• Login to Railpage
  • Information
    • Lineside Locations
    • Liveries
    • Locomotives
    • Organisations
    • Railcams
    • Sightings
  • Correspondence
    • Forums
    • News Index
    • News Archive
    • Polls
  • Content
    • Photos
    • Photo competitions
    • Old gallery
    • Jobs
    • Downloads
    • Timetables
    • Links
    • Events Calendar
    • Rail Passes
    • Railpage Websites
  • Website
    • Ideas
    • Advanced Search
    • Statistics
    • Forums Statistics
    • Bookmarklets
    • Feedback
    • Copyright
    • Membership List
    • Platform Status
    • Donate
    • Twitter
  • Help
    • Glossary
    • Terms of Use
    • Privacy Statement
    • Rules for Posting
    • Website Help & FAQ

Railpage

 

 
  • Home
  • Forums
  • Locomotives and Rolling Stock
  • Gauge Changing in Europe on the move!
    • About Railpage
    • Railpage Australia™
    • Help For Beginners
    • Locations
    • News
    • Australian Railway News
    • New South Wales
    • Sydney Suburban
    • Victoria
    • Melbourne suburban
    • Queensland
    • South Australia
    • Tasmania
    • Western Australia
    • NT
    • ACT
    • Operators
    • Locomotives and Rolling Stock
    • Signalling and Infrastructure
    • Sightings
    • General
    • Australian Rail Employment
    • Trams and Light Rail
    • Simulator Forums
    • MSTS General Discussions
    • MSTS Routes
    • MSTS 3D
    • Trainz General Discussions
    • MetroMSTS Projects
    • MS Train Simulator X
    • Open Rails
    • BVE Trainsim
    • Train Simulator
    • Model Railways
    • Model Railways - General Discussions
    • Special Interest Groups
    • Australian Miniature Railways
    • Gheringhap Loop
    • Railway Archaeology
    • Railway Photography
    • Radio and Scanning Discussions
    • RTSA
    • Other Transport
    • The Bogies
    • Railway Preservation and Tourism
    • Preservation and Tourist Railways
    • International Railway News
    • International Discussion
    • General Forums
    • The Lounge
    • Test Forum
    • Armchair Operators
    • The Political Soapbox
    • Archived Threads
    WimbledonW posted 11 Apr 2022 18:50
    Posted in Locomotives and Rolling Stock » Gauge Changing in Europe on the move!

    Lets see it it gets adopted first by more than one set railways before going on these wild delusions. Of note those axles seem wildly different and more complex than most freight axles and bogies are.
    speedemon08
    It is useful to compare the variable axles of the Talgo RD system with the Bogie Exchange (BX) systems such as at Dry Creek and Poland/Ukraine border.

    Talgo is a continuous conversion process, at at least working speed.
    BX is stop/start.

    Talgo has no need to uncouple the wagons/coaches in a train.
    BX either has to uncouple the wagons, else it has to lift all the wagons off the ground. If the wagons are of different lengths, then the lifting jacks would need to be respaced.

    BX needs to have BG and SG sidings to stow the bogies coming off and those going on.
    Talgo doesn't have extra or surplus bogies, since there are exactly the right number of axles on either side of the Gauge Change Track.

    The space need by Talgo GCT is tiny, 20m by 6m
    BX needs something of a marshalling yard.

    Talgo leaves the brake and electrical connection untouched, the cables and hoses being flexible.
    BX may need to disconnect and reconnect such hoses and cables.

    Talgo automatically lifts and restores the weight off the wheels, by a small amount say 50mm.
    BX needs to lift the wagon off say 500mm to clear the bolster.

    Talgo works over 7 stages seamlessly and automatically, including verification in steps (0) and (6) (see table).

    Talgo can handle more than two gauges. So can BX, except that the yards become more complex.

    Because of limitations of structure gauges in some countries, maximum axleloads for Freigh forTalgo may have to be limited. This is tied in with small diameter wheels.

    Passenger trains with Talgo tilting benefit from greater speeds and comfort around curves.

    The cost of Talgo versus BX is unknown.

    Compared to Dry Creek, Talgo is a vast improvement over BX.

    Edit history

    Edited 11 Apr 2022 19:25, 4 months ago, edited by WimbledonW

    Lets see it it gets adopted first by more than one set railways before going on these wild delusions. Of note those axles seem wildly different and more complex than most freight axles and bogies are.
    speedemon08
    It is useful to compare the variable axles of the Talgo RD system with the Bogie Exchange (BX) systems such as at Dry Creek and Poland/Ukraine border.

    Talgo is a continuous conversion process, at at least working speed.
    BX is stop/start.

    Talgo has no need to uncouple the wagons/coaches in a train.
    BX either has to uncouple the wagons, else it has to lift all the wagons off the ground. If the wagons are of different lengths, then the lifting jacks would need to be respaced.

    RX needs to have BG and SG sidings to stow the bogies coming off and those going on.
    Talgo doesn't have extra or surplus bogies, since there are exactly the right number of axles on either side of the Gauge Change Track.

    The space need by Talgo GCT is tiny, 20m by 6m
    BX needs something of a mashalling yard.

    Talgo leaves the brake and electrical connection untouched, the cables and hoses being flexible.
    BX may need to disconnect and reconnect such hoses and cables.

