Rail transportation in Burgundie: Difference between revisions
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===1945-1980=== | ===1945-1980=== | ||
{{Further|Occidental Cold War|Operation Kipling|History_of_Burgundie#The_Great_Tumult|History_of_Burgundie#Second_Burgundian_Renaissance}} | |||
It is impossible to downplay the {{wp|Societal impacts of cars|role of the automobile}} and the {{wp|Interstate Highway System}} in the second half of the 20th century and its negative impact on rail transportation sector. While key elements of society still used trains to travel for both goods and passengers, the 1950s-1980s were a period of stagnation for rail transportation in [[Burgundie]]. Almost no new rail was laid in the [[Burgoignesc Metropole]] in this period. Rail did see a small revival in the 1960s with the creation of the | |||
===1980-1999=== | ===1980-1999=== | ||
Revision as of 22:00, 4 April 2024
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| Rail transport in Burgundie | |
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 Busy rail corridor with both passenger and freight traffic | |
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| Double track |
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| Electrified |
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| High-speed |
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| Track gauge | |
| Main | Standard gauge |
| This article is part of a series on the |
| Economy of Burgundie |
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| Economy |
| Policies |
| Alliances and Trade Agreements |
| History and culture |
| Key components |
 Burgundie portal |
| Business logistics |
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| Distribution methods |
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| Industry classification |
| Historical business logistics |
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Rail transportation in Burgundie consists primarily of freight shipments, with a well integrated network of standard gauge private freight railroads extending throughout the Levantine Union. Passenger service is mainly mass transit and commuter rail in major cities. Intercity passenger service, once a large and vital part of the nation's passenger transportation network, plays a limited role but is making a comeback after the passage of the Passenger Rail Corridor Identification and Development Program in 2030. Burgundie has a large rail transport network and the vast majority of its internal freight is conveyed directly by rail.
Since 2000, significant efforts have been made to electrify Burgundie's rail transportation system, taking advantage of the cheap and plentiful nuclear and renewable power available throughout the nation while also attempting to reduce carbon emissions. Rail continues to play a major role in the Burgoignesc economy in the 21st century.
Governance
Ownership
In Burgundie, all railways are owned by the Army Corps of the Rails (15%) and , particularly the national government. This includes the physical track, infrastructure supporting the right of ways, signal switches, and all other directly related physical infrastructure. The government also operates the signal switches and is responsible for overseeing traffic along the rails, coordinating and prioritizing trains throughout the nation and ensuring efficient travel. The vehicles themselves and any railyards responsible for their maintenance and storage are owned by private firms who operate the railways. Accordingly, the Burgoignesc rail network operates on a public-private partnership, with the government owning and paying for the maintenance of the physical infrastructure while private companies operate and compete on the public rails.
Regulation
The publicly owned rail system is operated by the Burgoignesc Rail Transportation Amenity (Burg: Commoditee des chemins de fer Burgoignesc (CCFB)), and the system - as well as all private operators on it - is overseen by the National Railroad Administration (Burg: Administration nationale des chemins de fer de Burgundie (ANCFB)).
History
To 1848
The statelets of Maritime Dericania (Burgundie) were sluggards in building railways, compared to Urcea and the rest of the interior of Kingdom of Dericania which had already demonstrated their worthiness by 1830. Due to the Burgoignesc tradition of hyper-urbanization, urban land was expensive, as was iron and anthracite (preferred over the lignite coal common in Maritime Dericania). A more serious obstacle was powerful political opposition, especially as mobilized by the principalities transport companies that used canals, roads, and rivers. They blocked the necessary railway charters. Mining companies in Faramount, in 1828, opened the first railway to move coal, most of the work was done by horses, although steam locomotives were used for the last segment. Passenger service opened in 1835. Rail was invested in by dukes and counts as a personal hobby leading to a wide variety of gauges, lengths of rail, and types of rail service. It wasn't until the First Fratricide and the use of rail for military purposes by the more standardized and unified interior states of Kingdom of Dericania the that new state of Burgundie could no longer avoid the obvious need for a grand rail infrastructure, unified by more standardized gauges, regulated and inspected by the government but owned and operated by the private sector.
