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<P>"The same advances in technology that make 3-phase asynchronous traction motors possible also means that simple frequency convertors are affordable for each substation eliminating the requirement for a separate distribution network. So 16.7Hz is more expensive, but not greatly so."</P> <P>Well, this technology was not at hand for the Frankfurt--Siegburg (Cologne) high-speed line, opened thee or four years ago, for which (I quote from memory) around 450km dedicated high-voltage power lines had to be established to feed the substations. Which cost around 350 Mio Euro extra. <BR>Cost differential for operating cost is around 10-15%, due to higher maintenance and losses.</P> <P>Once the old "direct current"-engineered locos are all dead and replaced by three-phased models, it is more logical to gear these to accept 50Hz, which is relatively easy, than to use modern technologies to feed outdated current. </P> <P>It was certainly still more of a stupidity to retain 16 2/3 for this Frankfurt-Cologne electrification, as the "TGV like" profile choosen for it, with grades of 4%, preludes its commercial utilisation by any other Deutsche Bahn equipment than the ICE3. Which Deutsche Bahn is eager to buy in a dual voltage version also, be it only to reach Brussels and Paris under 50Hz. <BR>If the only trains allowed on the line are to be equiped progressively to accept 50Hz as well, it makes no sense to feed the line with any other juice than 50hz! But german trainology has always been marked by ideologies.... </P> <P>Resitsa</P>
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