Australia really *really* needs to adopt Talgo systems, especially for freight. One country, three gauges, harsh climates. It's literally the Spanish problem, but on a bigger scale.
Talgo has a great tecnology , perhaps the BEST train global in the world , the only problem Spain do nothing to strength our BEST enterprises .....It would be a cheap an good train for Australia , i' ve travelled few times until Marsella from Madrid 1300 km , and It goes at 300 km per hour the most of the travel , the April gets 360 km , very good for a country so Well leveled
Well, different gauges have different preferences. You can drive much smaller curves on a narrow gauge (important on mountain lines), while a wider gauge allows for higher high speeds through more stability but less flexibility. It's less a matter of choice, more a matter of economics. Switzerland couldn't reach a lot of their places with the standard gauge, you can't just go there and tell them to just not do it. Same with the electricity. 25kv is better for huge countries (such as russia) as it allows longer distances between two sources, while 3kv is a way cheaper solution for small countries (such as slovenia). Since all countries differ in geography and budget, it's understandable that they have different standards, which fit their economics the most.
According to something I read in school, Russia (the USSR at the time) did this as a matter of national security. The didn't want European trains to be capable of running on their tacks so they made them a little wider. They feared they'd face invasion one day. I wonder if this did anything to slow the German invasion in World War II. Both armies had numerous trucks but trains would have carriers a lot more troops and supplies.
Carlos Wilson Actually, that's a myth. The reason that Russia adopted the 5 foot gauge, was because the Russian government, when building their railway system in the 19th century., engaged the services of an American railway engineer, George Whistler (father of the painter James McNeill Whistler) who specialized in the construction of 5 foot gauge lines in the United States (a popular gauge in the US at the time). In fact, the US transcontinental railway was intended to be constructed on the 5 foot gauge, when Abraham Lincoln, just before the end of the Civil War, enacted legislation to have it changed to standard gauge.
I love how there are so many UA-cam engineers on here explaining what's wrong with a widely used technology that has been successfully used for over 40 years.
Dear all, this system has been used in Spain for more than 40 years, as he says. It is perfectly texted in daily commercial duties! This is a 100% Spanish technology in place in the USA, Russia, Kazakstan, Turkmenistan, Uzbekistan and probably other countries worldwide.
All railways in North America use Standard gauge. The only railways that don't use Standard are not connected to any other line and are not used for freight/passengers. All cars and engines that operate on Standard gauge in North America use the same gauge, couplings, and air brakes so a single freight car can go from the southern most point of Mexico to the northern most point of Canada without having to undergo any sort of mechanical change. So no, "Spanish" rail gauge changing technology is not used anywhere in the USA
Why are you encasing the word Spanish between quotation marks? Are you putting into question that this system is Spanish technology? Pathetic. And FYI, as a matter of fact, Spanish rail gauge changing technology is indeed present in USA, as inherent to Talgo technology. There are Talgo compositions in service in USA and have been for a while now. Whether or not they're used in practice and whether or not there are gauge changing stations anywhere in that country is another matter. What Armand Basy said isn't wrong and you're using semantics to deny the fact.
THIS IS TAKING JUST 0 HOUR JUST THAN 1 HOUR BOGIE EXCHANGE IN BELARUS-POLAND AND CHINA-MONGOLIA BORDER SO HOWEVER THESE TRAINS CAN RUN IN ALL THE WORLD SUCH AS BROAD GAUGE,STANDARD GAUGE,METRE GAUGE,CAPE GAUGE AND OTHERS GAUGE CAN RUN AND THANK YOU FOR DEVELOPING TALGO
This is great technology for solving what should be a temporary problem. Once all the essential rolling stock in places like Spain and Russia have been converted to this system, the process of gauge conversion ought to begin in earnest, until all these countries are at standard gauge, then they can use standard rolling stock.
Well, different gauges have different preferences. You can drive much smaller curves on a narrow gauge (important on mountain lines), while a wider gauge allows for higher high speeds through more stability but less flexibility. It's less a matter of choice, more a matter of economics. Switzerland couldn't reach a lot of their places with the standard gauge, you can't just go there and tell them to just not do it. Same with the electricity. 25kv is better for huge countries (such as russia) as it allows longer distances between two sources, while 3kv is a way cheaper solution for small countries (such as slovenia). Since all countries differ in geography and budget, it's understandable that they have different standards, which fit their economics the most.
"Until"... And what makes you think we're just sitting here, waiting impatiently to change our gauge to yours? Your standard gauge, because we have our own standard gauges. The arrogance...
