works , with electrical equipment from Brown, Boveri & Cie , in 1972. In line with its funicular origins, the line has no depot and no track connection to any other line. The cars are stabled and maintained in the terminal stations. The line runs from 06.20 until 23.30 every day, with services running every 10, 15 or 20 minutes depending on

272-440: A continuous rack. So long as the breaks in the rack were shorter than the distance between the drive pinions on the locomotive, the rack rail could be interrupted wherever there was need to cross over a running rail. Turnouts are far more complex when the rack is at or below the level of the running rails. Marsh's first rack patent shows such an arrangement, and the original Mount Washington Cog Railway he built had no turnouts. It

340-445: A gradient. This is one of the reasons why rack railways were among the first to be electrified and most of today's rack railways are electrically powered. In some cases, a vertical boiler can be used that is less sensitive for the track gradient. On a rack-only railroad, locomotives are always downward of their passenger cars for safety reasons: the locomotive is fitted with powerful brakes, often including hooks or clamps that grip

408-495: A ladder between two L-shaped wrought-iron rails. The first public trial of the Marsh rack on Mount Washington was made on August 29, 1866, when only one quarter of a mile (402 meters) of track had been completed. The Mount Washington railway opened to the public on August 14, 1868. The pinion wheels on the locomotives have deep teeth that ensure that at least two teeth are engaged with the rack at all times; this measure helps reduce

476-570: A large manufacturing facility in Fanipaĺ , Belarus. Following the disputed 2020 Belarusian presidential elections and the 2022 Russian invasion of Ukraine , the company came under pressure to reduce its exposure in those countries. By June 2022, electronic parts used to assemble rail equipment are no longer deliverable to Fanipaĺ due to international sanctions against Belarus following the forced diversion of Ryanair Flight 4978 . In response, Stadler moved equipment and personnel to Poland, Switzerland and

544-607: A major beneficiary of customer dissatisfaction with the dominant market competitors, particularly in terms of delivery and certification issues. In 2014, Stadler Rail announced the formation of a joint venture with Azerbaijan -based company International Railway Distribution LLC to manufacture rolling stock in the nation. One month prior, Stadler had received a SFr120 million contract to produce 30 sleeper and dining cars. Rolling stock originally intended for Russia has also been resold to Azerbaijan and neighbouring Georgia . Stadler Rail had traditionally avoided major involvement with

612-545: A relatively small rolling stock manufacturer even through to the 1990s; by the mid-1990s, Stadler reportedly had only 100 employees. Around 1984, Stadler Rail decided to embark on the manufacture of passenger rolling stock for the first time. In 1987, Peter Spuhler , an in-law relative of the Stadler family through his marriage to one of Ernst Stadler's granddaughters, joined the company and subsequently took over as CEO from Irma Stadler in 1989. Spuhler then decided to expand

680-533: A serious competitor in several categories to traditional major rolling stock companies, such as Alstom and Siemens , and has successfully secured several major orders from the incumbent train operating companies of several nations. In 1999, Stadler Rail took a 67% shareholding in a joint venture with Adtranz to manufacture the Regio-Shuttle RS1 . However, following Adtranz's acquisition by Bombardier in 2001, European Union regulators insisted on

748-468: A simplified but compatible rack, where the teeth on the engine pinions engaged square holes punched in a bar-shaped center rail. J. H. Morgan patented several alternative turnout designs for use with this rack system. Curiously, Morgan recommended an off-center rack in order to allow clear passage for pedestrians and animals walking along the tracks. Some photos of early Morgan installations show this. A simplified rack mounting system could be used when

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816-489: A smaller gap from the platforms than the current vehicles, and two wheelchair spaces. Rack railway The first mountain cog railway was the Mount Washington Cog Railway in the U.S. state of New Hampshire , which carried its first fare-paying passengers in 1868. The track was completed to reach the summit of Mount Washington in 1869. The first mountain rack railway in continental Europe

884-481: A spring-mounted rack section to bring the pinion teeth gradually into engagement. This was invented by Roman Abt, who also invented the Abt rack system. On pure-rack lines, the train's running rail wheels are only used to carry the train and do not contribute to propulsion or braking, which is exclusively done through the cog wheels. Pure-rack lines have no need of transitioning systems, as the cog wheels remain engaged with

