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Old February 18th, 2016, 04:24 AM   #261
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more one video
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Old February 19th, 2016, 06:58 PM   #262
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Different systems in Spain

In Spain there are two different systems:

RD (Rodadura Desplazable) from Talgo


and BRAVA (Bogie de Rodadura de Ancho Variable Autopropulsado) from CAF


There dual changers width suitable for both systems. Can be by folding platforms (TCRS1)


movable platforms (TCRS2)


or with moving parts (TCRS3)


Also the Unichanger project, is valid for trains of four technologies: CAF, Talgo, Rafil (Germany) and SUW 2000 (Poland). It will allows for passenger trains of mixed trains (passenger and freight). In experimentation.



From ADIF



More information (in spanish) in the Wikipedia.
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Old February 20th, 2016, 01:40 AM   #263
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thaaaanks for posting
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Old February 22nd, 2016, 11:03 PM   #264
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Quote:
Originally Posted by Bulbous View Post
Considering this comes from the ARA, I would have expected a better researched map. Just in Western Australia there are the following lines out of service:
- All lines south of Bunbury
- York to Bruce Rock
- Narrogin to Merredin (both lines)
- Merredin to Wyalkatchem
- Collie to the south, and also east of the Premier mine (which is east of town)
- Dongara to Eneabba
- Tambellup to Gnowangerup
- Katanning to Nyabing
- Mundijong to Jarradale

The following errors are also there:
- Line from Northam (through Toodyay) to Perth is dual gauge on the same (northern) alignment, not differing alignments as shown on the map
- New line from Morawa (Tilley) out to Karara not shown, built with dual gauge sleepers for future regauging
- Line from Geraldton to Morawa rebuilt with dual gauge sleepers for future regauging
- Both FMG and Roy Hill lines are missing in the north-west of the state

This is just the one state, never mind the rest of them.
OK ... I'll take that up.

Re Victoria: east from Seymour to Albury (on the NSW border) was converted to standard gauge: as was the line from Benalla (in NE Victoria) via Yarrawonga/Mullwalla to Oaklands : in NSW.

Now I hope your listening. You- take that cigarette out of your mouth. Yes, spit it out.

This is one of the finest- yes what did I say?- finest railway systems in the British Empire. And, what Gauge is it laid out? Wake up, Wake up, Patrick! ... noooo, don't talk to me about "Standard Gauge" .... this system was laid wider and more confidently ... with the "Irish Gauge", according to the instructions of Mr. Shields!

Now where was Mr. Shields? Having dictated the gauge for the Gold-Rich Victoria, 500 km away: he'd departed the colony of "New South Wales" ... and left a mess, still not unscrambled. Victoria bears the brunt of this, still yet untangled, 150 years or more on. Although the railwork was originally laid- 4,400 miles of it, all over the state: at the Irish Broad Gauge: Victoria is now a mess: perhaps more so than anyone else on Earth: thanks to Mr. Shields.

Ararat, Maryborough, Seymour: everywhere you go: you'll find those breaks of gauge. There were two original mainlines: and eventually someone's going to standardize the Geelong- Ballarat- Maryborough line: adding another gauge, in the process, through Ballarat Station.
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Old March 13th, 2017, 08:27 PM   #265
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Gauge changer for freight wagons

It is not a matter of changing bogies from one gauge to bogies from another gauge, we are talking about bogies and axes that change gauge, just like the passengers trains in Spain, without lifting the wagon.


Variable gauge OGI axes pass the test bench test phase.

Quote:
The tests have been carried out in accordance with the Technical Specification for the Approval of Railway Rolling Stock: Wagons, of the General Directorate of Railway Infrastructures of the Ministry of Public Works and have consisted in the application of six million cycles with a load of up to 33.75 tons by axes, 150 per cent on the maximum nominal load.
...
In Cetest's laboratories, which are among the most advanced in the world for testing and certification of railway rolling stock, a specific bank has been built for the validation of these variable-gauge axles.

