In Switzerland we have a lot of standard gauge, but in the mountains it's often a metric gauge (related to the geographic obstacle, narrow turn). And a compagny is developping a train that is changing gauge, planning to introduce it next year on daily travel.
The new Talgo Avril, which will be in service for Renfe in Spain late this year, will be equipped with variable gauge technology and it was tested already at 360 Km/h on iberian gauge (so it's the variable gauge version for sure, since most HSR in Spain is standard gauge), although the speed in Spain is limited at 300km/h, it'll be certified to work at up to 330km/h in normal service.
Responding to the thing at 6:24: Track gauge here in the United states is standard gauge. Both Canada and Mexico also use standard gauge, making it easy for trains to move between the 3 countries.
One of our friends from Washington, who is a World Bank Transport Specialist, said that the two most important things Lincoln has done are: the fight against slavery and the adoption of a width of 4 ft 8 1/2 in (1435 mm) as the standard gauge for construction of the USA's railroads.
@@RailwaysExplained Here in the SF Bay Area we have BART as rapid transit. Unfortunately it was built to 5'6"(1676mm in civilized countries). I have wondered if a variable gauge system could handle that change, and we could have direct service from downtown San Francisco to Sacramento. Such service did exist 1939 to 1940 across the Bay Bridge. Lookup Sacramento Northern, and weep at the loss. I know the above ignores all sorts of other things, car size, propulsion, signals, etc.
Fun fact: Japan, which is known for its hyper-efficient network, developed several prototypes of gauge-changing trains, but none has been put in commercial service, due to several issues (primarily difference between Japanese gauge and Standard gauge). So, instead of investing in a more reliable technology, maybe with a help from Talgo, JR East preferred to rebuild parts of the Ou main line with standard gage, in order to allow Yamagata and Akita Shinkansen to run.
That would be difficult for three reasons. 1. Japanese gauge uses the narrow 1067mm cape gauge unlike the 1435-1600ish European gauge which is very wide. Japanese train are almost always electric multiple unit system which means propulsion systems are crammed between the wheels. It would be not difficult for wider gauge conversion to happen with propulsion inside but the to cram all those system under 1067mm system is exceptionally challenging, especially when high speed of up to 300km/h is the e requirement. 2. The problem above has been technically solved by the engineers however, another problem is the weight of the system. There wheels represent a sizable chunk of the full mass of the rolling stock and they become exceptionally heavier when such system are applied. This is very dangerous under existing Japanese rural rail lines which exist under earthquake prone unstable terrain. More likely a full scale conversion would be need to be able to operate such system which completely does not make sense as the purpose of such system is to cut cost of rail conversion. 3. Rail companies refuses to operate such trains due to inefficiency and complexity. Japanese Shinkansen is a rigorously standardized for maximum efficiency and train with such complexity turned out to be unwelcome by every JR group. It does not make sense to maintain such system for small amount of traffic required for rural lines. As a result the development of gauge change rolling stock was abandoned in the meantime. A very disappointing result but totally makes sense unfortunately.
Fun fact: Finnish railways used GSM-R for a while, but it interfered with commercial 4G signals. Now we use Terrestial Trunked Radio (TETRA), with a permit of exception from the EU.
In Finland we use 1524 mm, 600 mm, 1522 mm in metro,1000 mm and 1435 mm plus some 750 mm. We also had rails like 488 mm, 500 mm, 575 mm, 785 mm, 900 mm and 1067mm.
Responding to the 6:23 question: Mexico has a standard gauge system, which enables the easy trade of Mexican made products to the united states, and more with the introduction of double stack intermodals crossing to the United States, but in the other side, Guatemala has a 914 mm defunct railroad, in which does not run any train since 2007, but in 2019, Mexico rehabilitated a 1435 mm section to Guatemala, which would enable the connection with a proposed standard Gauge railway in Guatemala. Mexico used to have an extensive 914 mm rail network, for example the first interoceanic railroad from Mexico City to the Port of Veracruz or the National Central Railway of Mexico from Mexico City to the border in Nuevo Laredo, but in 1903, it was converted to stadard gauge, incluiding the Mexico-Veracruz route, but some narrow gauge railways still operatad until the 80s, in the Yucatan Peninsula and in the Center of the country, and the original Mexico-Veracruz line was replaced with brand new line in the 80s and also there is another line through Xalapa that connect with Veracruz, now all the country uses 1435 mm as their gauge. Greetings from Mexico!
