Question: What is Neptune's angular diameter range?

Because of the distance of Neptune from Earth, its angular diameter only ranges from 2.2 to 2.4 arcseconds, the smallest of the Solar System planets. Its small apparent size makes it challenging to study it visually. Most telescopic data was fairly limited until the advent of Hubble Space Telescope (HST) and large ground-based telescopes with adaptive optics (AO). The first scientifically useful observation of Neptune from ground-based telescopes using adaptive optics, was commenced in 1997 from Hawaii. Neptune is currently entering its spring and summer season and has been shown to be heating up, with increased atmospheric activity and brightness as a consequence. Combined with technological advancements, ground-based telescopes with adaptive optics are recording increasingly more detailed images of this Outer Planet. Both the HST and AO telescopes on Earth has made many new discoveries within the Solar System since the mid-1990s, with a large increase in the number of known satellites and moons around the Outer Planets for example. In 2004 and 2005, five new small satellites of Neptune with diameters between 38 and 61 kilometres were discovered.

Answer: 2.2 to 2.4 arcseconds

<hl> Because of the distance of Neptune from Earth, its angular diameter only ranges from 2.2 to 2.4 arcseconds , the smallest of the Solar System planets. <hl> Its small apparent size makes it challenging to study it visually. Most telescopic data was fairly limited until the advent of Hubble Space Telescope (HST) and large ground-based telescopes with adaptive optics (AO). The first scientifically useful observation of Neptune from ground-based telescopes using adaptive optics, was commenced in 1997 from Hawaii. Neptune is currently entering its spring and summer season and has been shown to be heating up, with increased atmospheric activity and brightness as a consequence. Combined with technological advancements, ground-based telescopes with adaptive optics are recording increasingly more detailed images of this Outer Planet. Both the HST and AO telescopes on Earth has made many new discoveries within the Solar System since the mid-1990s, with a large increase in the number of known satellites and moons around the Outer Planets for example. In 2004 and 2005, five new small satellites of Neptune with diameters between 38 and 61 kilometres were discovered.

Because of the distance of Neptune from Earth, its angular diameter only ranges from <hl> 2.2 to 2.4 arcseconds <hl>, the smallest of the Solar System planets. Its small apparent size makes it challenging to study it visually. Most telescopic data was fairly limited until the advent of Hubble Space Telescope (HST) and large ground-based telescopes with adaptive optics (AO). The first scientifically useful observation of Neptune from ground-based telescopes using adaptive optics, was commenced in 1997 from Hawaii. Neptune is currently entering its spring and summer season and has been shown to be heating up, with increased atmospheric activity and brightness as a consequence. Combined with technological advancements, ground-based telescopes with adaptive optics are recording increasingly more detailed images of this Outer Planet. Both the HST and AO telescopes on Earth has made many new discoveries within the Solar System since the mid-1990s, with a large increase in the number of known satellites and moons around the Outer Planets for example. In 2004 and 2005, five new small satellites of Neptune with diameters between 38 and 61 kilometres were discovered.

Because of the distance of Neptune from Earth, its angular diameter only ranges from <hl> 2.2 to 2.4 arcseconds <hl> , the smallest of the Solar System planets.


Question: The advent of what telescope made it easier to study Neptune?

Answer: Hubble Space Telescope

Because of the distance of Neptune from Earth, its angular diameter only ranges from 2.2 to 2.4 arcseconds, the smallest of the Solar System planets. Its small apparent size makes it challenging to study it visually. <hl> Most telescopic data was fairly limited until the advent of Hubble Space Telescope (HST) and large ground-based telescopes with adaptive optics (AO). <hl> The first scientifically useful observation of Neptune from ground-based telescopes using adaptive optics, was commenced in 1997 from Hawaii. Neptune is currently entering its spring and summer season and has been shown to be heating up, with increased atmospheric activity and brightness as a consequence. Combined with technological advancements, ground-based telescopes with adaptive optics are recording increasingly more detailed images of this Outer Planet. Both the HST and AO telescopes on Earth has made many new discoveries within the Solar System since the mid-1990s, with a large increase in the number of known satellites and moons around the Outer Planets for example. In 2004 and 2005, five new small satellites of Neptune with diameters between 38 and 61 kilometres were discovered.

Because of the distance of Neptune from Earth, its angular diameter only ranges from 2.2 to 2.4 arcseconds, the smallest of the Solar System planets. Its small apparent size makes it challenging to study it visually. Most telescopic data was fairly limited until the advent of <hl> Hubble Space Telescope <hl> (HST) and large ground-based telescopes with adaptive optics (AO). The first scientifically useful observation of Neptune from ground-based telescopes using adaptive optics, was commenced in 1997 from Hawaii. Neptune is currently entering its spring and summer season and has been shown to be heating up, with increased atmospheric activity and brightness as a consequence. Combined with technological advancements, ground-based telescopes with adaptive optics are recording increasingly more detailed images of this Outer Planet. Both the HST and AO telescopes on Earth has made many new discoveries within the Solar System since the mid-1990s, with a large increase in the number of known satellites and moons around the Outer Planets for example. In 2004 and 2005, five new small satellites of Neptune with diameters between 38 and 61 kilometres were discovered.


Question: When was the first useful observation of Neptune from the ground?

Answer: 1997

Because of the distance of Neptune from Earth, its angular diameter only ranges from 2.2 to 2.4 arcseconds, the smallest of the Solar System planets. Its small apparent size makes it challenging to study it visually. Most telescopic data was fairly limited until the advent of Hubble Space Telescope (HST) and large ground-based telescopes with adaptive optics (AO). <hl> The first scientifically useful observation of Neptune from ground-based telescopes using adaptive optics, was commenced in 1997 from Hawaii. <hl> Neptune is currently entering its spring and summer season and has been shown to be heating up, with increased atmospheric activity and brightness as a consequence. Combined with technological advancements, ground-based telescopes with adaptive optics are recording increasingly more detailed images of this Outer Planet. Both the HST and AO telescopes on Earth has made many new discoveries within the Solar System since the mid-1990s, with a large increase in the number of known satellites and moons around the Outer Planets for example. In 2004 and 2005, five new small satellites of Neptune with diameters between 38 and 61 kilometres were discovered.

Because of the distance of Neptune from Earth, its angular diameter only ranges from 2.2 to 2.4 arcseconds, the smallest of the Solar System planets. Its small apparent size makes it challenging to study it visually. Most telescopic data was fairly limited until the advent of Hubble Space Telescope (HST) and large ground-based telescopes with adaptive optics (AO). The first scientifically useful observation of Neptune from ground-based telescopes using adaptive optics, was commenced in <hl> 1997 <hl> from Hawaii. Neptune is currently entering its spring and summer season and has been shown to be heating up, with increased atmospheric activity and brightness as a consequence. Combined with technological advancements, ground-based telescopes with adaptive optics are recording increasingly more detailed images of this Outer Planet. Both the HST and AO telescopes on Earth has made many new discoveries within the Solar System since the mid-1990s, with a large increase in the number of known satellites and moons around the Outer Planets for example. In 2004 and 2005, five new small satellites of Neptune with diameters between 38 and 61 kilometres were discovered.


Question: What seasons are Neptune currently entering?

Answer: spring and summer

Because of the distance of Neptune from Earth, its angular diameter only ranges from 2.2 to 2.4 arcseconds, the smallest of the Solar System planets. Its small apparent size makes it challenging to study it visually. Most telescopic data was fairly limited until the advent of Hubble Space Telescope (HST) and large ground-based telescopes with adaptive optics (AO). The first scientifically useful observation of Neptune from ground-based telescopes using adaptive optics, was commenced in 1997 from Hawaii. <hl> Neptune is currently entering its spring and summer season and has been shown to be heating up, with increased atmospheric activity and brightness as a consequence. <hl> Combined with technological advancements, ground-based telescopes with adaptive optics are recording increasingly more detailed images of this Outer Planet. Both the HST and AO telescopes on Earth has made many new discoveries within the Solar System since the mid-1990s, with a large increase in the number of known satellites and moons around the Outer Planets for example. In 2004 and 2005, five new small satellites of Neptune with diameters between 38 and 61 kilometres were discovered.

Because of the distance of Neptune from Earth, its angular diameter only ranges from 2.2 to 2.4 arcseconds, the smallest of the Solar System planets. Its small apparent size makes it challenging to study it visually. Most telescopic data was fairly limited until the advent of Hubble Space Telescope (HST) and large ground-based telescopes with adaptive optics (AO). The first scientifically useful observation of Neptune from ground-based telescopes using adaptive optics, was commenced in 1997 from Hawaii. Neptune is currently entering its <hl> spring and summer <hl> season and has been shown to be heating up, with increased atmospheric activity and brightness as a consequence. Combined with technological advancements, ground-based telescopes with adaptive optics are recording increasingly more detailed images of this Outer Planet. Both the HST and AO telescopes on Earth has made many new discoveries within the Solar System since the mid-1990s, with a large increase in the number of known satellites and moons around the Outer Planets for example. In 2004 and 2005, five new small satellites of Neptune with diameters between 38 and 61 kilometres were discovered.


Question: What was discovered around Neptune in 2004 and 2005?

