Okay, so on the same map as the last set, but a fresh start.
Vowing not to make the same mistakes as their predecessors, the board of directors of the newly formed Akishima Coal company have prioritised heavy freight hauling from coal mines in order to maximise profits and pay down the initial debt faster. The initial network covered five coal sites, soon expanded to seven, and allowed 26% payback of the original investment by the fifth year of operation. Good signs for the company's foundation!
A ro-ro station was decided upon for the power station, both because it allows to minimise the number of platforms required to service the network and reduces the waiting time of trains that are queueing for delivery. Several points have been identified where improvements can be made to the track network, but general improvements in engine power will overcome the worst of them with progressive upgrades as they become available.
The first three mines in the network to be serviced. A fleet of thirteen 5000 B-1 locomotives were commissioned for service, with more than half servicing these three sites.
Another two coal mines, also being serviced by 5000 B-1s. It was initially planned to make a single station servicing both coal mines, but further analysis of the geometry of the land suggested separated platforms would still provide adequate service.
The last two mines to be connected to the current grid. Kitamoto was part of the initial service launch, but Aizuwakamatsu was only added afterwards. Being a later addition the Aizuwakamatsu mine is being serviced by twin 7010C engines, and the lines to Kitamoto, Matsuzaka and Yamaga are being upgraded to the newly available 5130 2-B engines.
Things seem to be travelling along nicely for Akishima Coal so far, with several further expansions possible nearby. A study is also being conducted on several remote sites for independent operation from the main network. A separate review is also being performed on the feasibility of introducing passenger services, but the expected outcome is to postpone such plans.
Thanks for the encouragement, I'll post more soon!
An expansion line has been added to the west, past the Narita Mountains. A transfer station has been built to serve the four mines in the valley, with a relay leg to the main power station. The construction and new engine orders required the company to remortgage itself to the hilt, and concern was raised by the board of directors that this expansion was over-extending the company's reach. All fears were quickly set aside after the first quarterly fiscal reports showed a massive increase in profits.
Arguments are continuing in the accounting departments over how much payment should be attributed to the trains serving the coal mines over the trains making final delivery. This is not expected to abate any time soon.
Some minor earthworks performed, to allow smoother operating of the transfer leg trains from the Ritto Coal Transfer station:
Around 1880, the board of directors decided to branch out into oil carrying trade in addition to the coal lines. By 1890, tanker ships outnumbered trains 3:2, with a total of 64 ships in service. Balancing and accounting of the shipping industry is still being evaluated.
Katori island is the site of an oil transfer station, servicing four nearby oilrigs.
Kimitsu is the site of a second oil transfer station, servicing five oilrigs directly and also relaying from the Katori station to the refinery at Tondabayashi.
During the decade where attention was firmly fixed on entering and expanding the oil shipping market, increased traffic on the rail network led to massive congestion around Fuefuki Power Station. Additional signals were added to the entire network, and a slight redesign on the junctions led to smoother operating and increased profits.
The refinery at Tondabayashi, receiving from the shipping network and by train from the Sendai oil wells. Plans are being evaluated for adding a goods shipment line to Akishima itself.