FINNISH STATE RAILROADS 1912-1937

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00039R000100090087-7
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 70
• Document Creation Date: December 22, 2016
• Document Release Date: April 5, 2012
• Sequence Number: 87
• Publication Date: December 7, 1950
• Content Type: REPORT

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CONFIUENTIAI
Titlo s FINNISH STATE RAILROADS 1912-1937
Souroet Portiona oZ Finnieh book, Valtionrautatiet 19124937
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50X1 -HUM
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CONFIDENTIAL
s_sx, sa`LnES
The following ore selected translations fos the dooutent
Volticnreytot et 1912.1Q17 (pinntsh State Nsilroods, Vol XI) , pub"
1ish.d 1937 in Relsinki.
p67
1 June 1918 the Pinaish Senate authorised the Highway mad
Waterways Qonstruotion Administration to initiate studies, with all
possible haste, for the oonstruotion of railroad lines between
braes and Miealabti, which would also pit extend to Oulu via Vosla,
and from Mieslshti to Ka3uuai. Surveying operations were begun in
June 1918 and were acupieted before the end of the year. The length
of the main line from Only to Nuraes was to be 271.3 kiloasten.
The construction of a branch line of 25.8 kilometers and a terminal
station at Kontioauki was also recommended.
The Diet decision for the construotion of a standard gauge line
from Nurmes to Mieslabti vie Vula and to extend the Savo line from
Kajaani to Mieslahti, as well as the decision to follow the south
bank of the Oulu oki in the construction o! the Vaala?Oulu line,
was approved by the existing head of the Finnish govermoent on b
September 1918.
The Diet deoisioa for the construction of the Vu1a?Oa1u line
had been made already daring the second session of the Diet in 1909
and according to these plans this line would have been oonatruoted
on the north bank of the Oulujoki. The decision for the building
of the Nurmes-Hieslohti?Vaala line was made during the session of
1917.
The Highway and waterways Ooristruotion Administration de'eed
on 24 October 1918 that oonstruotic operations would begin first
,..
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CONFIDENTIAL
 CONFIDENTIAL
an the Nuus$.Miea1abti.Kl3m.fti lino with the Oulu^Y
cola suction
in next order, work wan oonsoquent~r be in Novo
n sour at Murmos,
sotkaro, and Ka jaani, but o3 proli~i r .rats
oA ons of warobouso
oonstrtuotion and procurement of oooetruotioa t
~ was oo'pleted
by 4he cud of the yar+
p 68 The final sur
i
vey
ng of the lin
e
war ooo~leted during 1939, a
change in the course of tho lino at Sotkajkri in Ota a
jarvi parish
was eff.oted, and plans aide for the Jaalsnks and the Xioh
isl harbor
lines CD the shore of Oa1rvi.
Part of thi surveying operations whieh were be at the end
of 1918 were teroinated in -f part during 1919 for lack of
turd.
This work was continued only at Kajaani and dotkamo !1 ~ while the
projects 0 is Nurses and Va1timo riches were
~ ~~ dropped. Sinai the
budget reoommendation for 1950 was reduced to 1,000 000 mar
kr;with
a view to terminate the entire project by degreestwork was halted
also at Sotkamo at the end of 1919 and operations continued then
only on the ta~aani.Xontiojki portion of the line.
Fork oompleted in the Nurmee and the 9altimo parishes included
the clearing of 12 kilometers of line, procurement of building
stone and gravel at the sites of bridges and oulverts and the
Daring 1920 work was in progress only on the Ka3aani-Kontiomaki
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south of the Satkamo lakes near Kajaeni to produce lumber for the
on the Xalaeni-Kontioatki portion and a sawmill had been constructed
wayside station, Most of the oulverts and ditches were completed
at Sotkamo, plus ? work on an extensive out near the Puokatti
sites and to streams for floating, similar work had been oo leted
mP
cutting and hauling of timber from state forests to oonstruotio
railroad project.
building culverts, and bridge construction. Construction of the
portion. This consisted principally of making outs and fills
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CONFIDENTIAL
y bridge
ferroaeoaorete Petaiseako,1ci/st Ka3u i by a private ooatraotaar Ws
also oooleted that year.
In 1922, work eontinued, as below, on7 Z the portion between
KaJaani and gonticm ki. Cutti filling operations pr ued,
o
the 8irimi~3oki bridge was completed, and en onderp&U was oonatrid
w.vNd4 Iwfi1Nfor the higbwa7 leading to the Pet4isensiska lam, 1 tbree~aaib
and an eight-unit rultiple lawoiiy dwelling$ were built at the fajaani
station.
The work progressed to the stage during 1922 that it was pos?
sibie to lay the rails as far as the Kontios&ki station. An e~ooa?
eating machine was prooured for making outs and fills, whioh was
also used to iced gravel on rail oars for the roadbed, applied
1 January 1923?
The unoompleted fills of the Xsjaani?Kntiomaki line, located
mostly at Kontiomiki end d~- Jormua, were finished during 1923
and additional gravel was applied to the roadbed. Construction of
No residential construction was done during the year and teoporary
housing feoilities were therefore provided far the operating per-
sonnel. The section of line was opened tea~crsrily for traffic and
direotlr from the oars to the road as the laying of tracks progressed.
special oulverts and bridges still continued and the required hou-
sing was built. The line was tied to the network at the end of
1923.
The Diet decision of 1924 regarding the continuation of work
on the Koatiomaki?Nurmee branob, made in oonjunotioo with the annual
budget report, was that operations would be resumed if the
ooamranes concerned, or private individuals, were willing to ueume
arising frog the damage or lose of value of land or water aruu
responsibility for that amount of monetary compensation olaias
resulting from the construction of the railroad which was in, excess
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CONFIDENTIAL
of the aoostat deemed reasoaable by the govsrnmeat. The rate pro
pored for the Use by the Rdlroad ?dainistratio~a o0 9 Jsnaary 1925
Qsbinet a 26 Msroh 1925 as omitted. 1 siaul?
was apprornd b7 the
00 of the Cabinet decreed that those portio $ at the
tuneonr deoisi
laM or the re-tlrood which were cwn.d by the stets would
squired ! State
!erred without cap.uUtion to the/Railro.d.
be tr.u-
of the Koatiom ki?ilho1C tti portion were oompleted
A pert of the assts
and work was begun on the reuining ants. 0n37 the
during 1926
ditohes were aompleted and a limited .mount of work
most essential
its and bridges. The Xajuni station was expanded
was done on calve
ins stall was built at YontiomIiki.
and an eng
Muoh out and lilt work reaained 4' to be done on the Roatioalki?
puokatti portion at the beginning of 1925, but this was virtually
the summer as far as the site of the Tenetia'irta
oornpleted during
bridge. Most of the !ills between the bridges were also corn-
small bridges were built, as well as the abutaeat$
plated. Tour
for the bridges over the Tenetinvirta, and rails were laid as far
a. Rousing units were constructed at several stations.
as Tenetinvirt
oonstruotion of the Kontioraki4iehia
The Cabinet authorized
portion on 28 May 1925 and approved the route on 10 June 1925 and
bone were began the same year. Moat of the !ills were oorn?
were constructed, the foundations for the Mies j oki
plated, oulverEs
were laid and 5 kilometers of rails were laid that year.
bridge we entered
The oonstruatio cperation$/XSi* a new phase in 1926 through
an not of the Diet which specified k the extent of these activities
during the period 1926-30? The provisions of the act oalled for
ontiornaki$0tkami and the Kontiomaki?
the ooa~letion in 1926 of the K
u portions , and that after 1926 work mould be carried on
Kiehirna
on the Oulu4urrne8 , Oulu-gontiomeki, and the Kontio
simultaneously
ions. Uncertainty regarding the availabiltiy of
maki-Nurmes port -
-b.
CONIDNT!Ai.
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 CONFIDNT1AL
lends was thus removed ad oastruotioa oa a oo. crdiat
N plan
beoua possible. A oonditioa epeoilfed for the oonst
ruatioo of
th. 9otkuou'mss line was that the oaemunes sons
mast iske
arraageantm in advaooe for ooapen.ation loo' the land and rater
area ooooeroed.
Fills, culverts, bridges, pad laying of traoks vas o
omplsted
oa the XoatiooAlci-Xiehim~l section in 1926. The erat
~ ions on the
Xootiom1Lki-Vuokatti (9otkamo) seotion rash
ed as far as the gravel
hill of XuikkaharJu and to the 8otkamo
which the
Cabinet had authorised for oonatrnotioa on 30 April 1925 at the
request of the 9otkaao commune. Roadbed filling erations
oP rose
completed oa both of these lines, the rails hid, and final appli
cation of gravel on the roadbed was made during the year. ~ Rowing
for personnel was built along the line virtually as far as
Vuokatti.
Operations were extended to the Vuokatti-Nurmes section where
little work had been done thua far, in March 1926, obisf to
r ly the
portion of line 23.5 kilometers in extent between Vuokatti and
9aviaho, and in lesser degree to the sections between 9aviaho
and
Maanselkii and at the end of the er to the
~ section between Maaruelk~
and Puukari. The latter two eeotione have a combined length of 26.5
kilometers. Ditching and cutting operations were ccmPleted
on the
Vuokatti$aviaho section with the exception of the extensive out
at Laa~am~ki 5^.~e ,, between Vuokatti and Juuri
kkalahti, from
which 45,000 cubic meters o! earth, or a oximat
pPr sly one-half of the
required amount, were removed. Culverts were constructed and work
progressed on the foundation and masonry abutments of five bridges.
Dwellings were oonetruated at several stations.
The unoompleted fills and bridges between Vuokatti and 8aviaho
were put in order during 1927. The eatting and filling operations
of the 9aviaho~Rumo-xokko~oki section progressed
rapidly, and while
all of the outs were completed during the year, only a minimum
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 CONPIDE11
amountOroadbed fill wos applied, espeois117 between Savisho and
A
YaanrelkI. All of the tricks of this projeot were also laid that
7$?.
p 71 Since the funds had been used somewhat is ish1y esr].7 in the
leer on the 9avisho-Maen$e1kI section a reduction of the nuaber of
workers would have become ueoeseary during the latter part of the
par. In order to forestall suoh in eventuslity the Osbinet sppro-
v.d additions] funds which were used to extend the roadbed filling
operations to the Kokkojoki-Puuksri section and to carry out preli-
minary work on the section between Puukari and Nurmsa
toward the end of the yeer. Six bridges were built during the year
and abutmente were oonetruoted for several others, numerous oulverts
were built, and dwellings were oonetruoted as far as Puukari along
the line.
During the winter the main labor force was concentrated in the
section between Nurmee and Valtimo to make lake fills sinoe these
would have been difficult and ooetlyAduring the summer months of the
1928 work program. Cutting and tilling operations were oarried to such
a stage! during the winter that it was possible to
he
1 the tracks on/Kokkoj oki-Nurmee section in the autumn. Hauling
and to the riIl from the Poroky111 gravel pit in Nwhnssi
of gravel from the gravel hill of Maaneelk~ to the Saviaho-
Maaneelk& and the Maanselka^Rumo sections was begun in April 1928,
P
and ..!'rW'Ito the Polvij&rvi fill from Valtimo. More than
.are built
two wooden overpasses were erected. Some housing vas constructed
and the Va1timo~oki wI!I and a number of other smaller rivers and
50 oulverte were built. Bridgee/aver the Kokkoj oki, Verkkoj oki,
un
on the Msaneelk&-Karhunpaa section.
was aonstruoted. Operations were iapedid by exton!ive
housing
the favorable weather oonlditione of 1929 and the neofAsar7
during
All of the fills of the Kiehiml-Ntnrafle$ section were completed
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CONFWEHT1
sinking of the roadbed whioh necessitated the gang of traok in
two places a total of 1,700 raters of traok.
of liae beW.ea O z1u and Kiohiai
? p 72 Conet1totioa of the porti
of the oagu4a line was nndestakna in 1926 under the provisions
the the riod 19~6~30
off sot oorertng oonstruatioa of railroads du~'ing
Coeaetruotion of the Oulw?Vsala^giehi1I seotion wee underbsken on
oondition that the ooawunos involved would assume in advaaoe res?
onsibilit for obtaining the right of wsy. The route surveyed
p ~ iihe
for the 0u1u?KiehimL in 191849 was approved by the Cabinet on 25
Februs 71926.
Cabinet authorisation to begin the work was not given until
21 May 1926 owing to the delay of some of the communos in fulfilling
the stipulated oonditions. However, the Cabinet granted permission
before this date to begin certain neoessary operations which of ne?
oeseity had to be done during the winter, snob as the procurement
of gravel for roadbed, building stone, and lunber. This type of
work was aooordingly begun on 1 March on the 8aeristonkatu under-
es and the xaupungino5a bridge in the city of . Oulu and sub?
Pa
se9uently on the 0u12-MuhO$ section of line. Delay was also brought
about a petition to use Kempele rather than Oulu as the ter-
minus whioh however, was re3eoted by the Cabinet. The route eur?
ve- in 1918-19 was followed with only minor deviations.
The 1926 construction program called for operations on 44 kilo-
meters of the line to a point between *the Oulu station and
the switch of the Hyrkkd spur. Most of the roadbed fills
of the Oulu-Muha$~oki section were completed, numerous oulverte
were constructed, foundations laid and aeonry work wais oompleted
on three brides, and work on the foundations of the Muhoejoki
bridge was begun during the year. Cutting of 120,000 cubic meters
of earth and rook between the Muhos and HyrkkU stations got under
tracks were laid on the section between Oulu end lithos.
CONfIDEItT!A1m
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 !ctensions of the 8aaristonlcatu underpass and the ginoja
Sine praotioally all of the objeatives for the year were
ohed already in October, the plan for the fear was inoreased to
rea
provide amp1o-finent for the labor fora.. The additioaal !wads
obtained for this purpose were used ohief if for bridge and housing
truotion. The most important and dif f iault of the bridge buil-
ooas
ding operations undertaken during the year was the oonstruotion of
the abutments for the Muhoejoki bridge. Thefoundatione for the
supports for the Vaelensallmi bridge were laid and
three
to relieve the housing shortage.
The 1927 work progra inoludid the gravelling of the roadbed
of the Oulu?Muhos section and of preparing the track forservioe.
Fork was to begin on the aeotion to the Uts jiarvi station and traoka
were to be laid on the Muhos^Otajkvi aeotion, a distanoe of 22
kilometers. Tilts and culverts of the 34-kilometer nta3ila vi?9ula
seation Here to be built to the stage where traokr oould be laid
the following winter as far as Qu31s to permit work to begin on
the Vaalansalmi bridges during 1927. Esnsion of the Oulu station
was to be finished and dwellings were to be oonstruoted in Vula
bridge at the On1u station were limbed.
The new oaurse was on the south side of the Oulu?Kajaani highway
aala in order to by-pass a number of crossroads 1' and ravines.
and v
line on 4 March 1927 slang a length of 8.5 kilometers between Nuojua
Railroad Administration ohanged the proposed course of the
The
laying of traok was begun at the eud of the year.
switching point
and resulted also in the moving of the Nuojua
one kilometer nearer Oulu. 3urve7e were made during the summer and
fall to determine the most iuitable looation for the line in respect
to grades on the portion near Niveawaarw on the north side of
Ou1ujarvi.