952-675: Is adjacent to the Dolder Grand Hotel and the Dolder recreation area. Two intermediate stations, at Titlisstrasse and Waldhaus Dolder , are also served. The line is owned by the Dolderbahn-Betriebs AG , which is itself 50% owned by the city of Zürich, and is operated on their behalf by the municipal transport operator Verkehrsbetriebe Zürich . The line was opened in 1895 as a funicular railway , and converted to rack operation in 1973. Because of this history, it

1020-513: Is still sometimes erroneously referred to as a funicular or cable car. The first proposal for the line was in 1890, when Heinrich Hürlimann purchased land in the area, although his first proposals fell through. In 1893, the Dolderbahn-Aktiengesellschaft company was formed to build the line, with construction commencing the following year. The line was built as a funicular railway and opened in 1895. The upper terminus of

1088-577: Is very low, generally from 9 to 25 kilometres per hour (5.6 to 15.5 mph) depending on gradient and propulsion method. Because the Skitube has gentler gradients than typical, its speeds are higher than typical. The Culdee Fell Railway is a fictional cog railway on the Island of Sodor in The Railway Series by Rev. W. Awdry . Its operation, locomotives and history are based on those of

1156-540: The Nilgiri Mountain Railway . The Agudio rack system was invented by Tommaso Agudio. Its only long-lived application was on the Sassi–Superga tramway which opened in 1884. It used a vertical rack with cog wheels on each side of the central rack. Its unique feature, however, was that the 'locomotive' was propelled by means of an endless cable driven from an engine house at the foot of the incline. It

1224-690: The Snowdon Mountain Railway . It is featured in the book Mountain Engines . The Štrbské Pleso rack railway in Slovakia is featured in "The Bounty" by Janet Evanovich and Steve Hamilton . Stadler Rail Stadler Rail AG is a Swiss manufacturer of railway rolling stock , with an original emphasis on regional train multiple units and trams , but moving also into underground , high speed , intercity and sleeper trains . It also produces niche products, such as being one of

1292-479: The Strub rack system and is single track with a single intermediate passing loop . The passing loop is situated between Titlisstrasse and Waldhaus Dolder stations and features flexible rack turnouts at both ends. The line is operated by a pair of four-wheel rack railcars, each of which can carry 100 passengers. The cars are electrically driven off a 600 volt direct current overhead supply and are propelled by

1360-907: The United States , and upcoming joint ventures with INKA in Indonesia and Medha Servo Drives in India . Stadler Rail employed approximately 6,100 employees by 2012, including 2,750 in Switzerland, 1,200 in Germany, 1,000 in Belarus, 400 in Hungary and 400 in Poland. By 2023, this had increased to 13,900 employees. Stadler Rail traces its origins back to an engineering office established by Ernst Stadler (1908–1981) in 1942. Three years later,

1428-618: The Abt system was on the Harzbahn in Germany, which opened in 1885. The Abt system was also used for the construction of the Snowdon Mountain Railway in Wales from 1894 to 1896. The pinion wheels can be mounted on the same axle as the rail wheels, or driven separately. The steam locomotives on the West Coast Wilderness Railway have separate cylinders driving the pinion wheel, as do the "X"-class locomotives on

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1496-586: The Abt system, but typically wider than a single Abt bar. The Lamella rack can be used by locomotives designed for use on the Riggenbach or the Strub systems, so long as the safety-jaws that were a feature of the original Strub system are not used. Some railways use racks from multiple systems; for example, the St. Gallen Gais Appenzell Railway in Switzerland has sections of Riggenbach, Strub, and Lamella rack. Most of

1564-875: The British market. Between 1903 and 1909, the McKell Coal and Coke company in Raleigh County, West Virginia, installed 35,000 feet (10,700 m) of Morgan rack/third-rail track in its mines. Between 1905 and 1906, the Mammoth Vein Coal Company installed 8,200 feet (2,500 m) of powered rack in two of its mines in Everist, Iowa , with a maximum grade of 16%. The Donohoe Coke Co. of Greenwald, Pennsylvania had 10,000 feet (3,050 m) of Goodman rack in its mine in 1906. The Morgan system saw limited use on one common carrier railroad in