@@ShazenVideos Actually, Russia uses 3KV DC and not 25 KV AC as you believe, but otherwise your argumentation is a sound one. There is another main difference and thus the main reason why 25 KV AC is much better solution than 1,5 KV DC (France, Belgium, The Netherlands, etc.) or 3 KV DC (Italy, Slovenia, Czechia, Poland, Rusia, etc.), and that is the current (measured in Ampers A) and thus power on the traction motors (measured in Watts W). The formula is as follows: P (W) = U (V) x I (A). So In order for an electric locomotive, for instance the one used in Slovenia, Austria, Germany and so on, like Siemens Taurus ES64U to reach its maximum traction power of 6000 KW in Slovenia, it takes as much as 2000 A in Slovenia on 3 KV DC, but only 400 A in Germany or Austria on 15 KV AC, and even less just 240 A in Croatia on 25 KV AC. Smaller current means significantly thinner catenary and thus lower costs. Besides that, the maximal traction power of the trains like ICE or TGV is significantly lower on the DC lines than on the AC lines. For instance ICE 3 neo can reach speeds only up to 160 km/h on 1,5 KV networks, and up to 200 km/h on the 3 KV networks, but up to 320 km/h on the 15 KV and 25 KV AC networks.
@@pipersson39 Ireland (North and South) has a gauge of 5ft 3in (1600mm), which would require a gauge-shifting system if there were ever a tunnel to Scotland!
We have in the U.S. a narrow gauge railroad in Colorado. If there is a track connection to a standard gauge rail line, would the Talgo method be used as noted in this video? I don't know if there is such a connection point on the rail line. Please let me know. Thanks.
No the very few narrow gauge lines in the US are all tourist railroads with historic equipment (steam locomotives in most cases) so this would not be practical or useful in those applications. A few of those narrow gauge lines that did interchange with standard gauge lines had dual gauge track at interchanges and major facilities to mitigate transloading.
It could be, but there is not enough demand to use a variable gauge system on those lines. Truck/bogie exchange has been sufficient for rolling stock exchange on those lines so far (this also include the East Broad Top in Pennsylvania).
Many years ago narrow gauge lines such as in Colorado would have dual gauge stretches of track to connect with standard gauge lines. Adaptor cars would be set betw the narrow gauge steam units and standard gauge freight cars. Brazil is another country where adaptations are made betw metre and broad gauge tracks.
There are many narrow gauge lines in Colorado, but only operating as tourist/historic lines, none in commercial service for which interchange with standard gauge to tracks beyond would be of any use. Historically dual-gauge has been used, as mentioned by Centredoorplugs Thornton, but now such is only seen for historic preservation. The only place I can think of in Colorado where there is any dual-gauge track still used by both standard and narrow gauge is at the Colorado Railroad Museum - they only operate narrow-gauge equipment operationally, but sometimes they need to move standard-gauge stuff around the museum on the dual-gauge track, using narrow-gauge locomotives as they don't have any operable standard gauge that I know of. Aside from tourist lines, all the narrow-gauge lines have either been abandoned or converted to standard gauge. For example, there was a line that went up Clear Creek, was Dual Gauge to Golden then narrow gauge up into the mountains, the dual-gauge part was converted to standard-gauge only and now is primarily used to serve the Coors Brewery, the rest of the narrow gauge section abandoned and removed except for the section between Georgetown and Silver Plume, which now operates as the Georgetown Loop.
You don't just have the track gauge to consider. You also have the loading gauge. Most standard gauge trains would foul the bridges and lineside equipment of the narrow gauge.
The old gauge was 1524 mm, which was and is in use in the most parts of the ancient Russian Realm. Later, in those parts of the countries that changed nationality, the gauge was changed down to 1435 mm, like new Poland, or changed up from 1435 to 1524 mm, like Moldova and parts of Ukraine. In Finland it was not changed at all. Only since several years ago was a change from 1524 (= 5 feet) to 1520 mm by reason to enable higher speed.
something vie never understood ... why not just have two or three sets of wheels per axles at the appropriate spacing ? or wheels wide enough to fit both gauges
When railroads first started out, they were all independent of one another, there wasn't any sort of consensus among them as to which gauge to use. As railways became longer, more interconnected, and a more important part of a country's economy, most countries standardized the gauge, which was quite a hassle as they had to choose which company's gauge to go with - always a controversial process - and then everyone else had to convert all their track and all their rolling stock. Doing so between countries was even harder, so much that it still has not been done to this day. Obviously they'd be better off in the long run if they did so, but doing so is so expensive and difficult it's hard to justify. Couplings are similar, in Europe there are numerous incompatible coupler designs in use - the US standardized couplings a long time ago, one of the few things about American trains that's better than Europeans.
@@evanstonbalce9588 Yes. Besides the US, it is also used in Ireland, Brazil, India, Bangladesh and Pakistan. In Ireland its called the Irish gauge and is used side by side with standard gauge or 1435 mm while in India it is known as the Indian broad gauge and it is currently the commonly used track gauge in India, Bangladesh and Pakistan along with metre and standard gauges, which were introduced during the British colonial era.