The prograni for 1928 inoluded the completion of the poi'
CONFIDT1AL
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 Uts L'vi seotiod and budding the Uta jwrvi.Taaia seotion to the
stage that it oonld be used for temporary service. The abut.
eenta of the vials bridge were to be ooapl.ted and tha t heel
struoturu of both the vials and the Mahosjoki bridges were to be
.rooted. Housing was to be ooutruat.d as far as vula and a sew
freight offioe with oonneoting track was to be built at the Oulu
station.
Most of the plan was oo 1sted before the end of the year and
a large number of workers beosme uusmployed after the gravel was
applied on the roadbed of the Muhos-Uta3itrvi section. The Diet,
therefore, on 13 September 1928 approved additional funds in the
supplementary budget appropriation for 1928 to permit extension of
oonstraotion operations to the entire length of the vaala-KiehiaL
seotion where no work had yet been done.
9urPVe75 had been oonduoted during the previous year to deter-
mine 'lmc the mat suitabi. change in the proposed route of the line
in the vicinity of Kiveevaara. The survey was now ooleted and
the Cabinet approved the seleot.d route on 30 Ootober 1928. The
ciliated route departed from the course proposed earlier
along a length of 30.5 kilometers beginning at the switch of the
1i&o:
Jaalanka spur toward Kiehimi, following the south aide of
Kiveevaara, the proposed course having been on the north side of
'rh the mountain (Kiveevaara) . The line thus became 2,820 meters
? p 74 longer, but the total grade was reduced by 31.5 meters and a more
advantageous course in respeot to proximity of waterways and pop-
ulated areas was obtained.
Considerable cutting and filling work and proourement of gravel
and stone for oulverts and bridges was done on the portion between
Tails and Kieflim~ during the final quarter of the year.
Cutting and filling operations were oontinued b.tw.en Tula
and. Kiehimt during 1929 and this work was extended to the portion
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 between QtsJirvi and Vssla, where it Us owried to oaipletioa.
Appo'oxiaately 150,000 aubio asters of rill Dare removed from the
Atari sad IMokatti gravel pits for this purpose. Tho sbutassti
for several bridges were completed, including those for the bridge
aver the KiehiaLa joki having a length of 84.0 stars. Rails were
laid frog Paula to a point between Limimpuro sad Kives jLrvi and
215,000 oabio meters of fill from the xsakari gavel pit were applied
S on the Ota3irvi4ankart section of line. The spars to the harbors
at Kives j rvi and Kiehiid were ooaipleted and ereotion of the spans
ewa in Ootober 1926/rne oospleted in
of the 9aa1sara1mi bridges bg
April 1929? Housing oonrtraotion at Vials was finished and this
work war extended to the Vials-Kiehiml notion.
During 1930, the final year of construction sotivities on this
line , outtiag and filling operatioar were done on, the Vida-Kiehim~
. section and eves more extensivel7 as wiatei~ eperstioas between
Kives jL vi and Melalahti. Extra fill was transported by train from
Kanksz'i and Vuokatti mainly to the sinking fills on the bogs between
a either end
Limiapuro and KivesjIrvi and also to the large filhs/
on the remainder of the line. A total of 500,000 cubic asters of
of the bridge over the Kiehiminj old,. The steel members of the bridge
over the Xiehiminj oki were erected is the spring sad traoks were laid
fill and roadbed gravel was transported to the Vasia-Kiehim~ section
from the Kaakari and Vuokatti pits. All of the housing for the
Kankari-Kiehim& section was constructed and a switchyard was built
at the Oulu station.
Numerous bridges were oonetruod on this line, some of which
Kntiomiki section is a three-pier, concrete arch bridge, 50 meters
merit special mention. The Petaisenkoski bridge of the Ka j sani-
in length. The Teaetinsalmi osntilever and panel bridges with spans
on the Kiehim~-mammas seotion. The bridge over the, Muhojd.
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of 60.0 and 22.2 meters at 8otkamo are the moot notabi of those
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OONflEN1t1
otion with pans and o*tievez $pUS of 16.0
the Og1n4(iehlma ~e
and 64.0 aMetero r.quiz ed au.oh work for the 1qiflg of the f ounda-
.
tione artag to the nsfarozable terrain ? Ti hYaa1a~ua3ai bridge
oki with spats of 21.0, 60.0, 60.0, and 21.0 netere,
over the Oalu~
sx4 the oantilrrer bridge of d6.0 meters over the xiehia oki are
aaeong the largot bridge struoture$ in the oountr7. The single
i and the Kiehialnj oki bridges are also
lane;f the Oaa
aced to carry the traffic of the 0u usga jaani highway so that ferries
are no longer necessary.
buildings was necessary along a line of
Construction apany
this length. In addsLion to the stations, way stations, and freight
warehouses construoted at traffic points, 46 housing structures,
d watchman' s shelters , 2 arei6ht lodging hooves, one restaurant
(at nonctiomki) , 3 engine houses (a total of 7 stalls), 9 water
~
were built, and
taners Oulu and l~~s engine hoaxes were both
,~ ~ t the
ate two more locomotives eaoh. The expansion
expanded to aooorirod
operations at the Oulu station included the construction also of a
freight warehouse and an administrative building.
new a line p 75 The tracks
of the Ka~aani?Kontiomaki/ were laid during
1922, as aenticed earlier, and the/ta* was placed into temporary
of 1923. work on the KiehimI?Nnrme$ line a -
use at the beginning
1925 to permit the laying of 5 kilometer$
vanoed suflioiently rinsing tiomiki to
Ko tioml~ki t Ric s o f r
of trao
tinvirta. Tracks were laid during the following year
aastazsaac the Tens
on the remainder of the line between Kontiomki and Kiehi4i, and
irta onward to a point beycsad Vuokatti, as well
from the Tenetinv
otkamo harbor spur. Tracks were laid during 1927 as
as on the S
far as the Kokko oki and in the autumn of 1928 tracks were laid
~
on the remainder of the seotion from Kokko j oki to Nurmes
was begun on the Oalu?Kiehima section on 15
Le,ying of track
September 1926 from Oulu and reached the Mhos station on 1 December
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entire line was opened for traffic on 1 December 1930.
The coutruoted lengths of the seotiona of the Oulu-Nurmos
and the Ks~sani?Kontiomr~ki line are as follows,
CONfIDEN TM L
CONHD!NT1A~
1926. Trrao]cs were laid in 1927 to the BotkA wsj static and
40 kilareters roe of track were laid daring 1928 fror this point
onward without inlarrwption ( to the Va4ansalri whioh no resobed
on 24 February 1928. Liter the oaflotion of the Vu1anss1j bridge
early in 1929, lazing elf troek wu rest at the bog of
April to the Yule station and fraa that point onward to the Kankari
gravil pit and wq station. This work was continued on 23 October,
reaching to a point between Liwinpuro and Xivesjirri at the end of
1929. The work was carried on during 1930 as the fills were oam-
plated along the route and ended lac on 4 June at the Heim oki
bridge located between Melalahti and Kiehi r' ate track
1qing
operations begun from Xiehim~i in May toward Vaal..
The xiehiml-V'uokatti siotith irrt
on/ of tho action of 1i
p ne between
Kiehimi~ and Nurmos to be placed into to ora servio
mA s7 e, on 16 Ooto.
p 76 bar 1926, followed by the Vuokatti$aviaho section on
23 January
1928, the 8aviaho-Rtmo seotion on 1 February 1929, and finally by
the Rumo-Nurses section on 1 M roh 1929? The Oulu-Muhos section
of the Oulu end of the line was pat into temporary service on 1
November 1927. The final application of gravel was completed on
the i~uha-Uta~'irvi section, which was put into teorary service
on 1 December 1928 and after the final inspection was connected to
the completed sections between Oulu and UtaJurvi on 3 December.
The Utajarvi-Vaala section, 34 kilometero in 1e b was o0
n, mpleted
and opened to traffic on 16 October 1929 and joined to the network.
Most of the construction operations of the Vaa1a-giehime section
were completed early in October 1930 and the final inspection took
place on 10 October. Completion of the construction of the Oulu.
Nurmes line was observed with a celebration on 29 November and the
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 Oulu?Kiehii& section 150.407 kiloaeterr
Kiehi1R.'Nunes notion V4.107 kiloaetera
KonttoaIki-Ks jUX i branoh 25.296
9otkuo branch ..t3 --
Total 305.115 kiloaeters
radii of the Kiveejervi and Kiehima harbor spurs are 300 meters.
at Vuokatti has a radius of 300 metere) . The smallest curvature
to addition to the above, the fofawing ride traoks and spurs
were builtt Xives3l1'vi harbor spur, 0.635 kiloaeter$s Kiehiml harbor
spur, 1.658 kiloaeterr l Joraua harbor spur, 0.960 kilometers i other
side traoks and ` borrow pit spurs is0 meters on
The smallest radius of ou rvature on itlat open traoks the Ouln-
Kiehiml seotion (radii of 400 meters and 500 asters exist at the Oulu
rd and the approach ourve at Kiehim~- is 500 meters) j the smallest
radius Cu the Xiehiml~-Nurmer section is 600 meters (the approach
owrvee of the Tenetinvirta bridge and the Nurmes station are 500
meters) ; the smallest on the Ka~aani-Kontiam~ki section is 700 meters
(the approach curve of the Pedirenkoski bridge is 500 meters) j the
smallest on the 9 otikamo branch line is 400 meters (the initial curve
The largest gradient on the Oulu-Nurmee section it 0.010 and
the largest on the Kajaani-Kontiomlki section is 0.012. The
Kiveovaara harbor spur has a gradient of 0.015 on a 300-meter curve.
The rail weights used on the main traoks are as follows $
Oulu-Muhor section
22.343 kilograms per meter
34.9 kilometers
Muhos-Meteli section
30.0
115.5 klometere
Meteli-Pnukari section
22.343
89.5
Pnukari-Nuraee seotion 30.0
34.2
Kaj aani-Kontiomlki
section 22.343
25 3
NT1AI
155.4 149.7
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CONFIDENT I
The 22.343 kilograa per mater weight wee wed on the harbor
spun ud rails of bath wrighta were used on the aide tracks.
A total of 270,365,452.86 marks were emended in the oasatruo?
tion of the Ou1u?Xa3sani?Nurnee liAs, of which 129 210 87
3.16 mark.
wee used ooa the Ou1u?Kiehiaeotion sz d 141,154,579.7o marks on
p 77 the other seotiaru. The oat of oocratruotioa
per kilaaNter of
track of the Oa1u?Kiehiai section was 859,075 parks and
912,394
parka per kilometer on the Kiebimw?~mani.,X atk~mo?8arnes portion,
averaging 886,110 perks per kilometer coy the satire Liza.
The enrage number of workers employed each year on wages and
on contract basis is revealed in the following tablet
Rage Laborers Contract Workers Total
Iu~ )1j a
(Kiehima?Kajaani-tea asotiozr)
1919
57
3
242
30
332
1920
30
2
217
33
282
1921
38
1
223
36
8
29
1922
47
1
331
58
437
1923
102
1
251
28
382
2924
11
1
261
51
324
1925
39
652
195
886
1926
88~
2
658
116
864
1927
168
2
476
117
763
1928
222
2
470
177
87].
1929
164
1
221
12
8
39
C Oulu-Kiehima section)
1926
116
3 339
87
545
1927
298
10 523
82
913
1928
256
8 539
46
849
1929
240
8
203
1,168
1930
152
5 451
46
654
CONFIDENTIAL
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Thickness of gravel ballast at center line
in sand oats
0.50
0,50
Thickness of gravel ballast at center line
in clay oats
0.80
0.50
Far rook cute
width of out at grade level
5,70
5.36
Width of out at cater edge of ditch bottcs
5.51
5.20
Width of cut at inner edge of ditch bottom
4.91
4.40
Width of bottoa of out ditch
0.30
0.40
Depth of out ditch below grade level
0.47
0.40
Slope of out ditch walls
111/5
1 t 1/5
Slope of crown at bottom of out
2.t20
116.5
p 168
,?~l o! Ae~d~d~
Orate and fills have been aide to oonfora to the oross?seotions
speoif ied in 1909 end 1924 for standard gauge railroads and to the
aaeadaentr adopted ii 1936 (pig. 103.lOs) . The dimensions of the
oroes?seotione specified in 1909 and 1924 are given as folloert
P % q
Par earth oats
Width of out at grade level (asters)
9,00
8.70
Width of oat at outer edge of ditch bottom
7.60
7,30
1!idth of out at inner edge of ditch bottom
6.40
6.30
Width of bottomitah
0.60
0.50
Depth of cut ditch below grade level
0.47
0.47
Slope of ant ditoh walls
1 t 1.5
1s1.5
Slope of orown at bottom of out
1t20
1116
ballast
Width of gravel/shoulder at upper surface
of tie
3.50
3.40
Distance between outer surfaces of ballast-
retaining aurbetonea
4.70
4,40
aapp
Height of/ballast-retain ing curbstone=
above grade level
0.50
0.50
Thiclaieee of gravel ballast at center line
0.50
0.50
For roadbed fills
CONFIDENTIAL
-15-
CONFIDENTIAL
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CONPIDENTIAL
width of fit1 at grids 1rve1
Slope of kxua sides of fill
of fill
Slope of ororo-
tlidth of ballast at upper surf ace of tie
Thickness of ballast at oeater line
5.70
lsl.5
5.40
1x19
1116
3.50
3.40
0.50
0.50
For ditches
Average depth of ditches
0.60
0.60
Width of bottom
0.50
0.60
of ditch gall li 1.5 111.5
Slope
istanoe between ditch and fill or out 1.50 lust be oom?
D puted in each
case
The depth of earth outs in clay roil was increased by 0.3 meters
f ication$ of 1909, the thickness of the gravel ballast
in the speoi
being increased b the same amount. This feature was not observed
-'
in the speoificationa of 1924, but the following preoaution$ sere
adopted in 1928 to minimise the if heaving effects of ground frosts
p 170 (1) all anderlying surface stones must be removed from the sites
of roadbed fills 1.3 meters or less in thickness, to a width of the
of the f ill, ( 2) where different types of earth fill are em-
bottom
ployed in a roadbed , these must be spread in uniform layers and not
allowed to resin in heaps as forinerly, (3) stones at the bottom of
removed and their cavities must be filled with
earth outs must be
from the out, (4) outs and their ditches, with the exoep-
material
tion of those made in gravel soils, must begin 10 centimeters below
must rise in a distance of 30 meters to the normal
grade level and
rise must be made in !ills whioh do not consist
levels; a similar
are not laid on a ravel base, when progressing to a
of gravel and
bottoms of outs and tap surfaces of !ills must be
higher fill, (5)
levelled to the specified cross-section with material taken from
out before application of gravel ballast; any depressions made by
,
ties must be similarly tilled, (6) gravel With olq aixtre, or
.
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 ravel oafl'OaaUia4sd with oly during op.rstioa~, must ao0 bs aisd
u ba33sit, (7) ?xoept ie tvnn.la , t6. travel ballet tut bi ap?
plied to s ebiolQU.a of 60 e.ntim.t., msasnr~d from the vtppsr
Snr!'aa. of tiis.