Australia has 3 different widely used gauges: - standard gauge (1435mm) mostly used in interstate railways, and regional and suburban railways in New South Wales - Irish broad gauge (1600mm) mostly used in regional and suburban railways in Victoria and South Australia - and colonial narrow gauge (1067mm) mostly used in regional and suburban railways in Queensland and Western Australia. While interesting, the inconsistency of gauges is unfortunate and continues to limit the effectiveness of my country's railway networks.
@@freddyh2213 As first mentioned by the narrator, impact of gauge differences on rail within a persons home country and also impact on international rail services (if any)
3 года назад+8
Interestingly, Rusia has bought Talgo sets for their international services to Germany as they are using the same gauge-change system that is used in Spain.
Cool stuff. We don't have any international rail services in Australia (for obvious reasons) but we still have three rail gauges - narrow (1067mm), standard (1435mm) and broad (1500mm) gauge lines. This might seem strange but it happened before federation, when Australia's different colonies each settled on different gauges. So, for example, New South Wales uses standard gauge, Queensland uses narrow gauge and Victoria uses broad gauge. South Australia, where I live, used all three! This meant most interstate trips involved a change of train. Given these inefficiencies, the national rail freight network has been standardised (1435mm) - however the majority of lines in each state still use the gauges they were developed with.
A very informative video about implementing 5G for communication and active gauge conversation. I would like to mention that India has almost 68000 Km of railways using Broad Gauge (1676mm). However this massive railway system using the unique gauge remains isolated due to the geography of the Sub-continent. So the gauge changing concept is generally unheard of in this region.
Whenever gauges are mentioned, it might be useful to mention loading and structure gauges as well, and I don't know if those have previously been discussed. Maybe that's an idea for a future video? The UK in particular has quite the situation with in parts still Victorian loading and structure gauges.
This is such an *AWESOME & INFORMATIVE* video, thanks!😀👍 I didn't realize that gauge changing train technology existed. I'm so inspired by it. In the US trains mostly run on standard gauge. But where I live in the SF Bay Area, most rail public transit runs on standard gauge, but Bay Area Rapid Transit System otherwise known as BART runs on a 5'6" inch track gauge. This gauge changing technology at 8:17 could make it easier to integrate BART with the rest of the regional public transit system here in the SF Bay Area.🙂👍
The Philippines uses narrow gauge (1067mm) since its inception except for rapid transit that uses standard gauge. However in recent years, the government announced that all new train lines will be built in the standard gauge. The derelict intercity rail system (which used the 1067 mm gauge) will also be rebuilt in standard gauge to allow higher speeds and access to better technologies. The present commuter line will also be rebuilt in standard gauge and will also be expanded and electrified.
Here in Indonesia the national railway system is still limited in Java and Sumatra islands using 1067 mm narrow gauge. At first, the Dutch built the first railway in Java using 1435 mm standard gauge, but after that they built the new railway using 1067 mm because of the mountaneous terrain. The 1435 mm gauge and 1067 gauge is still exist (mainly in the dual gauge forms) until the Japan occupation when the World War 2 was at the peak. The Japanese replaced the 1435 mm gauge for the railway construction in Burma-Thailand. Today, the Indonesian government is building the new railway in Celebes island using 1435 mm gauge. In the future, the government has already planned the new railway construction outside Java and Sumatra will using the 1435 mm gauge. The construction of Jakarta-Bandung HSR and Jabodetabek (Metro Jakarta) LRT System also using 1435 mm gauge. Fun fact, in Aceh there is local railway system built by French Company using 1435 mm gauge because they don't familiar about the 1067 mm gauge. There are also the old local lorry systems built for the sugarcane transportation from the farmfield to the local factory. They used many gauges between 600 mm until 750 mm narrow gauge. Today, many of these lorry systems are being replaced or got stolen as the factory itself is closed because of the ineffective sugar productions.