I like this and as its been proven to work over 40 years so its great. I would prefer those countries all come together and agree on a standard gauge. I have some questions about this system, I'm only asking out of curiosity. Please, no smart A's, mention if its what you think or if its a known fact, thanks. 1/. Does the train change gauges with people in the cars? 2/. Are people in the carriages when they change the locomotives. 3/. How long does it take to change the train gauge and then the locomotive? 4/. Is this system in use for goods wagons, as the video said it speeded up fright movements, it would seem to be so. 5/. Are there any plans to make the whole of Europe and Asia one gauge? Its always risky asking questions on or in any forum, UA-cam seems to be the worst with Facebook coming in second, far too many people seem to think its their job to piss everyone off.
1) I _think_ so, but can't be definite. 2) Almost certainly. 3) Considerably less than 1 hour, which is how long it takes to change the bogies of an entire train. 4) Yes. 5) No. There are too many gauges already for people to seriously consider the expense of converting it all. And in some places, such as Ireland, there's really no point, as nothing can get there by rail anyway.
Nowadays, gauge change happens with the train not stopping at all. No need to change locomotives. Train just reduces speed and pass through gauge change facility. Then it disconnects from 3kV and connects to 25kV and continues journey. In Spain this facilities are wide spread for connecting the old iberian gauge 3kV network to the new high speed standard gauge 25kV network.
I would assume it would work on any track gauge assuming they convert their rolling stock to work with the system and the different languages infrastructure can accommodate both loading gauges.
It's only useful if the difference in gauges is big, ie Standard gauge to Iberian gauge, but from Standard to Russian gauge there is only 85mm difference. In which case I would think it would be possible to just have all wheels slightly more than 42.5mm wider and with a 'step' in the middle and the edge of this step would form the second flange. The 'step' would mean the train would ride about 1 inch higher up off the ground, when using the Standard gauge! There would be something like a 50metre tapering section of rails where you go from one country to the next and you would only need to reduce speed to something like 15mph to go through, instead of having to creep through, like on this Talgo system.
It is doable, but the problem is that the points of track switches have to be set in farther to avoid derailments on the broad gauge trackage, and there is considerable slop leading to increased wheel 'hunting' motion on the broad gauge trackage as well. This technique is used to allow some broad gauge steam locomotives, such as St. Louis San Francisco 1630, to run on standard gauge trackage without replacing all the axles.
The map at 0:40 is wrong. The Baltic countries, Беларусь, Украина and other former СССР countries use 1520 mm. Gauge changes in Брест and not in Смоленск, in Przemyśl and not on the Russian border.
There are many components to building a railroad layout. One plan I found which successfully combines these is the Jareks hobby club (check it out on google) it's the no.1 guide that I've heard of. look at the interesting information .
How about wider wheels with a broader face that would seat on rails from x to X+y cm wide - a flange could be included on the outer rim as well as the inner - but probably too much mass, too much angular acceleration, too much inertia and drag
OMG they got the map all wrong. All former countries of the USSR have 1520 and thus should be red. Yes, including the Baltic states, including Belarus and including Kazakhstan for f sake.
TALGO is the ROLLS ROYCE within the trains of high speed , with a tecnology superior and soon they Will be manufacturing hydrogen powered trains 🇪🇸🇪🇸🇪🇸🇪🇸🇪🇸
I'd be concerned about the possibility that the pins that hold the wheel in lateral position fail to reengage, leaving the wheel free to move. Perhaps there's some electronics there to warn of that situation, but there's no mention of it.
There is a clear possibility that the pins fail to reengage. A reasonable way of addressing that is to have sensors that detect that, but, as I said, there's no mention of it.
the system is safe dont worry. IF not going to rearange and lock, will block the weel and can not exit the rearrange facility. When the system will but back the load on weels if is some error will be notifed instantly.
@Sylvia Else In this video they show a simplified version of the technique and the process - so much simplified so that common people like you may understand the great principle. It is no question that the pins will reengage - they are forced to mechanically. This can clearly be seen in the animation . Someone who understands the great principle would have seen that - why didnt you get it? It would not make sense to show the securing of the pins - you wouldnt get it at all. They did know that and left it out...... ;)
Understand, this was an invention by a country that needed to connect with the rest of Europe...They needed to make this possible...and they did it in a grand way...Very smart of the Spaniards...
8aleph - Hmmm "Let's build a new railway, we can start next week, what gauge should we use ?" "We must first ask every railway company in Europe to check, take a letter Miss Gonzales" 10 years later - "Have we got all the replies in yet about the gauge ?" "No, remember there are lots of wars going on and the post isn't so good" - "OK, lets wait another 10 years and ask again" YEAH RIGHT
I would prefer 1,435mm gauge for wide trains and 1,067mm for narrower units. The system here described in this video can be used to change from either of the gauges.