Idiunr~i taken to overooaa~ ain1dg +wd rprsadizg of radb.d in
untira terrain inalnd. diorsasina/
o! fill, looatin~ ditohis
farther than normal from rcsdb.d, oopatruotion of
oouriters~ighE
liii.i real by bluting of ?o!'E mat.rial, driviag Pile, laying
a Md of brush, and rsloation of routs.
CONFIDEN 114 L
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long, and 3.0 meters high is located at the center
of the tunnel in
employed in the Halikko tunnel, A chamber 2Ameters
deep, 4ometers
Three tunnel. have been built since 1912: the P '
8nttc~ori tun.
nil measuring 1,223 meters on the
~ amaalci line betrnen
the Metsolahti and Lepp~lahti statione, the M u
7]q-nmaki tunnel measur-
ing 360 meters located to the east of the Ves
antra station on the
fiaapamiki-j~n-u1~9l1 i line, and the Ralikko tunnel measuring iio meters
located :net of the Halikko station on the Kar
jaa~urku line. The
prose-seotion illustrated in Figure 106 was empl d in "!
~ the P8ntto
vuori and Yo7Ignmki tunnels end that illustrated in Figure 107 was
addition to the rece$.es out as refugee for track w
orke 50 meters
apart on alternate sides of the tunnel and measuri
0.5 meters in
depth, 0.7 meter. long, and 2.0 meters in height.
The tunnels are
out into solid rook and therefore do not require rei
noforcig arohe. ,
p 171 Few tunnels h
ave been oonattd
ruoe on the Finnish railroads
since the terrain seldom requires tunnelling, Among tunnels planned
Hasp ki line to Virrol, and that on the Verkau5-
Viini3vi line to
Leppavirta. The first of these was abandoned when
it was discovered
but not out two are worthy of mention here: that
~h the Poorl,M
that more fill was needed on the line than could
have been obtained
in cutting the tunnel.
 ONFIDENTIAI
p172 Ihilii
Railroad ties ere to be out either tram health' growing piee
trees or tram bmrkless standing dead pine which show so indication
of rot or blue stain. Trees for ties must be felled daring the period
1 Noverber - 1 March. The regulationp of 1913 specified two types
of railroad ties, one for heavy traoks and the other for light tracks.
The heavy tie had the following specifications, length, 2.73 meters;
disaster at thinner end, 250 millimeters; thickness between hewed sur-
faces, 160 millimeters; minimum width of hewed surfaces, 140 millimeters.
The specifications for the light tie wens length, 2.50 asters; dia-
meter at thinner end, 225 millimeters; thicknua between hewed sur-
faces, 15o millimeters; minimum width of hewed surfaces, 130 milli-
meters. Only one type of tie has bean employed sinoe 1925, whioh has
the following specifications, length, 2.70 meters; minimum diameter
at thinner end, 225 millimeters; thioknees between hewed eurfaces,
160 millimeters; minimum width of hewed surfaces, 150 millimeters.
Purchase of undereise ties with diameters less then 225 millimeters
at thinner end, but not less than 200 millimeters, was authorised up
to 10 percent of total procurement.
p 174 Three grades of railroad ties were approved for use in the pro-
ourement regulations adopted in June 1936. These have thin end dia-
meters of 250, 220, and 200 millimeters; procurement of the emsllest
grade may not exceed 10 percent of total procurement. Thickness be-
tween squared surfaces iii 160 millimeters in all grades and the mi-
nimum width of squared surface in the first two grades is 150 milli-
meters and 120 millimeters in the third grade. Unidirectional our-
nature up to 15 centimeters is permitted. These regulations speoi?
f7 that the trees must be felled between 1 October and 1 April (1 Ma
in the area north of Oulu).
Placement of ties and other data are given in the table on page
?A 'k
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CONFIDENTIAL
total
The/value of all railroad bridgee was appraised at 397,604,935.00
ten) and ohs Ouneskaki bridge it Rvvwi.mi (340 metsrs), each of
Finnish bridges, however, are the Jyrnko bridge at Heinola (360 me-
distanae between abutments is taken as the length. The longest bridge
spans in Finland are 125 meters in the cantilever bridges over the
Isohaara of the Kymi~ Oki and the Kyronsalmi at 8avonlinna. The longest
and concrete bridges, sinae,%kiritu'rwgjrk of steel bridges Ss takea the
Uncertainty also exists in the measureient of the length of masorirr
in the ease
as that of steel oonstruoticn, but the number o! span crossings
is considerably greater since these bridges often carry several traoka.
man and Iaint.nancs of Bridna
The Finnish State Railroad network of approximatel~- 5, 500 kilo-
crossings
uteri contains over 2,000 bridge4 containing 1,990 steel spans, of
which 215 are of oantilever construction with a combined length of
7, 500 deters and 1,773 panel spans with a oorbined length of 11,100
raters . The amount of railroad line that is tkmtiv laid on bridges
is therefore 18,600 raters, or 0.36 percent of, the total network.
The number of rasonry and concrete bridges is approximately the same
whioh have several spans.
marks as of 31 December 1935 and the turntables, which atsxsftre in
oonetruotion oosts have been exoeptionallg high on those lines which
one-fifth of the total malt construction cost of the line. Bridge
marks. The cost of bridge construction on the newer lines approaches
many oases are thought of as bridges, were appraised at 25, 541,762.00
p 265 cross waterways, such as the Rovaniemi-Kemijarvi 1in~ where this
bridge construction on the Lahti-Heinola line was 25.2 percent of the
item accounted for 25.8 percent of the coat. The expenditure for
total cost. The lowest bridge construction expenditure was on the
tisalmi-fiviesko line where it rras 10.5 percent of the total oat.
The total aa~ tired property valuation of bridges amounts to
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p286
CONFIDENTIAL
fixed praperty valuation of the rai1xoadr
9.8 percent of the ureic/
A espital invortMnt of this asgnnude neoersitateo ? oentralieod
of oonstruotion and iaintenande' A rpeoial
and controlled prrogr?x
dopartment for t. d?siping. planning, ooartruotion, and aaainten?noe
-
rtreet, and pedestri*A bridges war lord from
of railroad, highways
offioes in the riarganiaation of the Adaai5$t2'a
the carious railrad
Railroads , which took plane after Pinnirh indepen?
Lion of the State -
denoe . In the oourse of its operations this office (kaaoran as the
,
the Teohniaal Aail Office since 1933)
Bridge Oonstruotion Section of
ar, in additioaa to its regulir duties, drain up neoessary regulations
b
for its own use as well as for general railroad operation. The load-
ing and computation regu1atio1 adopted for bridges in 1926 and the new
actin, assembly, and proourement of rteol
standards set for the
buildings , also adopted in 1926, are r?sultr
members for bridges and adopted
of the efforts of this office. These regulations bane alto boe as
general direotiver by the angineerr of the oonntry in all fields.
The maintenance and rpu envision of bridges had been dependent
otionr until these regulations were issued in
upon irregular inrpe
1927. There regulations specify annual inspection of all bridges b7
the chief of each fine, the results of which must be recorded in a
nbridge book." A general or main inspection of all the bridges of a
line must be carried out approximately every seven years by the chief
with a bridge engineer of the Bridge Cons-
of the lice together
truotion Section and ? complete record and report must be prepared.
The main inspections have revealed that painting of bridges has
Lack of fuude, low quality of paints, and
frequently beev deficient.
etanae were the chief reasons for the short-
inadequate teohnio?1 uses
e i for the painting of bridges and other steel
coming
rtruat$rer of the railroads as well as quality a*d proouriment stan-
issued in 1934? Replacement of bridges
dards for .paints.: here
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 dan.ral pu?R of Yard
The futility of attempting to meet the growing traffic demsid$
of large stations t.mporarily by~~M s1~sllation of use expensive
facilities became appar.nb even in Finland at the olas of the 50
year period of ruiirad hi.tasy of the owntry. A program of long"
time planning *si$i1NailUS in the reconstruction of/s~+d~a Res
therefore begun early' in 1900. Faoilities of the ourrent period bear
evidenoe of the planning and construction program undertaken at that ~l~oc
time.
Both the regular And the wayside station4of the netrork~t have,
almost without exception, fairly modest beginnings. Experience gained
during earlier decades of growth of smaller railroad yards has fur-
niehed the basis for a standard plan (Figure 208) for small yards
which provides possibilities for future expansion. Observation of
worldwide developments in yard technology has been necessary, on the
other hand in redesigning the larger railroad dQ yards.
The i ortanoe of the railroad network as a medium of transpor-
to the oountry is demonstrated by the extent of the system
tation
ortanoe of the stations is indioated by the total length
and the imp
of branch lines. 1 knowledge of these two faotore and their rela-
tionship to one another is therefore necessary in order to gain en
.4
CONFIDENTIAL
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CONFIDENTIAL
as a result of rusting has never been neoessary on Finnish railroads,
however. Frequent reAlaoement of bridges has been necessary owing
~'~
to the rediotabl7 rapid inoreare in the weight of trains.
if etime of the spans of large bridges is dependent upon the
The 1
amount of aaintenanoe, and more apecifially, upon the extent to whiob
rusting can be prevented.
287
P
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GONFLDETIAL
understanding of the development of the railroad systea throughaat
the ye. Daring the period 190.30 the percentage of branob lines
of the Swedish state railroads varied from 25.04 percent to 37.20
percent and 3 x.66 percent, the corresponding figurer !rte in Finland
being 27.O percent, 36.00 peroent, and 34.00 peroent.
The objective in the planning of railroad yards is the satiefso-
tion of the aameon requirements of both oaemunity and railroad.
Funduentally only one best solution therefore edsta for eaoh pro jeot,
though in individual oases several alternatives nearly as good may be
present.
The plan of a large railroad yard generally includes three dif?
ferent types of seotiona; a pusenger station with servioe yard, a
freight station, and a classification yard. The fundamental problem
of the plan is to solve all three phases, at least in regard to their
p 288 locations in relation to each other. If, however, some of the tit
details may be left for future solution, the overall plan may
then be considered all the more euooesstul.
Passenger etatione are generally permitted to remain in their
original locations in the redesign plane and additional space require-
menta are met by utilising former warehouse and freight station areae.
The freight station must then be relocated at the outskirts of the
community where space is more readily available. Since the etaticn
building has a decisive influence on the future development of the
oommunity, these are located as near as poeaible to the original buil?
ding. Another arrangement may be neceseary in larger cities, as
experience in other countries indicates, where new stations have in
several instances been oonetruoted as far ac a kilometer from the
original station building. The new station in Viipuri was built 200
meters to the north of the old building. The proposed site for the
new Helsinki etation has been the subject of much controversy during
CONFIDENTIAL
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CONFIDENTIAL
the pub 20 years
p 290 Plant hr new passenger stations at t also tike into aooauat
the need for numerous loading platforu of sufficient length and widbh
and pedestrian underpasses or the more usual overpasses . The plans
in
of the stations us aade with this/view by planing the aystsm of traoks
either above or below street level. This also serves as a solution
to the problem of stints *hioh oross the yards.
Transfer of baggage, express goods, and mail to the proper plate
fors generally oocurs on the same level aoross the traoaar. When
required, depending on the bas is type of passenger station, the vol.
uae of traffic, end the level of the tracks, special tunnels and
elevators are built for this purpose.
The service yards (Figure 209) of large volume passenger to trage
f io terminal stations or branch stations where trains are made up,
offioe
are quite extensive. The express goode/k?u is located in the
station itself or nearby (Figure 210).
Since most of the business and income of the railroad system
CONFIDENTIAL
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for more rapid and economical service as well as the competition
mint of these facilities. The greater demands of the business world
is derived from the transportation of goods ankh attention has been
given in railroad technology during the part 25 years to the develop-
offered by other modes of transportation have encouraged this develop-
mint.
The yard facilities required for goods transportation are of
two typesi goods (freight) stations and classifications yards. The
freight station is that part of the i freight yard facilities in
which the sender and the consignee come into contact (Figure 212).
The warehouses, office, loading and unloading tracks, and other fae
oilitier are of simple construction and may vary with requirements
of the volume and quality of goods and local conditions.
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CONFIDENTIAL
Partially I. I result at increased oonp.tition transportation
of goods by rail is undergoing new develapaent with such innovations
as refrigerated oars and pickup and delivery service. Much roan for
inproveaent still lies in this respeot since the handling and lading
of parcel goods still takes 57 peroent of the oat of this type of
servioe j asking of traiw, 15 peroent, and line transportation costs
28 peroent. Fortunately, paroe1 servioe accounts for only a nail
portion of the goods transportation aotivity, approximat. y 10 per-
oent. Freight transportation by the osr~,osd, which amounts to 90
peroent of the volume, does not require muoh by the wqr of handling
facilities at stations.
In addition to the tracks provided for the loading and unloading
of freight by the oariosd at freight garde, special siding. are built
at harbors, industrial locations and elsewhere in larger towns for
this purpose. Construction of similar faoilities for the handling of
parcel freight at various points in a oity only increases the cost
~c of parcel transportation, but saoh facilities are not even neces-
sary since the railroads are increasing their pick-up and delivery
service by the use of other itnc mans of transport.
Little attention rru given is lormex tree to the organization
of trains and ttisss were made up of oars Rithaut regard to any order.
of
This method required little by way/added tracks for the king of
trains sine. the trains were made up on the main track by the use of
sidings. Much time was lost, however, at intermediate stations and
as the volume of traffic increased and for considerations of safety,
it became neoessary to separate freight and passenger facilities at
stations. The systematio formation of trains was recognized a1 the
most expeditious and economical method of handling freight and the
problem became that of designing systematic and mechanized classifi-
cation yards.
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CONcIDflITIAL
p 292 The two main faoton in s olusifioation yard ore the
trriok systea and the active power.
The first development in o1ueilioatioa yards was extensiod of
existing traake and the oonstruotion of tracks parallel to this. Use
of the main line as the asseably track was the next to pus and
assembly tracks were built at either or both ends of yards. Per?
forasnoe of several funotionr on one grog of tnoks soon beosae
difficult with a oonrequent division of funotions between separate
groups of trooks. The olusifioation yard thus developed inoludes
lour groups of tracks, i.e. the approach group (Figure 211), the di?
reotionai or separation group, the station group, and the departure
group. In addition, traoks are required for traotion, oolleotion,
shifting, transfer loading, standing, empty oars, spare oars, fail,
warehouses, and other uses. The smaller olassifioation yards do not
include all of the !t above tracks and groups.
fihen the oonatruotion of a olaaeifioatioa '*rd is inaluded in the
redesigning of a traffic center the selection of type and site must
be suoh that it becomes part of the general soheme. The seleotion of
the locations of eaab group of traoss in respect to their relative
elevations and grades in such a center is one of the moat difficult
problems which lace the planner. 1 well-designed classification yard
must be able to handle a large volwee of traffic, and must have loin
costs for the assembling of trains, and must have ample provision for
expansion. Groups of tracks are designed to fan out at various
p 294 angles (118.5, 1s8, 1:7.5, and I t 7) .
Separation of tracks in a classification yard is standardised at
4.8 meters, or may follow the smaller pattern of 4.5 meters separation,
in which case the separation of the fifth to seventh tracks may be
9.6, 9.0, or 6.0 meters. Even in yards employing the standard aepa?
ration where there are numerous tracks frequent use of a 9.6?meter
separation is made in order to facilitate removal of snow and to
?25.