1632-453: The British railway customer base, which it has claimed was due to the unfavourable complexity of the regulatory environment. However, in 2017, management decided to embark on a decisive push into Britain, both to acquire market share amongst its rail operators and to establish new manufacturing and servicing facilities. It quickly secured a £610 million order from Abellio Greater Anglia for its FLIRT family, leading to 378 vehicles conforming to

1700-490: The Dolder Grand Hotel was built uphill from the upper terminus of the funicular, and was linked to the funicular by a short electric tramway , with a single tramcar. The line was built to the same 1,000 mm ( 3 ft  3 + 3 ⁄ 8  in ) gauge as Zürich's other electric tramways, but was never connected to any of them. In 1922 the tramcar was rebuilt to allow one-man operation, but in 1930 it

1768-585: The Middleton Railway, but it became a curiosity because simple friction was found to be sufficient for railroads operating on level ground. The Fell mountain railway system, developed in the 1860s, is not strictly speaking a rack railway, since there are no cogs with teeth. Rather, this system uses a smooth raised centre rail between the two running rails on steep sections of lines that is gripped on both sides to improve friction. Trains are propelled by wheels or braked by shoes pressed horizontally onto

1836-535: The Morgan rack was not used for third-rail power and the Morgan rack offered interesting possibilities for street railways. The Morgan rack was good for grades of up to 16 percent . The Goodman Equipment Company began marketing the Morgan system for mine railways , and it saw widespread use, particularly where steep grades were encountered underground. By 1907, Goodman had offices in Cardiff, Wales , to serve

1904-547: The Strub system is on the Jungfraubahn in Switzerland. Strub is the simplest rack system to maintain and has become increasingly popular. In 1900, E. C. Morgan of Chicago received a patent on a rack railway system that was mechanically similar to the Riggenbach rack, but where the rack was also used as a third rail to power the electric locomotive. Morgan went on to develop heavier locomotives and with J. H. Morgan, turnouts for this system. In 1904, he patented

1972-617: The Swiss government. Eager to boost tourism in Switzerland, the government commissioned Riggenbach to build a rack railway up Mount Rigi . Following the construction of a prototype locomotive and test track in a quarry near Bern , the Vitznau–Rigi railway opened on 22 May 1871. The Riggenbach system is similar in design to the Marsh system. It uses a ladder rack, formed of steel plates or channels connected by round or square rods at regular intervals. The Riggenbach system suffers from

2040-572: The UK's restrictive loading gauge that were built in Bussnang . Further orders in the UK market have included Glasgow Subway 's order for 17 underground trains, operating via an automated driverless system, it is a first for Stadler. Another major order came from Merseytravel for bespoke electric trains for Liverpool's Merseyrail commuter rail system. It has also supplied trains and tram-trains to Transport for Wales Rail . In April 2019, Stadler Rail

2108-552: The US to make up for that loss. The board of directors decided to keep the site and stressed that the company has to follow supranational decisions by international organisations such as the OECD, UN and EU but their commitment is towards the people working at the site, stating that Stadler "serves the public not dictators". The subsidiaries OOO Stadler (Moskau) and Stadler Reinickendorf (Berlin) were liquidated in 2022.   Stadler markets

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2176-718: The United States, Algeria and Azerbaijan . To facilitate an expanded order book and wider customer base, the company has rapidly expanded its production capabilities. To serve the Central and Eastern European market alone, during 2005, a new assembly plant was built in Hungary , while another was completed in Poland in the following year; six years later, a third manufacturing site was established in Belarus . By late 2019,

2244-653: The United States, the Chicago Tunnel Company , a narrow gauge freight carrier that had one steep grade in the line up to their surface disposal station on the Chicago lakefront. The Lamella system (also known as the Von Roll system) was developed by the Von Roll company after the rolled steel rails used in the Strub system became unavailable. It is formed from a single blade cut in a similar shape to

2312-719: The United States, the Middle East and the North African regions. The company has also grown via numerous acquisitions, including the Swiss company Winpro AG based in Winterthur in 2005, Voith Rail Services of the Netherlands in 2013, and Vossloh Rail Vehicles España S.A. of Valencia during 2015. They have been integrated into the wider Stadler Rail organisation, broadening the range of products and services on offer. For many years, Peter Spuhler has served as

2380-401: The boiler pressure, leading to a catastrophic failure. On rack systems with extreme gradients, the boiler, cab, and general superstructure of the locomotive are tilted forward relative to the wheels so that they are more or less horizontal when on the steeply graded track. These locomotives often cannot function on level track, and so the entire line, including maintenance shops, must be laid on

