A lot of trains are international and can run through to other countries if they have the signalling equipment installed for the appropriate countries. Locomotive hauled trains can also run through if they are multi-voltage, otherwise locomotives are changed at borders. Sent from my Nexus 7 using Tapatalk 4
I found that when I was traveling on passenger trains in Switzerland I believe, there were a number of different railroads operating at the time, and depending on your destination, you may have had to change railroads a number of times depending on your destination.
Not surprising to see freight trains using distributed power in such mountainous territory. Though I am surprised to see only one engine pulling, but two pushing. Whereas in the States the usual configuration has as many as four pulling, but only one or two pushing. Is this based on reliability of electric power over diesel-electric, or are there other factors?
Depends what power is available and already coupled. If a Taurus is up front it is quite a powerful beast so only needs the one. But you can get two (or three) up front and one or two pushing. Also depends of course on train weight. Some empty freights have only one locomotive. The pushers usually run back in two's, three, or more ready for next service on uphill trains. Most heavy trains seem to have three locos, but can be 2+1, or 1+2. Still gets the job done! Sent from my Nexus 7 using Tapatalk 4
There is a lot of standardisation in the whole UIC area. So almost any locomotive can be coupled to passenger cars. The main difference in countries is the overhead voltage. Slovenia and Italy and some of France have 3000V DC, Germany, Austria and Switzerland use 15kV AC, others use 25kV AC, etc. Which is why any modern loco intended for cross-border service is equipped with the required voltage and pantograph capabilities. Some have four pantographs and four voltages. Our Taurus's are in two types, some equipped to operate in Austria, etc. on 15kv AC as well as our 3000v DC. The main stumbling block to interoperability is the different signalling systems in each country. This is gradually being addressed by introducing one system across all European networks - eventually! Very slow progress being made. Sent from my Nexus 7 using Tapatalk 4
Most of the main Swiss network is standard gauge, but there are many lines which are meter gauge as this is well suited to the mountainous terrain. Some are fitted for rack operation on the steepest sections. Sent from my Nexus 7 using Tapatalk 4
Thanks for the reply. I did enjoy traveling by train, and always wondered why all of the transfers were necessary. I guess since then, a lot more standardization has taken place. From what I understand, rail traffic could be a nightmare back in the 60's in some areas.