In 6:20 you show an image of the OGI gauge changing system, which is targeted to use in freight services. But it does not appear in the table on the 9:05. You also show in the table "Talgo RD: Currently in service up to 220 km/h" but the reality is that the trainsets equipped with that gauge are able to reach speeds of 250 km/h. Talgo is also building the Talgo Avril trainset (which will be the Renfe series 106 and 107) which are able to reach speeds of 330 km/h with variable gauge.
I wonder how narrow the new Chinese gauge changing train can go. Talgo tried to develop some gauge-changing trains for the West Kyushu Shinkansen (Nagasaki Shinkansen), but apparently the difference between 1067 mm and 1435 mm was too great for it to work properly. I think they're planning on doing a relay service instead, now.
@@qjtvaddict What does turn radius have to do with this? I was talking about gauge changing, which is needed if you want to operate through-trains between Shinkansen and the older Japanese mainlines. Maglev wouldn't help at all, since that would require you to rebuild the entire track of both the shinkansen and the old mainline. All the infrastructure would need to be replaced. The whole point of gauge-changing trains is to avoid replacing the infrastructure.
The Gauge changing trains will probally the biggest innovation of them all. As this makes 1 of the biggest problems with train infrastructures obsulete.
The Shinkansen has had a few gauge-change train projects specifically for provisionary mini-shinkansen projects. Said projects are on hold due to withstanding differences in vehicle widths and incompatibilities in the electrical systems. In addition, some argue that smaller cities not served by Shinkansen are already served well by regional rail.
In North America, both the US and Canada use standard gauge. North America has a bad reputation as far as passenger railways go, but as far as freight goes, our railways are integrated to such an extent that they are some of the most efficient on the planet.
It's worth mentioning technically that the track changings are not operated at full traveling speeds. Newer technologies tend to raise the passing speed to higher levels.
I think, if the rail network is located in island or isolated country it doesn't matter which gauge it uses, if subway and high-speed rail wouldn't be introduced in standard gauge. In contrast, different gauges for a country which has better links and neighbors it makes a lot of difficulties. For instance, Japan doesn't care about 1067 mm gauge, however, for Spain with its wide gauge it is a problem.
In Southern Africa we have mostly 1067mm colonial (Cape) gauge. Our first railways were built to standard gauge in Cape Town but once the line reached the mountains that bar the way to the interior of the country it was decided that building tunnels and passes wide enough for standard gauge would be too expensive, so the track was replaced with 1067mm gauge. This has become the standard for most of Southern Africa. While some tests were done in the 80s to run trains at up to 160kph on 1067mm the service was eventually withdrawn since only small parts of the track were safe for these speeds. The small Gautrain network in the Gauteng province in South Africa is built to standard gauge and the new railways being built in Nigeria, Kenya and Tanzania are all built to standard gauge. The African Union has recommended that all new railway lines built in Africa be preferably built to standard gauge. Africa has a wide mix of Cape, meter and standard gauge lines - as well as some scattered narrow-gauge lines. Much of the network is unusable due to lack of maintenance - although recently there have been a number of new projects started to enhance and repair railway lines across the continent.
Excellent point and if they were to link with each other standard gauge 1.435m with 1.067m Cape Gauge then the Japanese gauge changer technology has to be used because of the break of Gauge similarities between conventional Cape Gauge to Standard Gauge Shinkansen network
@@EpicThe112 Gauge changing trains are only really appropriate in certain specific cases. Usually they convert between standard and wider gauge like the Russian or Spanish systems. When a rail network is narrower than standard gauge that usually means clearance under bridges and in cuttings is too low for standard gauge trains anyway. In that case the it would take major engineering works to convert the system - although using dual-gauge or just relaying the rails and raising bridges etc can be an option. Australia for example have chosen to dual-gauge some lines in recent years - to enable them to use standard gauge locos and to increase the carrying capacity of trains. Some of their old 1067mm locos have actually been sent to Africa to work on the 1067mm networks there. That said - the limits of 1067mm are more severe for freight and long-distance transport. The Yamanote line in Tokyo is a perfect example of a metro system that works well on 1067mm.
The Swiss gauge changing technology, which changes between 1000 and 1435mm, would be a great way to connect the two gauges, since 1000mm is close to 1067mm it probably isn't much engineering necessary to adjust it. there are a few drawbacks like Low top speed of 100km/h and the locomotives have to by swapped.
