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Old October 2nd, 2017, 10:58 AM   #281
Gusiluz
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There are no China-Europe passenger trains, only one model and one render.

I do not think they put systems like the Spanish, the logical thing is to put a standard gauge track to Turkey, for example, for freight trains and perhaps some passengers trains.
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Old October 2nd, 2017, 02:51 PM   #282
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Quote:
Originally Posted by Gusiluz View Post
There are no China-Europe passenger trains, only one model and one render.

I do not think they put systems like the Spanish, the logical thing is to put a standard gauge track to Turkey, for example, for freight trains and perhaps some passengers trains.
https://en.wikipedia.org/wiki/Chinese_Eastern_Railway
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Old October 2nd, 2017, 04:11 PM   #283
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Quote:
Originally Posted by Gusiluz View Post
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.
A system is also being developed for Montreux-Zweisimmen-Interlaken trains in Switzerland, I don't know if it is derived from one of the systems above, but I suppose it is new as it has to work on narrow gauge (1000 mm and 1435 mm) and as while changing gauge coaches are lifted up to match different platform heights. It is only for hauled passenger coaches, not locomotives nor freights.
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Old October 2nd, 2017, 11:02 PM   #284
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Quote:
Originally Posted by Gusiluz View Post
There are no China-Europe passenger trains, only one model and one render.
But there are ones from China to Russia.
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Old October 2nd, 2017, 11:51 PM   #285
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The one that takes 146 hours from Beijing to Moscow?
Well, if it still circulates and it's the same train from origin to destination, sure, it sure changes boogies.

But I thought we were talking about something more of the 21st century, or less of the XX
When I was thinking of Europe, I thought of standard gauge, not Moscow.
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Old October 3rd, 2017, 12:28 AM   #286
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The change of boogies is well known, it is done in a specific facility.


And if you prefer simpler, and manual, and much less known, there is this one from the Czech Republic


And this one still more curious:


The history of Auto-Express in Spain is as old as that of the railway itself. The first line of carriage transport on trains was Madrid-Zaragoza. On June 3, 1859, when the first of its stretches was put into service from Madrid until Guadalajara, the galleys and errands began to be transported in the same passenger trains. Once the trains arrived to Guadalajara, the passenger continued to travel to Zaragoza in those same vehicles to which the caballerias were hooked there.
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Old October 4th, 2017, 11:49 PM   #287
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i found out this map

https://www.nextbigfuture.com/2016/0...igh-speed.html
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Old October 5th, 2017, 12:19 AM   #288
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Yes thanks.
There is, comparatively speaking, too much distance between China and Iran where there is no standard gauge. The problem is that it is a very conflictive area.
This is intended to solve the Chinese project One belt, one road.
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Old October 7th, 2017, 09:52 PM   #289
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Afghanistan is the biggest struggle. If that land would be safe there would be a great opportunity to connect Europe and China via that way without gauge change. However, there are multiple things at the moment:

- Afghanistan is a total warzone and if a part isn't then it is still very unsafe
- Afghanistan is totally impoverished
- Again that country, it is likely too mountainous for any investor with the exception of China
- Women's freedom in two of the passing countries is too limited to make the connection attractive for foreigners. And other human issues will have to be solved and I'm not even considering China.
- If China does not prohibit you to take a certain book with you, then Iran will, or Turkey, or Afghanistan, or even intercept documents on your phone. No paranoia intended.

- Goods transport may also be subject to heavy restrictions because of some countries, take alcohol for example but it doesn't end with that. And transporters may be afraid to take any goods with them of which can be made military equipment or substances which can build up to a nuclear warhead or even power plant because of Iran. Nonetheless goods transport seems to have the best chances initially.
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Old November 16th, 2017, 01:27 PM   #290
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OGI gauge changer for freight wagons

Gauge-changing freight axles under test. Railway Gazette.
Quote:
SPAIN: The OGI gauge-changing axle for freight wagons, designed to operate on both 1 435 mm and 1 668 mm gauge, has completed Phase 1 of its testing programme, it was announced on November 7. Developed and manufactured by Azvi, Tria and OGI, the axle has now operated for 50 000 km on 1 668 mm gauge, with testing conducted on the Aranjuez Cuenca and Alczar de San Juan La Encina sections of the ADIF network. Traction has been provided by Azvi subsidiary Traccin Rail.
...
According to Azvi, OGI has also successfully completed over 800 gauge-changing cycles on an installation built by Azvi and Tria within the ADIF tracklaying base at La Gineta.

Phase 2 of the testing programme will see the axle operate for a further 50 000 km on both gauges, of which at least 20% must be 1 435 mm, undertaking a minimum of 50 gauge-changing cycles. Including operation at maximum speed and payload, this phase is expected to be completed in February 2018, says Azvi. Once OGI is approved for operation, a further 150 000 km of test running would be undertaken under the third and final phase of the programme.
...
Video and more info in this post.
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Old December 29th, 2017, 08:43 PM   #291
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And just how complicated can regauging a large network, tramway, light rail or heavy rail?

All track replacement on such networks is only done a little at a time. There are contingencies that must be made during works. For example, they may need to be equimpent (such as buses) to provide replacement service.