1676 not so wide that it might have negative impact on turning radius. India has about 70,000 km railway network full of turns. Delhi metro has both 1676 mm and 1435 mm and you can hardly see any difference in terms of turns and coaches. The only difference you can feel is that 1676 mm coaches are a little more spacious. So I think it's urban legend that 1676 mm lines cannot have enough turns. Before you reach any conclusion, I'd request you to visit Yellow Line and Blue Line of Delhi Metro and see how it turns not only from left to right but also from surface to an elevated route and from an elevated route to underground. Seeing is believing.
Now sell it to the Bay Area Rapid Transit in California, built to the Indian Gauge, when every line around it is standard gauge .......totally idiotic.
They didnt need any of this. After ww2 they should have got together and widened the rail tracks as one standard gauge of 5 feet instead of 4 ft 8/5 inches instead of changing wheel tracks. At 5 ft wide all over the world, modem trains could stand strong side wind and is more stable at high speed. For years cross country train travel has been a nightmare, especially when one track gauge in another country was wider or narrower and passengers had to get off their trains run on standard gauge and board another train on a narrow or wider rail tracks. They had 70 years to change this since ww2 which had destroyed many railway lines during the 5 year deadly war.
This is just another retrofit example of why the railroad isn't compatible with itself. Loading guage, platform height, voltage, AC or DC, signalling is other things to consider. We should build MagLev instead of doing these kind of expensive retrofits - at least for passenger transport.
@@jlgf3148 Yes. HSR must be rebuilt approximately three times during its life cycle (change of rails and overhead power lines), and that with lower speeds. Not to mention the mechanical wear and tear on the vehicles. Lower speeds = less throughput = more vehicles = higher maintenance cost.
Why the horrible intrusive music? We had to quit viewing as it was so awful and made it difficult to understand the speech. Best of luck, but you might ponder changing your format.
see you guys in 10 years when this blows up again
UA-cam takes you on a trip sometimes
We should have hyperloop by then.
...
It did but uhh too early
Australia really *really* needs to adopt Talgo systems, especially for freight. One country, three gauges, harsh climates. It's literally the Spanish problem, but on a bigger scale.
Talgo has a great tecnology , perhaps the BEST train global in the world , the only problem Spain do nothing to strength our BEST enterprises .....It would be a cheap an good train for Australia , i' ve travelled few times until Marsella from Madrid 1300 km , and It goes at 300 km per hour the most of the travel , the April gets 360 km , very good for a country so Well leveled
Is not valid to freight, only passengers
@@ivannipaidea970 they can just chop off the ceiling of the (for example) Talgo VI and just get the floor, then fix a LAEERS to it
Thats an amazing system and I have worked on trains for over 30 years. I'm impressed by the technical and mechanical aspects. Thanks for sharing.
It's an ingenious solution to a problem that never should have existed in the first place.
Well, different gauges have different preferences. You can drive much smaller curves on a narrow gauge (important on mountain lines), while a wider gauge allows for higher high speeds through more stability but less flexibility. It's less a matter of choice, more a matter of economics. Switzerland couldn't reach a lot of their places with the standard gauge, you can't just go there and tell them to just not do it.
Same with the electricity. 25kv is better for huge countries (such as russia) as it allows longer distances between two sources, while 3kv is a way cheaper solution for small countries (such as slovenia). Since all countries differ in geography and budget, it's understandable that they have different standards, which fit their economics the most.
exacto.... es ahora que empezamos a poner soluciones a esa marginacion ferroviaria que nosotros mismos nos hemos creado.
According to something I read in school, Russia (the USSR at the time) did this as a matter of national security. The didn't want European trains to be capable of running on their tacks so they made them a little wider. They feared they'd face invasion one day. I wonder if this did anything to slow the German invasion in World War II. Both armies had numerous trucks but trains would have carriers a lot more troops and supplies.
Carlos Wilson Actually, that's a myth. The reason that Russia adopted the 5 foot gauge, was because the Russian government, when building their railway system in the 19th century., engaged the services of an American railway engineer, George Whistler (father of the painter James McNeill Whistler) who specialized in the construction of 5 foot gauge lines in the United States (a popular gauge in the US at the time). In fact, the US transcontinental railway was intended to be constructed on the 5 foot gauge, when Abraham Lincoln, just before the end of the Civil War, enacted legislation to have it changed to standard gauge.
@@heronimousbrapson863 you're wrong. What Carlos Wilson sais is true
I love how there are so many UA-cam engineers on here explaining what's wrong with a widely used technology that has been successfully used for over 40 years.
Awesome system. Uncomparable to >1hr-long process of changing all bogies of an entire train.
Dear all, this system has been used in Spain for more than 40 years, as he says. It is perfectly texted in daily commercial duties!
This is a 100% Spanish technology in place in the USA, Russia, Kazakstan, Turkmenistan, Uzbekistan and probably other countries worldwide.