After the disassembly and revision of the axes, the bench tests will be completed with the application of another four million cycles, with a load of up to 170 percent of the nominal load, to verify its operation against the most extreme stresses during throughout its useful life.
...
Meanwhile, the gauge changer developed by the Azvi-Tria consortium is already installed in the assembly base of La Gineta in Albacete, where the axles have already made more than a hundred changes in gauge. The five hundred changes that will be made during the months of March and April, and in May is expected to begin the tests in service with two wagons at maximum load, an MMC3 wagon carrier and a car wagon, both with axles of variable width For goods adapted for the two types of wheels, of 920 and 760 millimeters.

There will be 100,000 kilometers in two phases, both in Iberian gauge and UIC standard gauge and at least fifty changes of width with maximum load and maximum permissible speed. Once these 100,000 kilometers have been completed, it will be possible to circulate in commercial service and solve the problem of the change of track gauge in the traffic of freight in Spain as well as in the major cross-border axes.
More information.
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Old March 15th, 2017, 12:51 AM   #266
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according to some studies I read in the past the only reason why the technology had not been adopted for merchandise traffic is that the cost is too high for the benefit it provides. In the case of passenger traffic every minute is important, but for trains transporting goods adding an extra hour doesn't make much difference in terms of attractiveness to customers.
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Old March 15th, 2017, 01:23 AM   #267
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The transhipment of the freight from one wagon to another, or the change of axes of a wagon by a lifting platform costs money... and time.
There can hardly be studies on something that, very recently, did not exist.
Up to now the freight simply changed the wagon (and, outside of Spain, the travelers as well).
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Old March 15th, 2017, 01:54 AM   #268
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Quote:
Originally Posted by Gusiluz View Post
In Spain there are two different systems
Poland has developed its own system of gauge switching - SUW2000. In the 90's.

A video - sorry that it's in Polish, but you can see some visualization of how it works:



The system was installed in some sleeper wagons operating on routes to the Eastern Europe - but it wasn't used much. The video seems to be made in 2000 since in 2000 it started to be used - on the Polish-Lithuanian border, on the route from Warsaw to Vilnius. This border crossing is no longer used by long-distance trains at all, only by regional trains from Białystok to Kaunas, which use a standard gauge track.

Supposedly, last year, this system was still used by trains from Kraków to Lviv - but I am not sure if it's used any more. It can be used for cargo trains too - but it seems it isn't.

Now, PKP Intercity is going to modernize some wagons and equip them with this system. They are going to be used on the routes to Ukraine. Not only sleepers will be covered, some wagons with seats too: http://inforail.pl/pkp-intercity-wra...ore_92364.html

SUW2000 is not the only gauge changing system present in Poland - the Talgo system was installed a year or 1,5 year ago in Terespol/Brest and it's used by Russian Railways on the connections with the Western Europe.
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Old July 14th, 2017, 12:50 PM   #269
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Gauge changer for freight wagons

OGI variable-gauge freight bogie completes first testing phase. IRJ.



Quote:
Spanish companies involved in the development and certification of the OGI automatic gauge-changing system have completed the first phase of dynamic testing. The OGI bogies are designed for use on freight routes crossing the Spanish-French border where the track gauge changes from 1668mm to 1435mm.
...
Following the rules set by the national technical specification (ETH), the system was subjected to 500 consecutive gauge-changing test runs, at a maximum load, on the La Gineta test gauge changer in Albacete, southeastern Spain. This facility is owned by Spain’s infrastructure manager Adif, which is leading the project. On a single day, more than 100 automatic gauge-changing operations between 1435mm and 1668mm were carried out, with no problems detected.
...
The OGI system is being certified for two types of flat wagon: a MMC3 container wagon with a maximum axleload of 22.5 tonnes and a wheel diameter of 920mm, and an LFT car transporter with 760mm-diameter wheels and a 16-tonne axleload.
...
Mainline dynamic testing of a minimum of 100,000 km and at the wagons’ maximum permitted speed will now be carried out in Spain on both 1668mm-gauge conventional lines and 1435mm-gauge high-speed lines. Dynamic testing will then switch to the standard-gauge cross-border Barcelona - Perpignan line, which is the only mixed-traffic, high-speed line currently in operation in Spain.
Its first real application is announced in Campomanes or Pola de Lena, Asturias.
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Old July 14th, 2017, 02:14 PM   #270
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So in order to be able to handle any train a station needs to have three gauge changers (CAF, Talgo and OGI)? Why so many different systems?
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Old July 14th, 2017, 02:23 PM   #271
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No, the CAF system is only for passengers, Talgo is also approved for freight transport but is only used for passengers, and OGI is only for freight.