2448-547: The business via the launch of new products, as well as the acquisition of two other Swiss factories that built specialist rail vehicles for rack-and-pinion and narrow gauge railways. Stadler Rail experienced a considerable uptick in business during the latter years of 1990s. Its customer base continued to expand year after year over the following two decades to become one of the fastest growing and most innovative train manufacturing companies operating in Europe. Stadler Rail has become

2516-595: The centre rail, as well as by means of the normal running wheels. The first successful rack railway in the United States was the Mount Washington Cog Railway, developed by Sylvester Marsh . Marsh was issued a U.S. patent for the general idea of a rack railway in September 1861, and in January 1867 for a practical rack where the rack teeth take the form of rollers arranged like the rungs of

2584-637: The company began to manufacture its first locomotives, building both battery-electric and diesel types. Throughout the majority of Stadler Rail's existence, it operated as a relatively small family-owned business entirely based in Switzerland that traditionally focused on manufacturing highly customised rail vehicles for its clients. The customer base were typically within relatively niche markets, such as narrow gauge and mountain railway operators, rather than those operating conventional mainline railways. After Ernst Stadler died in 1981, his second wife, Irma (c. 1923–2020), took over as CEO. Stadler Rail remained

2652-554: The company's Variobahn trams, while Stadler Rail received its first contract for underground trains during 2015. In December 2015, the firm’s had a huge order via a joint venture with Siemens Mobility for up to 1,380 vehicles for Berlin 's S-Bahn , the last of which are to be delivered by 2023. During 2019, Stadler Rail was reportedly making efforts to capitalise on smaller operators, driven by trends towards regionalisation and open-access operation , to secure business for its railcars, light rail vehicles and multiple units. Stadler has

2720-478: The company's chief executive officer (CEO), as well as holding a major stake in the business. According to Peter Jenelten, Stadler Rail's Executive Vice-President for Marketing and Sales, has credited the business' relatively lean structure as having enabled very rapid decision-making and reducing product's time to market, which in turn has been an important selling point for its customers. Railway industry periodical Rail Magazine has claimed that Stadler Rail has been

2788-403: The construction of turnouts. If the rack is elevated above the running rails, there is no need to interrupt the running rails to allow passage of the driving pinions of the engines. Strub explicitly documented this in his U.S. patent. Strub used a complex set of bell-cranks and push-rods linking the throw-rod for the points to the two throw-rods for the moving rack sections. One break in the rack

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2856-616: The divestiture of the regional and tram product lines. As a consequence, Stadler Rail took 100% ownership of the Pankow factory in Berlin , becoming its first manufacturing base in Germany, that same year. Production of the RS1 has continued, becoming the market leading tram in the nation. Perhaps the company's most successful product has been the FLIRT ( Fast Light Innovative Regional Train ) family,

2924-403: The early 1880s, Abt worked to devise an improved rack system that overcame the limitations of the Riggenbach system. In particular, the Riggenbach rack was expensive to manufacture and maintain and the switches were complex. In 1882, Abt designed a new rack using solid bars with vertical teeth machined into them. Two or three of these bars are mounted centrally between the rails, with the teeth of

2992-409: The firm reportedly employed in excess of 7,000 employees at various locations spread across 20 countries. Each year, hundreds of rail vehicles, including trams , locomotives and coaches, are completed by the firm. In addition to its manufacturing efforts, considerable business is derived from contracted maintenance and refurbishment programmes, which Stadler Rail provides to operators throughout Europe,

3060-472: The funicular was roughly on the site of the uppermost of the current line's two intermediate stations. The funicular had a length of 816 metres (2,677 ft) and overcame a height difference of 100 metres (328 ft) with a maximum gradient of 18%. Following the opening of the line, a restaurant was built at the line's upper terminus; this became the Dolder Waldhaus Hotel in 1906. In 1899,

3128-465: The last European manufacturers of rack railway rolling stock. Stadler Rail is headquartered at its place of origin in Bussnang , Switzerland. Stadler Rail employed 13,900 employees by 2023. The company consolidates fifty subsidiaries in 23 countries including Algeria , Germany , Italy , the Netherlands , Austria , Poland , Switzerland , Spain , Czech Republic , Hungary , Belarus and