Answer: five new small satellites

Because of the distance of Neptune from Earth, its angular diameter only ranges from 2.2 to 2.4 arcseconds, the smallest of the Solar System planets. Its small apparent size makes it challenging to study it visually. Most telescopic data was fairly limited until the advent of Hubble Space Telescope (HST) and large ground-based telescopes with adaptive optics (AO). The first scientifically useful observation of Neptune from ground-based telescopes using adaptive optics, was commenced in 1997 from Hawaii. Neptune is currently entering its spring and summer season and has been shown to be heating up, with increased atmospheric activity and brightness as a consequence. Combined with technological advancements, ground-based telescopes with adaptive optics are recording increasingly more detailed images of this Outer Planet. Both the HST and AO telescopes on Earth has made many new discoveries within the Solar System since the mid-1990s, with a large increase in the number of known satellites and moons around the Outer Planets for example. <hl> In 2004 and 2005, five new small satellites of Neptune with diameters between 38 and 61 kilometres were discovered. <hl>

Because of the distance of Neptune from Earth, its angular diameter only ranges from 2.2 to 2.4 arcseconds, the smallest of the Solar System planets. Its small apparent size makes it challenging to study it visually. Most telescopic data was fairly limited until the advent of Hubble Space Telescope (HST) and large ground-based telescopes with adaptive optics (AO). The first scientifically useful observation of Neptune from ground-based telescopes using adaptive optics, was commenced in 1997 from Hawaii. Neptune is currently entering its spring and summer season and has been shown to be heating up, with increased atmospheric activity and brightness as a consequence. Combined with technological advancements, ground-based telescopes with adaptive optics are recording increasingly more detailed images of this Outer Planet. Both the HST and AO telescopes on Earth has made many new discoveries within the Solar System since the mid-1990s, with a large increase in the number of known satellites and moons around the Outer Planets for example. In 2004 and 2005, <hl> five new small satellites <hl> of Neptune with diameters between 38 and 61 kilometres were discovered.


Question: What is the only spacecraft to visit Neptune?

Voyager 2 is the only spacecraft that has visited Neptune. The spacecraft's closest approach to the planet occurred on 25 August 1989. Because this was the last major planet the spacecraft could visit, it was decided to make a close flyby of the moon Triton, regardless of the consequences to the trajectory, similarly to what was done for Voyager 1's encounter with Saturn and its moon Titan. The images relayed back to Earth from Voyager 2 became the basis of a 1989 PBS all-night program, Neptune All Night.

Answer: Voyager 2

<hl> Voyager 2 is the only spacecraft that has visited Neptune. <hl> The spacecraft's closest approach to the planet occurred on 25 August 1989. Because this was the last major planet the spacecraft could visit, it was decided to make a close flyby of the moon Triton, regardless of the consequences to the trajectory, similarly to what was done for Voyager 1's encounter with Saturn and its moon Titan. The images relayed back to Earth from Voyager 2 became the basis of a 1989 PBS all-night program, Neptune All Night.

<hl> Voyager 2 <hl> is the only spacecraft that has visited Neptune. The spacecraft's closest approach to the planet occurred on 25 August 1989. Because this was the last major planet the spacecraft could visit, it was decided to make a close flyby of the moon Triton, regardless of the consequences to the trajectory, similarly to what was done for Voyager 1's encounter with Saturn and its moon Titan. The images relayed back to Earth from Voyager 2 became the basis of a 1989 PBS all-night program, Neptune All Night.


Question: When did a spacecraft get closest to Neptune?

Answer: 25 August 1989

Voyager 2 is the only spacecraft that has visited Neptune. <hl> The spacecraft's closest approach to the planet occurred on 25 August 1989 . <hl> Because this was the last major planet the spacecraft could visit, it was decided to make a close flyby of the moon Triton, regardless of the consequences to the trajectory, similarly to what was done for Voyager 1's encounter with Saturn and its moon Titan. The images relayed back to Earth from Voyager 2 became the basis of a 1989 PBS all-night program, Neptune All Night.

Voyager 2 is the only spacecraft that has visited Neptune. The spacecraft's closest approach to the planet occurred on <hl> 25 August 1989 <hl>. Because this was the last major planet the spacecraft could visit, it was decided to make a close flyby of the moon Triton, regardless of the consequences to the trajectory, similarly to what was done for Voyager 1's encounter with Saturn and its moon Titan. The images relayed back to Earth from Voyager 2 became the basis of a 1989 PBS all-night program, Neptune All Night.

The spacecraft's closest approach to the planet occurred on <hl> 25 August 1989 <hl> .


Question: What near Neptune did a spacecraft visit dangerously close?

Answer: Triton

Voyager 2 is the only spacecraft that has visited Neptune. The spacecraft's closest approach to the planet occurred on 25 August 1989. <hl> Because this was the last major planet the spacecraft could visit, it was decided to make a close flyby of the moon Triton , regardless of the consequences to the trajectory, similarly to what was done for Voyager 1's encounter with Saturn and its moon Titan. <hl> The images relayed back to Earth from Voyager 2 became the basis of a 1989 PBS all-night program, Neptune All Night.

Voyager 2 is the only spacecraft that has visited Neptune. The spacecraft's closest approach to the planet occurred on 25 August 1989. Because this was the last major planet the spacecraft could visit, it was decided to make a close flyby of the moon <hl> Triton <hl>, regardless of the consequences to the trajectory, similarly to what was done for Voyager 1's encounter with Saturn and its moon Titan. The images relayed back to Earth from Voyager 2 became the basis of a 1989 PBS all-night program, Neptune All Night.

Because this was the last major planet the spacecraft could visit, it was decided to make a close flyby of the moon <hl> Triton <hl> , regardless of the consequences to the trajectory, similarly to what was done for Voyager 1's encounter with Saturn and its moon Titan.


Question: What program aired on PBS about Neptune?

Answer: Neptune All Night

Voyager 2 is the only spacecraft that has visited Neptune. The spacecraft's closest approach to the planet occurred on 25 August 1989. Because this was the last major planet the spacecraft could visit, it was decided to make a close flyby of the moon Triton, regardless of the consequences to the trajectory, similarly to what was done for Voyager 1's encounter with Saturn and its moon Titan. <hl> The images relayed back to Earth from Voyager 2 became the basis of a 1989 PBS all-night program, Neptune All Night . <hl>

Voyager 2 is the only spacecraft that has visited Neptune. The spacecraft's closest approach to the planet occurred on 25 August 1989. Because this was the last major planet the spacecraft could visit, it was decided to make a close flyby of the moon Triton, regardless of the consequences to the trajectory, similarly to what was done for Voyager 1's encounter with Saturn and its moon Titan. The images relayed back to Earth from Voyager 2 became the basis of a 1989 PBS all-night program, <hl> Neptune All Night <hl>.

The images relayed back to Earth from Voyager 2 became the basis of a 1989 PBS all-night program, <hl> Neptune All Night <hl> .


Question: When is the next hypothetical mission to Neptune?

After the Voyager 2 flyby mission, the next step in scientific exploration of the Neptunian system, is considered to be a Flagship orbital mission. Such a hypothetical mission is envisioned to be possible at in the late 2020s or early 2030s. However, there have been a couple of discussions to launch Neptune missions sooner. In 2003, there was a proposal in NASA's "Vision Missions Studies" for a "Neptune Orbiter with Probes" mission that does Cassini-level science. Another, more recent proposal was for Argo, a flyby spacecraft to be launched in 2019, that would visit Jupiter, Saturn, Neptune, and a Kuiper belt object. The focus would be on Neptune and its largest moon Triton to be investigated around 2029. The proposed New Horizons 2 mission (which was later scrapped) might also have done a close flyby of the Neptunian system.

Answer: late 2020s

After the Voyager 2 flyby mission, the next step in scientific exploration of the Neptunian system, is considered to be a Flagship orbital mission. <hl> Such a hypothetical mission is envisioned to be possible at in the late 2020s or early 2030s. <hl> However, there have been a couple of discussions to launch Neptune missions sooner. In 2003, there was a proposal in NASA's "Vision Missions Studies" for a "Neptune Orbiter with Probes" mission that does Cassini-level science. Another, more recent proposal was for Argo, a flyby spacecraft to be launched in 2019, that would visit Jupiter, Saturn, Neptune, and a Kuiper belt object. The focus would be on Neptune and its largest moon Triton to be investigated around 2029. The proposed New Horizons 2 mission (which was later scrapped) might also have done a close flyby of the Neptunian system.

After the Voyager 2 flyby mission, the next step in scientific exploration of the Neptunian system, is considered to be a Flagship orbital mission. Such a hypothetical mission is envisioned to be possible at in the <hl> late 2020s <hl> or early 2030s. However, there have been a couple of discussions to launch Neptune missions sooner. In 2003, there was a proposal in NASA's "Vision Missions Studies" for a "Neptune Orbiter with Probes" mission that does Cassini-level science. Another, more recent proposal was for Argo, a flyby spacecraft to be launched in 2019, that would visit Jupiter, Saturn, Neptune, and a Kuiper belt object. The focus would be on Neptune and its largest moon Triton to be investigated around 2029. The proposed New Horizons 2 mission (which was later scrapped) might also have done a close flyby of the Neptunian system.


Question: What about Neptune did NASA propose in 2003 in their "Vision Missions Studies"?

Answer: Neptune Orbiter with Probes

After the Voyager 2 flyby mission, the next step in scientific exploration of the Neptunian system, is considered to be a Flagship orbital mission. Such a hypothetical mission is envisioned to be possible at in the late 2020s or early 2030s. However, there have been a couple of discussions to launch Neptune missions sooner. <hl> In 2003, there was a proposal in NASA's "Vision Missions Studies" for a " Neptune Orbiter with Probes " mission that does Cassini-level science. <hl> Another, more recent proposal was for Argo, a flyby spacecraft to be launched in 2019, that would visit Jupiter, Saturn, Neptune, and a Kuiper belt object. The focus would be on Neptune and its largest moon Triton to be investigated around 2029. The proposed New Horizons 2 mission (which was later scrapped) might also have done a close flyby of the Neptunian system.

After the Voyager 2 flyby mission, the next step in scientific exploration of the Neptunian system, is considered to be a Flagship orbital mission. Such a hypothetical mission is envisioned to be possible at in the late 2020s or early 2030s. However, there have been a couple of discussions to launch Neptune missions sooner. In 2003, there was a proposal in NASA's "Vision Missions Studies" for a "<hl> Neptune Orbiter with Probes <hl>" mission that does Cassini-level science. Another, more recent proposal was for Argo, a flyby spacecraft to be launched in 2019, that would visit Jupiter, Saturn, Neptune, and a Kuiper belt object. The focus would be on Neptune and its largest moon Triton to be investigated around 2029. The proposed New Horizons 2 mission (which was later scrapped) might also have done a close flyby of the Neptunian system.

In 2003, there was a proposal in NASA's "Vision Missions Studies" for a " <hl> Neptune Orbiter with Probes <hl> " mission that does Cassini-level science.