There are also another gauge-changing train in Switzerland between MOB and BLS for direct service between 1000mm and 1435mm, developed by Alstom, and there are already jokes in China that they are just simply not use the gauge-changing system because of the complications and that the Chinese railway company is very cheapskate for the moment.
we use 1,067 mm in NZ but as an island nation we have no neighbors to make rail interconnections with all goods are unloaded from trains and loaded onto ships for export to other countries.
I guess NZ is not planning for high speed trains. However, if North and South Islands are connected with high speed trains, I will take another trip there.
@@Mayangone haha that will be the day NZ is slow, backwards and small minded there won't be high speed rail here until the heat death of the universe. the government will be too afraid to spend the money, especially if we desperately need high speed rail to improve transportation and carbon emissions.
I come from Afghanistan. Until very recently Afghanistan had no railways, this is because Afghanistan has always been under attack by different countries who have wanted to colonise and enslave it. The rulers of the country believed a railway would make it easier for invaders to invade Afghanistan so until recently it had no railway lines. Afghanistan is bordered by the former soviet republic Tajikistan, Uzbekistan and Turkmenistan in the north who use the Russian gauge. Right now a line connects Uzbekistan to the Afghan city of Mazar-e-Sharif and another line connects Turkmenistan to Andkhoy in Afghanistan. Another line in the west of the country connects Iran to the Afghan city of Herat. The plan is to connect Herat ( Near Iran Border) with Mazar-e-Sharif, Iran uses the standard gauge, while the line coming in from Uzbekistan into Mazar uses the Russian gauge. There has to be a gauge change for a train to travel between Iran and Uzbekistan. Recently Uzbekistan Afghanistan and Pakistan agreed to build the Trans-Afghan Railway line, which will connect Uzbekistan to Pakistan through Afghanistan. I have no idea how all of this will work. The current line into Afghanistan from Uzbekistan uses the Russian gauge, does this mean it will use the same gauge until it gets to the Pakistan border? Will it use the standard gauge in Afghan soil?
You need some length of neutral track before change to another gauge? This neutral track will change the gauge gradually from the original gauge to next gauge?
Setau saya di china sendiri mereka pake GSM-R sama seperti beberapa operator HSR di eropa dan operator yg pertama menggunakan LTE-R for railway itu korea bersama samsung. Ada berita atau link yg valid gk?
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In Switzerland we have a lot of standard gauge, but in the mountains it's often a metric gauge (related to the geographic obstacle, narrow turn). And a compagny is developping a train that is changing gauge, planning to introduce it next year on daily travel.
The new Talgo Avril, which will be in service for Renfe in Spain late this year, will be equipped with variable gauge technology and it was tested already at 360 Km/h on iberian gauge (so it's the variable gauge version for sure, since most HSR in Spain is standard gauge), although the speed in Spain is limited at 300km/h, it'll be certified to work at up to 330km/h in normal service.
Responding to the thing at 6:24:
Track gauge here in the United states is standard gauge. Both Canada and Mexico also use standard gauge, making it easy for trains to move between the 3 countries.
One of our friends from Washington, who is a World Bank Transport Specialist, said that the two most important things Lincoln has done are: the fight against slavery and the adoption of a width of 4 ft 8 1/2 in (1435 mm) as the standard gauge for construction of the USA's railroads.
@@RailwaysExplained Here in the SF Bay Area we have BART as rapid transit. Unfortunately it was built to 5'6"(1676mm in civilized countries). I have wondered if a variable gauge system could handle that change, and we could have direct service from downtown San Francisco to Sacramento. Such service did exist 1939 to 1940 across the Bay Bridge. Lookup Sacramento Northern, and weep at the loss.
I know the above ignores all sorts of other things, car size, propulsion, signals, etc.
@@delurkor mm for civilized countries! I like that 😂
New TALGO AVRIL reach 330 km/h and can change gauges. Nos is in the latest tests and is expected to work in 2022
The trials are being conducted now and the Avril trainset has to reach a maximum speed of > 350 Km/h
@ I've read just 300 for the changing gauge version.