    Talgo automatically lifts and restores the weight off the wheels, by a small amount say 50mm.
    BX needs to lift the wagon off say 500mm to clear the bolster.

    Talgo works over 7 stages seamlessly and automatically, including verification in steps (0) and (6) (see table).

    Talgo can handle more than two gauges. So can BX, except that the yards become more complex.

    Because of limitations of structure gauges in some countries, maximum axleloads for Freigh forTalgo may have to be limited. This is tied in with small diameter wheels.

    The cost of Talgo versus BX is unknown.

    Compared to Dry Creek, Talgo is a vast improvement over BX.

    Edited 11 Apr 2022 19:19, 4 months ago, edited by WimbledonW

    Lets see it it gets adopted first by more than one set railways before going on these wild delusions. Of note those axles seem wildly different and more complex than most freight axles and bogies are.
    speedemon08
    It is useful to compare the variable axles of the Talgo RD system with the Bogie Exchange (BX) systems such as at Dry Creek and Poland/Ukraine border.

    Talgo is a continuous conversion process, at at least working speed.
    BX is stop/start.

    Talgo has no need to uncouple the wagons/coaches in a train.
    BX either has to uncouple the wagons, else it has to lift all the wagons off the ground. If the wagons are of different lengths, then the lifting jacks would need to be respaced.

    RX needs to have BG and SG sidings to stow the bogies coming off and those going on.
    Talgo doesn't have extra or surplus bogies, since there are exactly the right number of axles on either side of the Gauge Change Track.

    The space need by Talgo GCT is tiny, 20m by 6m
    BX needs something of a mashalling yard.

    Talgo leaves the brake and electrical connection untouched, the cables and hoses being flexible.
    BX may need to disconnect and reconnect such hoses and cables.

    Talgo automatically lifts and restores the weight off the wheels, by a small amount say 50mm.
    BX needs to lift the wagon off say 500mm to clear the bolster.

    Talgo works over 7 stages seamlessly and automatically, including verification in steps (0) and (6) (see table).

    Talgo can handle more than two gauges.

    Because of limitations of structure gauges in some countries, maximum axleloads for Freigh forTalgo may have to be limited. This is tied in with small diameter wheels.

    Compared to Dry Creek, is a vast improvment over BX.

    Edited 11 Apr 2022 19:10, 4 months ago, edited by WimbledonW

    Lets see it it gets adopted first by more than one set railways before going on these wild delusions. Of note those axles seem wildly different and more complex than most freight axles and bogies are.
    speedemon08
    It is useful to compare the variable axles of the Talgo RD system with the Bogie Exchange (BX) systems such as at Dry Creek and Poland/Ukraine border.

    Talgo is a continuous conversion process, at at least working speed.
    BX is stop/start.

    Talgo has no need to uncouple the wagons/coaches in a train.
    BX either has to uncouple the wagons, else it has to lift all the wagons off the ground. If the wagons are of different lengths, then the lifting jacks would need to be respaced.

    RX needs to have BG and SG sidings to stow the bogies coming off and those going on.
    Talgo doesn't have extra or surplus bogies, since there are exactly the right number of axles on either side of the Gauge Change Track.

    The space need by Talgo GCT is tiny, 20m by 6m
    BX needs something of a mashalling yard.

    Talgo leaves the brake and electrical connection untouched, the cables and hoses being flexible.
    BX may need to disconnect and reconnect such hoses and cables.

    Talgo automatically lifts and restores the weight off the wheels, by a small amount say 50mm.
    BX needs to lift the wagon off say 500mm to clear the bolster.

    Talgo works over 7 stages seamlessly and automatically, including verification in steps (0) and (6) (see table).

    Talgo can handle more than two gauges.

    Compared to Dry Creek, is a vast improvment over BX.

    Edited 11 Apr 2022 18:58, 4 months ago, edited by WimbledonW

    Lets see it it gets adopted first by more than one set railways before going on these wild delusions. Of note those axles seem wildly different and more complex than most freight axles and bogies are.
    speedemon08
    It is useful to compare the variable axles of the Talgo RD system with the Bogie Exchange (BX) systems such as at Dry Creek and Poland/Ukraine border.

    Talgo is a continuous conversion process, at at least working speed.
    BX is stop/start.

    Talgo has no need to uncouple the wagons/coaches in a train.
    BX either has to uncouple the wagons, else it has to lift all the wagons off the ground. If the wagons are of different lengths, then the lifting jacks would need to be respaced.

    RX needs to have BG and SG sidings to stow the bogies coming off and those going on.
    Talgo doesn't have extra or surplus bogies, since there are exactly the right number of axles on either side of the Gauge Change Track.

    The space need by Talgo GCT is tiny, 20m by 6m
    BX needs something of a mashalling yard.

    Talgo leaves the brake and electrical connection untouched, the cables and hoses being flexible.
    BX may need to disconnect and reconnect such hoses and cables.

    About this website

    Railpage version 3.10.0.0037

    All logos and trademarks in this site are property of their respective owner. The comments are property of their posters, all the rest is © 2003-2022 Interactive Omnimedia Pty Ltd.

    You can syndicate our news using one of the RSS feeds.

    View mobile site

    Stats for nerds

    Gen time: 0.4656s | RAM: 6.31kb