CONFE~9EflT9~l.
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tic in a station xtk* from the lines is mainly of two types or of
differing volume, some arrangement of a two-sided type of yard may be
or the same reaeon a one-sided yard may have two eeo-
appropriate. F
Lions , in which case it may have two parallel trunks operating in the
aecifioation. The Pasila olauifioation yard is
same direction for of
provide space for telegraph and telephone poles ? it least a few of
the tracks of an approaob graap must exoesd in le~agth the lest
trains, and those of the separatioa group vary frci 254 to 700 asters,
of the tracks meet be lover if trains are to de?
but even here some
Dead sad tr~care sanotimoe ompl~-!d
pert directly from this graxp
in station groups, but the through type of 200 meters or lees is sore
coaunonlY used . approaoh, separation, and departure traoks are always
The number of traoks in eaoh group depends on
of the through type
the volume and type of traffic and the method of assembling train.
The olassilioation yard say be basioally either one-sided or two-
sided depending on whether it has one or two trualce formed from track
groups . Only one main type of olassif ication activity can be performed
one direction on the first type, while the latter
at a tine and only in
rooessee simultaneously and in opposite directions.
can ?ooommodate two p
The one-sided type is the moat oommon and suitable to small-volume
i olassifioation yard is of the one-side, single
traf f io. The niipur
section type where both inooming and oatgoing trains are handled over
a single dorm grade . In larger olassifioation yards or when the tref-
of this type with two do --gl'adee (Figure 213) . One of these is used
The first has two tracks of differing heights,
of incoming trains.
for the formation of departing trains and the other for the separation
one for use during summer and one for winter use.
*
of !actor in a alaesifioation yard is the motive
The second chi
though manpower, horsepower, and motor parer are emplcyed to sane
power. Locomotive power continues to be the moat common form, el-
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CONHDENTIAL
extent fox' the eider operations, espeoially is ersU installations.
Shifting of oars by locomotive frequaAtly results in' daaage by jarring
both to thA oars and their cargoes. In earlier tins wben oars wbere
equipped one,' with maaaal brakes, if any, this oould be avoided by a
brakeman oa each err during shifting, but this method roquired large
orewr. Carr not equipped with manual brakes were slowed down by
p 295 means of wooden levers and other methods. A brake ehaducmiv to
devised w cberated satisfaotorlly
oA
be placed on the rail was soon
in the hands of as experienced brakeman.
Use of gravity as the motive power began quite early in olassi-
tiostion yards end was fully developed by 1870.
The amount and effeot of gravity power employed is aced as a
basis in dividing o1aseifioation yards into either level or graded
yards. Either gravity or looomotivee may be used to furnish the ini-
296 tial motive force in level garde, while only gravity is used in the
P
graded yards, in whioh all four groups of tracks follow one another
at the same grade. In this type of yard the oars coast from the ef-
fect of gravity all the way from the approach group to the outgoing
group of tracks. Favorable terrain is required for the construction
of graded yards so that the neoeeoary difference of elevation of 20
to 25 meters between the ends of the yard may be obtained with a mi-
timua of cutting and filling. The graded yard makes full use of
gravity, but because of their extreme length and otheb disadvantages
they are suitable only large volume traffic ? The level yards can be
made to fit terrain and space requirements much more easily and are
suited to kk traffic of either large or small volume. Claesifi-
cation yards may also be a combination of the two types.
The most important part of a classification yard is the descent
grade section between the approach and the separation groups (Figure
214) ? A train of 60 oars can be separated in six to seven minutes
in a modern classification yard. Control of the coasting movement
-2 I -
CONFIDEP1TIh1
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In the redesigning of olassifiastion .ysrds the yards are relooated
to Derr sites outside of the oommunities, and in the asse of large
railroad hubs, they may be located doyens of kilometers array in the
direction of the approaohing lines. The various liner must be so
arranged that freight trains may enter the approaoh trsoke simulta-
neously, therefore a suffioient number of trsoks must be built at
different levels.
CONIOEt11IaI
p 2917 of oars has led to the development of meohanised, remote controlled,
and eleotrioally operated brakes.
Two para11e1 eloping tracks of different down grades n for cum-
mar and 'winter use were built in classification yards during earlier
times, but with the a improved rodern system of braking csra two
slopes are seldom employed.
p30?
A shorter, four-hole type of fishplate was adapted in 1919 to
30 kg/m rail being to replace them on the Teri~oki?Koivisto line.
were removed in 1920 and installed on the Hel$inki-Riihimeki line,
emplc ed on the Teri1o1ci4Coivisto line. The greater portion of these
The 43.567 kg/m rail and point ere illustrated in Figure 220 as
States.
cones for the rails weighing 33.48 1cB/m were obtained from the United
isb 1 es the war and some of the base plate.i/~ Ella &&nd other aooes
the Hiitola-Raaeuli lines. Procurement of rails wee difficult during
II 1$ It Koivisto line and the second in 1916 on the Jyvaskyla-Piekeamaki and
Both are Russian types; the first was adopted in 1915 on the Terijoki-
rails which weigh 43.567 kilograms and 33.48 kilograms per meter.
Railroads since the time of the first 50-year report; these are the
RAILS AND RAIL ACCESSORIES
Two new types of r~-ils have been adopted on the Finnish State
-
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2g-CONFIDENTIAL
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CONFIDENTIAL
replace the six-hole typo owing to the cost element and the debatable
eftioienoy p of the end bolts The new fishplate is illustrated in
p 308 Figure 221. This type was standard until 1935 when the straight fish-
plate 'used with the wedge-shaped bearing plate was introduaed
The otandard length of the 43.567 kg/m rail was originally 12
meters, but was inoreased in 1933 to 18 meters. Longitudinal move-
ment of the shorter rails was prevented only by the edges of the fish-
plates bent downwardm age inet the bearing plates, "traveling" of the
longer rails oould not thus be prevented and rail slippage brakes
were introduced (Figures 222 and 223) . Even these have not been fully
satisfactory since th.y tend to k sink into the wooden ties and to
loosen. The wedge-shaped bearing plates were therefore adopted in
1935, produoed in Belgium by the Ougree-Marihaye factory (Figure 224).
During the short time they have been n in use they have proved fully
satisfactory under all conditions, permitting the use of smaller
joint spaoee and floc of longer raiis~C(30 to 40 meters).
Another type of rail introduced from Russia, the 33.48 kg/m rail,
is illustrated in Figure 225 with its bearing plate, t#k fishplate,
p 309 bolts and spikes. This rail was not generally adopted and gk none
have been procured since the completion of the Jyvesky-l~--Piekee~miki
line was oompleted owing to the fact that the joint assembly is ex-
pensive and the weight is too near that of the 30 kg/m rail, which
continues to remain as the main type in use in the country. Only two
changes have been made in the joint assembly of this reil.In 1916
(Figure 226)'4 the spacing of the holes of the fishplate were changed
from the 150 x 150 x 150 millimeter pattern to 170 x 110 x 170 milli-
meters, but this proved unsatisfactory. Consequently, a new broad
base fishplate was adapted in 1924 (Figure 227) having the same spa-
cing of holes as the 1916 fishplate, but much heavier. The resistive
me moment of the 1924 fishplate is represented by its volume of 36.4
cubic centimeters as compared to the volume of 29.81 cubic centimeters
-29-
CONFiDENT9A I.
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CONFIDENTIAL
. of the former type. The new sire of plate has proved eatiafaotor~.
Other' changes in the aaoees oriea of the 30 kg/r rail include a
larger bearing plate (Figure 227) and a.tnor ohangeo in tha bolts and
p 310 spikes. Spikes now in use are illustrated in Figure 228.
lsgtar,
Eoonomio development hay lid to the we o!/iarg.r,and bsavisr
trains and looaoaEivee which in turn demand hedviir rails. The lighter
Finaieh rails weighing 22.343 kg/rn and 29 kg/rn uc ateadiiy giving
way to the 30 kgJm rails and these to the 43.567 kg/rn rails. The
of br~sok of each typo of rail
r~ a~oat'ea the trend during the perioa i2s-1935
Steel Rails
22i
3
2
3
3?
4.6? Other
Iron
m
m
m
m Typic Raile Total
_
1925
1,615
731
3,049
301
355
17
52
6,120
1930
1,371
727
3,929
362
547
14
33
6,983
1931
1,333
727
3,945
362
588
15
27
6,997
1932
1,273.
704
4,164
362
572
18
20
7,111
1933
1,267
735
4,214
361
621
16
20
7,234
1934
1,216
734
4,430
360
641
16
18
7,415
1935
1,187
733
4,509
359
674
16
18
7,496
Replacement of the 22,343 kg/m mile of the Vaaea line with 30
kg/m mile was completed in 1910. The light rails were still in use
at that time on the Pori, 0alu, and Savo lines and the greater potion
of the Karelia line. Replacement of ui&t the light roils with 30 kg/m
rails was then already in progress on the Karelia a.ine and was con-
tinued slowly even during World War I and reached as far as Joenauu
by the end of 1932. Light rails of 25 kg/m are still in use on the
Joensuu-Nurmes portion of the line.
Replacement of the rails of the Oulu line with 30 kg/m rails was
begun t in 1923 and has progressed as far as Oula. The rails north
-30.
CONFIDENTIAL
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c0NcIDENTIAL
of Oulu are 25 k,g/m, except for a portion of the Tornio-Keuliranta
lire whiah haw mixed types, and the Ro~raieai-Kemijirvi line which
has, as do many of the lines built after Nord War I, 30 kg/a rails.
Replacement of rails on the Savo line was begun in 1923 and had
reaohed the 494-kilometer port near P ,lJi at the en4 of 1935? The
Iisulmi-Ylivieska, Kajaani-KiehiaL.Puukari, and the Oulu-Mhos lines
p 311 are still equipped with 22
343 h
/
.
g
m rails which removed from older
lines and installed on these lines.
The 43.567 kg/m rail has been used since 1920 on Finnish rail-
roads to replaoe lighter rails. Replacement of the Helsinki?Ra ja joki
line was begun that year and is completed ac far as yiipuri with the
exception of the other track of the line between Uusikylii and Koria
which still has 33.45 kg/r rails. The Helsinki-Turku line has been
in process of conversion to the 43.567 kg/m rails since 1927,2 the
distanoe between Paeila and Taihtelii being completed by the end of 1935.
Short sections beyond TAhte J have also been converted. Portions of
the Riihim ki-Tampere line were converted from the 30 kg/m rails al-
ready during or1d War I, and a systematic reconversion to 43.567 kg/m
rails was begun in 1929. At the end of 1935 only 5 kilometers of the
line remained f unconverted, the remainder to be completed during
1936?
The specifications of 1935 for steel rails require a minimum ten-
ails strength of 75 kilograms per square millimeter of arose-section
with a distortion of 11 percent. The quality factor (tensile strength
multiplied by distortion) must be at least 900. In the hardness test
(in which a steel ball with a diameter of 19 millimeters is pressed
with a force of 50 tons for one minute against the end of a rail) the
depression must not exceed 4 millimeters. In the impact test the rail
must be able to withstand the blow of a freely falling 1,000-ki1ogram
as the bend in a rail reaches 100 millimeters. The blows are applied
CONFIDENTiAL
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CONHDENTIAL
to a pieoe of rail 1.2 a.ters long resting ova supports a meter apaz'4.
p 312 The height of fall of the first blow must be at least 3 meters and
1.5 meters in t!a suooeuive blows for the 43.567 kg/m rail and 1.2
meters for the 30 kg/a railm. A uew tut is that of the transverse
beading of the foot of the nil (Figure 229) in which bending before
failure must be at least 2.17 millimeters for the 30 kg/a rail between
supports 85 millimetera apart under the foot, and at least 3.0 milli-
metera for the 43.567 kg/m rail between supports 100 millimeters
apart.
The manufaoturer must furnish a complete ohemioa1 analysis of
each but to the inspector of the State Railroads. At leant one im-
pact and steel ball test must be made of .soh heat and any number of
tensile strength and transverse testa that the inspector may require.
The phosphor content of the steel need for fishplates and bear-
ing piatee muet not exceed 0.06 peroent (same as for raffle) and the
tensile etrength of the fishplatee must be at least 44 kjaq milli-
meter and of the bearing platee it 42 to 52 icg/sq millimeter. The
fiehplate must witbetand a bend of 90 degrees before failure, the
bear degreec likewise.
ng~
ing 60
p 313 SWITCHES AND CRCSS INCS
The Model A curved tongue ewitch made from 30 kg/m rails was
adopted by the Finnish State Railroads in 1912. In addition to the
simple switches, both "half British" and "full British" as well as
double tongue (duplex) switches have been made. To date only double type
tongue double switches which are generally used in yards, as are the
British types, have been produced.
The crossing, or frog, is fastened either with rivets or with
bolts and clamp plates to a long base (switch) plate, 12 millimetere
thick. The flangeway between wing rail and point of frog has been
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CONFUi
roillimetera to 50 millimeters ? Guard rails were
increased from 49
d
e
former3.7 made from a section of rail 2.7 asters long, are now ma
meters long sad 20 mi11i*eters thick and 40
from an angle iron 3 3
than the rail sad is attaohed to the rail by means
millimeters higher
of tillers and bolts.
l switob is spproxiaately ?? meters long and
The simple Model
bas a radius of ouryature of 236 meters.
The Model B switch was adopted in 1914. The design of these is
the same as is of those used prior to 1912 but having the flangeways
The crossing is hao the same design as the
of the Model A switch.
Model Abut is riveted to four frog plates. The guard rail is 3 me-
standard rail. ?he slide plates were made
taro long and is made of
at first of oast iron, but since 1925 they have been made of oast
to that
has brought the cost of produotion nearly
steel. This /actor
of the Model A switch and production of Model B switches was there-
Pore discontinued. Nor are new switches made any longer from the 25
since they do not withstand modern traffic
1 kg/m and 22.343 kg/m rails
p34
and all are gradually being replaced by the Model A switch.
The crossing angle of switches is 6 degrees. Since an angle of
useful length of tracks in a large yard a oro$s-
this size reduces the
sing ration of 1:7, equivalent to an angle of $??' 1,g, was adopted in
1925 Various types of Model C switches have been made using this
switoh employ's the tongue assemblY of the
angle. The simple Model C
6-degree Model A. The crossing, homeverr, departs from the standard
type in that one side iq curved since the ourve of the switoh passes
throught the crossing. The radius of curvature of the switch is 185
meters and the total length is about 26 meters.
During World War 1 when procurement of rails was difficult, rails
wit es
?
l
~
e
~n
g
Mo
de~ Ia
uss~a. uss
and complete switches were obtained froa~
"
rails
and Model II1a 4kski* were imported in 1915 which bad orossing re-
tics of lsll and 1t9? E nough of the Model lila rails and switches
.
CONPIOENTIAI
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CONFITIAL
were imported to Baia furnish the traoka of the Jyvkk71~i-Piekdmbi
lime mnd for use elsewhere. Production of simple, British, and
doublet twin switohes of Model ?2 with crossing angles of 6 de-
grees and 8?' P48" was begun at the Viipur~. aaohine shop in 1922 fran
rails similar to the Russian Model Is weighing 43.567 kg/m which are
imported annually from France and Belgium. They ore similar in struc-
ture to those made from the 30 kg/is rails except that the tcngues are
made longer (Figure 231), 6.14 meters in tho simple switch and 5.5
cetera in the British type. The guard rail is 4 meters long and is
made Prom 20-millimeter angle iron which is 20 millimeters higher than
the rails. The radius of ourvature of the simple awitoh is 231 meters
and the total length of switoh is about 29 meters.