3196-399: The line. In 2004, the line was completely renovated along with the four stations and two railcars. As part of this rebuild, a new design of flexible rack turnout was installed at the passing point. The line is 1.3 km (0.81 mi) long and overcomes a height difference of 162 m (531.5 ft). It is built to metre gauge ( 3 ft  3 + 3 ⁄ 8  in gauge), uses

3264-472: The most common rack system in Switzerland at the time – was limited to a maximum gradient of 1 in 4 (25%). Locher showed that on steeper grade, the Abt system was prone to the driving pinion over-riding the rack, causing potentially catastrophic derailments, as predicted by Dr. Abt. To overcome this problem and allow a rack line up the steep sides of Mt. Pilatus , Locher developed a rack system where

3332-414: The pinions rotationally offset from each other to match. The use of multiple bars with offset teeth ensures that the pinions on the locomotive driving wheels are constantly engaged with the rack. The Abt system is cheaper to build than the Riggenbach because it requires a lower weight of rack over a given length. However the Riggenbach system exhibits greater wear resistance than the Abt. The first use of

3400-515: The possibility of the pinions riding up and out of the rack. The Riggenbach rack system was invented by Niklaus Riggenbach working at about the same time as, but independently from Marsh. Riggenbach was granted a French patent in 1863 based on a working model which he used to interest potential Swiss backers. During this time, the Swiss Consul to the United States visited Marsh's Mount Washington Cog Railway and reported back with enthusiasm to

3468-724: The problem that its fixed ladder rack is more complex and expensive to build than the other systems. Following the success of the Vitznau–Rigi railway, Riggenbach established the Maschinenfabrik der Internationalen Gesellschaft für Bergbahnen (IGB) – a company that produced rack locomotives to his design. The Abt system was devised by Carl Roman Abt , a Swiss locomotive engineer. Abt worked for Riggenbach at his works in Olten and later at his IGB rack locomotive company. In 1885, he founded his own civil engineering company. During

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3536-521: The rack for driving (with the conventional rail wheels undriven) such as the Dolderbahn in Zürich , Štrbské Pleso in Slovakia and the Schynige Platte rack railway instead must switch the rack rail. The Dolderbahn switch works by bending all three rails, an operation that is performed every trip as the two trains pass in the middle. The geometry of the rack system has a large impact on

3604-470: The rack is a flat bar with symmetrical, horizontal teeth. Horizontal pinions with flanges below the rack engage the centrally-mounted bar, both driving the locomotive and keeping it centered on the track. This system provides very stable attachment to the track, also protecting the car from toppling over even under the most severe crosswinds. Such gears are also capable of leading the car, so even flanges on running wheels are optional. The biggest shortcoming of

3672-423: The rack rail at all times, but all track, including sidings and depots, must be equipped with rack rail irrespective of gradient. A number of different designs of rack rail and matching cog wheel have been developed over the years. With the exception of some early Morgan and Blenkinsop rack installations, rack systems place the rack rail halfway between the running rails, mounted on the same sleepers or ties as

3740-401: The rack rail solidly. Some locomotives are fitted with automatic brakes that apply if the speed gets too high, preventing runaways. Often there is no coupler between locomotive and train since gravity will always push the passenger car down against the locomotive. Electrically powered vehicles often have electromagnetic track brakes as well. The maximum speed of trains operating on a cog railway

3808-581: The rack railways built from the late 20th century onwards have used the Lamella system. Rack railway switches are as varied as rack railway technologies, for optional rack lines such as the Zentralbahn in Switzerland and the West Coast Wilderness Railway in Tasmania it is convenient to only use switches on sections flat enough for adhesion (for example, on a pass summit). Other systems which rely on

3876-485: The range includes highly diverse configurations to suit different needs, from smaller regional units to luxurious intercity trainsets, as well as broad gauge versions for Finland and former Soviet Union nations. During 2004, Stadler Rail delivered the first trainset to the Swiss Federal Railways . By 2019, in excess of 1,400 FLIRTs have been ordered by operators in 16 countries spread across Europe,