Question: When will Argo be launched?

Answer: 2019

After the Voyager 2 flyby mission, the next step in scientific exploration of the Neptunian system, is considered to be a Flagship orbital mission. Such a hypothetical mission is envisioned to be possible at in the late 2020s or early 2030s. However, there have been a couple of discussions to launch Neptune missions sooner. In 2003, there was a proposal in NASA's "Vision Missions Studies" for a "Neptune Orbiter with Probes" mission that does Cassini-level science. <hl> Another, more recent proposal was for Argo, a flyby spacecraft to be launched in 2019 , that would visit Jupiter, Saturn, Neptune, and a Kuiper belt object. <hl> The focus would be on Neptune and its largest moon Triton to be investigated around 2029. The proposed New Horizons 2 mission (which was later scrapped) might also have done a close flyby of the Neptunian system.

After the Voyager 2 flyby mission, the next step in scientific exploration of the Neptunian system, is considered to be a Flagship orbital mission. Such a hypothetical mission is envisioned to be possible at in the late 2020s or early 2030s. However, there have been a couple of discussions to launch Neptune missions sooner. In 2003, there was a proposal in NASA's "Vision Missions Studies" for a "Neptune Orbiter with Probes" mission that does Cassini-level science. Another, more recent proposal was for Argo, a flyby spacecraft to be launched in <hl> 2019 <hl>, that would visit Jupiter, Saturn, Neptune, and a Kuiper belt object. The focus would be on Neptune and its largest moon Triton to be investigated around 2029. The proposed New Horizons 2 mission (which was later scrapped) might also have done a close flyby of the Neptunian system.

Another, more recent proposal was for Argo, a flyby spacecraft to be launched in <hl> 2019 <hl> , that would visit Jupiter, Saturn, Neptune, and a Kuiper belt object.


Question: What will Argo visit?

Answer: Jupiter, Saturn, Neptune, and a Kuiper belt object

After the Voyager 2 flyby mission, the next step in scientific exploration of the Neptunian system, is considered to be a Flagship orbital mission. Such a hypothetical mission is envisioned to be possible at in the late 2020s or early 2030s. However, there have been a couple of discussions to launch Neptune missions sooner. In 2003, there was a proposal in NASA's "Vision Missions Studies" for a "Neptune Orbiter with Probes" mission that does Cassini-level science. <hl> Another, more recent proposal was for Argo, a flyby spacecraft to be launched in 2019, that would visit Jupiter, Saturn, Neptune, and a Kuiper belt object . <hl> The focus would be on Neptune and its largest moon Triton to be investigated around 2029. The proposed New Horizons 2 mission (which was later scrapped) might also have done a close flyby of the Neptunian system.

After the Voyager 2 flyby mission, the next step in scientific exploration of the Neptunian system, is considered to be a Flagship orbital mission. Such a hypothetical mission is envisioned to be possible at in the late 2020s or early 2030s. However, there have been a couple of discussions to launch Neptune missions sooner. In 2003, there was a proposal in NASA's "Vision Missions Studies" for a "Neptune Orbiter with Probes" mission that does Cassini-level science. Another, more recent proposal was for Argo, a flyby spacecraft to be launched in 2019, that would visit <hl> Jupiter, Saturn, Neptune, and a Kuiper belt object <hl>. The focus would be on Neptune and its largest moon Triton to be investigated around 2029. The proposed New Horizons 2 mission (which was later scrapped) might also have done a close flyby of the Neptunian system.

Another, more recent proposal was for Argo, a flyby spacecraft to be launched in 2019, that would visit <hl> Jupiter, Saturn, Neptune, and a Kuiper belt object <hl> .


Question: When can we expect Argo to visit Triton?

Answer: 2029

After the Voyager 2 flyby mission, the next step in scientific exploration of the Neptunian system, is considered to be a Flagship orbital mission. Such a hypothetical mission is envisioned to be possible at in the late 2020s or early 2030s. However, there have been a couple of discussions to launch Neptune missions sooner. In 2003, there was a proposal in NASA's "Vision Missions Studies" for a "Neptune Orbiter with Probes" mission that does Cassini-level science. Another, more recent proposal was for Argo, a flyby spacecraft to be launched in 2019, that would visit Jupiter, Saturn, Neptune, and a Kuiper belt object. <hl> The focus would be on Neptune and its largest moon Triton to be investigated around 2029 . <hl> The proposed New Horizons 2 mission (which was later scrapped) might also have done a close flyby of the Neptunian system.

After the Voyager 2 flyby mission, the next step in scientific exploration of the Neptunian system, is considered to be a Flagship orbital mission. Such a hypothetical mission is envisioned to be possible at in the late 2020s or early 2030s. However, there have been a couple of discussions to launch Neptune missions sooner. In 2003, there was a proposal in NASA's "Vision Missions Studies" for a "Neptune Orbiter with Probes" mission that does Cassini-level science. Another, more recent proposal was for Argo, a flyby spacecraft to be launched in 2019, that would visit Jupiter, Saturn, Neptune, and a Kuiper belt object. The focus would be on Neptune and its largest moon Triton to be investigated around <hl> 2029 <hl>. The proposed New Horizons 2 mission (which was later scrapped) might also have done a close flyby of the Neptunian system.

The focus would be on Neptune and its largest moon Triton to be investigated around <hl> 2029 <hl> .


Question: What is of the factors the capital cost of electrification system depends on?

A railway electrification system supplies electric power to railway trains and trams without an on-board prime mover or local fuel supply. Electrification has many advantages but requires significant capital expenditure. Selection of an electrification system is based on economics of energy supply, maintenance, and capital cost compared to the revenue obtained for freight and passenger traffic. Different systems are used for urban and intercity areas; some electric locomotives can switch to different supply voltages to allow flexibility in operation.

Answer: maintenance

A railway electrification system supplies electric power to railway trains and trams without an on-board prime mover or local fuel supply. Electrification has many advantages but requires significant capital expenditure. <hl> Selection of an electrification system is based on economics of energy supply, maintenance , and capital cost compared to the revenue obtained for freight and passenger traffic. <hl> Different systems are used for urban and intercity areas; some electric locomotives can switch to different supply voltages to allow flexibility in operation.

A railway electrification system supplies electric power to railway trains and trams without an on-board prime mover or local fuel supply. Electrification has many advantages but requires significant capital expenditure. Selection of an electrification system is based on economics of energy supply, <hl> maintenance <hl>, and capital cost compared to the revenue obtained for freight and passenger traffic. Different systems are used for urban and intercity areas; some electric locomotives can switch to different supply voltages to allow flexibility in operation.

Selection of an electrification system is based on economics of energy supply, <hl> maintenance <hl> , and capital cost compared to the revenue obtained for freight and passenger traffic.


Question: How do some locomotives function in order to be more flexible in operation?

Answer: can switch to different supply voltages

A railway electrification system supplies electric power to railway trains and trams without an on-board prime mover or local fuel supply. Electrification has many advantages but requires significant capital expenditure. Selection of an electrification system is based on economics of energy supply, maintenance, and capital cost compared to the revenue obtained for freight and passenger traffic. <hl> Different systems are used for urban and intercity areas; some electric locomotives can switch to different supply voltages to allow flexibility in operation. <hl>

A railway electrification system supplies electric power to railway trains and trams without an on-board prime mover or local fuel supply. Electrification has many advantages but requires significant capital expenditure. Selection of an electrification system is based on economics of energy supply, maintenance, and capital cost compared to the revenue obtained for freight and passenger traffic. Different systems are used for urban and intercity areas; some electric locomotives <hl> can switch to different supply voltages <hl> to allow flexibility in operation.


Question: What are two types of revenue obtained through railway transportation?

Answer: freight and passenger traffic

A railway electrification system supplies electric power to railway trains and trams without an on-board prime mover or local fuel supply. Electrification has many advantages but requires significant capital expenditure. <hl> Selection of an electrification system is based on economics of energy supply, maintenance, and capital cost compared to the revenue obtained for freight and passenger traffic . <hl> Different systems are used for urban and intercity areas; some electric locomotives can switch to different supply voltages to allow flexibility in operation.

A railway electrification system supplies electric power to railway trains and trams without an on-board prime mover or local fuel supply. Electrification has many advantages but requires significant capital expenditure. Selection of an electrification system is based on economics of energy supply, maintenance, and capital cost compared to the revenue obtained for <hl> freight and passenger traffic <hl>. Different systems are used for urban and intercity areas; some electric locomotives can switch to different supply voltages to allow flexibility in operation.

Selection of an electrification system is based on economics of energy supply, maintenance, and capital cost compared to the revenue obtained for <hl> freight and passenger traffic <hl> .


Question: What is the main disadvantage of railway electrification?

Answer: significant capital expenditure

A railway electrification system supplies electric power to railway trains and trams without an on-board prime mover or local fuel supply. <hl> Electrification has many advantages but requires significant capital expenditure . <hl> Selection of an electrification system is based on economics of energy supply, maintenance, and capital cost compared to the revenue obtained for freight and passenger traffic. Different systems are used for urban and intercity areas; some electric locomotives can switch to different supply voltages to allow flexibility in operation.

A railway electrification system supplies electric power to railway trains and trams without an on-board prime mover or local fuel supply. Electrification has many advantages but requires <hl> significant capital expenditure <hl>. Selection of an electrification system is based on economics of energy supply, maintenance, and capital cost compared to the revenue obtained for freight and passenger traffic. Different systems are used for urban and intercity areas; some electric locomotives can switch to different supply voltages to allow flexibility in operation.

Electrification has many advantages but requires <hl> significant capital expenditure <hl> .


Question: What is used to haul passengers cars?

Electric railways use electric locomotives to haul passengers or freight in separate cars or electric multiple units, passenger cars with their own motors. Electricity is typically generated in large and relatively efficient generating stations, transmitted to the railway network and distributed to the trains. Some electric railways have their own dedicated generating stations and transmission lines but most purchase power from an electric utility. The railway usually provides its own distribution lines, switches and transformers.