Owing to the rapid wear of the wing rails and the switch points
themselves, switohes are now being made with the point oast fm of
manganese steel and manganese steel inserts are attached with bolts
to those parts of the wing rail whioh support the wheels. Experi-
ments in the hardening of wing rails and points by tempering have also
been oonduoted, but results based on ix experience are still moon-
elusive.
Production of simple switches of the spring tongue construction
from rails of 43.567 kg/m weight was begun in 1934. The tongue is
longer than that of the standard type by half a length and is rigidly
fastened at the base end to a long tie plate, the base being made
narrower of near the point of attachment to permit the tongue to bend
p 315 during switching, thus obviating the use of the common turnpin assem-
bly (Figure 32 and 233) . The crossing angle is 304$' 52" (1,15) and
the radius of switch curvature is 530 meters. The total length of
the switch (Figure 232) is approximately 43 meters. The orouing is
9 meters long and of straight design and is attached by means of
bolts and clamping plates to a frog plate 5 meters long. The point
-34-
F' .~ aN n ..-~
'~~ ~ Ui~
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CONFIDEHT1 ~l
is of manganese steel and the wing rails have manganese steel inserts.
The guard rail,~t 6.3 meters 2on8, io mode from 20?millimeter angle
stock.
The large radius of ourvature and headier oonstruotion of these
switches permit traiu to pies over them at 65 ki1ci.tern per hour,
whioh is the maximum permissible speed of uon?stopping trains through
one.
Production costs of switches have varied oonsiderably with the
p 316 cost. of ceteris/.. The following table gives an indioation of the
installed oostsfaofkModel A and Model A2 switches in 1925'
Made of 43.567 Made of 30
m rails k /m rails
Simple switoh
26,000
17,500
Simple crossing switch
"half British")
53,000
37,500
Double oroseing switch ( "full British)
70, 500
50, 500
Double twin switch
51,000
33,500
The production costs were considerably greater in 1934= cost of
the spring tongue switoh was approximately 55,000 marks.
Various types of switch stands are in use on the Finnish State
Railroads. The type in which the weight is attached to the throwing
lever is such manner that it may be shifted has been in use since
1911. The switch etend known as the Norwegian type is used in addi-
tion to the oldest, the Bender stand, in stations handling a small
amount of traffic.
The switch stand .pmt illustrated in Figure 234 has been em-
ployed since 1922, in which the connecting rod may be moved a distance
of 250 millimeters and is therefore especially suitable for use with
a switch looking device. A eliding bolt look plate may be attached
to the base of the stand to which the safety look on the throwing
lever is fastened, permitting 'der positive looking of the switch in
the desired position.
CONHDiTJL
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CONFIDEUAL.
SIQNMA AND 8APBTY DBVIa!8
Approved methods and signaling deviaes bars been employed for
system.
guiding railroad tz'af f is since the beginning of the State Railroad
Signal regulations iuued in 1870, 1885, 1896, and 1903 have
south approach of the Ssin~ijoki station.
double-arm type and one with three arms made of eteel (boated at the
and operated by a single control rod, but there were about ten of the
been in force on the Finnish railroads at various times. The 1903
regulations with minor changes and additions, and although already
somewhat antiquated, is still in force; a new set of regulations is
ll 4"! F1 * in process of preparation.
The signals and signaling devioes oovered in this discussion are
of the type specified in the 1903 regulations as modified by laic
directives of the Railroad Administration dated 18 February 1908 and
with/double icrossing
y May 1912. The
:first directive was concerned switches (full British type) and the second specified that the arm
of the semaphore must point upward at 45 degrees ("at 10 b' olock") ,
rather than downward as heretofore, to signal clear passage. The
signal regulations of 1903 and imported safety systems provided a new
basis for the development of signals and safety devicea. The de4e1?
opment reached in the period to 1913 is indicated in the semaphores
illustrated in Figures 235, 236, and 237. The semaphores (total of
generally
60 in use) of that year were/of the one-arm type conetruoted of wood
The prerequisite for the use of semaphores with several arms was
l ohanisme
m
e
con ro
t
the integration of a11/?k1I3c1t~ into a standard system, or other-
wise stated, that the station must be equipped with a signaling and
at that time. In all, four lever type interlocking machines with
the crank type and the lever type (Figures 238 and 239) ,were in use
switching safety system. Two mechanical types of interlocking machines,
CONFIUEPv'r
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CONFIDENTIAL
oentraltsed ewitohing were in uae, two at Pasila and two at Viipuri.
centralised
In aU, six of the onnk type maohiuee for the/interlocking of awit-
p 318 ohu wore in use, naael7 at Helsinki south, 9einIjoki south and north,
Pita j ki, Xauniainen (Onnkulla) , and Espoo. The following turn-
bridges were equipped with signaling and interlocking machines t three
flea? Xuopio, the Xirkkoaaari bridge in Viipuri, the 8rkin1mi,
Puflkasa1mi, Tuununsalmi, and the Xyr4nealmi bridges on the 9avonlinna-
E1isenvaaro line, and the Joenauu, Vimaharju, and Liekag bridge' on
the Joensuu-Nurrnes line.
Eleotrioal blooking eyetems were put into use on 17 February 1913
between all station of the Helsinki-Eepoo line and station safety
p 319 devices were installed at Helsinki and Pasila. These safety devioee
prevent the routing of train head-on or in the same direotion on one
block section. Eleotrioal blocking devices were ii!tailed between all
of the stations near Viipuri in 1915.
Only gates, either guarded or unguarded by a watohman, were gen-
erally provided as safety features at highway crossings at that tide.
Only 12 barriers of the boom type were in use, the largest aoroes the
Linnakatu in Turku which formed a barrier 69 meters long over this
street. A few eleotrioally operated bells for the warning of gate
watchmen of approaching trains were in use.
SEI IAPHORES
Visible or Ontioal SiInle
The use of semaphores of wood construction as principal semaphores
increased considerably in the period 1914-1918 as the result of the
great volume of through~traffio of the wartime years (see ourves of
graph, Figure 240) . A portion of these became superfluous with the
return of normal conditions and were removed. The number of wooden
semaphores continued to decrease with the installation of safety ewit..
ohing and signaling equipment with steel semaphores at stations. The
COPdffDEPd I i;al
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CONFIDENTIAL
wooden semaphores (Figure 241), o!' whioh there are approximately 30
still in use, wero similar to those of steel oonatruotio~a in that the
semaphare arm is aotuated by a wheel at ground level, whioh in turn
is aotuated by the semaphore orank and a pair of oabies. The greatest
distanoo from which these semaphores oould be operated was only about
500 meters and a very simple suspension tightener without a support
pole (or rod) was employed.
The graph (Figure 240) depioting the employment of the various
use of
types of semaphores indicates that/the two-arm type has increased more
rapidly than of the three-arm type sire 1930. This development re-
preoents the adoption of a new system. The two-arm approach semaphore
is now used when the service tracks all separate to the same side
from the main track and the tree-arm type (Figure 242) is used only
p 320 when the service tracks separate to both sides of the main track and
in other speoial oases. The tree-arm approach semaphores are t?aigot
replaced by the two-arm type whenever safety systems are being re-
plaoed, especially when the ohange results in a simpler and more eoo-
nomical installation. There are currently in use 145 of the one-arm
type, 207 of the two-arm type, and 61 of the three-arm type steel sema-
phores.
The use of light signals as principal semaphores has increased
considerably during recent years, eapecially in installations of eleo-
trical interlocking and automatic blocking devices, to replace the arm
type of
/w*i~w(t.ii!a semaphore. A single two-light signal and a single three-
light departure signal, whioh give light indications during night and
day of tug signals corresponding to those of the two and three-arm
types, xrmt installed in 1921 at Riihim ki, were the first of this
type used in Finland. At the end of 1936 there were 40 light signals
is use as principal semaphores (Figure 243) , of whioh about 20 were
of the one-light type, i.e. which give the "go ahead? signal with
one ?gkk green light only. Since the light signals currently in use
-3g-
CONfIDEPJTIAI
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CONFID!tT1AL
ided with rear lights, it is generally neaeassry to indi-
are not pray
p gel sate their positions (aapeats) at the point of control. The same is
now generally true for the seasphares when the semsphore is not visi?
ble frog the point of control or the obser!ation point.
I
The rapid inoreaee in the speed off' trsine soon neoeasitated thn
of distant signals s sutf ioient braking diatanoe from the main
use
or home signal, espeoially where the visibility of semsphores was
aatisfaotory. The first distant signal was installed in 1904 and
un
was of the oil-burning diak type. The nnmber of distant signals in-
oreseed rapidly in the installation of ewitohing and signaling eya-
tems during world filar I, but the growth has been somewhat slower there-
after (see curves of graph, Figure 240)?
p 322 The first AGA distant signal izKk* of the disk type and equip-
pad with a blinker light was put into use in 1912? When the effioienoy,
safety, and visibility of the AOA signal beoame a demonstrated fact, it
that all of the most important disk type aignals would
was decided ins
be eventually equipped with blinker lights`t (Figure 244) . Blinker
lights were installed in 34 distant disk signals in 1917, and in 1934,
when there were 193 distant signals, all were equipped with the blinkers.
The maximum diatanoe from which a matte signal may be operated
echanically', i.e., by oables, is 1,200 meters. The speeds of trains
m
that the distant signal be boated at least 700 meters
require, however,
and up to 1,200 meters beyond the home signal, which in itself may be
ble diatanoe from the interlooking plant. The prob-
located a cane idera
lem was solved completely by the AGA-designed light 1di!J!U1J'ns
and mechanical methods of operation are now ~mc used only in semi-
controls e 3-volt oirouit which operates the distant signal light at
electrical ewitoh attached to the arm of the semaphore
Whores . An
the required distance to give the light signals (without rear lights)
of all signals (aspects) approved for the distant signals during
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+ssiww~a~s~~w~~~sa~s?sw~~wsw~++ecwne ~.mT.+ wean w~ awe. ~~~e
CONHDEUTIAL
was installed 15 April 1924 on the north approach Of the Ou1un,yli
both daytime and darkness. The first distant signal of this tpe
station. This one was replaced b' a newer type in 1932. Since these
distant signal lights have also been proved eoonomioal and positive
in action (Figure 245) wider application is being made of them. A
visibility of the light during daytime woo adopted in 1936. A total
of 86 distant signal lights are ourrently in use.
e
Yard track signals equipped with the AGA?type of light have been
employed in Finland, but their number has steadily deoreased since
1913, being replaced in mans instances by semaphores. None remained
model in which the disk ii inclined forward (Figure 246) to improve
in use after 1937.
*
p 223 The installation of large switching plants brought the need for
signals to indicate when trains are not permitted to switoh. The
disk type signal (Figure 247) , a few equipped with the AOA blinker,
where used for this purpose, but these have proved somewhat uneatis-
factory owing the oonfueion created by additional red light signals.
A new "no-switching" signal has therefore been approved, but 65 of
the disk type, 12 of which are equipped with AGA blinkere, are still
in use.
p 324 The tea ' new, improved mechanically operated "no-switching"
signals were first installed in 1929 (Figurer 248) at the Kouvola yards.
These consist of a mast 10-12 meters high with a rectangular cross-arm
painted white which is illuminated by white light during darkness.
!hen the arm is in the normal or vertical position traffic and switch-
ing movements are permitted; the horizontal position prohibits move-
ments which may endanger arriving or departing trains. Only ten of
there signals (semaphores) designed and constructed in Finland and
which have proved efficient are tzcq currently in use.
CONFIDEtTiL
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CONHDNTIA~
A light sigma, his been designed for this purpose also. The
"no-switching" indication is gives with three sisber oolored light
points in horizontal line; the clear indioatiou is given with the
lights in vertical line. Conditions p.riaitting at the bump. of the
in whioh the lights
olassifioation yards at Pasila and Viipuri,light signal. are
extinguished when in the olear position, have been installed for this
purpose.
Track signals are intended to replace the disk type signal in
locations where trains are not to prooeed beyond the signal when to
displaying the halt aspect. These are of two types the track
signal lamp (Figure 249) a* xtksxt cstpiketIgktzIfguizU1) which
is operated meohanioally, and the track signal light (Figure 250)
whioh is similar in design to the conventional signal. These signals
arde
p 325 are used at large to speed traffic. A third type of light
signal is required o~n separated tracks to give the proceed oautioualy
indication by means of two oolorlese lights inclined at 45 degrees
above the horizontal toward the left (at "10 0' olook") .
The first track signal lamp was put into service in 1930 at the
Hovinmaa station and the first track signal light the same year at the
Viipuri station. Only two of the first type and 14 of the seoor-d are
ourrently in use.
A classification signal device of the semaphore type was adopted
at
in 1916/i the hump of the Viipuri yard, the first Finnish railroad
yard to employ the hump method of olassifioation. This semaphore
enables the olaesifier to give such indications as "halt", "push slowly",
and "push fast" to the engineer.
p 326 When the olaeeifioation hump of the Pasila yard was completed in
1927, a signal light (Figure 251) was designed for this purpose. The
.41.
COR14TIAL
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CONFiEJNTIAL
signal proved so effective that whoa e a a
p r~rllel alarsifioation hump
was built at P.eila in 1929, a similar si
Baal tray inutalled oa
the aew traokr, aM the old olassifioati
ova semaphore at the Yiipuri
yard was replaoed with this typo in 1930.
*
Because of the difficulty of dispatohi and
traus3'erriAg of
of
laoamotiver where visibility is limited
C curves in outs, adverse wea-
ther) by Dual and whistle signals,
, unfficial use of light signals
hI$Xb*U.g. for this purpose was made at
a nuanbor of /coal stations
such as Kir jokivi and Rilloeensalmi whioh we
re later removed
The first offioial engine dirpatchi and t
~ raneferring sigma
(Figure 252) was installed a eriment
~P ally in 1931 rutYicssncuclt~ at
the Kouvola station where the Savo line de ,
parts on a curve ? This rig.
na1 has three lamp., the uppermost green ih co
for and the two lower
lamp. Colorless , mounted on a equate backboard
p 327 Breen signal light. were used unoffi
oially as wayAide station eig-
nale on several liner including the KarJaa-Turku lin
e as far bank as
1907, but these were removed in 1921 to avoid o0
nfusion with the green
distant signals, The need for official w 4Yside at
n atio .ignals increased
with the increase in the number of unattended stati
one and an experi?
mental model was installed in 1932 (Figure 253 at th
~ e Yli-Vekkoski
p 32g atop of the Porvoo line. Thta< eema phorn re
~ generaljyr stated b
ap y the
passengers themselves at unattended stations ands also ue
ed at other
stations by regular personnel.
*
The old type Bender lamp (Figures 255 and 256 and
~ the lamp ap-
proved by the State Railroads (Figures 257 and 25S) we
re both employed
as switch signals in simple switches before the enl
~ ng of the period
under discussion. Both are still in use. Sw
itch signal lamps
currently installed are similar to a Germaan trpe manufact
3 used to
.42.