In order for regauging a large rail (or tram) network to be worth it, there needs to be a way of doing it a little at a time.

And this means dual gauge track. Even if the conversion is done line-by-line, there still needs to be dual gauge track just to store and maintain rolling stock and take things in and out of service.

But dual gauge track isn't always possible, especially between gauges differing by less than the width of the railhead. So converting to standard from a gauge differing that little is simply more complicated than it's worth.

Here in the Australian state of Victoria, we use the Irish railway gauge which is wider than standard by more that the rail width but still less than the width of the rail foot. Although three-rail dual gauge track is possible, two of the rails need to be narrow footed and broad gauge stock needs to be limited to a speed of 60km/h.
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Old December 29th, 2017, 09:48 PM   #292
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During the World War 1 some tracks in the current Polish lands were regauged very quickly, sometimes even multiple times.
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Old December 30th, 2017, 11:27 AM   #293
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How was it done in Poland at that time?
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Old December 30th, 2017, 01:18 PM   #294
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Change of gauge ALBACETE-ALMANSA, in Spain:

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Old December 30th, 2017, 09:46 PM   #295
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Toronto decided to build a new light rail line with 1435 mm, but all other urban lines (except a short metro line) are built with 1495 mm gauge. While vehicles for the new light rail will be cheaper, in the long term this is not a wise decision at all, 1495 mm would have been better.
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Old December 30th, 2017, 10:50 PM   #296
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Quote:
Originally Posted by Myrtonos View Post
How was it done in Poland at that time?
As far as I know, most of the work was intended to be temporary. Working on wooden sleepers and shifting one of the rails by some 9cm can be done quite easily, assuming enough workforce. Yet in most cases the speed of trains was limited to 40 or even 20 km/h. The true masterpiece was done in the same area right after WWI, where a national, consistent network was created within few years, starting from two different gauges and three different signalling systems (German, Austrian, Russian) with speeds up to 120 km/h.
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Old December 31st, 2017, 05:24 PM   #297
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Quote:
Originally Posted by Coccodrillo View Post
Toronto decided to build a new light rail line with 1435 mm, but all other urban lines (except a short metro line) are built with 1495 mm gauge. While vehicles for the new light rail will be cheaper, in the long term this is not a wise decision at all, 1495 mm would have been better.
Building that light rail standard gauge means conformity with a number of newer systems in Ontario, one of which includes track sharing with standard gauge trains.

The Toronto gauge differs from standard by about the width of the railhead and network with that gauge is large and interconnected, preculding any regauging project. See here.

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Originally Posted by WotaN View Post
As far as I know, most of the work was intended to be temporary. Working on wooden sleepers and shifting one of the rails by some 9cm can be done quite easily, assuming enough workforce. Yet in most cases the speed of trains was limited to 40 or even 20 km/h. The true masterpiece was done in the same area right after WWI, where a national, consistent network was created within few years, starting from two different gauges and three different signalling systems (German, Austrian, Russian) with speeds up to 120 km/h.
In that case the network would have had to be shut down while it was done.

Some European tramways networks have been converted to standard gauge from something narrower than standard by more than the width of the rail head.
For example, this was done in Suttgart and Chemitz. The way it was done in Stuttgart was with three-rail dual gauge track. The conversion was done line-by-line, each line having dual gauge track while the old trams and new light rail vehicles shared track.

This apparently doesn't work for converting between gauges differing by less than the width of the railheads. Does it work when converting between gauges differing by more than the width of the railheads but less than the rail foot?
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Old December 31st, 2017, 05:29 PM   #298
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In Stuttgart you can even still see the metric rail in many places, even thought there are no more metric vehicles:

https://www.google.it/maps/@48.77360...2!8i6656?dcr=0

I guess it will stay there until they need to redo the trackbed.
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Old December 31st, 2017, 08:57 PM   #299
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Part of the double track gauge, mostly along the southern section of line U15, will remain in place to allow running of museum tramways. Line U15, formerly known simply as 15, was the last metre gauge line in Stuttgart to be converted not only to standard gauge, but also to high floor vehicles with high platforms at every stop.

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Originally Posted by Myrtonos View Post
Building that light rail standard gauge means conformity with a number of newer systems in Ontario, one of which includes track sharing with standard gauge trains.
Where? The new LRT is more likely to get in touch with the streetcar lines (which might be upgraded to some LRT standards in the future) than with heavy rail (as tram-trains), IMHO.
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Old January 1st, 2018, 03:51 PM   #300
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Quote:
Originally Posted by Coccodrillo View Post
Part of the double track gauge, mostly along the southern section of line U15, will remain in place to allow running of museum tramways. Line U15, formerly known simply as 15, was the last metre gauge line in Stuttgart to be converted not only to standard gauge, but also to high floor vehicles with high platforms at every stop.
The metre gauge trams were or are also high floor. Stuttgart did not covert to high floor, only high platform loading.
I wonder how the locals feel about high platforms in their streets.

Stuttgart started the conversion before disability discrimination legislation.

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Where? The new LRT is more likely to get in touch with the streetcar lines (which might be upgraded to some LRT standards in the future) than with heavy rail (as tram-trains), IMHO.
One in Ontario (outside Toronto) includes a section shared by freight trains, with time separation.
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