3 ms·
That seems like an over complication when you have automatic gauge adjustment system [1] (already in use) that can change the cage while the train travels throu
by sschueller 4y ago
That seems like an over complication when you have automatic gauge adjustment system [1] (already in use) that can change the cage while the train travels through it at 15 km/h. At the same time you can easily build locomotives to run on electricity of any voltage and also diesel at the same time. Also changing locomotives at boarders is quite common in Europe so even if you can't get the locomotive to work you can switch them easily.
We have a light rail here in Zürich Switzerland that is a Tram while in the city and a Train when it is outside. It switches from 600V to 1200V and back halfway through the journey and it does this all day long without any issues. [2]
[1] https://de.wikipedia.org/wiki/Spurweite_(Bahn) https://de.wikipedia.org/wiki/Spurweite_(Bahn)
[2] https://en.wikipedia.org/wiki/Forch_railway https://en.wikipedia.org/wiki/Forch_railway
- avianlyric 4y agoThose systems have some pretty tight weight limits on them, which makes them unsuitable for freight usage. I believe this approach, and why doesn’t work, is covered in the article.
- sschueller 4y agoAccording to [1] (German) DB and PKP have Gage changing system for loaded cargo trains which work similar to regular ones but require a much longer and slower process in order to deal with the extra weight. [1] https://de.wikipedia.org/wiki/Umspurung_(Eisenbahnfahrzeug) https://de.wikipedia.org/wiki/Umspurung_(Eisenbahnfahrzeug)
- ajuc 4y agoPoland has its own system like that https://en.wikipedia.org/wiki/SUW_2000 https://en.wikipedia.org/wiki/SUW_2000 But different standards aren't the main problem. The main problem is lack of trains to move that much grain.