Answer: electric locomotives

<hl> Electric railways use electric locomotives to haul passengers or freight in separate cars or electric multiple units, passenger cars with their own motors. <hl> Electricity is typically generated in large and relatively efficient generating stations, transmitted to the railway network and distributed to the trains. Some electric railways have their own dedicated generating stations and transmission lines but most purchase power from an electric utility. The railway usually provides its own distribution lines, switches and transformers.

Electric railways use <hl> electric locomotives <hl> to haul passengers or freight in separate cars or electric multiple units, passenger cars with their own motors. Electricity is typically generated in large and relatively efficient generating stations, transmitted to the railway network and distributed to the trains. Some electric railways have their own dedicated generating stations and transmission lines but most purchase power from an electric utility. The railway usually provides its own distribution lines, switches and transformers.


Question: How is electricity being generated for electric locomotives?

Answer: generating stations

Electric railways use electric locomotives to haul passengers or freight in separate cars or electric multiple units, passenger cars with their own motors. <hl> Electricity is typically generated in large and relatively efficient generating stations , transmitted to the railway network and distributed to the trains. <hl> Some electric railways have their own dedicated generating stations and transmission lines but most purchase power from an electric utility. The railway usually provides its own distribution lines, switches and transformers.

Electric railways use electric locomotives to haul passengers or freight in separate cars or electric multiple units, passenger cars with their own motors. Electricity is typically generated in large and relatively efficient <hl> generating stations <hl>, transmitted to the railway network and distributed to the trains. Some electric railways have their own dedicated generating stations and transmission lines but most purchase power from an electric utility. The railway usually provides its own distribution lines, switches and transformers.

Electricity is typically generated in large and relatively efficient <hl> generating stations <hl> , transmitted to the railway network and distributed to the trains.


Question: What entity provides distribution lines, switches and transformers?

Answer: railway

<hl> Electric railway s use electric locomotives to haul passengers or freight in separate cars or electric multiple units, passenger cars with their own motors. <hl> Electricity is typically generated in large and relatively efficient generating stations, transmitted to the railway network and distributed to the trains. Some electric railways have their own dedicated generating stations and transmission lines but most purchase power from an electric utility. The railway usually provides its own distribution lines, switches and transformers.

Electric <hl> railway <hl>s use electric locomotives to haul passengers or freight in separate cars or electric multiple units, passenger cars with their own motors. Electricity is typically generated in large and relatively efficient generating stations, transmitted to the railway network and distributed to the trains. Some electric railways have their own dedicated generating stations and transmission lines but most purchase power from an electric utility. The railway usually provides its own distribution lines, switches and transformers.

Electric <hl> railway <hl> s use electric locomotives to haul passengers or freight in separate cars or electric multiple units, passenger cars with their own motors.


Question: What is the principal alternative to electric railways?

In comparison to the principal alternative, the diesel engine, electric railways offer substantially better energy efficiency, lower emissions and lower operating costs. Electric locomotives are usually quieter, more powerful, and more responsive and reliable than diesels. They have no local emissions, an important advantage in tunnels and urban areas. Some electric traction systems provide regenerative braking that turns the train's kinetic energy back into electricity and returns it to the supply system to be used by other trains or the general utility grid. While diesel locomotives burn petroleum, electricity is generated from diverse sources including many that do not produce carbon dioxide such as nuclear power and renewable forms including hydroelectric, geothermal, wind and solar.

Answer: diesel engine

<hl> In comparison to the principal alternative, the diesel engine , electric railways offer substantially better energy efficiency, lower emissions and lower operating costs. <hl> Electric locomotives are usually quieter, more powerful, and more responsive and reliable than diesels. They have no local emissions, an important advantage in tunnels and urban areas. Some electric traction systems provide regenerative braking that turns the train's kinetic energy back into electricity and returns it to the supply system to be used by other trains or the general utility grid. While diesel locomotives burn petroleum, electricity is generated from diverse sources including many that do not produce carbon dioxide such as nuclear power and renewable forms including hydroelectric, geothermal, wind and solar.

In comparison to the principal alternative, the <hl> diesel engine <hl>, electric railways offer substantially better energy efficiency, lower emissions and lower operating costs. Electric locomotives are usually quieter, more powerful, and more responsive and reliable than diesels. They have no local emissions, an important advantage in tunnels and urban areas. Some electric traction systems provide regenerative braking that turns the train's kinetic energy back into electricity and returns it to the supply system to be used by other trains or the general utility grid. While diesel locomotives burn petroleum, electricity is generated from diverse sources including many that do not produce carbon dioxide such as nuclear power and renewable forms including hydroelectric, geothermal, wind and solar.

In comparison to the principal alternative, the <hl> diesel engine <hl> , electric railways offer substantially better energy efficiency, lower emissions and lower operating costs.


Question: What locomotives are usually more reliable?

Answer: Electric locomotives

In comparison to the principal alternative, the diesel engine, electric railways offer substantially better energy efficiency, lower emissions and lower operating costs. <hl> Electric locomotives are usually quieter, more powerful, and more responsive and reliable than diesels. <hl> They have no local emissions, an important advantage in tunnels and urban areas. Some electric traction systems provide regenerative braking that turns the train's kinetic energy back into electricity and returns it to the supply system to be used by other trains or the general utility grid. While diesel locomotives burn petroleum, electricity is generated from diverse sources including many that do not produce carbon dioxide such as nuclear power and renewable forms including hydroelectric, geothermal, wind and solar.

In comparison to the principal alternative, the diesel engine, electric railways offer substantially better energy efficiency, lower emissions and lower operating costs. <hl> Electric locomotives <hl> are usually quieter, more powerful, and more responsive and reliable than diesels. They have no local emissions, an important advantage in tunnels and urban areas. Some electric traction systems provide regenerative braking that turns the train's kinetic energy back into electricity and returns it to the supply system to be used by other trains or the general utility grid. While diesel locomotives burn petroleum, electricity is generated from diverse sources including many that do not produce carbon dioxide such as nuclear power and renewable forms including hydroelectric, geothermal, wind and solar.


Question: What do some electric traction systems provide?

Answer: regenerative braking

In comparison to the principal alternative, the diesel engine, electric railways offer substantially better energy efficiency, lower emissions and lower operating costs. Electric locomotives are usually quieter, more powerful, and more responsive and reliable than diesels. They have no local emissions, an important advantage in tunnels and urban areas. <hl> Some electric traction systems provide regenerative braking that turns the train's kinetic energy back into electricity and returns it to the supply system to be used by other trains or the general utility grid. <hl> While diesel locomotives burn petroleum, electricity is generated from diverse sources including many that do not produce carbon dioxide such as nuclear power and renewable forms including hydroelectric, geothermal, wind and solar.

In comparison to the principal alternative, the diesel engine, electric railways offer substantially better energy efficiency, lower emissions and lower operating costs. Electric locomotives are usually quieter, more powerful, and more responsive and reliable than diesels. They have no local emissions, an important advantage in tunnels and urban areas. Some electric traction systems provide <hl> regenerative braking <hl> that turns the train's kinetic energy back into electricity and returns it to the supply system to be used by other trains or the general utility grid. While diesel locomotives burn petroleum, electricity is generated from diverse sources including many that do not produce carbon dioxide such as nuclear power and renewable forms including hydroelectric, geothermal, wind and solar.


Question: What type of fuel do diesel locomotives use?

Answer: petroleum

In comparison to the principal alternative, the diesel engine, electric railways offer substantially better energy efficiency, lower emissions and lower operating costs. Electric locomotives are usually quieter, more powerful, and more responsive and reliable than diesels. They have no local emissions, an important advantage in tunnels and urban areas. Some electric traction systems provide regenerative braking that turns the train's kinetic energy back into electricity and returns it to the supply system to be used by other trains or the general utility grid. <hl> While diesel locomotives burn petroleum , electricity is generated from diverse sources including many that do not produce carbon dioxide such as nuclear power and renewable forms including hydroelectric, geothermal, wind and solar. <hl>

In comparison to the principal alternative, the diesel engine, electric railways offer substantially better energy efficiency, lower emissions and lower operating costs. Electric locomotives are usually quieter, more powerful, and more responsive and reliable than diesels. They have no local emissions, an important advantage in tunnels and urban areas. Some electric traction systems provide regenerative braking that turns the train's kinetic energy back into electricity and returns it to the supply system to be used by other trains or the general utility grid. While diesel locomotives burn <hl> petroleum <hl>, electricity is generated from diverse sources including many that do not produce carbon dioxide such as nuclear power and renewable forms including hydroelectric, geothermal, wind and solar.

While diesel locomotives burn <hl> petroleum <hl> , electricity is generated from diverse sources including many that do not produce carbon dioxide such as nuclear power and renewable forms including hydroelectric, geothermal, wind and solar.


Question: What is one of the sources electricity is being generated from?

Answer: geothermal

In comparison to the principal alternative, the diesel engine, electric railways offer substantially better energy efficiency, lower emissions and lower operating costs. Electric locomotives are usually quieter, more powerful, and more responsive and reliable than diesels. They have no local emissions, an important advantage in tunnels and urban areas. Some electric traction systems provide regenerative braking that turns the train's kinetic energy back into electricity and returns it to the supply system to be used by other trains or the general utility grid. <hl> While diesel locomotives burn petroleum, electricity is generated from diverse sources including many that do not produce carbon dioxide such as nuclear power and renewable forms including hydroelectric, geothermal , wind and solar. <hl>

In comparison to the principal alternative, the diesel engine, electric railways offer substantially better energy efficiency, lower emissions and lower operating costs. Electric locomotives are usually quieter, more powerful, and more responsive and reliable than diesels. They have no local emissions, an important advantage in tunnels and urban areas. Some electric traction systems provide regenerative braking that turns the train's kinetic energy back into electricity and returns it to the supply system to be used by other trains or the general utility grid. While diesel locomotives burn petroleum, electricity is generated from diverse sources including many that do not produce carbon dioxide such as nuclear power and renewable forms including hydroelectric, <hl> geothermal <hl>, wind and solar.