1848-1875
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Rear view of a rail battery during the First Fratricide -
Front view of a rail battery during the First Fratricide -
Brugo-Faramountesc rail cruiser during the First Fratricide
The People's Spring of 1848 initially disrupted ongoing railway projects. Political instability and social unrest across Maritime Dericania put a temporary halt to investments and construction activities. Despite the initial hesitation, the revolution ultimately triggered a shift in government policy towards rail infrastructure. Paul II put a focus on economic revival and job creation, recognized the potential of railways to stimulate the Duchy of Bougondi's economy, as well as Duke Reginauld IV of the Duchy of Martilles, and Prince Alie III of the Principality of Faramount. As a result these governments began playing a more active role in promoting railway development. This included providing loans and subsidies to private companies to overcome financial hurdles and support private sector construction. These plans often prioritized connecting major economic hubs to their principal cities and ports, creating a more integrated transportation network across their states. They tried to address some of the pre-existing issue of a disjointed network built primarily for the operator's profit, rather than national interests. In some places, like the Duchy of Bourgondi, regulations were implemented to ensure technical compatibility between different railway lines constructed by various private companies. This move addressed inconsistencies in track gauges, signaling systems, and locomotive specifications, and fostered a more efficient movement of goods and people across the network. Construction of tracks, stations, and bridges created significant job opportunities in the construction industry. This not only bolstered the economies of Maritime Dericania but also provided a valuable source of income for the working class, a key concern of the 1848 revolution.
The Bourgondii-Verecundian War, which later escalated into the First Fratricide, dealt a major blow to these railway systems. Many railway lines, stations, and bridges were destroyed during the fighting. The far superior and interconnected rail systems of the interior of the Kingdom of Dericania proved to the Bergendii that it was time to embrace railways wholeheartedly in the post-war period.
1876-1896
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Young surveyors of the Department of Bridges, Tunnels, and Waterways. -
Rail viaduct created in the 1880s -
Passenger train in the 1890s -
Suburban rail platform of the era -
Urban rail platform of the era
The 1877 Agreement for the Development of the Railway of Burgundie, called for the state to contribute about $50,000 per mile and own the system. At the time, private companies spent about $40,000 per mile for track, equipment, buildings, locomotives, and cars. The government further subsidized the companies by having the Department of Bridges, Tunnels, and Waterways do most of the planning and engineering work for new lines. The government would assist in securing the land, often by expropriation, especially of lands owned by Dericanians. The government also agreed to pay infrastructure costs, building bridges, tunnels, and track bed. The private companies would then furnish the tracks, stations and rolling stock, as well as pay the operating costs. The policy was confusing and contradictory, and blocked monopolies, which meant no regional networks could form. This general policy masked many exceptions and additions. The most successful companies would often build their own lines themselves in order to avoid the complications of going through the government. For instance, during the economic boom period of the 1880s, the national government had to pay only 19 percent of the costs of railway construction. Other less successful lines would often need more assistance from the government to remain in operation. The same proved true during recessions, such as in 1892, when the railway lines gained a new agreement to save them from bankruptcy. In exchange for funding part of the construction of rail lines, the Government of Burgundie set maximum rates that the companies could charge. It also insisted that all government and military traffic must travel at a third of standard costs. The expectation that the government would eventually nationalize the rail system formed another important element in Burgoignesc railway legislation. That the rail companies only operated on leases paved the way for the nationalization of the Burgoignesc rail lines during the Second Great War.
