Talk:Blue Mountains Railways

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The Blue Mountains Railways is a major ongoing construction project in Vittmark aimed at establishing a railway connection through the Blue Mountains, linking the northern and southern regions of the country. This ambitious infrastructure project is expected to enhance both economic development and regional connectivity.

Background During the formation of Vittmark, several former provinces and dependencies of Mörenburg were integrated into the new federal monarchy. These underdeveloped regions, such as Kulla, Uppforsbackar, Inälvsdalen, and Friställen, have historically served as mixed border areas between the zones of influence of Mörenburg-Helreich and Östervallen-Liden-Ådalen (now Vittmark). These southern provinces are relatively impoverished, with a lower regional income compared to other member states of Vittmark. However, they are rich in natural resources, including iron and coal.

To foster further development in both the north and south, the transportation of people and goods through the Blue Mountains is deemed critical. The plan to link all regional capitals by railway is a central goal in Queen Anna av Kulla's development strategy for Vittmark.

Taskforce Herr Till Fjällsta was appointed to lead the project and formulated a proposal after consulting with experts. The plan allows for phased construction, providing a quick link between the regions. Fjällsta reported to the Provisional Council of Vittmark in 7568 RH, aiming to start construction immediately after the winter season. Although there were ongoing discussions about various details, construction of commonly agreed-upon sections was scheduled to begin in 7569.

Financing Funding for the railway line comes from multiple sources. Signatory nations of the Treaty of Nisipari were invited to contribute, ensuring federal funding since these funds must be voluntarily made available by member states. Public funding primarily comes from Ådalen and Liden, combined with private investments from Auresia and Amberia, among others. Private investors are granted free access to use this section of the rail infrastructure for 24 years, while other operators pay usage fees into a federal trust. Anisora contributed to the link between the Ådalish rail system and the mountain railway, while Helreich assisted in refurbishing the existing railway through Inälvsdalen.

Design Requirements A railway was chosen over other transportation options due to its potential integration into existing networks, relatively high operating speeds, and reliability. Instead of the standard 1829mm ("famnspår") gauge, Fjällsta proposed a 1220mm gauge, which would connect better to existing networks in Kram, Kletudde, Östervallen, and Liden. This narrower gauge would facilitate construction in the winding valleys. However, it would necessitate a gauge shift when traveling to Ådalen and require a trirail solution in Inälvsdalen, which has a 1524mm gauge, and refurbishing narrow gauge railways in other provinces.

Route Characteristics

The Blue Mountains Railways project consists of linked but separate railroads. The existing network is extended southward from Sandsala, with a rack railway bringing trains to a high level. This is followed by a mountain railway at high altitude, a steep descent by aerial cableway, and a temporary railway of a different gauge, creating a complex network that connects the northern and southern regions of Vittmark.

Sandsala to Övre Österådalen The new railways start in Sandsala and follow Sandalen to the south for nearly 70 km. This stretch was already under development as part of the reconstruction plan for the war-torn central provinces. The line towards Byggebo was opened by Queen Anna on March 22nd, 7568 RH, and was subsequently used for transporting building materials for upcoming stages.

After Byggebo, a steep ascent leads to Ryttsadel Pass, a location of many violent incidents during the Three Ways Conflict. The climb features a 12.5% grade, tackled by specially built rack railway steam locomotives. This introduces two shunting points in the route, increasing travel time by about an hour. This solution was chosen to allow railways from Ådalen to extend to the new railway just beyond Ryttsadel Pass in Övre Österådalen.

Övre Österådalen to Sågblix Pass (72 km) The railway continues south at an altitude of 1200 meters above sea level. After reaching the river, it follows the lower valley floor all the way to the highest point of the line at Sågblix Pass, 3112 meters above sea level. This entire stretch can be serviced with regular steam engines for both passenger and cargo trains, as there are no steep gradients.

Gärddedevidda and Övre Högdala (58 km) The railway crosses the high-altitude plains of Gärddedevidda, a remote bogland over 2500 meters above sea level. This area, considered sacred by the Mennity Orkanan, saw significant combat during the wars. The Bengtist Stift (Bengtist Stonds) was consulted during the planning to ensure the railway and religious heritage could coexist. The line roughly follows the upper branches of the Inälven River for a descent of almost 500 meters. A temporary railroad of 22 km will connect to the Övre Högdala terminus at 1968 meters above sea level until a permanent route is completed.

Högdala Cableway The Högdala Cableway is a 9 km long aerial tramway moving passengers and cargo about 1200 meters in vertical height. At the lower station, the Nedre Högdala terminus, the railway continues westwards towards the industrial landscape around Lovis Bruk. The cableway will also extend towards the newly opened Karls Gruva coal mines in the Geån Valley, providing direct transportation to the cargo terminal in Högdala.

Nedre Högdala (55 km) The first 17 km after the Nedre Högdala terminus is a temporary railway, following the Inälven River towards Lovis Bruk, where an iron foundry has been refurbished into a blast furnace. The railway was built in a 1220mm gauge from the beginning. Plans for a broader gauge railway to integrate with a new free trade zone in southern Sörmark necessitated dual tracks with both 1220mm and 1524mm gauges.

Construction Progress The project commenced with the Sandsala to Byggebo link, which had already been under construction for two years. The Byggebo cog railway to Ryttsadel Pass opened in September 7570, with further construction continuing into 7572. The Högdala Cableway opened for passenger travel in 7571 and expanded to the new mining complex by 7573. The railway section between Lovis Bruk and Nedre Högdala terminus faced alignment issues but became operational in 7569.

Rolling Stock Passenger Coaches: Preliminary schedules require two daily connections in each direction, using ten coaches initially. These will be replaced by specially built coaches for night travel, ranging from six-seater cabins in third class to double-bed cabins in first class. The new coaches will be built at Evedals Järnvägsverk in Liden.

Steam Locomotives: For the journey between Östervallen and Byggebo, regular steam engines from Liden National Railways will be used. The rack railway requires refurbished steam engines from Mörenburg, modified for the 12-degree incline. The mountain railway will use new steam engines of a specially designed 4-6-2 2-6-4 type, adapted from the Class-R engines of Ådalen railways, allowing for tight curves while maintaining sufficient power for both passenger and cargo services.

Future Developments The completion of the Blue Mountains Railway will establish a continuous railway from Uppforsa to the harbor town of Kletudde on the northern coast, although funding issues and prioritization of other federal projects have delayed the final connector rail. Despite challenges, the railway is expected to significantly boost economic integration and development between the northern and southern regions of Vittmark.