All railways in North America use Standard gauge. The only railways that don't use Standard are not connected to any other line and are not used for freight/passengers. All cars and engines that operate on Standard gauge in North America use the same gauge, couplings, and air brakes so a single freight car can go from the southern most point of Mexico to the northern most point of Canada without having to undergo any sort of mechanical change. So no, "Spanish" rail gauge changing technology is not used anywhere in the USA
Why are you encasing the word Spanish between quotation marks? Are you putting into question that this system is Spanish technology? Pathetic. And FYI, as a matter of fact, Spanish rail gauge changing technology is indeed present in USA, as inherent to Talgo technology. There are Talgo compositions in service in USA and have been for a while now. Whether or not they're used in practice and whether or not there are gauge changing stations anywhere in that country is another matter. What Armand Basy said isn't wrong and you're using semantics to deny the fact.
No it isn't. Why would 2 countries with Russian gauge need it?
@@evaluateanalysis7974 Ever heard of Kaliningrad?
@@boskee Yes, it's a Russian exclave, why do you ask?
Absolutely brilliant engineering.
As they say necessity is the mother of invention. Case in point here!
I finally understood how it works !! Thanks a lot for the video. Great invention.
THIS IS TAKING JUST 0 HOUR JUST THAN 1 HOUR BOGIE EXCHANGE IN BELARUS-POLAND AND CHINA-MONGOLIA BORDER SO HOWEVER THESE TRAINS CAN RUN IN ALL THE WORLD SUCH AS BROAD GAUGE,STANDARD GAUGE,METRE GAUGE,CAPE GAUGE AND OTHERS GAUGE CAN RUN AND THANK YOU FOR DEVELOPING TALGO
Very efficient and useful technology... I approve it, it's great...
This is great technology for solving what should be a temporary problem. Once all the essential rolling stock in places like Spain and Russia have been converted to this system, the process of gauge conversion ought to begin in earnest, until all these countries are at standard gauge, then they can use standard rolling stock.
Well, different gauges have different preferences. You can drive much smaller curves on a narrow gauge (important on mountain lines), while a wider gauge allows for higher high speeds through more stability but less flexibility. It's less a matter of choice, more a matter of economics. Switzerland couldn't reach a lot of their places with the standard gauge, you can't just go there and tell them to just not do it.
Same with the electricity. 25kv is better for huge countries (such as russia) as it allows longer distances between two sources, while 3kv is a way cheaper solution for small countries (such as slovenia). Since all countries differ in geography and budget, it's understandable that they have different standards, which fit their economics the most.
"Until"... And what makes you think we're just sitting here, waiting impatiently to change our gauge to yours? Your standard gauge, because we have our own standard gauges. The arrogance...
@@ShazenVideos Actually, Russia uses 3KV DC and not 25 KV AC as you believe, but otherwise your argumentation is a sound one.
There is another main difference and thus the main reason why 25 KV AC is much better solution than 1,5 KV DC (France, Belgium, The Netherlands, etc.) or 3 KV DC (Italy, Slovenia, Czechia, Poland, Rusia, etc.), and that is the current (measured in Ampers A) and thus power on the traction motors (measured in Watts W).
The formula is as follows: P (W) = U (V) x I (A).
So In order for an electric locomotive, for instance the one used in Slovenia, Austria, Germany and so on, like Siemens Taurus ES64U to reach its maximum traction power of 6000 KW in Slovenia, it takes as much as 2000 A in Slovenia on 3 KV DC, but only 400 A in Germany or Austria on 15 KV AC, and even less just 240 A in Croatia on 25 KV AC. Smaller current means significantly thinner catenary and thus lower costs.
Besides that, the maximal traction power of the trains like ICE or TGV is significantly lower on the DC lines than on the AC lines. For instance ICE 3 neo can reach speeds only up to 160 km/h on 1,5 KV networks, and up to 200 km/h on the 3 KV networks, but up to 320 km/h on the 15 KV and 25 KV AC networks.
Muy interesante. Y buen trabajo. Gracias
Very interesting and informative video ;)
Nice to see if there would be Talgo Maharlika de Filipinas or TMF express for the revival of the old spanish railway system of the Philippines.
Awesome video
This is very good video I like it
At 25 sec a map is shown which implies that Ireland has standard gauge.
It doesn't.
@@pipersson39 Ireland (North and South) has a gauge of 5ft 3in (1600mm), which would require a gauge-shifting system if there were ever a tunnel to Scotland!
It also implies belarus has standard gauge, it doesn't
Very Excellent 👍
We have in the U.S. a narrow gauge railroad in Colorado. If there is a track connection to a standard gauge rail line, would the Talgo method be used as noted in this video? I don't know if there is such a connection point on the rail line. Please let me know. Thanks.