C0 FI V'1'
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CONFIDEt4T1a~
?innish spsoifiostiou adopted in 1922. These .igaala may also be
eaployed at water columns, turntable., and track blocks without
ohanging the signal indication. A semaphore type or switoh signal
in
has also been employed since 1926/, yards whore the erberior illu-
mination permits their use.
The windmill type of lamp has been used since 1923 (Figure 259)
U the switch signal in double switohes in which the points
are parallel, t o replaoe the old four-lampype . Apprroxiaately 160
of these switohes are ourrently in uae j they haive been produced to
Finnish apeoifioations at the Viipuri aohine shop ainoe 1934. Another
type specified in the signal regulations of 1903 for orossing switches
in which the four pairs of points are controlled simultaneoualy at
one throw~'are also in use.
p 330 The track block signal (Figure 254) lamp is in uses the regular
closed track signal was approved in 1933 for this purpose at unattended
stations.
The signals on water columns are still as specified in the regula-
tions of 1903. These give a red light indication when the spout is
extended over the track and a colorless light when the spout is pare-
11e1 to the track.
The regulations of 1903 make no mention of signals for track
scales and various types of semaphores which are part of the scale
itself are in use. The arm of the semaphore is at right angles to
the track when the scale is in position for weighing, and parallel to
the track at other times. The new regulations will specify a V-shaped
indication (V is for "vaaka", a scale).
Various types of indications have been used for railroad turn
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COidfIcNi'iul
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ONFIDEN1IAL
bridge. specified in each inetanoe by the ..note is earlier time.
sad later by the Cabiut. These varied with local conditions end with
the nature of the bridge.. The Railroad Administration and the Kighwsy
and waterways Construction Adaainistration aonterred in 1931 to draw
up regulatiou for standardised indioations, which here been and on
all new installations since that time.
*
Signals for turntables were not mentioned in the regulations of
1903. A light signal which giver a red indication in the orosewise
position to bar entry of engine upon table and a white light indioa-
tion when in position parallel to track to permit entry of engine has
been employed.
*
A number of fixed signals are in use. The following types have
been officially approvedt
1. The halt sign (Figure 260) is used where the approach track
ends, beyond which point trains may not proceed; 11 are in use.
2. The speed signal (Figure 261) indicates the maximum speed for
a section of track; U are in use, all on bridges.
p 331 3. The whistle sign (Figure 262) is used to indicate when the
engineer must give a whistle warning at grade crossings to highway
traffic!
4. The obstruction sign ( "penalty pole") is a poet of steel or
wood construction used to indicate the point beyond which rolling
stock may not proceed in order its not to obetraot movement on ad~oin-
iag tracks.
*
p 332 Portable aidoaidc circular semaphores are used in track maintenance
operations. These have a green disk for the caution indication and
a red disk for the halt indication.
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CONFIDEIITIAL
Manuil signals as epeoitied in tha regulations of 1903 ere rtiT
in use with several amendments. The msnasi signal far sirbreke test-
ing war amended in 1918; the method of indioating the signal for pass-
?z11 at dispetohing stations was speoified in 1925; and the method for
signaling is switohing operstions was modified in 1936.
N
Identification signs on rolling stook have likewise remained
practioally unohanged during the past 25 ,ears. Signs used to indi-
oate the passage of special trains are now considered superfluous and
have been eliminated. The Railroad Administration approved front
end signs for motorised coaches (Figure 372, page 455) in 1931.
The original form of illumination for fixed signs was the oil
lamp which has a number of shortcomings. Introduction of the acety-
lene lamp which poodbaa * generates the gas from carbide therefore re-
presented a considerable advancement; these lamps are produoed in the
p 333 viipuri machine shop.
The electric lamp is even more efficient and its use has increased
greatly in fixed signals. Practically all light-type hone signals are
eleotrioally lighted.
At the end of 1936 electric lighting was employed in 166 fixed
signs, 31 switches, 6 turn bridges, 20 highway crossing gates, and 10
highway crossing warning lamps. Use of electric hand lamps has not
increased materially.
Employment of sound and acoustic signals such as whistles, steam
whistles, warning bells, and explosive warnings is still governed chief-
ly by the regulations of 1903.
SAFL'cY RQUIP1V~NT
The control look ( or safety lock) is the simplest and most
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CONFIDENTiAL
oo monl7 used sat,ty device in the amallest atstiona. This look is
so designed that the kwy mq be reaoved only when the device is pro-
perly looked. They were, however, adopted only quite recently. 8ig?
aali*g mnd switching safety devioes were 1ener3117 inatsiled at the
largoat atatione, vhioh off' Qoorse s,re attended by personnel. The
p 334 unattended line switoh points received lean attention. Since the safety
of trains is largely dependent, however, on the positive looking of
switohea the Railroad Administration issued a speoial directive in
1922 regarding traffic at line switohea and the use of ufety and oon-
trot looks at those points. Severs] main line switahes have subsequently
been provided with switch point looks which securely look the fixed
point to the support rail. Coasting of rolling atook from side tracks
to the main track or beyond the esfety point is prevented at the most
important places by oar stops, which are also provided with safety
looks. In addition, eleotrioal apparatus to verity the operation of
safety locks remotely in the dispatcher' e office has been installed
at several stations. Safety looks are also employed in switch safety
devices and in semaphores. Approximately 500 safety looks were in
use at the end of 1936, of which 313 were in main track switches
(181 switch point looks and 132 installed in switch stanch).
*
Regular switching and semaphore installations are so designed
that the switches and semaphores are dependent upon one another in
their operation. This is accomplished by means of the safety look
whioh secures the fixed point of the switch to the support rail. Un-
lees this looking is positive none of the other safety devices of
the track will operate to give the clear track indication. The moat
common t e of switch look in use in Finland is the toggle (or "knuckle")
type (Figure 263) and only a small number of the hook type (Figure
264) are in use. The wedge type (Figure 265) recently developed
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CONfiDENTIAI
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CONcIEt!T!A
abroad hse been suooessfu11y tested in ?inland end the Railroad
Administration laic therefore obtained manutaoturing rights in 1935
from the V p1 firm for this type of switoh. Domestio production
should begin shortly.
*
The first meohanioal awitohing plants were installed in 1903
St HyvinlcMa and Paaila. The centralization of switohee at Viipuri
begun early in the period under diaousaion progressed to the point
that two manually operated adds k interlooking plants (Noe I and II)
oould be put into operation at the beginning of 1915. T Roth of
these were of the Max Jikel type. A total of 6 manually operated
interlocking plants were in operation in Finland at that time, 4 at
Viipuri and 2 in Paaila, the Nyvinka t installation having been dis-
mantled. They contained a total of 116 ewitchee controlled from
centralized plants.
Installation of mechanical interlocking plants ceased for the
time, however, owing to icctttttldq~xoT procurement diffioultiea
during world war I of special aooeseoriee manufactured in Germany.
The two additional manual interlocking plants ordered for the Viipuri
yard thus were not installed. The adverse eoonomio conditions fol-
lowing the war did not favor the centralizing of ewitohgear. The
p 336 number of such inatallationa has continued to increase slowly, however,
in the expansion of yards and where aafety devices have been installed.
The meohanioal interlooking plant at Paaila was replaced in 1926 and
installed at the east end of the Kar~aa yard to centralize the control
of 16 switohea (Figure 283) and the mechanical interlocking plant at
Viipuri was replaced in 1936 and installed at Lahti (Figures 267 and
268) to centralize the oontrola of 29 switches. The centralized ewit-
ching planta installed at the Oulunkyls yard at Villhd+ in 1923
(Figure 269) and that installed at the north end of the Paaila yard
in 1926 may alao be mentioned here. At the end of 1936 there were
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CONFIDEN TM t
219 switches oontrolled frc oeotraliad plants. g1eotr1Qa1 intor-
looking plants to control s total of approximately 80 switches are
being installed st RiihimIki end Tampere.
p 337 i meohanioal type of approach switoh looking deeigned to pre-
vest switching while a train was paaaing over the switch frequently
employed wero the switch is not visible from the point of control was
formerly
used/t*c in oon~unotion with centralised switohing plants.
Owing to their high ooet of maintenance and uncertain operation, all
of these have been replaced with electric types (Figure 270) which
olose the look when a pair of wheels enters an insulated section
of track in frost of the look.
p 338 The progress in centralised looking of swito1,es has been far
more rapid in Finland than in the centralisation of switching meoha-
niame since looking devices are more economical to inetell, especially
at smalher stations, and because they operate with lee. attention
under winter conditions. The lever type of mechanism has been employ-
ed moat extensive in Finland at places where a greater number of
ewLtchea and semaphores are concentrated and the switch stand type
(Figures 266 and 271) is employed where only one or two controls are
required.
The mechanical interlocking plant with centralised looking gen-
erally funotionn in the following manners ~fhen the device is in the
basic position with the approach semaphores in the halt aspect all
switches are unlocked and may be switched, which condition is usually
indicated k xt)OCpLItk4k at the interlocking plant by the *m*
crank position indicators (Figure 238, p 318). The internal design
of the crank type interlocking machines (Figure 269) is generally
such that only one track may be switched at a time, unless the tracks
are independent of one another or are protected by safety look switches.
-48.
CONFIflETi4L
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CUNFIOENTIAL
The route is prepared by the train dispataher or his assistant by
setting the looking crank. indioated on tb. panels into the prescribed
positions (either to right or left) and beaome looked when the appro-
priate route lever is set in the position required for the direction
of the route. The route lever in turn looks when the oruk of the
home signal is turued, having beoomo unlooked by the previous steps.
The looking devices of the route cannot then be op.Ld until the bome
signal is returned to the halt aspeot.
p 339 The oentralized looking of a switch is accomplished with the
a looking bolt into an opening on
appropriate crank b the orank oable whioh turns /s semioirby oulir oem on the looking wheel (Figure 272) located at the switoh,
simultaneously aotuating the tongue of the ewitoh. As many as two
or three switches may be oontrolled by a single cable depending on
loom conditions.
Sinoe the ara~#ktigoc*t operation of meohanioel safety devices
is dependent upon the use with which the meohanioal elements controlled
by the cables turn on their shafts, approximately 6,500 ball bearings
and roller bearings have been installed in these devices.
Only 13 stations were equipped with looking devices at the be-
ginning of 1915? An appropriation of 1,119,200 marks granted by the
Senate in 1915 to equip all of the stations of the Valkeasaari-
Riihimeki-Tampere line with looking devices gave an impetus to this
development, although progress was slow in the postwar period.
The most important of the centralized looking installations in
switching and signal interlocking plants built in recent years are
those at Kouvola, Kuopio, and Malmi which have, in addition, route
diagrams (Figures 273, 274, and 276) in the dispatbher'e office to
indicate the operation of the s switching mechanisms.
Installation of an electrical interlooking plant, the first of
in Finland
its kind/and designed ix by the Railroad Administration, was completed
at the Kauniainen station in 1936. The approach signals, including
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CONFIDEIITIAL
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CONFIDENTIAL
emergency
starting device to provide/power during power network failure.
In 1936 there were 135 stations with safety switching and sig-
naling installation equipped with looking systems with a total of
928 ewitahee with centralized looking facilities; 87 crank-operated
ewitohing mechanisms and 209 switch etande of the same type were in
use, 70 of which were not equipped looking devioea.
the distant signals, and the eleotrioal looking devices on the route
(Figure 277) are all oontrolled by setting two buttoms in the dispat-
ohwrIs offico. The eleotrioal looking devices, which operate on 24
volts direct ourrent, look the ewituhee when they beoome de~atgised.
Pilot switches indicate the position of the switch points ; the pilot
switches are controlled by the point indicator devices in the looking
system. The dispatcher determines from the mote diagram (Figure 276)
when the switches at the individual looations have been turned for the
required route and then turns the appropriate rwitoh knob for the
deoired direction of travel This action looks all of the switches
concerned and when the switch knob it rotated to the final position
turns to the
the approach signal of the route/gun the proceed aspect. When/first
wheels of the approaching train pars over an electrical contact in
the track the approach signal turn. to the halt aspect.
The electric looking installation is equipped with a rectifier,
a set of storage batteries, and a motor-generator unit with automatic
e
The first electrical switching machine in Finland was put into
.
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operation in the dispatcher's office at Pasila in 19261 (Figure 279).
The switching machine, the automatic blocking aobaci?k system
of the Helsinki?Parila line, and the Paula yard blocking system looa-
ted at the top of the, control installation, are all integrated elec-
trically. The dispatcher clears, or gives the permission to prepare
block sections of the mechanical swit-
weetern approaches by means of the
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CON;IDENTIAI
station blocking oontrol. The switching maob-ine proper, which was
built by the L. M. triossani Lb, has plaasc for 12 switch oontrols.
enable
Sheoe controls/the dispatoher ti ? to set the
following oomponents which are equipped with aaotorised throwing eoha-
nisms s 2 single-arm approaah semaphores, one doubls?arm approach
somaAhare, 3 single arm departure semaphores (Figure 280) , 2 switches,
and actuates the safety looks of 3 switohes and one !?k oar stop.
of the 7 routes on the switching machine, 4 are completely equipped
with automatic route looking devioes whioh open when the last pair
or wheels of the train pass over u insulated eleotrioal oontaot
p 342
(Figure 281) in the traoks. The throwing mechanisms of the semaphorea
are powered by an electric motor with a rating of 0.25 Kw and the
neoessary gear drives and friction ooupling, one each for each at arm
p 343 of the semaphores, and is provided with ooatrol and indicator
replaced in 1936 by metallic types. The motors operate on 127 volts,
direct current, and the indicator devices on 36 volts, direct current.
The lamps whioh illuminate semaphores and switches also operate on
current of 127 volta, and may thus be supplied during emergencies
e
with power from the batteries which normally furnish current for
operating the motors.
Additional indicators were installed in 1932 to enable the
switches. The switch throwing mechanisms are powered by Q electric
motors rated at 0.5 KW (Figure 282) with gear and worm drives and
friction couplings and control and indicator switches. The switch
mates are equipped with devices known as switch point adjusters which
indicator
prevent the eleotrio/~ma k contacts from closing unless the points
of the db~c switch are fully in the correct position. Alternating
current from the regular power source of the station is passed throng
two mercury vapor rectifiers to supply the operating per and to
22 ampere hour
maintain the charge in the/nickel-iron storage battery which is used
as a source of emergency power. The mercury vapor rectifiers were
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CONFIDENTIAL
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CONfIDENJg4I
dispatoher to observe the movements of trains on the block sections
between Helsinki and Pasila and the operation of the Alppils block
signals.
Explanation of symbols, Figure 278, p 342
Figure 278. Distribution of Switching and Signaling Safety Equip-
ment in the Finnish Railroad Network, 1937
1. Station equipped with safety switching and signaling ins?
tallation. Continuous black line indicates suoh installations
exist at all stations of line.
2. Station equipped with home signals which are independent of
switch looks ( one, or number indicated by numeral) .
3. Turntable with home signal.
4. Bridge which has a single passage common to railroad track..
and highway and is equipped with home signals.