While diesel locomotives burn petroleum, electricity is generated from diverse sources including many that do not produce carbon dioxide such as nuclear power and renewable forms including hydroelectric, <hl> geothermal <hl> , wind and solar.


Question: What is a safety hazard to track workers?

Disadvantages of electric traction include high capital costs that may be uneconomic on lightly trafficked routes; a relative lack of flexibility since electric trains need electrified tracks or onboard supercapacitors and charging infrastructure at stations; and a vulnerability to power interruptions. Different regions may use different supply voltages and frequencies, complicating through service. The limited clearances available under catenaries may preclude efficient double-stack container service. The lethal voltages on contact wires and third rails are a safety hazard to track workers, passengers and trespassers. Overhead wires are safer than third rails, but they are often considered unsightly.

Answer: voltages on contact wires

Disadvantages of electric traction include high capital costs that may be uneconomic on lightly trafficked routes; a relative lack of flexibility since electric trains need electrified tracks or onboard supercapacitors and charging infrastructure at stations; and a vulnerability to power interruptions. Different regions may use different supply voltages and frequencies, complicating through service. The limited clearances available under catenaries may preclude efficient double-stack container service. <hl> The lethal voltages on contact wires and third rails are a safety hazard to track workers, passengers and trespassers. <hl> Overhead wires are safer than third rails, but they are often considered unsightly.

Disadvantages of electric traction include high capital costs that may be uneconomic on lightly trafficked routes; a relative lack of flexibility since electric trains need electrified tracks or onboard supercapacitors and charging infrastructure at stations; and a vulnerability to power interruptions. Different regions may use different supply voltages and frequencies, complicating through service. The limited clearances available under catenaries may preclude efficient double-stack container service. The lethal <hl> voltages on contact wires <hl> and third rails are a safety hazard to track workers, passengers and trespassers. Overhead wires are safer than third rails, but they are often considered unsightly.


Question: What issue can complicate electric railway service?

Answer: different supply voltages and frequencies,

Disadvantages of electric traction include high capital costs that may be uneconomic on lightly trafficked routes; a relative lack of flexibility since electric trains need electrified tracks or onboard supercapacitors and charging infrastructure at stations; and a vulnerability to power interruptions. <hl> Different regions may use different supply voltages and frequencies, complicating through service. <hl> The limited clearances available under catenaries may preclude efficient double-stack container service. The lethal voltages on contact wires and third rails are a safety hazard to track workers, passengers and trespassers. Overhead wires are safer than third rails, but they are often considered unsightly.

Disadvantages of electric traction include high capital costs that may be uneconomic on lightly trafficked routes; a relative lack of flexibility since electric trains need electrified tracks or onboard supercapacitors and charging infrastructure at stations; and a vulnerability to power interruptions. Different regions may use <hl> different supply voltages and frequencies, <hl> complicating through service. The limited clearances available under catenaries may preclude efficient double-stack container service. The lethal voltages on contact wires and third rails are a safety hazard to track workers, passengers and trespassers. Overhead wires are safer than third rails, but they are often considered unsightly.


Question: What is a safer alternative to third rails?

Answer: Overhead wires

Disadvantages of electric traction include high capital costs that may be uneconomic on lightly trafficked routes; a relative lack of flexibility since electric trains need electrified tracks or onboard supercapacitors and charging infrastructure at stations; and a vulnerability to power interruptions. Different regions may use different supply voltages and frequencies, complicating through service. The limited clearances available under catenaries may preclude efficient double-stack container service. The lethal voltages on contact wires and third rails are a safety hazard to track workers, passengers and trespassers. <hl> Overhead wires are safer than third rails, but they are often considered unsightly. <hl>

Disadvantages of electric traction include high capital costs that may be uneconomic on lightly trafficked routes; a relative lack of flexibility since electric trains need electrified tracks or onboard supercapacitors and charging infrastructure at stations; and a vulnerability to power interruptions. Different regions may use different supply voltages and frequencies, complicating through service. The limited clearances available under catenaries may preclude efficient double-stack container service. The lethal voltages on contact wires and third rails are a safety hazard to track workers, passengers and trespassers. <hl> Overhead wires <hl> are safer than third rails, but they are often considered unsightly.


Question: Why overhead wires are not being widely used?

Answer: considered unsightly.

Disadvantages of electric traction include high capital costs that may be uneconomic on lightly trafficked routes; a relative lack of flexibility since electric trains need electrified tracks or onboard supercapacitors and charging infrastructure at stations; and a vulnerability to power interruptions. Different regions may use different supply voltages and frequencies, complicating through service. The limited clearances available under catenaries may preclude efficient double-stack container service. The lethal voltages on contact wires and third rails are a safety hazard to track workers, passengers and trespassers. <hl> Overhead wires are safer than third rails, but they are often considered unsightly. <hl>

Disadvantages of electric traction include high capital costs that may be uneconomic on lightly trafficked routes; a relative lack of flexibility since electric trains need electrified tracks or onboard supercapacitors and charging infrastructure at stations; and a vulnerability to power interruptions. Different regions may use different supply voltages and frequencies, complicating through service. The limited clearances available under catenaries may preclude efficient double-stack container service. The lethal voltages on contact wires and third rails are a safety hazard to track workers, passengers and trespassers. Overhead wires are safer than third rails, but they are often <hl> considered unsightly. <hl>


Question: What is speed limit for railways?

Railways must operate at variable speeds. Until the mid 1980s this was only practical with the brush-type DC motor, although such DC can be supplied from an AC catenary via on-board electric power conversion. Since such conversion was not well developed in the late 19th century and early 20th century, most early electrified railways used DC and many still do, particularly rapid transit (subways) and trams. Speed was controlled by connecting the traction motors in various series-parallel combinations, by varying the traction motors' fields, and by inserting and removing starting resistances to limit motor current.

Answer: variable speeds

<hl> Railways must operate at variable speeds . <hl> Until the mid 1980s this was only practical with the brush-type DC motor, although such DC can be supplied from an AC catenary via on-board electric power conversion. Since such conversion was not well developed in the late 19th century and early 20th century, most early electrified railways used DC and many still do, particularly rapid transit (subways) and trams. Speed was controlled by connecting the traction motors in various series-parallel combinations, by varying the traction motors' fields, and by inserting and removing starting resistances to limit motor current.

Railways must operate at <hl> variable speeds <hl>. Until the mid 1980s this was only practical with the brush-type DC motor, although such DC can be supplied from an AC catenary via on-board electric power conversion. Since such conversion was not well developed in the late 19th century and early 20th century, most early electrified railways used DC and many still do, particularly rapid transit (subways) and trams. Speed was controlled by connecting the traction motors in various series-parallel combinations, by varying the traction motors' fields, and by inserting and removing starting resistances to limit motor current.

Railways must operate at <hl> variable speeds <hl> .


Question: Why is DC motor being used more than AC type?

Answer: conversion was not well developed

Railways must operate at variable speeds. Until the mid 1980s this was only practical with the brush-type DC motor, although such DC can be supplied from an AC catenary via on-board electric power conversion. <hl> Since such conversion was not well developed in the late 19th century and early 20th century, most early electrified railways used DC and many still do, particularly rapid transit (subways) and trams. <hl> Speed was controlled by connecting the traction motors in various series-parallel combinations, by varying the traction motors' fields, and by inserting and removing starting resistances to limit motor current.

Railways must operate at variable speeds. Until the mid 1980s this was only practical with the brush-type DC motor, although such DC can be supplied from an AC catenary via on-board electric power conversion. Since such <hl> conversion was not well developed <hl> in the late 19th century and early 20th century, most early electrified railways used DC and many still do, particularly rapid transit (subways) and trams. Speed was controlled by connecting the traction motors in various series-parallel combinations, by varying the traction motors' fields, and by inserting and removing starting resistances to limit motor current.


Question: What are two types of railway transportation still use DC motor?

Answer: rapid transit (subways) and trams

Railways must operate at variable speeds. Until the mid 1980s this was only practical with the brush-type DC motor, although such DC can be supplied from an AC catenary via on-board electric power conversion. <hl> Since such conversion was not well developed in the late 19th century and early 20th century, most early electrified railways used DC and many still do, particularly rapid transit (subways) and trams . <hl> Speed was controlled by connecting the traction motors in various series-parallel combinations, by varying the traction motors' fields, and by inserting and removing starting resistances to limit motor current.

Railways must operate at variable speeds. Until the mid 1980s this was only practical with the brush-type DC motor, although such DC can be supplied from an AC catenary via on-board electric power conversion. Since such conversion was not well developed in the late 19th century and early 20th century, most early electrified railways used DC and many still do, particularly <hl> rapid transit (subways) and trams <hl>. Speed was controlled by connecting the traction motors in various series-parallel combinations, by varying the traction motors' fields, and by inserting and removing starting resistances to limit motor current.

Since such conversion was not well developed in the late 19th century and early 20th century, most early electrified railways used DC and many still do, particularly <hl> rapid transit (subways) and trams <hl> .


Question: Why do motors have little space for insulation?

Motors have very little room for electrical insulation so they generally have low voltage ratings. Because transformers (prior to the development of power electronics) cannot step down DC voltages, trains were supplied with a relatively low DC voltage that the motors can use directly. The most common DC voltages are listed in the previous section. Third (and fourth) rail systems almost always use voltages below 1 kV for safety reasons while overhead wires usually use higher voltages for efficiency. ("Low" voltage is relative; even 600 V can be instantly lethal when touched.)

Answer: low voltage ratings

<hl> Motors have very little room for electrical insulation so they generally have low voltage ratings . <hl> Because transformers (prior to the development of power electronics) cannot step down DC voltages, trains were supplied with a relatively low DC voltage that the motors can use directly. The most common DC voltages are listed in the previous section. Third (and fourth) rail systems almost always use voltages below 1 kV for safety reasons while overhead wires usually use higher voltages for efficiency. ("Low" voltage is relative; even 600 V can be instantly lethal when touched.)

