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Afterwards, in the 1920s, the main lines starting from Paris and lines in the Pyrenees were electrified with 1,500 V DC. After World War II and with the improvements in power electronics, tests were made with 20 kV AC and subsequently with 25 kV AC in the Alps, which was considered satisfactory. Then the North and the East of France were ...
These drawbacks, plus the need for a separate supply infrastructure and the lack of any technical advantages with modern motors and controllers has limited the use of 16 + 2 ⁄ 3 Hz and 16.7 Hz beyond the original five countries. Most other countries electrified their railways at the utility frequency of 50/60 Hz.
[16]: 6–7 UIC conducted a case study for the conversion of the Bordeaux-Hendaye railway line (France), currently electrified at 1.5 kV DC, to 9 kV DC and found that the conversion would allow to use less bulky overhead wires (saving €20 million per 100 route-km) and lower the losses (saving 2 GWh per year per 100 route-km; equalling about ...
A third possibility concerns networks using voltages of the same order of magnitude, such as Belgium (3 kV DC) and the Netherlands (1.5 kV DC): Belgian trains to Maastricht or Roosendaal (Dutch stations located near the border) can use the lower Dutch voltage, albeit with reduced power, on the short stretch from the border to their Dutch ...
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In countries where 60 Hz is the normal grid power frequency, 25 kV at 60 Hz is used for the railway electrification. In Canada on the Deux-Montagnes line of the Montreal Metropolitan transportation Agency. In Japan on the Tokaido, Sanyo and Kyushu Shinkansen lines (using 1,435 mm or 4 ft 8 + 1 ⁄ 2 in gauge). In South Korea on the Korail network.