GE Capital Rail Services (Europe): Difference between revisions
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Cargowaggon started as a pure wagon manufacturer, but moved into railway wagon ownership and sub-leasing through an invitation to manufacture new vehicles for [[Ford Europe]], to allow transportation of sub-assemblies between various European factories. |
Cargowaggon started as a pure wagon manufacturer, but moved into railway wagon ownership and sub-leasing through an invitation to manufacture new vehicles for [[Ford Europe]], to allow transportation of sub-assemblies between various European factories. |
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==Ownership== |
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In 1997, after a period of ownership under Brambles Industries Ltd and [[Danzas|Danzas Holding AG]], the company was purchased by GE Capital Services.<ref>http://www.encyclopedia.com/doc/1G1-19723071.html</ref> In 1998, GE bought International Wagon Services Ltd in the United Kingdom, which operated 2,100 railway wagons under the [[Tiphook]] brand. The brands were combined under the joint name of '''Gargowaggon IWS,''' a division of GE Capital Railcar Services.<ref>http://findarticles.com/p/articles/mi_m1215/is_6_199/ai_50124730/</ref> |
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==Railway wagons== |
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[[British Leyland]] had used rail to transport a wide range of car parts between their various factories, particularly engines. In the late 1960s, BR modified some of its very large four wheeled ferry vans in the late 1960s, sub coded under TOPS as VQX.<ref>http://myweb.tiscali.co.uk/gansg/6-livy/odds/9-poliv.htm</ref> Via taught weather proof vinyl side curtains, these wagons allowed easy access to load a number of palletised engines. Ford started using the same wagons in the UK, including on cross-channel traffic to Germany. |
[[British Leyland]] had used rail to transport a wide range of car parts between their various factories, particularly engines. In the late 1960s, BR modified some of its very large four wheeled ferry vans in the late 1960s, sub coded under TOPS as VQX.<ref>http://myweb.tiscali.co.uk/gansg/6-livy/odds/9-poliv.htm</ref> Via taught weather proof vinyl side curtains, these wagons allowed easy access to load a number of palletised engines. Ford started using the same wagons in the UK, including on cross-channel traffic to Germany. |
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In the late 1970s, Ford had sub-contracted its inter-factory transport to [[Danzas]].<ref>http://gallery6801.fotopic.net/c1011430.html</ref> As the UK had the most restrictive [[loading gauge]] in European railways, the two jointly approached British Rail to agree a new design, which resulted in Ford placing an order for private owner wagons with Cargowaggon to make a replacement for the ageing VQX. The result was a {{convert|45|ft|m}} twin-axle sliding door all metal van. The design proved so successful, that in the early 1980s Ford again approached Cargowaggon for a new design, this time a slightly longer {{convert|47|ft|m}} twin-axle sliding door all metal van, which was adapted by British Rail to become the VGA. |
In the late 1970s, Ford had sub-contracted its inter-factory transport to [[Danzas]].<ref>http://gallery6801.fotopic.net/c1011430.html</ref> As the UK had the most restrictive [[loading gauge]] in European railways, the two jointly approached British Rail to agree a new design, which resulted in Ford placing an order for private owner wagons with Cargowaggon to make a replacement for the ageing VQX. The result was a {{convert|45|ft|m}} twin-axle sliding door all metal van. The design proved so successful, that in the early 1980s Ford again approached Cargowaggon for a new design, this time a slightly longer {{convert|47|ft|m}} twin-axle sliding door all metal van, which was adapted by British Rail to become the VGA. |
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==Cargowaggon IGA== |
===Cargowaggon IGA=== |
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So successful was the project for Cargowaggon, they extended the project. The problem of the twin axle design was that although its short length meant that it easily fitted on the cross-[[English Channel]] rail ferry, its long wheelbase restricted the minimum radius on which it could be used. The resultant dlonger length wagon, based on a twin EVA bogie, twin axle design,<ref>http://gallery6801.fotopic.net/c319224.html</ref> the IGA spawned three basic variants: |
So successful was the project for Cargowaggon, they extended the project. The problem of the twin axle design was that although its short length meant that it easily fitted on the cross-[[English Channel]] rail ferry, its long wheelbase restricted the minimum radius on which it could be used. The resultant dlonger length wagon, based on a twin EVA bogie, twin axle design,<ref>http://gallery6801.fotopic.net/c319224.html</ref> the IGA spawned three basic variants: |
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*Curtain sided |
*Curtain sided |
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Revision as of 01:35, 9 May 2010
Cargowaggon are a German railway wagon manufacturer and leasor, owned by GE Capital.
Cargowaggon started as a pure wagon manufacturer, but moved into railway wagon ownership and sub-leasing through an invitation to manufacture new vehicles for Ford Europe, to allow transportation of sub-assemblies between various European factories.
Ownership
In 1997, after a period of ownership under Brambles Industries Ltd and Danzas Holding AG, the company was purchased by GE Capital Services.[1] In 1998, GE bought International Wagon Services Ltd in the United Kingdom, which operated 2,100 railway wagons under the Tiphook brand. The brands were combined under the joint name of Gargowaggon IWS, a division of GE Capital Railcar Services.[2]
Railway wagons
British Railways VGA
British Leyland had used rail to transport a wide range of car parts between their various factories, particularly engines. In the late 1960s, BR modified some of its very large four wheeled ferry vans in the late 1960s, sub coded under TOPS as VQX.[3] Via taught weather proof vinyl side curtains, these wagons allowed easy access to load a number of palletised engines. Ford started using the same wagons in the UK, including on cross-channel traffic to Germany.
In the late 1970s, Ford had sub-contracted its inter-factory transport to Danzas.[4] As the UK had the most restrictive loading gauge in European railways, the two jointly approached British Rail to agree a new design, which resulted in Ford placing an order for private owner wagons with Cargowaggon to make a replacement for the ageing VQX. The result was a 45 feet (14 m) twin-axle sliding door all metal van. The design proved so successful, that in the early 1980s Ford again approached Cargowaggon for a new design, this time a slightly longer 47 feet (14 m) twin-axle sliding door all metal van, which was adapted by British Rail to become the VGA.
Cargowaggon IGA
So successful was the project for Cargowaggon, they extended the project. The problem of the twin axle design was that although its short length meant that it easily fitted on the cross-English Channel rail ferry, its long wheelbase restricted the minimum radius on which it could be used. The resultant dlonger length wagon, based on a twin EVA bogie, twin axle design,[5] the IGA spawned three basic variants:
- Curtain sided
- Sliding metal door
- Open flat waggon
The Cargowaggon IGA is now the most commonly used trans-European railway wagon, particularly popular since the opening of the Channel Tunnel, resulting in a design which has been improved over the developing years as opposed to replaced.[6]
References
- ^ http://www.encyclopedia.com/doc/1G1-19723071.html
- ^ http://findarticles.com/p/articles/mi_m1215/is_6_199/ai_50124730/
- ^ http://myweb.tiscali.co.uk/gansg/6-livy/odds/9-poliv.htm
- ^ http://gallery6801.fotopic.net/c1011430.html
- ^ http://gallery6801.fotopic.net/c319224.html
- ^ http://www.justtrains.net/moreinfo.asp?pid=474