Finland announces migration of its rail network to international gauge

Here's a much better article from the Finnish public broadcaster giving more context: https://yle.fi/a/74-20161606

My comments:

The important thing to note that at this point it's just a political posturing and an announcement of intent. They haven't shown any concrete technical plan how this would actually be executed.

> "Of course, we are very pragmatic and realistic, we cannot do this in five years. Planning will continue until the end of the decade, and maybe in 2032 we can start construction."

Once they have the cost estimates and effects on existing rail traffic studied, I bet construction will never start.

On the other hand....

"Unification to standard gauge on May 31 – June 1, 1886 [United States]

In 1886, the southern railroads agreed to coordinate changing gauge on all their tracks. After considerable debate and planning, most of the southern rail network was converted from 5 ft (1,524 mm) gauge to 4 ft 9 in (1,448 mm) gauge, then the standard of the Pennsylvania Railroad, over two days beginning on Monday, May 31, 1886. Over a period of 36 hours, tens of thousands of workers pulled the spikes from the west rail of all the broad gauge lines in the South, moved them 3 in (76 mm) east and spiked them back in place.[6] The new gauge was close enough that standard gauge equipment could run on it without problem. By June 1886, all major railroads in North America, an estimated 11,500 miles (18,500 km), were using approximately the same gauge. To facilitate the change, the inside spikes had been hammered into place at the new gauge in advance of the change. Rolling stock was altered to fit the new gauge at shops and rendezvous points throughout the South. The final conversion to true standard gauge took place gradually as part of routine track maintenance.[6] Now, the only broad-gauge rail tracks in the United States are on some city transit systems."

https://en.wikipedia.org/wiki/Track_gauge_in_the_United_Stat...

Amazing.

I wonder if one can do anything like this with the current concrete sleepers and thermite welded tracks.

The welds could be cut and rewelded, obviously.

The sleepers are molded with preset widths, however, and would need replacement.

Probably the biggest challenge is that there is way more rail traffic today and it's more tightly coupled in logistics chains and people's day to day lives. Disruptions are more expensive and harder to tolerate. And that's on top of the technical challenges, tolerances leave less room for error today.

(US centric assumption)

It might be easier to change today than it was in 1886. Back then, trains were really the only means of travel between cities. Today, there are less passenger trains than back then, though more freight (even with trucks and planes). But freight diversions/delays could be scheduled well in advance and have alternative means. Not to mention, since then we've developed variable gauge train tech. A subset of trains could run during the cutover.

It's likely more costly today, but less disruptive.

> "Today, there are less passenger trains than back then"

I don't think this is true in Europe. Certainly in the UK, passenger rail volume since the 2010s has set records higher than in any previous years, exceeding numbers that were last seen before WW2. Today there are fewer miles of track than there were in that era, but modern signalling technology allows more trains to operate safely on the same tracks, and modern trains run much faster on average.

As for freight, the US actually moves a significantly greater portion of its freight by rail than Europe does. Rail has around 40% modal share for freight in the US vs only 17% in Europe. One reason for this is that in Europe many lines are congested with passenger traffic, leaving few slots for freight trains to operate - except late at night.