Giugiaro
Established Member
Carlinghton, 21st of May, 3210
Health to you, Mr. Lom Baker
Thanks for the advice you gave me last month. I was able to get the engine running backwards, despite how weak it runs. We moved it to the other side of the yard just to open space on the shed for Nr 433. We’ll send Nr 73 back to you as soon as we get a similar locomotive on a train bound for your site.
Tomorrow will be the start of the Mombaravan festivals, close to the city of Portswick. I can’t really tell if it’s going to be of much fun or anything, but everyone has recommended me to go and check it out, even if it was for just a single day. I guess I could give it a shot, since the railway just reached Portswick last year.
The company has decided to extend the line to Valleyworth, at the expense of not installing the electrification kit on the first 29 miles of the route. I guess it was important to connect more towns and industrial complexes together than trying to improve the quality of the service close to the capital, due to the fact that this extension will acquire more passengers to the overall daily transportation quota, meaning that we’ll be achieving higher values of profit, which will eventually lead to the electrification of the line.
Projections say that the electrification plan might be cut to the first 12 miles of the route, basically connecting the capital to the city of Maindenroad, but the extension of the electrification can reach as far as Turnfeld as soon as 12 years from now, totaling 178 out of 210 miles of the now planned White River Line.
It’s expected that the electrification of the line will reach Valleyworth within 20 years from now, unless new branches are planned and added to the current network, either accelerating or postponing some of the planned interventions.
It’s not sure how the North Princevil and Rockwill Railway will act after these recent announcements. They might cancel the extension of the Rockwill Line and instead build a branch towards Lindenfeld, with electrification from the capital up to this city, effectively doing the opposite of the Carlinghton and Southeastern Railway, though the route planned is about 7 miles longer than the 29 mile alternative that the CSR just dropped, plus the increase in ticket price this intervention will create.
The only way that NPRR could compete with CSR is if the rise in price comes together with an increase in overall quality of the service, to the point at which the higher classes would rather prefer a longer and slower railway connection, rather than the shorter and faster option from the CSR.
It is also debatable how electrification could outperform the current steam operation. Trials with the Brompthon Electric Company’s Electric Motorized Car have shown that these new motorized passenger cars are faster, lighter and quick to accelerate.
Though it’s arguable how trains of one or two of these motor cars can compete with similarly fast steam trains of 12 to 15 cars in terms of revenue. There has been no guarantee that several of these EMC’s can be coupled together and still work, or if conventional cars can be mixed with these units.
Advocates of the Theory of Economy of Size say that these small EMC’s would only make sense when supplying small branches to feed larger trains on the mainline, but due to the increased investment required to electrify the track for these trains to work, it’s said that just running steam trains of up to three cars, or just sending longer trains all the way to the capital, would be economically sounder.
Well, I guess we’ll have to wait and see. Who knows, maybe you’ll be building electric locomotives all suited up in rubber in the next few years!
When Nr 73 reaches you, send me a reply with details on her faults. We might want to consider dropping the whole class altogether.
Until next time,
Carl Seaman
Health to you, Mr. Lom Baker
Thanks for the advice you gave me last month. I was able to get the engine running backwards, despite how weak it runs. We moved it to the other side of the yard just to open space on the shed for Nr 433. We’ll send Nr 73 back to you as soon as we get a similar locomotive on a train bound for your site.
Tomorrow will be the start of the Mombaravan festivals, close to the city of Portswick. I can’t really tell if it’s going to be of much fun or anything, but everyone has recommended me to go and check it out, even if it was for just a single day. I guess I could give it a shot, since the railway just reached Portswick last year.
The company has decided to extend the line to Valleyworth, at the expense of not installing the electrification kit on the first 29 miles of the route. I guess it was important to connect more towns and industrial complexes together than trying to improve the quality of the service close to the capital, due to the fact that this extension will acquire more passengers to the overall daily transportation quota, meaning that we’ll be achieving higher values of profit, which will eventually lead to the electrification of the line.
Projections say that the electrification plan might be cut to the first 12 miles of the route, basically connecting the capital to the city of Maindenroad, but the extension of the electrification can reach as far as Turnfeld as soon as 12 years from now, totaling 178 out of 210 miles of the now planned White River Line.
It’s expected that the electrification of the line will reach Valleyworth within 20 years from now, unless new branches are planned and added to the current network, either accelerating or postponing some of the planned interventions.
It’s not sure how the North Princevil and Rockwill Railway will act after these recent announcements. They might cancel the extension of the Rockwill Line and instead build a branch towards Lindenfeld, with electrification from the capital up to this city, effectively doing the opposite of the Carlinghton and Southeastern Railway, though the route planned is about 7 miles longer than the 29 mile alternative that the CSR just dropped, plus the increase in ticket price this intervention will create.
The only way that NPRR could compete with CSR is if the rise in price comes together with an increase in overall quality of the service, to the point at which the higher classes would rather prefer a longer and slower railway connection, rather than the shorter and faster option from the CSR.
It is also debatable how electrification could outperform the current steam operation. Trials with the Brompthon Electric Company’s Electric Motorized Car have shown that these new motorized passenger cars are faster, lighter and quick to accelerate.
Though it’s arguable how trains of one or two of these motor cars can compete with similarly fast steam trains of 12 to 15 cars in terms of revenue. There has been no guarantee that several of these EMC’s can be coupled together and still work, or if conventional cars can be mixed with these units.
Advocates of the Theory of Economy of Size say that these small EMC’s would only make sense when supplying small branches to feed larger trains on the mainline, but due to the increased investment required to electrify the track for these trains to work, it’s said that just running steam trains of up to three cars, or just sending longer trains all the way to the capital, would be economically sounder.
Well, I guess we’ll have to wait and see. Who knows, maybe you’ll be building electric locomotives all suited up in rubber in the next few years!
When Nr 73 reaches you, send me a reply with details on her faults. We might want to consider dropping the whole class altogether.
Until next time,
Carl Seaman