Fun fact: Japan, which is known for its hyper-efficient network, developed several prototypes of gauge-changing trains, but none has been put in commercial service, due to several issues (primarily difference between Japanese gauge and Standard gauge). So, instead of investing in a more reliable technology, maybe with a help from Talgo, JR East preferred to rebuild parts of the Ou main line with standard gage, in order to allow Yamagata and Akita Shinkansen to run.
That would be difficult for three reasons.
1. Japanese gauge uses the narrow 1067mm cape gauge unlike the 1435-1600ish European gauge which is very wide. Japanese train are almost always electric multiple unit system which means propulsion systems are crammed between the wheels. It would be not difficult for wider gauge conversion to happen with propulsion inside but the to cram all those system under 1067mm system is exceptionally challenging, especially when high speed of up to 300km/h is the e requirement.
2. The problem above has been technically solved by the engineers however, another problem is the weight of the system. There wheels represent a sizable chunk of the full mass of the rolling stock and they become exceptionally heavier when such system are applied. This is very dangerous under existing Japanese rural rail lines which exist under earthquake prone unstable terrain. More likely a full scale conversion would be need to be able to operate such system which completely does not make sense as the purpose of such system is to cut cost of rail conversion.
3. Rail companies refuses to operate such trains due to inefficiency and complexity. Japanese Shinkansen is a rigorously standardized for maximum efficiency and train with such complexity turned out to be unwelcome by every JR group. It does not make sense to maintain such system for small amount of traffic required for rural lines.
As a result the development of gauge change rolling stock was abandoned in the meantime. A very disappointing result but totally makes sense unfortunately.
Fun fact: Finnish railways used GSM-R for a while, but it interfered with commercial 4G signals. Now we use Terrestial Trunked Radio (TETRA), with a permit of exception from the EU.
Technologically TETRA and GSM-R are realtivly close, but wouldn't it be easyer to assign a different GSM band to GSMR?
In Finland we use 1524 mm, 600 mm, 1522 mm in metro,1000 mm and 1435 mm plus some 750 mm. We also had rails like 488 mm, 500 mm, 575 mm, 785 mm, 900 mm and 1067mm.
Responding to the 6:23 question:
Mexico has a standard gauge system, which enables the easy trade of Mexican made products to the united states, and more with the introduction of double stack intermodals crossing to the United States, but in the other side, Guatemala has a 914 mm defunct railroad, in which does not run any train since 2007, but in 2019, Mexico rehabilitated a 1435 mm section to Guatemala, which would enable the connection with a proposed standard Gauge railway in Guatemala.
Mexico used to have an extensive 914 mm rail network, for example the first interoceanic railroad from Mexico City to the Port of Veracruz or the National Central Railway of Mexico from Mexico City to the border in Nuevo Laredo, but in 1903, it was converted to stadard gauge, incluiding the Mexico-Veracruz route, but some narrow gauge railways still operatad until the 80s, in the Yucatan Peninsula and in the Center of the country, and the original Mexico-Veracruz line was replaced with brand new line in the 80s and also there is another line through Xalapa that connect with Veracruz, now all the country uses 1435 mm as their gauge. Greetings from Mexico!
Thank you for this detailed info. Greetings for Mexico!
Australia has 3 different widely used gauges:
- standard gauge (1435mm) mostly used in interstate railways, and regional and suburban railways in New South Wales
- Irish broad gauge (1600mm) mostly used in regional and suburban railways in Victoria and South Australia
- and colonial narrow gauge (1067mm) mostly used in regional and suburban railways in Queensland and Western Australia.
While interesting, the inconsistency of gauges is unfortunate and continues to limit the effectiveness of my country's railway networks.
and yet our dysfunctional railways doesn’t have a connection to out neighbours
@@tld8102 what do you mean by this?
@@freddyh2213 Australia has no international rail services at this point in time.
@@smurftums yes but what is the significance of that fact?
@@freddyh2213 As first mentioned by the narrator, impact of gauge differences on rail within a persons home country and also impact on international rail services (if any)
Interestingly, Rusia has bought Talgo sets for their international services to Germany as they are using the same gauge-change system that is used in Spain.