No the very few narrow gauge lines in the US are all tourist railroads with historic equipment (steam locomotives in most cases) so this would not be practical or useful in those applications. A few of those narrow gauge lines that did interchange with standard gauge lines had dual gauge track at interchanges and major facilities to mitigate transloading.
It could be, but there is not enough demand to use a variable gauge system on those lines. Truck/bogie exchange has been sufficient for rolling stock exchange on those lines so far (this also include the East Broad Top in Pennsylvania).
Many years ago narrow gauge lines such as in Colorado would have dual gauge stretches of track to connect with standard gauge lines. Adaptor cars would be set betw the narrow gauge steam units and standard gauge freight cars.
Brazil is another country where adaptations are made betw metre and broad gauge tracks.
There are many narrow gauge lines in Colorado, but only operating as tourist/historic lines, none in commercial service for which interchange with standard gauge to tracks beyond would be of any use. Historically dual-gauge has been used, as mentioned by Centredoorplugs Thornton, but now such is only seen for historic preservation. The only place I can think of in Colorado where there is any dual-gauge track still used by both standard and narrow gauge is at the Colorado Railroad Museum - they only operate narrow-gauge equipment operationally, but sometimes they need to move standard-gauge stuff around the museum on the dual-gauge track, using narrow-gauge locomotives as they don't have any operable standard gauge that I know of. Aside from tourist lines, all the narrow-gauge lines have either been abandoned or converted to standard gauge. For example, there was a line that went up Clear Creek, was Dual Gauge to Golden then narrow gauge up into the mountains, the dual-gauge part was converted to standard-gauge only and now is primarily used to serve the Coors Brewery, the rest of the narrow gauge section abandoned and removed except for the section between Georgetown and Silver Plume, which now operates as the Georgetown Loop.
You don't just have the track gauge to consider. You also have the loading gauge. Most standard gauge trains would foul the bridges and lineside equipment of the narrow gauge.
muy bueno!
Video is old,
but why Macedonia is show as part of Bulgaria?
Zestaw kołowy SUW-2000 do samoczynnej zmiany rozstawu kół
that map is wrong. The Russian gauge is used in the whole post soviet space and Finland has a different one
You're wrong, Finnish gauge is a 4mm wider one, not narrower.
The old gauge was 1524 mm, which was and is in use in the most parts of the ancient Russian Realm. Later, in those parts of the countries that changed nationality, the gauge was changed down to 1435 mm, like new Poland, or changed up from 1435 to 1524 mm, like Moldova and parts of Ukraine. In Finland it was not changed at all.
Only since several years ago was a change from 1524 (= 5 feet) to 1520 mm by reason to enable higher speed.
Trains (passenger and freight) travels across Finland and Russia without any problem. Gauge is almost same, 4 mm difference.
Lukeeiiee They also missed Irish gauge, which is used only in Ireland and parts of Brazil and Australia.
Muito bom
How long does it last to change the lengths of the axes for a train?
Not more than 5 minutes to change a whole train! The train runs through the changing gauge system without stopping at 10km/h, if I remember it well :)
This could make a Cape to Cairo railway possible!
This map is wrong. Ireland and NI use 5' 3" gauge.
The map is a one huge mistake as Ukraine and Belarus uses Russian gauge.
something vie never understood ... why not just have two or three sets of wheels per axles at the appropriate spacing ? or wheels wide enough to fit both gauges
You can only have one flange per wheel otherwise the extra one will interfere at crossings and points
Weight.
So having a standard guage wasnt an option in the early days?
When railroads first started out, they were all independent of one another, there wasn't any sort of consensus among them as to which gauge to use. As railways became longer, more interconnected, and a more important part of a country's economy, most countries standardized the gauge, which was quite a hassle as they had to choose which company's gauge to go with - always a controversial process - and then everyone else had to convert all their track and all their rolling stock. Doing so between countries was even harder, so much that it still has not been done to this day. Obviously they'd be better off in the long run if they did so, but doing so is so expensive and difficult it's hard to justify. Couplings are similar, in Europe there are numerous incompatible coupler designs in use - the US standardized couplings a long time ago, one of the few things about American trains that's better than Europeans.
waw good great ilove you engen
bring back the fabled broad gauge
The Bay Area Rapid Transit (BART) in San Francisco is the only one in the U.S that uses that type of gauge.
@@evanstonbalce9588 Yes. Besides the US, it is also used in Ireland, Brazil, India, Bangladesh and Pakistan. In Ireland its called the Irish gauge and is used side by side with standard gauge or 1435 mm while in India it is known as the Indian broad gauge and it is currently the commonly used track gauge in India, Bangladesh and Pakistan along with metre and standard gauges, which were introduced during the British colonial era.
why didn't they just change the gauge of all the track when changing to concrete sleepers? gotta lift the rails anyways at that point.
Because the rolling stock and locomotives use the other gauge; and they would have to be converted too!