1896-1902
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Depiction of a Burgoignesc armored train during the First Great War -
Photograph of a Burgoignesc armored train during the First Great War -
Depiction of a Burgoignesc armored train during the First Great War
The First Great War highlighted the need for similar levels of investment in rail infrastructure in Equatorial Ostiecia and the islands of BORA. It also became a key period for the development of intracity light transit. The Chemin de fer de Petite Ceinture built in Vilauristre to supply the Vilauristre Defensive Positions, was later remanded to public use and eventually became what is today Vilauristre#ViaVille. It was also during this time that passenger rail traffic and development became the priority, as the Government of Burgundie had focused its efforts on connecting industry, mining, and key agricultural centers to the ports and major cities of the Burgoignesc Metropole.
1897-1934
1934-1944
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190mm railway gun during the Second Great War -
Railway gun battery during the Second Great War -
320mm railway railway gun during the Second Great War -
400mm railway gun during the Second Great War -
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1945-1980
It is impossible to downplay the role of the automobile and the Interstate Highway System in the second half of the 20th century and its negative impact on rail transportation sector. While key elements of society still used trains to travel for both goods and passengers, the 1950s-1980s were a period of stagnation for rail transportation in Burgundie. Almost no new rail was laid in the Burgoignesc Metropole in this period. Rail did see a small revival in the 1960s with the creation of the
1980-1999
21st century
- Passenger Rail Corridor Identification and Development Program in Burgundie
- Passenger Rail Corridor Identification and Development Program in the Levantine Union
- Flight shame
Freight railroads
Freight rail is the major method of logistical transport within the Burgundie, and presents the primary way most goods move around the nation, ranging from military applications to the conveyance of retail goods. A combination of historic urban planning after the First and Second Great Wars and more recent consumer buying habits have meant most major warehouses in Burgundie are built directly adjoining the nation's freight lines, allowing for easy loading and offloading of goods.
Strategic Auxiliary Fleet of the Continuation
The Strategic Auxiliary Fleet of the Continuation is a reserve fleet of steam locomotives train engines, steam ships, and clipper ships owned by the Ministry of Emergency Management. This fleet is widely distributed across the Burgoignesc Metropole in the event of a nuclear strike. Due to the mechanical nature of these modes of transportation they would not be impacted by an electro-magnetic pulse (EMP) of a nuclear detonation and would be the primary mode of transportation for key royal and national government officials reconstituting or for troop movements.
The rail fleet is maintained by the Army Corps of the Rails and the ship fleet is maintained by Merchant Marine of Burgundie. To maintain operational readiness all of the Strategic Auxiliary Fleet of the Continuation vehicles are used on an at least quarterly basis.
Environmental concerns have plagued the steam engine program and there have been a number of scholarships given to universities and think-tanks to come up with a better, equally as accessible, and equally replenishable fuel, instead of coal.
- Strategic Auxiliary Fleet of the Continuation trains
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Passenger railroads
Burgoignesc Rail Transportation Amenity
The Burgoignesc Rail Transportation Amenity (Burg: Commoditee des chemins de fer Burgoignesc (CCFB)), is the public sector, intercity, passenger rail operator in the Burgoignesc Metropole. It owns and operates all rail corridors, rights of way, and rolling stock that serve this purpose.
Equatorial Express
The Equatorial Express (Burg: Express Equatorial) is the public sector, intercity, passenger rail operator in Equatorial Ostiecia, Port de Vent, and Sudmoll. It owns and operates all rail corridors, rights of way, and rolling stock that serve this purpose.
Istroyan Rail
Istroyan Rail (Burg: Istroie Ferroviaire), is the public-private joint-venture, intercity, passenger rail operator in Torlen, Antilles, Alcairet, and Chaukhira. It owns and operates all rail corridors, rights of way, and rolling stock that serve this purpose.
Borail
Borail (a portmanteau of boreal and rail) is the is the public-private joint-venture, intercity, passenger rail operator in Nauta Normand and Wintergen. It owns and operates all rail corridors, rights of way, and rolling stock that serve this purpose.
Iles Evangeline
The passenger rail in Iles Evangeline is being completely rebuilt to implement standard gauge and establish greater connectivity for service. This work is planned to be completed by 2039 at which point it will become a unique rail service provider, a body that has not yet been formed.