Each company has designed theirs system, but almost all Adif gauge changers are for CAF and Talgo because they have both systems.

It is also being experimented with Unichanger, a gauge changer valid for all, including freight.
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Old August 24th, 2017, 01:35 PM   #272
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Gauge changer for freight wagons





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Old September 30th, 2017, 01:50 AM   #273
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cool, what countries use this system beyond spain?
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Old September 30th, 2017, 11:16 AM   #274
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The OGI system for freight only has a test gauge changer in La Gineta (Albacete), although it is planned to install a commercial one in Pajares (Asturias) in 2021.

The CAF system is only in Spain: 16 gauge changers (12 of them for commercial service).

The Talgo system is present in Spain: 18 gauge changers (13 of them for commercial service) and one in Brest (Belarus), for RZD Moscow-Berlin Talgo trains.

The Polish SUW2000 (designed by ZNTK Poznan in the 1990s) was installed on some bed-cars (not working on locomotives) operating on routes to Eastern Europe, but was not used much. In 2000 it began to be used on the Polish-Lithuanian border, on the route from Warsaw to Vilnius, it is no longer used.

The German DBAG / Rafia "Typ V" system is being installed in the Georgian town of Akhalkalaki, near the Turkish border, for ADY services (with Stadler cars, not working on locomotives) between Baku (Azerbaijan) and Istanbul (Turkey), via Tbilisi (Georgia).

The Japanese FGT system began to be developed in 1994 by the RTRI (Railway Technical Research Institute) and has three generations of prototypes: the first two were called GCT (Gauge Change Train) and were in tests between 1998/2006 and 2006/2014 , while the third (FGT) has been in tests since March 2014 with JR Kyushu forecast to start commercial service in 2025 (it was planned for 2023 but there seems to be problems with the prototype).
JR West is working in partnership with Talgo on the development of a Free Gauge Train in order to extend the benefits of the Hokuriku Shinkansen to stations west of Tsuruga before the line to Osaka is completed.
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Old September 30th, 2017, 11:25 PM   #275
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I understood, but how can chinese trains can get into russian gauge tracks? do they use track gauge changer?
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Old September 30th, 2017, 11:56 PM   #276
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Maybe they just change bogeys?
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Old October 1st, 2017, 10:05 AM   #277
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Changing only the boggies was done with the Trans-Siberian and other trains of passengers and freight, also in Spain.

But now the trains from China to Europe carry only containers, they change, again and again, from one wagon to another. Cars too;


Source
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Old October 1st, 2017, 12:53 PM   #278
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Yeah, but I think the question concerned the passenger trains.
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Old October 1st, 2017, 01:33 PM   #279
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What they are talking about China-Europe passenger trains (China's Concept Intercontinental High Speed Train), freight on the same train and, according to some information, following the Trans-Siberian from Northern Mongolia ... for me they are not credible.












If you put a China-Europe passenger train you will have to move passengers on the intermediate routes.

But if, even so, they want to put China-Europe direct trains better than they ask in Spain. In 2020 we will have the 122 series of Talgo, composed by trains of variable gauge for a maximum speed of 330 km/h.
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Old October 1st, 2017, 10:14 PM   #280
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pardon me, you didn't answer my question
do chinese only change the boogies or are they planing to put trains with interchangeable gauge boogies like talgo system?
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