I like this and as its been proven to work over 40 years so its great.
I would prefer those countries all come together and agree on a standard gauge.
I have some questions about this system, I'm only asking out of curiosity.
Please, no smart A's, mention if its what you think or if its a known fact, thanks.
1/. Does the train change gauges with people in the cars?
2/. Are people in the carriages when they change the locomotives.
3/. How long does it take to change the train gauge and then the locomotive?
4/. Is this system in use for goods wagons, as the video said it speeded up fright movements, it would seem to be so.
5/. Are there any plans to make the whole of Europe and Asia one gauge?
Its always risky asking questions on or in any forum, UA-cam seems to be the worst with Facebook coming in second, far too many people seem to think its their job to piss everyone off.
1) I _think_ so, but can't be definite.
2) Almost certainly.
3) Considerably less than 1 hour, which is how long it takes to change the bogies of an entire train.
4) Yes.
5) No. There are too many gauges already for people to seriously consider the expense of converting it all. And in some places, such as Ireland, there's really no point, as nothing can get there by rail anyway.
1. Yes
2. Yes
3. No more than 10 minutes for the whole train
4. Yes
5. No
Thanks
Nowadays, gauge change happens with the train not stopping at all. No need to change locomotives. Train just reduces speed and pass through gauge change facility. Then it disconnects from 3kV and connects to 25kV and continues journey. In Spain this facilities are wide spread for connecting the old iberian gauge 3kV network to the new high speed standard gauge 25kV network.
will it work on narrow gauge lines ? i e 3 feet ... 2 feet
I would assume it would work on any track gauge assuming they convert their rolling stock to work with the system and the different languages infrastructure can accommodate both loading gauges.
Not a chance !
India having broad gauge 1676mm (Talgo) hah it's a dream
1676 mm? Similar to the Irish gauge.
Might have watched it but for the music...found a quiet video on the same subject
It's only useful if the difference in gauges is big, ie Standard gauge to Iberian gauge, but from Standard to Russian gauge there is only 85mm difference. In which case I would think it would be possible to just have all wheels slightly more than 42.5mm wider and with a 'step' in the middle and the edge of this step would form the second flange. The 'step' would mean the train would ride about 1 inch higher up off the ground, when using the Standard gauge!
There would be something like a 50metre tapering section of rails where you go from one country to the next and you would only need to reduce speed to something like 15mph to go through, instead of having to creep through, like on this Talgo system.
How do you think would this run over the switches without damaging them?
Yes. This is a nice wet dream somebody had. The thinking went as long as the time is from crawling into bed till closing the eyes ...... ;)
You need to stop chaning units
Now take a ruler and visualize 85mm or 8.5cm or quite more than 3 inch.
It is doable, but the problem is that the points of track switches have to be set in farther to avoid derailments on the broad gauge trackage, and there is considerable slop leading to increased wheel 'hunting' motion on the broad gauge trackage as well. This technique is used to allow some broad gauge steam locomotives, such as St. Louis San Francisco 1630, to run on standard gauge trackage without replacing all the axles.
Ventaja competitiva. En europa no tienen este sistema es de talgo, y en europa tienen el problema que hay diferentes anchos de vía.
Ireland is actually not standard guage but 5' 3" as is south australia and victoria.
The map at 0:40 is wrong. The Baltic countries, Беларусь, Украина and other former СССР countries use 1520 mm. Gauge changes in Брест and not in Смоленск, in Przemyśl and not on the Russian border.
There are many components to building a railroad layout. One plan I found which successfully combines these is the Jareks hobby club (check it out on google) it's the no.1 guide that I've heard of. look at the interesting information .
How about wider wheels with a broader face that would seat on rails from x to X+y cm wide - a flange could be included on the outer rim as well as the inner - but probably too much mass, too much angular acceleration, too much inertia and drag
+SupernalOne Did you really think this one through properly?
Salvatore Shiggerino no, this is UA-cam :)
It won't work because points.
Turn that aweful musac off, for Gds ake.
Wow i drive
OMG they got the map all wrong. All former countries of the USSR have 1520 and thus should be red. Yes, including the Baltic states, including Belarus and including Kazakhstan for f sake.
druhyprogram They also coloured Ireland wrong.
The Kazak segment mentioned a rail service to China which uses standard gauge.
The video can be only 2 minutes long.
India could not able to use Talgo after successful trial runs seven years back for the semi high speed trains
TALGO is the ROLLS ROYCE within the trains of high speed , with a tecnology superior and soon they Will be manufacturing hydrogen powered trains 🇪🇸🇪🇸🇪🇸🇪🇸🇪🇸
The map is wrong. Belarus is in 1520
А потом не говорите, что эти тележки быстрее выходят из строя.