"Between Sweden and finland"
**Shows the Norway - Finland border**
Cool stuff. We don't have any international rail services in Australia (for obvious reasons) but we still have three rail gauges - narrow (1067mm), standard (1435mm) and broad (1500mm) gauge lines. This might seem strange but it happened before federation, when Australia's different colonies each settled on different gauges. So, for example, New South Wales uses standard gauge, Queensland uses narrow gauge and Victoria uses broad gauge. South Australia, where I live, used all three! This meant most interstate trips involved a change of train. Given these inefficiencies, the national rail freight network has been standardised (1435mm) - however the majority of lines in each state still use the gauges they were developed with.
Hey mate just recently found your channel, Good stuff mate. You're so underrated
He is still quite new
@@oerrukhsfgkh1612 Yeah kinda fair
A very informative video about implementing 5G for communication and active gauge conversation. I would like to mention that India has almost 68000 Km of railways using Broad Gauge (1676mm). However this massive railway system using the unique gauge remains isolated due to the geography of the Sub-continent. So the gauge changing concept is generally unheard of in this region.
Lucky me, upload a minute ago! I saw something about gauge changing trains, and this video explained it nicely.
In the right place at the right time 😁
Whenever gauges are mentioned, it might be useful to mention loading and structure gauges as well, and I don't know if those have previously been discussed. Maybe that's an idea for a future video? The UK in particular has quite the situation with in parts still Victorian loading and structure gauges.
Thanks for the tips!
This is such an *AWESOME & INFORMATIVE* video, thanks!😀👍
I didn't realize that gauge changing train technology existed. I'm so inspired by it. In the US trains mostly run on standard gauge. But where I live in the SF Bay Area, most rail public transit runs on standard gauge, but Bay Area Rapid Transit System otherwise known as BART runs on a 5'6" inch track gauge. This gauge changing technology at 8:17 could make it easier to integrate BART with the rest of the regional public transit system here in the SF Bay Area.🙂👍
The Philippines uses narrow gauge (1067mm) since its inception except for rapid transit that uses standard gauge. However in recent years, the government announced that all new train lines will be built in the standard gauge. The derelict intercity rail system (which used the 1067 mm gauge) will also be rebuilt in standard gauge to allow higher speeds and access to better technologies. The present commuter line will also be rebuilt in standard gauge and will also be expanded and electrified.
Yeah, gauge in Indonesia is 1067 mm also which is inconvenient
Here in Indonesia the national railway system is still limited in Java and Sumatra islands using 1067 mm narrow gauge.
At first, the Dutch built the first railway in Java using 1435 mm standard gauge, but after that they built the new railway using 1067 mm because of the mountaneous terrain. The 1435 mm gauge and 1067 gauge is still exist (mainly in the dual gauge forms) until the Japan occupation when the World War 2 was at the peak. The Japanese replaced the 1435 mm gauge for the railway construction in Burma-Thailand.
Today, the Indonesian government is building the new railway in Celebes island using 1435 mm gauge. In the future, the government has already planned the new railway construction outside Java and Sumatra will using the 1435 mm gauge. The construction of Jakarta-Bandung HSR and Jabodetabek (Metro Jakarta) LRT System also using 1435 mm gauge. Fun fact, in Aceh there is local railway system built by French Company using 1435 mm gauge because they don't familiar about the 1067 mm gauge.
There are also the old local lorry systems built for the sugarcane transportation from the farmfield to the local factory. They used many gauges between 600 mm until 750 mm narrow gauge. Today, many of these lorry systems are being replaced or got stolen as the factory itself is closed because of the ineffective sugar productions.
Mantap lengkap sekali bro 👍
In 6:20 you show an image of the OGI gauge changing system, which is targeted to use in freight services. But it does not appear in the table on the 9:05. You also show in the table "Talgo RD: Currently in service up to 220 km/h" but the reality is that the trainsets equipped with that gauge are able to reach speeds of 250 km/h.
Talgo is also building the Talgo Avril trainset (which will be the Renfe series 106 and 107) which are able to reach speeds of 330 km/h with variable gauge.
I wonder how narrow the new Chinese gauge changing train can go. Talgo tried to develop some gauge-changing trains for the West Kyushu Shinkansen (Nagasaki Shinkansen), but apparently the difference between 1067 mm and 1435 mm was too great for it to work properly. I think they're planning on doing a relay service instead, now.