Motors have very little room for electrical insulation so they generally have <hl> low voltage ratings <hl>. Because transformers (prior to the development of power electronics) cannot step down DC voltages, trains were supplied with a relatively low DC voltage that the motors can use directly. The most common DC voltages are listed in the previous section. Third (and fourth) rail systems almost always use voltages below 1 kV for safety reasons while overhead wires usually use higher voltages for efficiency. ("Low" voltage is relative; even 600 V can be instantly lethal when touched.)

Motors have very little room for electrical insulation so they generally have <hl> low voltage ratings <hl> .


Question: Why 1kV voltage is almost always used by rail systems?

Answer: safety reasons

Motors have very little room for electrical insulation so they generally have low voltage ratings. Because transformers (prior to the development of power electronics) cannot step down DC voltages, trains were supplied with a relatively low DC voltage that the motors can use directly. The most common DC voltages are listed in the previous section. <hl> Third (and fourth) rail systems almost always use voltages below 1 kV for safety reasons while overhead wires usually use higher voltages for efficiency. <hl> ("Low" voltage is relative; even 600 V can be instantly lethal when touched.)

Motors have very little room for electrical insulation so they generally have low voltage ratings. Because transformers (prior to the development of power electronics) cannot step down DC voltages, trains were supplied with a relatively low DC voltage that the motors can use directly. The most common DC voltages are listed in the previous section. Third (and fourth) rail systems almost always use voltages below 1 kV for <hl> safety reasons <hl> while overhead wires usually use higher voltages for efficiency. ("Low" voltage is relative; even 600 V can be instantly lethal when touched.)


Question: What is most common volatage range used by railway system?

Answer: below 1 kV

Motors have very little room for electrical insulation so they generally have low voltage ratings. Because transformers (prior to the development of power electronics) cannot step down DC voltages, trains were supplied with a relatively low DC voltage that the motors can use directly. The most common DC voltages are listed in the previous section. <hl> Third (and fourth) rail systems almost always use voltages below 1 kV for safety reasons while overhead wires usually use higher voltages for efficiency. <hl> ("Low" voltage is relative; even 600 V can be instantly lethal when touched.)

Motors have very little room for electrical insulation so they generally have low voltage ratings. Because transformers (prior to the development of power electronics) cannot step down DC voltages, trains were supplied with a relatively low DC voltage that the motors can use directly. The most common DC voltages are listed in the previous section. Third (and fourth) rail systems almost always use voltages <hl> below 1 kV <hl> for safety reasons while overhead wires usually use higher voltages for efficiency. ("Low" voltage is relative; even 600 V can be instantly lethal when touched.)


Question: Which system uses higher voltages?

Answer: overhead wires

Motors have very little room for electrical insulation so they generally have low voltage ratings. Because transformers (prior to the development of power electronics) cannot step down DC voltages, trains were supplied with a relatively low DC voltage that the motors can use directly. The most common DC voltages are listed in the previous section. <hl> Third (and fourth) rail systems almost always use voltages below 1 kV for safety reasons while overhead wires usually use higher voltages for efficiency. <hl> ("Low" voltage is relative; even 600 V can be instantly lethal when touched.)

Motors have very little room for electrical insulation so they generally have low voltage ratings. Because transformers (prior to the development of power electronics) cannot step down DC voltages, trains were supplied with a relatively low DC voltage that the motors can use directly. The most common DC voltages are listed in the previous section. Third (and fourth) rail systems almost always use voltages below 1 kV for safety reasons while <hl> overhead wires <hl> usually use higher voltages for efficiency. ("Low" voltage is relative; even 600 V can be instantly lethal when touched.)


Question: Is "low" voltage used by trains safe for people?

Answer: lethal

Motors have very little room for electrical insulation so they generally have low voltage ratings. Because transformers (prior to the development of power electronics) cannot step down DC voltages, trains were supplied with a relatively low DC voltage that the motors can use directly. The most common DC voltages are listed in the previous section. Third (and fourth) rail systems almost always use voltages below 1 kV for safety reasons while overhead wires usually use higher voltages for efficiency. <hl> ("Low" voltage is relative; even 600 V can be instantly lethal when touched.) <hl>

Motors have very little room for electrical insulation so they generally have low voltage ratings. Because transformers (prior to the development of power electronics) cannot step down DC voltages, trains were supplied with a relatively low DC voltage that the motors can use directly. The most common DC voltages are listed in the previous section. Third (and fourth) rail systems almost always use voltages below 1 kV for safety reasons while overhead wires usually use higher voltages for efficiency. ("Low" voltage is relative; even 600 V can be instantly <hl> lethal <hl> when touched.)


Question: What type of electric power garantees lesser loss?

There has, however, been interest among railroad operators in returning to DC use at higher voltages than previously used. At the same voltage, DC often has less loss than AC, and for this reason high-voltage direct current is already used on some bulk power transmission lines. DC avoids the electromagnetic radiation inherent with AC, and on a railway this also reduces interference with signalling and communications and mitigates hypothetical EMF risks. DC also avoids the power factor problems of AC. Of particular interest to railroading is that DC can supply constant power with a single ungrounded wire. Constant power with AC requires three-phase transmission with at least two ungrounded wires. Another important consideration is that mains-frequency 3-phase AC must be carefully planned to avoid unbalanced phase loads. Parts of the system are supplied from different phases on the assumption that the total loads of the 3 phases will even out. At the phase break points between regions supplied from different phases, long insulated supply breaks are required to avoid them being shorted by rolling stock using more than one pantograph at a time. A few railroads have tried 3-phase but its substantial complexity has made single-phase standard practice despite the interruption in power flow that occurs twice every cycle. An experimental 6 kV DC railway was built in the Soviet Union.

Answer: DC

<hl> There has, however, been interest among railroad operators in returning to DC use at higher voltages than previously used. <hl> At the same voltage, DC often has less loss than AC, and for this reason high-voltage direct current is already used on some bulk power transmission lines. DC avoids the electromagnetic radiation inherent with AC, and on a railway this also reduces interference with signalling and communications and mitigates hypothetical EMF risks. DC also avoids the power factor problems of AC. Of particular interest to railroading is that DC can supply constant power with a single ungrounded wire. Constant power with AC requires three-phase transmission with at least two ungrounded wires. Another important consideration is that mains-frequency 3-phase AC must be carefully planned to avoid unbalanced phase loads. Parts of the system are supplied from different phases on the assumption that the total loads of the 3 phases will even out. At the phase break points between regions supplied from different phases, long insulated supply breaks are required to avoid them being shorted by rolling stock using more than one pantograph at a time. A few railroads have tried 3-phase but its substantial complexity has made single-phase standard practice despite the interruption in power flow that occurs twice every cycle. An experimental 6 kV DC railway was built in the Soviet Union.

There has, however, been interest among railroad operators in returning to <hl> DC <hl> use at higher voltages than previously used. At the same voltage, DC often has less loss than AC, and for this reason high-voltage direct current is already used on some bulk power transmission lines. DC avoids the electromagnetic radiation inherent with AC, and on a railway this also reduces interference with signalling and communications and mitigates hypothetical EMF risks. DC also avoids the power factor problems of AC. Of particular interest to railroading is that DC can supply constant power with a single ungrounded wire. Constant power with AC requires three-phase transmission with at least two ungrounded wires. Another important consideration is that mains-frequency 3-phase AC must be carefully planned to avoid unbalanced phase loads. Parts of the system are supplied from different phases on the assumption that the total loads of the 3 phases will even out. At the phase break points between regions supplied from different phases, long insulated supply breaks are required to avoid them being shorted by rolling stock using more than one pantograph at a time. A few railroads have tried 3-phase but its substantial complexity has made single-phase standard practice despite the interruption in power flow that occurs twice every cycle. An experimental 6 kV DC railway was built in the Soviet Union.


Question: Which type of supply for electric motors creates electromagnetic radiation?

Answer: AC

There has, however, been interest among railroad operators in returning to DC use at higher voltages than previously used. <hl> At the same voltage, DC often has less loss than AC , and for this reason high-voltage direct current is already used on some bulk power transmission lines. <hl> DC avoids the electromagnetic radiation inherent with AC, and on a railway this also reduces interference with signalling and communications and mitigates hypothetical EMF risks. DC also avoids the power factor problems of AC. Of particular interest to railroading is that DC can supply constant power with a single ungrounded wire. Constant power with AC requires three-phase transmission with at least two ungrounded wires. Another important consideration is that mains-frequency 3-phase AC must be carefully planned to avoid unbalanced phase loads. Parts of the system are supplied from different phases on the assumption that the total loads of the 3 phases will even out. At the phase break points between regions supplied from different phases, long insulated supply breaks are required to avoid them being shorted by rolling stock using more than one pantograph at a time. A few railroads have tried 3-phase but its substantial complexity has made single-phase standard practice despite the interruption in power flow that occurs twice every cycle. An experimental 6 kV DC railway was built in the Soviet Union.

There has, however, been interest among railroad operators in returning to DC use at higher voltages than previously used. At the same voltage, DC often has less loss than <hl> AC <hl>, and for this reason high-voltage direct current is already used on some bulk power transmission lines. DC avoids the electromagnetic radiation inherent with AC, and on a railway this also reduces interference with signalling and communications and mitigates hypothetical EMF risks. DC also avoids the power factor problems of AC. Of particular interest to railroading is that DC can supply constant power with a single ungrounded wire. Constant power with AC requires three-phase transmission with at least two ungrounded wires. Another important consideration is that mains-frequency 3-phase AC must be carefully planned to avoid unbalanced phase loads. Parts of the system are supplied from different phases on the assumption that the total loads of the 3 phases will even out. At the phase break points between regions supplied from different phases, long insulated supply breaks are required to avoid them being shorted by rolling stock using more than one pantograph at a time. A few railroads have tried 3-phase but its substantial complexity has made single-phase standard practice despite the interruption in power flow that occurs twice every cycle. An experimental 6 kV DC railway was built in the Soviet Union.

At the same voltage, DC often has less loss than <hl> AC <hl> , and for this reason high-voltage direct current is already used on some bulk power transmission lines.


Question: Which type of power does require three-phase transmission?