I'd be concerned about the possibility that the pins that hold the wheel in lateral position fail to reengage, leaving the wheel free to move. Perhaps there's some electronics there to warn of that situation, but there's no mention of it.
that is not posible. this system is logic and tested. If you learned mechanics this seems logic.
There is a clear possibility that the pins fail to reengage. A reasonable way of addressing that is to have sensors that detect that, but, as I said, there's no mention of it.
the system is safe dont worry. IF not going to rearange and lock, will block the weel and can not exit the rearrange facility. When the system will but back the load on weels if is some error will be notifed instantly.
@Sylvia Else
In this video they show a simplified version of the technique and the process - so much simplified so that common people like you may understand the great principle.
It is no question that the pins will reengage - they are forced to mechanically. This can clearly be seen in the animation . Someone who understands the great principle would have seen that - why didnt you get it?
It would not make sense to show the securing of the pins - you wouldnt get it at all. They did know that and left it out...... ;)
It's more likely it has such electronics to control that. Microcontollers is widely used without notice everywhere.
...and then China requires everyone to get off the train with all luggages for customs procedure so in the end this is not always worth.
Use this in the Trans Siberian Express
Wouldn't it have just been simpler just agree in the 19th to arrive at a standardized gauge just as they did with time?
Eh? Time still passes much slower in Spain.
surely not that slowly
Understand, this was an invention by a country that needed to connect with the rest of Europe...They needed to make this possible...and they did it in a grand way...Very smart of the Spaniards...
8aleph - Hmmm "Let's build a new railway, we can start next week, what gauge should we use ?" "We must first ask every railway company in Europe to check, take a letter Miss Gonzales" 10 years later - "Have we got all the replies in yet about the gauge ?" "No, remember there are lots of wars going on and the post isn't so good" - "OK, lets wait another 10 years and ask again"
YEAH RIGHT
The world should agree on 1676 mm broad-gauge for high speed and better capacity.
But there are also negatives like bigger turning radius, more weight of train set.
Isamard Kingdom Brunel built some 6 or 7 foot gauge lines, as did Jay Gould in the U.S. in the 19th century.
I would prefer 1,435mm gauge for wide trains and 1,067mm for narrower units. The system here described in this video can be used to change from either of the gauges.
1676 not so wide that it might have negative impact on turning radius. India has about 70,000 km railway network full of turns. Delhi metro has both 1676 mm and 1435 mm and you can hardly see any difference in terms of turns and coaches. The only difference you can feel is that 1676 mm coaches are a little more spacious. So I think it's urban legend that 1676 mm lines cannot have enough turns. Before you reach any conclusion, I'd request you to visit Yellow Line and Blue Line of Delhi Metro and see how it turns not only from left to right but also from surface to an elevated route and from an elevated route to underground. Seeing is believing.
Проще было бы все дороги Испании перешить на Евро колею.
I watched about 30 seconds then shut it off. The movement of the pics makes it impossible to watch without getting a screaming headache.
True that. I skipped ahead until that part was over.
Your constant zooming makes me dizzy. Thats a nono... Didnt you pay attantion at video classes?
I agree. Couldn't watch the video.
Belarus having 1520m, but not 1435
ok
Now sell it to the Bay Area Rapid Transit in California, built to the Indian Gauge, when every line around it is standard gauge .......totally idiotic.
They didnt need any of this. After ww2 they should have got together and widened the rail tracks as one standard gauge of 5 feet instead of 4 ft 8/5 inches instead of changing wheel tracks. At 5 ft wide all over the world, modem trains could stand strong side wind and is more stable at high speed. For years cross country train travel has been a nightmare, especially when one track gauge in another country was wider or narrower and passengers had to get off their trains run on standard gauge and board another train on a narrow or wider rail tracks. They had 70 years to change this since ww2 which had destroyed many railway lines during the 5 year deadly war.
How can u guys build such a good thing but fail miserably at the fyra project…
Interesting video, pity its only in 480p
omg
Too technical for a layman.
SUW2000 - Rail system from Poland is more simple in use, in built, and more effective.
and slow as a snail.
This is just another retrofit example of why the railroad isn't compatible with itself. Loading guage, platform height, voltage, AC or DC, signalling is other things to consider. We should build MagLev instead of doing these kind of expensive retrofits - at least for passenger transport.
Are you mad? Suggesting MagLev as a more cost effective option??????????????
@@jlgf3148 Yes. HSR must be rebuilt approximately three times during its life cycle (change of rails and overhead power lines), and that with lower speeds. Not to mention the mechanical wear and tear on the vehicles. Lower speeds = less throughput = more vehicles = higher maintenance cost.
Why the horrible intrusive music? We had to quit viewing as it was so awful and made it difficult to understand the speech. Best of luck, but you might ponder changing your format.
The sweeping pictures are horrible and hard to focus on. Doesn't look fancy. Its dum
excellent but talgo makes the ugliest trains
Oh no. A kid