Why not maglev for that they have better turning radius
@@qjtvaddict What does turn radius have to do with this? I was talking about gauge changing, which is needed if you want to operate through-trains between Shinkansen and the older Japanese mainlines.
Maglev wouldn't help at all, since that would require you to rebuild the entire track of both the shinkansen and the old mainline. All the infrastructure would need to be replaced.
The whole point of gauge-changing trains is to avoid replacing the infrastructure.
in Switzerland we have a gauge changing train from 1000mm to 1435mm. Which could be used there too. it isn't High speed (only 100km/h as by now).
Now we have 3G and soon 2G on the trains. And the rolling stock is called G1. It's really the letter of the year.
The Gauge changing trains will probally the biggest innovation of them all. As this makes 1 of the biggest problems with train infrastructures obsulete.
The Shinkansen has had a few gauge-change train projects specifically for provisionary mini-shinkansen projects. Said projects are on hold due to withstanding differences in vehicle widths and incompatibilities in the electrical systems. In addition, some argue that smaller cities not served by Shinkansen are already served well by regional rail.
In North America, both the US and Canada use standard gauge. North America has a bad reputation as far as passenger railways go, but as far as freight goes, our railways are integrated to such an extent that they are some of the most efficient on the planet.
Wow when did you hit 10k subs? Congrats!
It's worth mentioning technically that the track changings are not operated at full traveling speeds. Newer technologies tend to raise the passing speed to higher levels.
I think, if the rail network is located in island or isolated country it doesn't matter which gauge it uses, if subway and high-speed rail wouldn't be introduced in standard gauge. In contrast, different gauges for a country which has better links and neighbors it makes a lot of difficulties. For instance, Japan doesn't care about 1067 mm gauge, however, for Spain with its wide gauge it is a problem.
In Southern Africa we have mostly 1067mm colonial (Cape) gauge. Our first railways were built to standard gauge in Cape Town but once the line reached the mountains that bar the way to the interior of the country it was decided that building tunnels and passes wide enough for standard gauge would be too expensive, so the track was replaced with 1067mm gauge. This has become the standard for most of Southern Africa. While some tests were done in the 80s to run trains at up to 160kph on 1067mm the service was eventually withdrawn since only small parts of the track were safe for these speeds. The small Gautrain network in the Gauteng province in South Africa is built to standard gauge and the new railways being built in Nigeria, Kenya and Tanzania are all built to standard gauge. The African Union has recommended that all new railway lines built in Africa be preferably built to standard gauge. Africa has a wide mix of Cape, meter and standard gauge lines - as well as some scattered narrow-gauge lines. Much of the network is unusable due to lack of maintenance - although recently there have been a number of new projects started to enhance and repair railway lines across the continent.
Excellent point and if they were to link with each other standard gauge 1.435m with 1.067m Cape Gauge then the Japanese gauge changer technology has to be used because of the break of Gauge similarities between conventional Cape Gauge to Standard Gauge Shinkansen network
@@EpicThe112 Gauge changing trains are only really appropriate in certain specific cases. Usually they convert between standard and wider gauge like the Russian or Spanish systems. When a rail network is narrower than standard gauge that usually means clearance under bridges and in cuttings is too low for standard gauge trains anyway. In that case the it would take major engineering works to convert the system - although using dual-gauge or just relaying the rails and raising bridges etc can be an option. Australia for example have chosen to dual-gauge some lines in recent years - to enable them to use standard gauge locos and to increase the carrying capacity of trains. Some of their old 1067mm locos have actually been sent to Africa to work on the 1067mm networks there. That said - the limits of 1067mm are more severe for freight and long-distance transport. The Yamanote line in Tokyo is a perfect example of a metro system that works well on 1067mm.
The Swiss gauge changing technology, which changes between 1000 and 1435mm, would be a great way to connect the two gauges, since 1000mm is close to 1067mm it probably isn't much engineering necessary to adjust it. there are a few drawbacks like Low top speed of 100km/h and the locomotives have to by swapped.
Excellent article! Thank you.
