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.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.
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.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.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.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.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.
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