The second oldest electric switching machine in Finland is the
p 344 one installed in 1930 to replace the mechanical switching machine at
the western end of the Viipuri yards near the Eirkkoaaari turntable
in a three-etory building with central heating (Figure 285) and which
affords an excellent view of the area controlled. This machine (Figure
287) controls 17 regular routes and 11 alternate routes, sets 31 awit-
hose
ohes, 9 *gr~kz; light signals, and 5 track light signals, and
gives the "permit" signals to 6 routes and also looks the Kirkkoaaari
turntable (or turnbridge?).
Illustrations, page 345:
Figure 284. The eleotrio station blooking machine in the office of
the Viipuri train dispatcher. The handles of the switches by means
of which mechanical dependence between blocking sections is attained
to reduce their number rack may be aeon in the lower part of the photo-
graph.
Figure 285. Building which houses the interlocking plant at Viipuri.
CONFIDENTIAL
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CONFIDENTIAL
p 3"6
p 347
Oulunkarla lines were completed in 1927 and 1928. The n4ntg
The line blocking eystema of the Paeila-Huopalahti and the Paaila-
Figure 286. Poeeilant of the eleotrio interlooking machine at Viipuri.
Figure 267. Tho eleotrio int~erlooking plont at Viipuri.
e
Elootriaal blocking oontrolr by mean of which the track reotionr
and their switoh gear arc made depondent upon one another, either lac
manually or automatically, are among the moot essential of the various
types of safety equipment. The oontrols manulaotured in Finland are
generally bared on the same system as those of Germany and Sweden.
Manual blocking controls (Figures 288 and 284) have been em-
ployed in Finland ainoe 1913 for etation blooking and for line blook-
ing The controls are employed in the following manners the crank of
a mapeto is turned 6 or 8 revolutions while depressing the appropriate
blooking control button to effeot integration between blooking seotiona,
either meohanioaily or ii by electrical means, for looking, clearing,
and transmitting signals.
The first station and line blocking systems in Finland were
put into use in 1913 on;the Helsinki-Eepoo line. The line blocking
eyetem was later removed from that eeotion of the line between Paula
and Eepoo which waa converted into a double track line. The four
interlocking plants of the Viipuri yards and the etatione nearby at
Tienhaara, Seinio, and Tammisuo, as well ae the line switches at Hiekka
and Teuraetamo were equipped with blocking controls in 1915?
Traffic between Viipuri and Tienhaara had inoreaeed in volume
by 1916 that the inatallation of an intermediate blocking station at
Linnaneeari became neceueary, which however, was removed to the new
wayeide etation at Sorvali in 1920 (Figurer 288 and 289). A manually
operated intermediate blocking station wee installed in 1923 at
Aippila on the double track blocking line between Helsinki and Paella.
CONfIDENTiAL
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CONcIDENTIM.
inter1ooking plants (Kwubera II, III, and IV) or the Kouvols yards
both or
were integrated with station blooking system in 1929, as were those
at Joensuu, which are situated at either end or the tarn bridge. when
the Kyr8nailmi bridge was adapted in 1934 to aooommodate highway
integrated
trarrio also,/blooking sy.tens were inatailed in the oontro1 booths
at either end to control railway, highway, and waterway trarrio.
A total or 93 station blocking sections and 41 line blocking
section were in operation in Finland it the end or 1936.
The manually operated Alppile intermediate blocking station
built in 1923 was removed in 1925 in the ocuree or the ohsnges which
automatio
were made in the yards. The first Finnish/intermediate blocking sta-
tion was inetelled on the new passenger train tracks parallel to the
original tracks and was put into servioe immediately after removal
or the manual eyetem. Since the distance of 3.1 kilometers which as.
parate? Helsinki and Pasila includes approximately 1.3 kilometera or
the Helsinki yard and a seotion or about 1.4 kilometers having an
upgrade or 0.010, it woe necessary to locate the intermediate blocking
station in such manner that three trains traveling in each direction
simultaneously between Helsinki and Paula oould be aooommodated with
a minimum time interval separation or five minutes. The block signal
lights (Figure 290) of both tracks of the intermediate blocking sta-
tion were placed side by side in such manner that they divide the line
leading from Helsinki to Pasila (exclusive of the portions within the
Helsinki and Pasila yards) into blocking sections or 725 meters and
775 meters and the line leading from Pasila to Helsinki into block
sections of 730 meters and 600 meters.
p 349 The automaatio operation of the blocking system is based upon
use or the isolated track section. This is accomplished by joining
electrically all or the rails of a aeotion of z the track to form a
pair of conductors, the ends of which are insulated from adjoining
seotiona by means of special rail conneotore. A source of electric
.,54.
CONFIDENTIAL
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CONFlDEJ4j.
current is aonneeted to one end of .oh vuoh aeotion and a sensitive
relay is aonneoted to the other end. The points of the rile, make
the proper contact st the moment the energising current is out orf
from the solenoid of the relay by the short circuit produced by the
first pair of t* axles of the train ao it enterr the section of
traok. 11~c wooden fishplates of oak were originally employed to in-
sulate the track sections from one another, but currently only fiber
insu1sting pieoes are used to separate standard ut cck tx**z fittings
and rails. Sinai ties are mode of wood, inaulation of the rails them-
vclves is not necessary. Two steel wiree tightly wedged to the ndc
webs of the rails were used to obtain eleotriosl continuity between
mile on the track sections between Helsinki and Pasila, but only
oopper oonduotors are ourrently employed whioh are attached to the
rails by oxy-aoetylene welding. ? Edison storage batteries with a ra-
ting of 500 ampere-hours,** housed separately nt*mct in raoke out-
doors, supply the ourrent to the traoka. The operating drain of the
track relaye is 0.1 ampere and the reeietanoe is 4 ohme. The inter-
mediate blocking signals use 12-volt, 40-watt signal lamps which have
been produced in Finland since 1930. The required transformers are
located in the cast iron boxes of the signals. The system hae been
in continuoua operation resulting in ooneiderable economy annually in
operating cost.
The automatic line blooking eystem put into use on the Viipuri-
Liimatta line in 1928 is pimilar in techn oLl respeote to the system
described above. The intermediate blocking station situated on the
Susisaari bridge divides the double-track line of 3.5 kilometers be-
tween Viipuri and Liimatta into two blocking sections of which the
Viipuri section is 1,600 meters long and the Liimatta section 1,900
meters long. The blocking system of the Liimatta portion is of a tem-
porary nature and is completely independent of the departure s.gnale.
Blocking section indicator lights have been installed, however, in the
.55.
CONFiDENTIAL
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 CONFIDENTiAL
atfioe of the Liimotta train dispatcher.
*
p 357 DEVELOPMENT SIGNAL EQOINT AND TRAFFIC SAFETY DEVICES
Installation Operations
A new phase iA inatallation operation. was reached during the
period under disauasion. The switohing and signaling safety gear
used in Finland prior to 1916 was manufaotured to foreign design,
principally to the deaigns developed by the Max J~del and the S8dertelge
Verkatiider firms, and were installRd under supervision of their tech-
nioiane, sinoe the State Railroads did not have the neceesary trained
pereonnel. A training program for domeatio installation personnel
p 358 was undertaken as a result of the large order for equipment placed in
1915 and the installation of this gear begun after the war. Two track
superintendents who had worked under direction of the foreign instal-
,
lation experts were aeleoted in 1920 for an educational tour in Sweden
where they had an opportunity to learn the meohanioal aspects of ine-
tallation operations while working as signalmen. A telegraph teohni-
cian who had worked on the installation of electrical safety gear was
similarly dispatched in 1924 to learn intallation procedure in Sweden
and Germany. A supply of capable installation personnel lea v has
gradually been developed under the direction of the nucleus trained
abroad as far as this has been possible within the available funds and
extent of operations.
The Safety Equipment Division proposed in 1921 that the system
of installation and maintenance of safety equipment then in use be
reorganised. In line with the proposal the Railroad Administration
appointed a committee in 1929 which drew up the "Regulations for Sig-
nal Officials" which was adopted in 1931. The committee reoommended,
among other things, that the installation and maintenance functions
be delegated to specially trained officials to be known as signal eu-
perintendente and signal installation men. The various railroad lines
-56-
CONFiDENTIpI.
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CONFIDENTIAL
were to be independent of one another as far as possible in regard
to these funotions and personnel. The responsibility for the main-
tenance of e1eotrioa1 gear was to be transferred from the telegraph
oagineer, who is under the supervision of the geuhsniosl Divisioa, to
the Track Equipment Division. This ~cigit reoommendation was adopted
by the Railroad Administration in 1931, in regard to the meohanical
phueo only, aino~ even the committee did not nonsider the eleotrioal
phase urgent at that time (the t~aoataai*t capital investment ratio of
electrical to mechanical equipment was 1t10 at that time). The qua-
lificationa of the technical personnel were also specified. The
committee also recommended the procurement of 1; signal superintendents
and 19 signal installers for the maintenance and inspection of the
meohanioai signal equipment on existing lines; two working crews, each
headed by a signal superintendent were to be recruited for work on
lines under construction. A total of 25 signal officials was there-
fore to be employed.
Owing to the lack of qualified appiioents only a third of the
reoommended procurement program has been achieved to date. For the
time being the railroad network 1uc is divided into three signal super-
intendent districts in respect to maintenance of mechanical signal
equipment. Each of the districts are in turn divided sections super-
vised by the installers, although only five installers have thus far
been appointed from those considered most capable to take the lead
in training additional personnel. Five railroad watohmen are currently
in training as apprentice signal installers. One installation crew
railroad
is available for work on new lines under direction of a/adpzt super-
intendent. This work section is currently stationed at the Riihim~ki
repair shop.
The railroad network is temporarily divided into two districts
for the installation and maintenance of electrical safety equipment.
Each district is supervised by a telegraph engineer who has had
-y7-
co~FOOFNriAL
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CONFIDENTIAL
Aoctal training for thie work. Three workir g parties are maintained
e
to do the o1ectrioa1 work, all of which are under the administration
of the te1egvaph instrument workshop at Riihimiki. gaoh working per-
tY has, in addition to the aeoesenry tools and instruments, a rail?
road or for use as a workshop and mobile living quarters . The track
p 359
maintenance division haw at its disposal a total of 9 oars, of whioh
only three t~oc are combination workshop and living quarters care otter-
in overnight faoilitie$ for only two signal superintendents and four
skilled workers. The ~gmdt~t eleotrioal signal working per-
ties of the telegraph instrument repair ehop have three mobile shops
for their use.
The signal superintendents and installers are eubordinate to
i
ans
technic
the chiefs of each railroad line and the telegraph/* $tZUXt and
installers who work on electric signaling devices are subordinate to
the telegraph engineer, but follow the technical directives of the
safety equipment division in their work on signal devioeo.
A necessary prerequisite to the systematic construction and
maintenance of safety equipment is a body of trained personnel. Since
neither the Technical Institute, the trade schools, nor the industrial
schools of Finland have not yet undertaken the training of signal
technicians, and since no private enterpriaea in Finland are engaged
in this work, the responsibility for the training of personnel there-
fore falls upon the railroads themselves by the organisation of
epeoialized courses according to a program soon to be approved.
*
P. 460 Table 1. Number of Passenger Cars at the End of 1912, 1919, 1927,
1932, and 1935.
2f (r3 Co &e a b T9Y a b a b e b r$95)
7 1 15 -- g 5 8 5 8 6
Official oars A
let class day coaches B 24 3 18 ?" ?- ?- -- -- ??
s a Number of 2- and 3-axle oars; (b) Number of 4-axle oar
CONFIDENTIAL
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N
-2L ji_m _Lt 19L 21L
Typ,g C e (a) (b) (Lt) (b) (a) (b) (a) (b) (~) (b)
lit and 24 olaee eleepere Cie ?- 37 ?- 47 -- 43 -w 33 -- 48
let and 2d aloes day aoachea C 29 ?- 59 -? ?- ^- ^? -w ..w
1st and 24 alaaa day ooaahee Ci ?- 23 ?~ -? -- 16 -- 20 -- 20
2d aloes day ooaohoa D 171 ?- 163 ?- 103 -- 136 116 -?
24 olaea day ooaahee Di ?- -- -- .. 29 -- 33 -- --
let, 2d, 3d olaee eleopere (Em -- 12 -- 7 -- 23 -- 35 -- 38
2d and 3d olaei day- ooaohea DE 49 -- 58 -. 36 -- 34 .. 40 --
2d and 3d olaes day ooaohes DEi -- 6 -- -? -- 43, -- 81 -- 89
3d alais day ooaohoa E 419 -- 487 -- 317 ?- 340 -- 329 ..
3d olase sleepers Em -- 9 -- 11 -. 21 -- 26 .- ..
3d class day ooaoheo Ei -- 43 -- -- 108 -- 145 -- 155
3d class and trainmen's oars EF 14 ?. 13 -- 8 -- 8 -- 6 --
3d class and mail oars DP -~ .,.. .- -- -- -- -- 1 ^^
3d olaae and mail oars EP 13 -- 15 -- 5 .. 5 -- I.
Hospital oars Ee -- -- -- -- 1 -- 1 -- 1 --
Workmen ' a okra T -- -- 27 -- 28 49 20 33 19 10
Conduotor'a (trainmen's) oars F 244 -- 292 -- 359 -- 392 -- 389 --
Conduotor'a (trainmen's) oars Fo -- -- -- -- -- 5 -- 30 -- 30
Prison cars
Prison oars
Total
Totals by Years
Temporary dwelling oars
Auxiliary engine oars
Dwelling and repair cars
CONFIDENTIAL
24 --
994 ],36 __1--174-- -65 893 342 970 466 939 460
Telegraph instrument repair shop
dwelling oars
Total miscellaneous types
27
1, 239 1,__5_ 3 1,46 1,399
26
9
26 -- 26
3
3
3
1
3__ _-- 11 -- 17 3
U.-
-59-
COtffIOEN TM L
12
17 -- 22 7
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CONcIDENTI%1.
p 461 Table 2. Number nt Froight Care at the gad of 1912, 1919, 1927,
1932, and 193
(a) Number of 2-ax1e and 3-i x1e ors; (b) Number off' 4-ax1e oars
1912 1919 1927 1932 195
Tvoe Codg ?a Y (bj a ) b (a) (Y r b a b a b)
2L Ili
Old style oars 0
- 7,14#- 300
- 262 - 239 -
Old style osrs as
5,272 -
- - 2,842
- 2,691 - 2,766 -
Norse "Pullmana" Gow
1 -
1 - - - - - ? -
New style oars Gb
- -
- - 815
- 1,900 - 2,290 -
New style care ror truneit
freight
Gd
- ?
- - 2,915
- 2,916 - 2,913 -
Old style ogre for truneit
freight
Gay
- -
- - 437 - 382 - 322 -
Traneit atylA oars
Gkk
- -
- - - 2
. 2 . 2
Through-Freight card
Of
4 -
4 - 4 -
- - - .