*Subscribed*
7:39 There's also one at the border of Kazakhstan
Dostyk-Alashankou to be precise. Are you from Kazakhstan?
Indonesia must have this variable gauge train!
1:23 - ETCS stands for "European train control system" not Automatic.
there is now another gauge changing system in Switzerland witch can change between Metergauge and Standard gauge
There are also another gauge-changing train in Switzerland between MOB and BLS for direct service between 1000mm and 1435mm, developed by Alstom, and there are already jokes in China that they are just simply not use the gauge-changing system because of the complications and that the Chinese railway company is very cheapskate for the moment.
This is so interesting, thanks.
we use 1,067 mm in NZ but as an island nation we have no neighbors to make rail interconnections with all goods are unloaded from trains and loaded onto ships for export to other countries.
I guess NZ is not planning for high speed trains. However, if North and South Islands are connected with high speed trains, I will take another trip there.
@@Mayangone haha that will be the day NZ is slow, backwards and small minded there won't be high speed rail here until the heat death of the universe. the government will be too afraid to spend the money, especially if we desperately need high speed rail to improve transportation and carbon emissions.
I come from Afghanistan. Until very recently Afghanistan had no railways, this is because Afghanistan has always been under attack by different countries who have wanted to colonise and enslave it. The rulers of the country believed a railway would make it easier for invaders to invade Afghanistan so until recently it had no railway lines. Afghanistan is bordered by the former soviet republic Tajikistan, Uzbekistan and Turkmenistan in the north who use the Russian gauge. Right now a line connects Uzbekistan to the Afghan city of Mazar-e-Sharif and another line connects Turkmenistan to Andkhoy in Afghanistan. Another line in the west of the country connects Iran to the Afghan city of Herat. The plan is to connect Herat ( Near Iran Border) with Mazar-e-Sharif, Iran uses the standard gauge, while the line coming in from Uzbekistan into Mazar uses the Russian gauge. There has to be a gauge change for a train to travel between Iran and Uzbekistan. Recently Uzbekistan Afghanistan and Pakistan agreed to build the Trans-Afghan Railway line, which will connect Uzbekistan to Pakistan through Afghanistan. I have no idea how all of this will work. The current line into Afghanistan from Uzbekistan uses the Russian gauge, does this mean it will use the same gauge until it gets to the Pakistan border? Will it use the standard gauge in Afghan soil?
Pakistan couldn't make Pakistan Railways work, they are demolishing tracks.
How would they build Afghan Pakistan line!!
You need some length of neutral track before change to another gauge? This neutral track will change the gauge gradually from the original gauge to next gauge?
This train bogies change looks cool
0:38 high-speed trains used in Turkey.
T. C. D. D. (The Republic of Turkey State Railways)
at 9:00 thats the border between Finland and Norway not Finland and Sweden on your map :DD
Yeah, that's a mistake 😳
Muy buenos los vídeos.
Bien esplicados tecnicamente
We use dual gauge track here in Bangladesh. 1000mm and 1676mm together.
My country use the unconventional 1000mm gauge. But it doesn't matter because 7 or my neighbors also used it.
Thanks for the info. What is your country?
ah yeah btw there is news telling me that in Indonesia high speed train uses 5g technology
Setau saya di china sendiri mereka pake GSM-R sama seperti beberapa operator HSR di eropa dan operator yg pertama menggunakan LTE-R for railway itu korea bersama samsung. Ada berita atau link yg valid gk?
the problem with changing gauges is the different loading gauges
even in same gauge loading gauge issue exist.For example british railway uses a narrow loading gauge than German SG.
Whoop whoop another great video.
I have a bad feeling the antenna on the korean high-speed trains will get damaged by something just like the movies
Quality time!!!!
India uses broad gauge. That's a big problem as there is very few technologies to facilitate the broad gauge
Brasil has 2, 1600mm and 1000mm
Indonesian railfans🇮🇩❤
Great video. May I just point out though that the word is pronounced BOHGIES and not BOOGIES.
BelarAs?.are you really crazy? The name is BelarUs. But still great and interesting program!
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No one can match China high speed railways technologies.China is the best in the world.
Ah nice sarcasm.
Japan is the best.
China stole Japan, Germany, Spain, French tech and build their HSR.