Answer: AC

There has, however, been interest among railroad operators in returning to DC use at higher voltages than previously used. <hl> At the same voltage, DC often has less loss than AC , and for this reason high-voltage direct current is already used on some bulk power transmission lines. <hl> DC avoids the electromagnetic radiation inherent with AC, and on a railway this also reduces interference with signalling and communications and mitigates hypothetical EMF risks. DC also avoids the power factor problems of AC. Of particular interest to railroading is that DC can supply constant power with a single ungrounded wire. Constant power with AC requires three-phase transmission with at least two ungrounded wires. Another important consideration is that mains-frequency 3-phase AC must be carefully planned to avoid unbalanced phase loads. Parts of the system are supplied from different phases on the assumption that the total loads of the 3 phases will even out. At the phase break points between regions supplied from different phases, long insulated supply breaks are required to avoid them being shorted by rolling stock using more than one pantograph at a time. A few railroads have tried 3-phase but its substantial complexity has made single-phase standard practice despite the interruption in power flow that occurs twice every cycle. An experimental 6 kV DC railway was built in the Soviet Union.

There has, however, been interest among railroad operators in returning to DC use at higher voltages than previously used. At the same voltage, DC often has less loss than <hl> AC <hl>, and for this reason high-voltage direct current is already used on some bulk power transmission lines. DC avoids the electromagnetic radiation inherent with AC, and on a railway this also reduces interference with signalling and communications and mitigates hypothetical EMF risks. DC also avoids the power factor problems of AC. Of particular interest to railroading is that DC can supply constant power with a single ungrounded wire. Constant power with AC requires three-phase transmission with at least two ungrounded wires. Another important consideration is that mains-frequency 3-phase AC must be carefully planned to avoid unbalanced phase loads. Parts of the system are supplied from different phases on the assumption that the total loads of the 3 phases will even out. At the phase break points between regions supplied from different phases, long insulated supply breaks are required to avoid them being shorted by rolling stock using more than one pantograph at a time. A few railroads have tried 3-phase but its substantial complexity has made single-phase standard practice despite the interruption in power flow that occurs twice every cycle. An experimental 6 kV DC railway was built in the Soviet Union.

At the same voltage, DC often has less loss than <hl> AC <hl> , and for this reason high-voltage direct current is already used on some bulk power transmission lines.


Question: What can electromagnetic radiation interfere with?

Answer: signalling and communications

There has, however, been interest among railroad operators in returning to DC use at higher voltages than previously used. At the same voltage, DC often has less loss than AC, and for this reason high-voltage direct current is already used on some bulk power transmission lines. <hl> DC avoids the electromagnetic radiation inherent with AC, and on a railway this also reduces interference with signalling and communications and mitigates hypothetical EMF risks. <hl> DC also avoids the power factor problems of AC. Of particular interest to railroading is that DC can supply constant power with a single ungrounded wire. Constant power with AC requires three-phase transmission with at least two ungrounded wires. Another important consideration is that mains-frequency 3-phase AC must be carefully planned to avoid unbalanced phase loads. Parts of the system are supplied from different phases on the assumption that the total loads of the 3 phases will even out. At the phase break points between regions supplied from different phases, long insulated supply breaks are required to avoid them being shorted by rolling stock using more than one pantograph at a time. A few railroads have tried 3-phase but its substantial complexity has made single-phase standard practice despite the interruption in power flow that occurs twice every cycle. An experimental 6 kV DC railway was built in the Soviet Union.

There has, however, been interest among railroad operators in returning to DC use at higher voltages than previously used. At the same voltage, DC often has less loss than AC, and for this reason high-voltage direct current is already used on some bulk power transmission lines. DC avoids the electromagnetic radiation inherent with AC, and on a railway this also reduces interference with <hl> signalling and communications <hl> and mitigates hypothetical EMF risks. DC also avoids the power factor problems of AC. Of particular interest to railroading is that DC can supply constant power with a single ungrounded wire. Constant power with AC requires three-phase transmission with at least two ungrounded wires. Another important consideration is that mains-frequency 3-phase AC must be carefully planned to avoid unbalanced phase loads. Parts of the system are supplied from different phases on the assumption that the total loads of the 3 phases will even out. At the phase break points between regions supplied from different phases, long insulated supply breaks are required to avoid them being shorted by rolling stock using more than one pantograph at a time. A few railroads have tried 3-phase but its substantial complexity has made single-phase standard practice despite the interruption in power flow that occurs twice every cycle. An experimental 6 kV DC railway was built in the Soviet Union.


Question: Where was an experimental 6kV DC railway built?

Answer: the Soviet Union

There has, however, been interest among railroad operators in returning to DC use at higher voltages than previously used. At the same voltage, DC often has less loss than AC, and for this reason high-voltage direct current is already used on some bulk power transmission lines. DC avoids the electromagnetic radiation inherent with AC, and on a railway this also reduces interference with signalling and communications and mitigates hypothetical EMF risks. DC also avoids the power factor problems of AC. Of particular interest to railroading is that DC can supply constant power with a single ungrounded wire. Constant power with AC requires three-phase transmission with at least two ungrounded wires. Another important consideration is that mains-frequency 3-phase AC must be carefully planned to avoid unbalanced phase loads. Parts of the system are supplied from different phases on the assumption that the total loads of the 3 phases will even out. At the phase break points between regions supplied from different phases, long insulated supply breaks are required to avoid them being shorted by rolling stock using more than one pantograph at a time. A few railroads have tried 3-phase but its substantial complexity has made single-phase standard practice despite the interruption in power flow that occurs twice every cycle. <hl> An experimental 6 kV DC railway was built in the Soviet Union . <hl>

There has, however, been interest among railroad operators in returning to DC use at higher voltages than previously used. At the same voltage, DC often has less loss than AC, and for this reason high-voltage direct current is already used on some bulk power transmission lines. DC avoids the electromagnetic radiation inherent with AC, and on a railway this also reduces interference with signalling and communications and mitigates hypothetical EMF risks. DC also avoids the power factor problems of AC. Of particular interest to railroading is that DC can supply constant power with a single ungrounded wire. Constant power with AC requires three-phase transmission with at least two ungrounded wires. Another important consideration is that mains-frequency 3-phase AC must be carefully planned to avoid unbalanced phase loads. Parts of the system are supplied from different phases on the assumption that the total loads of the 3 phases will even out. At the phase break points between regions supplied from different phases, long insulated supply breaks are required to avoid them being shorted by rolling stock using more than one pantograph at a time. A few railroads have tried 3-phase but its substantial complexity has made single-phase standard practice despite the interruption in power flow that occurs twice every cycle. An experimental 6 kV DC railway was built in <hl> the Soviet Union <hl>.

An experimental 6 kV DC railway was built in <hl> the Soviet Union <hl> .


Question: What is most common voltage for DC supply?

1,500 V DC is used in the Netherlands, Japan, Republic Of Indonesia, Hong Kong (parts), Republic of Ireland, Australia (parts), India (around the Mumbai area alone, has been converted to 25 kV AC like the rest of India), France (also using 25 kV 50 Hz AC), New Zealand (Wellington) and the United States (Chicago area on the Metra Electric district and the South Shore Line interurban line). In Slovakia, there are two narrow-gauge lines in the High Tatras (one a cog railway). In Portugal, it is used in the Cascais Line and in Denmark on the suburban S-train system.

Answer: 1,500 V

<hl> 1,500 V DC is used in the Netherlands, Japan, Republic Of Indonesia, Hong Kong (parts), Republic of Ireland, Australia (parts), India (around the Mumbai area alone, has been converted to 25 kV AC like the rest of India), France (also using 25 kV 50 Hz AC), New Zealand (Wellington) and the United States (Chicago area on the Metra Electric district and the South Shore Line interurban line). <hl> In Slovakia, there are two narrow-gauge lines in the High Tatras (one a cog railway). In Portugal, it is used in the Cascais Line and in Denmark on the suburban S-train system.

<hl> 1,500 V <hl> DC is used in the Netherlands, Japan, Republic Of Indonesia, Hong Kong (parts), Republic of Ireland, Australia (parts), India (around the Mumbai area alone, has been converted to 25 kV AC like the rest of India), France (also using 25 kV 50 Hz AC), New Zealand (Wellington) and the United States (Chicago area on the Metra Electric district and the South Shore Line interurban line). In Slovakia, there are two narrow-gauge lines in the High Tatras (one a cog railway). In Portugal, it is used in the Cascais Line and in Denmark on the suburban S-train system.


Question: How many narrow-gauge lines in Slovakia?

Answer: two

1,500 V DC is used in the Netherlands, Japan, Republic Of Indonesia, Hong Kong (parts), Republic of Ireland, Australia (parts), India (around the Mumbai area alone, has been converted to 25 kV AC like the rest of India), France (also using 25 kV 50 Hz AC), New Zealand (Wellington) and the United States (Chicago area on the Metra Electric district and the South Shore Line interurban line). <hl> In Slovakia, there are two narrow-gauge lines in the High Tatras (one a cog railway). <hl> In Portugal, it is used in the Cascais Line and in Denmark on the suburban S-train system.

1,500 V DC is used in the Netherlands, Japan, Republic Of Indonesia, Hong Kong (parts), Republic of Ireland, Australia (parts), India (around the Mumbai area alone, has been converted to 25 kV AC like the rest of India), France (also using 25 kV 50 Hz AC), New Zealand (Wellington) and the United States (Chicago area on the Metra Electric district and the South Shore Line interurban line). In Slovakia, there are <hl> two <hl> narrow-gauge lines in the High Tatras (one a cog railway). In Portugal, it is used in the Cascais Line and in Denmark on the suburban S-train system.


Question: What railway line is DC being used in Portugal?