Larger oapaoity ogre
Gdk
- -
- - 214 -
137 - - -
Baggage oars
Ge
66 -
91 - 73 -
72 78 -
Heated and refrigerated
oars
Gg
213 -
210 - 312 -
459 - 422 -
Yeaat transporting oars
Ggkk
- -
- - - 1
- 1 - 1
Mortuary care
Gi
5-
5.' 3-
4- 3 -
Gunponder oars
Gk
8 -
8 - 4 -
4 - - -
Lime oara
Gt
30 -
30 - 614 -
766 - 741 -
Meat oara
Gli
- -
- - 20 -
18 - 17 -
Meat oars (Gg model)
Ggi
- -
-- --
-- 55 -
Manture oara
Gpl
- -
- - 46-
43 - 34 -
Milk oars
Gina
- -
- - 57 -
28 - 24 -
Cara for small, animals
Gak
- -
- - 8 -
12 - 21 -
Heated oars
Gga
- -
- - - -
- - 57 -
Tank oars, oil
Go
- -
202/- 16 -
13 - 11 -
1/ Total for G, Ga, and Gb models
2/ "Tank oara"
-60-
coNFmENriaL
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CONWIDEnTlui
Tank oars, gasoline
Ste+~m boiler oaro Oh
Totala by axle types by years
Totalo by yeara
High wall Ha 9 - 8
Low will, old otyle H 5,023 - 5,187 - 3,83? - 2,590 ? 2,128
9,712 10,029
191 '912 4g35
Tng g.,g ? b ? b a bj (5 a (b) a b)
New style Hdk
Short, with low walHb 235 - 200
- 1, 616 - 5,400 - 6,202
Traneit tre,ftio type lid - - - - 54? - 568 - 570
Caa with walls of
o.8 meters height Hh
Short oars with low
walla, for tire-
wood transport HL
Old style for tran-
sit traf fio Hv - - - - 49 - 28 - 24
Timber ears I 74 - 72 - 59 - - - 290
Care without side
walls K 469 - 402 - 223 - 120 - 38
Cars with rack walls
for firewood L 63 - 56 - 8 - -
Timber and plank
transporting oara Ik 603 - 601 - 471 - 486
Timber and plank
transporting oars HI 20 - 20 - 20+1 - -
Gravel oars M 2,054 - 2,215 - 610 - 1,187 - 1,412
Gravel oars with
high end walls
-61-
Gravel oars, dump-
ing type Mao
CONFIDNTIAL
16 - 432 - 299 - 453
- 17
Cars with side walls 0 - 114 - 486 - 147 - 78 - 74
Nip - - - - 1,105 - 519 - 216
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5,599 - 7,513 ? 8,682 3 9,709 3 10,026
 Declassified in Part - Sanitized Copy Approved for Release 2012/04/05 : CIA-RDP82-00039R000100090087-7
CONFIOE4j.
are Oars Okay
------ '.-----'"
Totals by axle typed 8,554114 8,777 486 8,987 1,629 12197 637 11,333 1,650
Totals by ear? 8,668 9,2(3 10,616 12,834 12,983
9
Transit traf 'le
time 0v ? - ? ? 4 - 4
Artillery care,
8-ax1A type Os
Large-capacity oars,
8-ax1e type Osk
2 - 1
1 - 1
2 - 2
2
.-...-~..r.? ..~ s
Artillery oars,
12-axle type Os s
Total freight care,
box and open types 14,267 16,781 19,305 22,550 23,016
p 463
grh?q r_use4
bvthe 1 ads
Box oars XG
Disirnfeoting oars XGdf
Trash cars XGp
Watertank oars XGv
Equipment care XGd
Gas tank care XGe
Oil Tank oars XGo
Equipment oars XGav
Emergency dynamo
ears XGsm
s b a b a (b) 932
a b s (bY
- 1,461 - 1,538 - 1,509
75 3 101 3 105 11
1 - 1 - 2 -
45 - 55 - 60 -
2 - 1 - - ?
? - 2 ? 2 - ? ^
18 - 20 - 24 - 24 -
- - - - 44 - 47 - 40 1
Total box-car type
20 - 190
3 231
Open care with low
walls XH
Ice grader cars XHr
-62-
17
4
COIF1DFNTIAL
231 12
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Firewood aars XL - - - 83 - 76 - 76
Artillery oars XOt - - - - 1 - 1 -
Total opea typo
Tp . . . - - - 7 - 7 .
. R.bit.h: ~.*nd
.. : ~$
1912 1919 1927 1932 1935
g.lft (a) (b) (a) (b) (4) (b) (a) (b) (a) (b)
Maii oars P 22 22 22 28 22 41 23 55 22 59
Duelling oars for
postal worker'
Total? by axle type
Totals by years
22 22
CONfIoFpi TIAL
3,05 . 95 . 89
22 28 22 41 30 55 29 59
44
50 63 85 88
l 1*
Teble 3. Dimensions and Weiphte of Newer-type Fuseenger Care
Interior Dimensions
Wheel-
Length xidth
Sidewall
Weight
No of
C odQ &ndo
i
LnL LmtiL HeightJ-tm) Ltons)
..
Cm, let and 2d class sleepers
14,920
19,540
2,920
2,250
37.59
20
17,120
CFm, let, 2d, and 3d olaee
14,920
19,540
2,920
2,250
36.90
10418
sleepers
17,120
Em, 3d class sleeper
14,920
19,540
2,920
2,250
36.60
39
17,120
Ci, let and 2d olaee with
14,920
19,540
2,920
2,250
37.55
6'33
day oompartments
17,120
Di, 2d olaaa day ooaoh with-
12,E00
17,420
2,920
2,250
33.20
56
out compartments
15,000
DEi, 2d and 3d class day
14,920
19,540
2,920
2,250
33.72
32+49
coaches
17,120
Ei, 3d olaee day coaches
14,920
19,540
2,920
2,250
33.60
100
17,120
D, 2d olaee day coach (2-axle)
9,000
13,020
2,970
2,250
18.07
46
DE, 2d end 3d olasa day coaches
(2-axle)
6,400
10,740
2,980
2,250
16.75
16~r25
E, 3d class day coach (2-axle)
9,000
13,020
2,970
2,250
17.60
61
COF1F~~filTilsi.
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CONrIOEN Jut L
p464
Table 4? D1mons1ons, Capaaitiea and ~VotBhts oD Most Gomnon
Types of F'eight Ox'e
Interior Dimen,aioxie
Pfhool- Length Width Sidewell Oapaoity Weight Load
bode and Tvoa pnea fminJ (nu?~ _(mm) Mei8jyt..jmj) (a,ybia..~. (toq) (t,91iL)
QII
Os
3,660
6,480
2,450
2,100
32
7.40
10.12
G b
4,O0
7,928
2,642
2,200
46
10.00
15.0
Gd
3,810
6,400
2,644
2,220
36
8.85
16.5
o~
4,500
7,780
2,800
2, 363
34
14.75
10.0
Gli
3,660
6,480
2,450
2,100
32
8.50
10-12
G81
Open Tnei
4,500
7,780
2,800
2,363
34
15.10
10.0
H
4,120
7,556
2,640
1,500
28
6,30
10.0
Hdk, short
4,120
7,556
2,640
2,000
40
7.60
16.5
Hdk, standard
4,500
7,900
2,790
2,000
44
8.65
16.5
Hd and Hv, formerly Hb
5,500
9,104
2,840
2,000
52
8.80
16.5
M, with ateel ohassia
2,800
5,166
2,696
448
6
6.65
12.0
M, all wood oor-etruotion
2,440
4,800
2,440
485
6
4.50
9.0
0
9,200
13,900
2,650
1,570
56
14.60
20.0
Ok
8,200
12,900
2,650
2,000
68
13.85
30.0
1,570
52
Os
19,500
15,300
2,360
-
-
30.00
35.0
15,000
Oak
20,000
11.36
2,535
-
-
31.95
5o.o
15,500
Oss
16,400
16.85
2,320
-
-
60.00
105.0
25,600
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CONHOENTIA!.
p478
box ours oP the Ga type with wooden ahuauia end with the walla
constructed oP vartioal boards were built until the and off' the first
Oyer period Af the Finnish railrQade~ Alth h eetisfaetory, and
in many reapeats more advantageous from the manut'aotur1ng aspect, this
type of construction was terI~inatE1 in 1913 when the production of the
Gd type (Figure 391) for transit traffic was begun. These oars have a
steel chassis and the walls are boarded horizontally upon the inside
eurfaoes of vortioal supporta. In the period fro: 1913 to 1920 private
machine ehopa built a total of 2,083 of the Gd-type oars and the Paeilu
shop built 2,145 in the period from 1914 to 1923, for a total of 4,228
oars.
The 2,083 cars built by private ehope were apportioned tie followui
Karhula machine shop, 116; Turku or factory, 1,398; Kone- ja Silt Oy,
210; Kiete1ahden Laivatelakka, 115; Tampereen Konetehdus, 164; and the
Pori machine shop, 50.
The old Ga-type cars, already in bad oondition, were converted in-
to lime cars and finally into manure cars. Then as they reached the
stage where reconstruction was necessary the old bodies were replaced
with bodies of the Gd type, with a view toward standardization of oar
sizes. The Gd bodiea' axIc are readily adaptable to the Ga chassis,
since the Gd chassis is only 76 millimeters longer than the Ga chaebis,
which measures 6.53 meters.
*
The Gd-type of box car is being replaced as the standard type, ow-
ing to its small capacity. A new atandard type for box cars, the Gb
type (Figure 393) built on the 8-meter chassis used also for flat cars
and following the structural fQtures of the Gd type, was therefore
p 479 designed in 1924. The frames for the bodies of the first order of the
Gb care were of structural steel, but all bodies have been constructed
entirely of wood since 1926. The aide doors were also widened to two
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COfJFIflEidTlAL
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CONFIDENTIAL
meters .
The well thiokneaa of the original Gb oars was 22 mi111metera, but
this thiakneoa praved to bA of lnsutrioient strength to withstand shift-
ing loads whioh damaged the rabbet joirtt? in the boards of the walls,
eapeoially at the ends of thQ oars, permitting atlas entry of the elements
into the oars. ThQ thickness of thn boards of the end walla was there-
fore increased to 36 millimeters and Eki of the side wal3 ? to 24 milli-
meters, and that of the floor planks to 56 millimeters.
The and walls and side walls of the oars are reinforcod with dia-
gonal steel braces ettwohed to the chassis of the oars the braces on
the aide walls are equipped with turnbuoklea. Thn cornor poste are
equipped with Z-brtacketu at the roof level to furnish anohorape for the
intermediate poets of the end walla. A total of 2,293 Gb oars were built
in 1935?
The weight of the Gb oars equipped with ~lir brakes and manual
brakes is approximately 10 tons and the specified loud wee 15 tone, which
was increased in 1936 to 16.5 tons. All of the Gb oars f811 within the
aerial numbere 29 36,001 - 46,160 and the former Russian Gay oars are
numbered from 29,501 to 29,950?
nent
With the continued increase in the size of trains it has also
been necessary to change periodically the dimensions of couplings, draft
gear, and of buffer equipment. For example, when a heavier type of
oar was adopted in 1897 in addition to the 2' axle oars then in use,
it became neeeeaeary to increase the diameter of the turnbuckle aorer,
of couplings from 30 millimeters to 33 millimeters. The turnbuokle
screws of screw oouplings (Figure 106) made sinoe 1920 have a diameter
of 45 millimeters, measured from the bottom of the thread. Stronger
material is also employed in the construction of these couplings.
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CONIUENTIAL
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CONcIDENTIAL
p 493 similar increases in the dimensions of other oomponents of the
oouplinga, as well ae in the draw-hook (o)evis) and drawbar, have been
neoepsary. The diameter of the drawbar crap inoreaped from 98 millimeters
to 42 millimeters in 1897 and to ~2 millimeters in 1919. Drawbars of
the latter dimension are now installed on all oars during rnaj or repair
operationa.
The wedge oonneotione (f riotior~ j ointr) of drawbare are a oona-
tent source of trouble in that they gradually loosen and upon breaking
often csusa much damage to the under oarriagee of oars. A great im-
provement was effected in this reapeot by thn adoption of the tubular
or sleeve typo of drawbar bix392 joint in 1926.
The extension type of thrust buffer is moot commonly used for
onre, but greater numbrs of pistoYi typo buffers have boon manufactured
recently ae these are stronger in all respects. The stoma of exten-
sion type buffers frequently bend nut of ?hape or may oven braak off
as a result of non-linear thruets,ainoe the buffers of all cars are
not at the same height. Repeated attempts to overcome this source of
11
trouble have been made by increasing the diameter of the stem exten-
sion rod) from 60 millimeters to 75 millimeters and finally to 85
millimeters (Figure 407
The piston type buffers first used in Germany were first impor-
ted into Finland in 1928 in oonsiderable quantity. These were made
in presses (Figure 408), but domestic production waa soon undertaken
by welding from steel plate which type is ieee expensive and lighter.
p 494 A relatively large number of buffers have been constructed in Finland
~i
in which the internal tubular piston ie welded to the plate of the
extension rod of the older type (Figure 409) ? Buffera of this type
must, however, be considered only ao a temporary expedient until a
more satisfactory type is developed.
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coNFear~jriai
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GONfIDEj TM I.
p 503 Man actors and Re air of Cara
The f iret pasaengcr aars anti freight ora used in ?inland an
the Helsinki-Hthmeenlinng line were imported from England end these
were then used ee models in the construotion of addition/ ogre at
the rgilarood machine ehop in Helsinki ae needed for this line. When
p 501 more ogre were needed for the Riihirllki-St. Petersburg line, the
order we plaoed in the Pori machine shop in 1870, but when the Pori
ehop was destroyed by fire a ome time later, the major ehgre of eubee-
quent orders was transferred to Germany, a ?ouroe thereafter for se-
veral order. of puaenger osre. A oonsiderable number of oars wu
alao ordered in 188 for the Vaaeg line from the Atlas factory in
StookholmWith the exception of one oftioial (state) oar ordered
from Prague, all other final wa? ordere of foreign paaeengert ogre
have been from Riga and St. Petersburg, the figures being 20 of the
2-axie type in 1698 from Riga and 50 of the aeme type from the St.
Petersburg oar factory in 1900. The last Finnish order~f.or foreign
freight care oonaieted of 180 box oara of the as code from Riga and
100 timber care from Belgium in 1899.
In addition to the Pori machine shop mentioned above, the Osberg
& Baden factory in Helsinki produced its first 50 freight care as early
as 1872, but the Helaingin Laivetel~tkka (Helsinki Shipyard) did not
begin production of railroad oara until 1889. Among the private enter-
prisea which later entered the field the following are moat notable:
Kone ja Silta Oy, Porin Konepaja (Pori Machine Shop), and the Kx??x
Veljekaet Friie 0y, all in Kokkola; Turku Rautateolliauus Oy (Turku
Iron Worka Corporation) in Karhule; Jckobasonin Konepa~a (Jecobsaon's
Machine Shop) in Pori; Sommers, of M 1latr6m & Waldenaa factory in
Tampere; and the Tampereen Pellavatehdae (now a part of Tampella) in
Tampere.
After the car-building activities of the State Railroada waa
i$ 190 shop at Paeila
tranaferredAfrom Helsinki to the large modern machine op
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COPdFIDEPJTIAI
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CONcIDEN hAL
whioh had taoilitieo for the oonstruotion or fei~ht oars on a large
oaa1e and also produces paoeen~er ors, thA number of ordera plaoed
with private builders sradually decraasod until the tinal order of
ittaj err proportion. for traight oars was placed is 1920 at the Turku
oar f otory, After that time the yearly demand t'or new ogre has bccn
much smaller owing to the burineee depreseion.
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roFdFOaFPJ hA L
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