3944-615: The running rails. John Blenkinsop thought that the friction would be too low from metal wheels on metal rails even on level ground, so he built his steam locomotives for the Middleton Railway in 1812 with a 20- tooth , 3-foot (914 mm) diameter cog wheel (pinion) on the left side that engaged in rack teeth (two teeth per foot) on the outer side of the rail, the metal "fishbelly" edge rail with its side rack being cast all in one piece, in 3-foot (1 yd; 914 mm) lengths. Blenkinsop's system remained in use for 25 years on

4012-438: The steepest sections and elsewhere operate as a regular railway, are described as rack-and-adhesion lines. On rack-and-adhesion lines, trains are equipped with propulsion and braking systems capable of acting both through the running rail wheels and the cog wheels, depending on whether the rack rail is present or not. Rack-and-adhesion lines also need to use a system for smoothing the transition from friction to rack traction, with

4080-542: The system is that the standard railway switch is not usable, and a transfer table or other complex device must be used where branching of the track is needed. Following tests, the Locher system was deployed on the Pilatus Railway, which opened in 1889. No other public railway uses the Locher system, although some European coal mines use a similar system on steeply graded underground lines. The Strub rack system

4148-574: The time of day. The journey time is approximately 5 minutes. The standard Zürcher Verkehrsverbund zonal fare tariffs apply, with the whole of the line being within fare zone 110 (Zürich city, formerly zone 10). In June 2021, the Verkehrsbetriebe Zürich ordered two new railcars from Stadler Rail at Bussnang to replace the existing pair of cars used on the line. The new railcars are scheduled to be delivered in mid-2024 and will cost SFr 10.6m. They will feature step-free access with

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4216-548: Was converted to use the Strub rack system in 1934. The Locher rack system, invented by Eduard Locher , has gear teeth cut in the sides rather than the top of the rail, engaged by two cog wheels on the locomotive. This system allows use on steeper grades than the other systems, whose teeth could jump out of the rack. It is used on the Pilatus Railway . Locher set out to design a rack system that could be used on gradients as steep as 1 in 2 (50%). The Abt system –

4284-433: Was invented by Emil Strub in 1896. It uses a rolled flat-bottom rail with rack teeth machined into the head approximately 100 mm (3.9 inches) apart. Safety jaws fitted to the locomotive engage with the underside of the head to prevent derailments and serve as a brake. Strub's U.S. patent, granted in 1898, also includes details of how the rack rail is integrated with the mechanism of a turnout . The best-known use of

4352-539: Was listed on the SIX Swiss Exchange , reducing Spuhler's stake in the company to 40%. Prior to the listing, Spuhler had owned 80% of the business's share capital, while RAG-Stiftung  [ de ] held a further 10%, and the remaining 10% was divided amongst several senior employees at the firm. In recent years, the light rail and metro sectors have become increasingly important customers. Various operators in Germany, Norway, and Britain have adopted

4420-742: Was not until 1941 that a turnout was constructed on this line. There were more turnouts built for the line but all were hand operated. In 2003, a new automatic hydraulic turnout was developed and built at the base as a prototype. With the success of the new turnout, more new automatic hydraulic turnouts were built to replace the hand-operated ones. The new turnouts installed on the Mount Washington line in 2007 are essentially transfer tables . The Locher rack also requires transfer tables. Originally almost all cog railways were powered by steam locomotives . The steam locomotive needs to be extensively modified to work effectively in this environment. Unlike

4488-580: Was replaced by a bus. In 1971 the concession of the original company expired, and a new company, the Dolderbahn-Betriebs-AG , was created to convert the line to rack operation. At the same time the line was extended at its upper end to directly serve the Dolder Grand Hotel, thus replacing the bus that had in turn replaced the tram. The new line opened in 1973, and in 1999 the Verkehrsbetriebe Zürich took over operation of

4556-466: Was required to select between the two routes, and a second break was required where the rack rails cross the running rails. Turnouts for the Morgan Rack system were similar, with the rack elevated above the running rails. Most of the Morgan turnout patents included movable rack sections to avoid breaks in the rack, but because all Morgan locomotives had two linked drive pinions, there was no need for

4624-487: Was the Vitznau-Rigi-Bahn on Mount Rigi in Switzerland , which opened in 1871. Both lines are still running. As well as the rack system used, lines using rack systems fall into one of two categories depending on whether the rack rail is continuous or not. Lines where the rack rail is continuous, and the cog-drive is used throughout, are described as pure-rack lines. Other lines, which use the cog drive only on

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