Answer: the Cascais Line

1,500 V DC is used in the Netherlands, Japan, Republic Of Indonesia, Hong Kong (parts), Republic of Ireland, Australia (parts), India (around the Mumbai area alone, has been converted to 25 kV AC like the rest of India), France (also using 25 kV 50 Hz AC), New Zealand (Wellington) and the United States (Chicago area on the Metra Electric district and the South Shore Line interurban line). In Slovakia, there are two narrow-gauge lines in the High Tatras (one a cog railway). <hl> In Portugal, it is used in the Cascais Line and in Denmark on the suburban S-train system. <hl>

1,500 V DC is used in the Netherlands, Japan, Republic Of Indonesia, Hong Kong (parts), Republic of Ireland, Australia (parts), India (around the Mumbai area alone, has been converted to 25 kV AC like the rest of India), France (also using 25 kV 50 Hz AC), New Zealand (Wellington) and the United States (Chicago area on the Metra Electric district and the South Shore Line interurban line). In Slovakia, there are two narrow-gauge lines in the High Tatras (one a cog railway). In Portugal, it is used in <hl> the Cascais Line <hl> and in Denmark on the suburban S-train system.


Question: Where in India line has been converted to AC?

Answer: Mumbai area

<hl> 1,500 V DC is used in the Netherlands, Japan, Republic Of Indonesia, Hong Kong (parts), Republic of Ireland, Australia (parts), India (around the Mumbai area alone, has been converted to 25 kV AC like the rest of India), France (also using 25 kV 50 Hz AC), New Zealand (Wellington) and the United States (Chicago area on the Metra Electric district and the South Shore Line interurban line). <hl> In Slovakia, there are two narrow-gauge lines in the High Tatras (one a cog railway). In Portugal, it is used in the Cascais Line and in Denmark on the suburban S-train system.

1,500 V DC is used in the Netherlands, Japan, Republic Of Indonesia, Hong Kong (parts), Republic of Ireland, Australia (parts), India (around the <hl> Mumbai area <hl> alone, has been converted to 25 kV AC like the rest of India), France (also using 25 kV 50 Hz AC), New Zealand (Wellington) and the United States (Chicago area on the Metra Electric district and the South Shore Line interurban line). In Slovakia, there are two narrow-gauge lines in the High Tatras (one a cog railway). In Portugal, it is used in the Cascais Line and in Denmark on the suburban S-train system.


Question: What voltage is being used in railway system of South Africa and Chile?

3 kV DC is used in Belgium, Italy, Spain, Poland, the northern Czech Republic, Slovakia, Slovenia, South Africa, Chile, and former Soviet Union countries (also using 25 kV 50 Hz AC). It was formerly used by the Milwaukee Road from Harlowton, Montana to Seattle-Tacoma, across the Continental Divide and including extensive branch and loop lines in Montana, and by the Delaware, Lackawanna & Western Railroad (now New Jersey Transit, converted to 25 kV AC) in the United States, and the Kolkata suburban railway (Bardhaman Main Line) in India, before it was converted to 25 kV 50 Hz AC.

Answer: 3 kV DC

<hl> 3 kV DC is used in Belgium, Italy, Spain, Poland, the northern Czech Republic, Slovakia, Slovenia, South Africa, Chile, and former Soviet Union countries (also using 25 kV 50 Hz AC). <hl> It was formerly used by the Milwaukee Road from Harlowton, Montana to Seattle-Tacoma, across the Continental Divide and including extensive branch and loop lines in Montana, and by the Delaware, Lackawanna & Western Railroad (now New Jersey Transit, converted to 25 kV AC) in the United States, and the Kolkata suburban railway (Bardhaman Main Line) in India, before it was converted to 25 kV 50 Hz AC.

<hl> 3 kV DC <hl> is used in Belgium, Italy, Spain, Poland, the northern Czech Republic, Slovakia, Slovenia, South Africa, Chile, and former Soviet Union countries (also using 25 kV 50 Hz AC). It was formerly used by the Milwaukee Road from Harlowton, Montana to Seattle-Tacoma, across the Continental Divide and including extensive branch and loop lines in Montana, and by the Delaware, Lackawanna & Western Railroad (now New Jersey Transit, converted to 25 kV AC) in the United States, and the Kolkata suburban railway (Bardhaman Main Line) in India, before it was converted to 25 kV 50 Hz AC.


Question: Besides using 3kV DC what other power type is used in the former Soviet Union countries?

Answer: 25 kV 50 Hz AC

<hl> 3 kV DC is used in Belgium, Italy, Spain, Poland, the northern Czech Republic, Slovakia, Slovenia, South Africa, Chile, and former Soviet Union countries (also using 25 kV 50 Hz AC ). <hl> It was formerly used by the Milwaukee Road from Harlowton, Montana to Seattle-Tacoma, across the Continental Divide and including extensive branch and loop lines in Montana, and by the Delaware, Lackawanna & Western Railroad (now New Jersey Transit, converted to 25 kV AC) in the United States, and the Kolkata suburban railway (Bardhaman Main Line) in India, before it was converted to 25 kV 50 Hz AC.

3 kV DC is used in Belgium, Italy, Spain, Poland, the northern Czech Republic, Slovakia, Slovenia, South Africa, Chile, and former Soviet Union countries (also using <hl> 25 kV 50 Hz AC <hl>). It was formerly used by the Milwaukee Road from Harlowton, Montana to Seattle-Tacoma, across the Continental Divide and including extensive branch and loop lines in Montana, and by the Delaware, Lackawanna & Western Railroad (now New Jersey Transit, converted to 25 kV AC) in the United States, and the Kolkata suburban railway (Bardhaman Main Line) in India, before it was converted to 25 kV 50 Hz AC.

3 kV DC is used in Belgium, Italy, Spain, Poland, the northern Czech Republic, Slovakia, Slovenia, South Africa, Chile, and former Soviet Union countries (also using <hl> 25 kV 50 Hz AC <hl> ).


Question: What was New Jersey Transit called before?

Answer: Western Railroad

3 kV DC is used in Belgium, Italy, Spain, Poland, the northern Czech Republic, Slovakia, Slovenia, South Africa, Chile, and former Soviet Union countries (also using 25 kV 50 Hz AC). <hl> It was formerly used by the Milwaukee Road from Harlowton, Montana to Seattle-Tacoma, across the Continental Divide and including extensive branch and loop lines in Montana, and by the Delaware, Lackawanna & Western Railroad (now New Jersey Transit, converted to 25 kV AC) in the United States, and the Kolkata suburban railway (Bardhaman Main Line) in India, before it was converted to 25 kV 50 Hz AC. <hl>

3 kV DC is used in Belgium, Italy, Spain, Poland, the northern Czech Republic, Slovakia, Slovenia, South Africa, Chile, and former Soviet Union countries (also using 25 kV 50 Hz AC). It was formerly used by the Milwaukee Road from Harlowton, Montana to Seattle-Tacoma, across the Continental Divide and including extensive branch and loop lines in Montana, and by the Delaware, Lackawanna & <hl> Western Railroad <hl> (now New Jersey Transit, converted to 25 kV AC) in the United States, and the Kolkata suburban railway (Bardhaman Main Line) in India, before it was converted to 25 kV 50 Hz AC.


Question: What does the railway system of US use DC or AC?

Answer: AC

<hl> 3 kV DC is used in Belgium, Italy, Spain, Poland, the northern Czech Republic, Slovakia, Slovenia, South Africa, Chile, and former Soviet Union countries (also using 25 kV 50 Hz AC ). <hl> It was formerly used by the Milwaukee Road from Harlowton, Montana to Seattle-Tacoma, across the Continental Divide and including extensive branch and loop lines in Montana, and by the Delaware, Lackawanna & Western Railroad (now New Jersey Transit, converted to 25 kV AC) in the United States, and the Kolkata suburban railway (Bardhaman Main Line) in India, before it was converted to 25 kV 50 Hz AC.

3 kV DC is used in Belgium, Italy, Spain, Poland, the northern Czech Republic, Slovakia, Slovenia, South Africa, Chile, and former Soviet Union countries (also using 25 kV 50 Hz <hl> AC <hl>). It was formerly used by the Milwaukee Road from Harlowton, Montana to Seattle-Tacoma, across the Continental Divide and including extensive branch and loop lines in Montana, and by the Delaware, Lackawanna & Western Railroad (now New Jersey Transit, converted to 25 kV AC) in the United States, and the Kolkata suburban railway (Bardhaman Main Line) in India, before it was converted to 25 kV 50 Hz AC.

3 kV DC is used in Belgium, Italy, Spain, Poland, the northern Czech Republic, Slovakia, Slovenia, South Africa, Chile, and former Soviet Union countries (also using 25 kV 50 Hz <hl> AC <hl> ).


Question: What type is mostly used third rail or overhead wires?

Most electrification systems use overhead wires, but third rail is an option up to about 1,200 V. Third rail systems exclusively use DC distribution. The use of AC is not feasible because the dimensions of a third rail are physically very large compared with the skin depth that the alternating current penetrates to (0.3 millimetres or 0.012 inches) in a steel rail). This effect makes the resistance per unit length unacceptably high compared with the use of DC. Third rail is more compact than overhead wires and can be used in smaller-diameter tunnels, an important factor for subway systems.

Answer: overhead wires

<hl> Most electrification systems use overhead wires , but third rail is an option up to about 1,200 V. Third rail systems exclusively use DC distribution. <hl> The use of AC is not feasible because the dimensions of a third rail are physically very large compared with the skin depth that the alternating current penetrates to (0.3 millimetres or 0.012 inches) in a steel rail). This effect makes the resistance per unit length unacceptably high compared with the use of DC. Third rail is more compact than overhead wires and can be used in smaller-diameter tunnels, an important factor for subway systems.

Most electrification systems use <hl> overhead wires <hl>, but third rail is an option up to about 1,200 V. Third rail systems exclusively use DC distribution. The use of AC is not feasible because the dimensions of a third rail are physically very large compared with the skin depth that the alternating current penetrates to (0.3 millimetres or 0.012 inches) in a steel rail). This effect makes the resistance per unit length unacceptably high compared with the use of DC. Third rail is more compact than overhead wires and can be used in smaller-diameter tunnels, an important factor for subway systems.

Most electrification systems use <hl> overhead wires <hl> , but third rail is an option up to about 1,200 V. Third rail systems exclusively use DC distribution.