The life of a Hackaday writer often involves hours spent at a computer searching for all the cool hacks you love, but its perks come in not being tied to an office, and in periodically traveling around our community’s spaces. This suits me perfectly, because as well as having an all-consuming interest in technology, I am a lifelong rail enthusiast. I am rarely without an Interrail pass, and for me Europe’s railways serve as both comfortable mobile office space and a relatively stress free way to cover distance compared to the hell of security theatre at the airport. Along the way I find myself looking at the infrastructure which passes my window, and I have become increasingly fascinated with the power systems behind electric railways. There are so many different voltage and distribution standards as you cross the continent, so just how are they all accommodated? This deserves a closer look.

So Many Different Ways To Power A Train

In Europe where this is being written, the majority of main line railways run on electric power, as do many subsidiary routes. It’s not universal, for example my stomping ground in north Oxfordshire is still served by diesel trains, but in most cases if you take a long train journey it will be powered by electricity. This is a trend reflected in many other countries with large railway networks, except sadly for the United States, which has electrified only a small proportion of its huge network.

Of those many distribution standards there are two main groups when it comes to trackside, those with an overhead wire from which the train takes its power by a pantograph on its roof, or those with a third rail on which the train uses a sliding contact shoe. It’s more usual to see third rails in use on suburban and metro services, but if you take a trip to Southern England you’ll find third rail electric long distance express services. There are even four-rail systems such as the London Underground, where the fourth rail serves as an insulated return conductor to prevent electrolytic corrosion in the cast-iron tunnel linings.

As if that wasn’t enough, we come to the different voltage standards. Those southern English trains run on 750 V DC while their overhead wire equivalents use 25 kV AC at 50Hz, but while Northern France also has 25 kV AC, the south of the country shares the same 3 kV DC standard as Belgium, and the Netherlands uses 1.5 kV DC. More unexpected still is Germany and most of Scandinavia, which uses 15 kV AC at only 16.7 Hz. This can have an effect on the trains themselves, for example Dutch trains are much slower than those of their neighbours because their lower voltage gives them less available energy for the same current.

In general these different standards came about partly on national lines, but also their adoption depends upon how late the country in question electrified their network. For example aside from that southern third-rail network and a few individual lines elsewhere, the UK trains remained largely steam-powered until the early 1960s. Thus its electrification scheme used the most advanced option, 25 kV 50 Hz overhead wire. By contrast countries such as Belgium and the Netherlands had committed to their DC electrification schemes early in the 20th century and had too large an installed base to change course. That’s not to say that it’s impossible to upgrade though, as for example in India where 25 kV AC electrification has proceeded since the late 1950s and has included the upgrade of an earlier 1.5 kV DC system.

A particularly fascinating consequence of this comes at the moment when trains cross between different networks. Sometimes this is done in a station when the train isn’t moving, for example at Ashford in the UK when high-speed services switch between 25 kV AC overhead wire and 750 V DC third rail, and in other cases it happens on the move through having the differing voltages separated by a neutral section of overhead cable. Sadly I have never manged to travel to the Belgian border and witness this happening. Modern electric locomotives are often equipped to run from multiple voltages and take such changes in their stride.

Power To The People Movers

Finally, all this rail electrification infrastructure needs to get its power from somewhere. In the early days of railway electrification this would inevitably been a dedicated railway owned power station, but now it is more likely to involve a grid connection and some form of rectifier in the case of DC lines. The exception to this are systems with differing AC frequencies from their grid such as the German network, which has an entirely separate power generation and high voltage distribution system.

So that was the accumulated observations of a wandering Hackaday scribe, from the comfort of her air-conditioned express train. If I had to name my favourite of all the networks I have mentioned it would be the London Underground, perhaps because the warm and familiar embrace of an Edwardian deep tube line on a cold evening is an evocative feeling for me. When you next get the chance to ride a train keep an eye out for the power infrastructure, and may the experience be as satisfying and comfortable as it so often is for me.

Header image: SPSmiler, Public domain.

It’s fair to say that QR codes are a technology that has finally come of age. A decade or more ago they were a little over-hyped and sometimes used in inappropriate or pointless ways, but now they are an accepted and useful part of life.

They’re not without their faults though, one of which is that despite four increasingly redundant levels of error correction, there comes a point at which a degraded QR code can no longer be read. [HumanQR] is soliciting these broken QR codes for research purposes and inclusion in an eventual open-source database, and they’ll even have a shot at repairing your submissions for you.

It’s a problem inherent to all digital media, that once the limit of whatever error correction they contain has been reached, they arrive at a cliff-edge at which they go immediately from readability to non readability. The example given in the linked article is a locator tag on a stray cat, it had been rubbed away in part. Improving its contrast, sharply defining its edges, and improving the definition of its fiducials was able to revive it, we hope leading to the cat being returned home.

The idea is that by studying enough damaged codes it should be possible to identify the means by which they become degraded, and perhaps come up with a way to inform some repair software. Meanwhile if you are interested, you might want to learn more about how they work, the hard way.

The Thinkpad line of laptops, originally from IBM, and then from Lenovo, have long been the choice of many in our community. They offer a level of robustness and reliability missing in many cheaper machines. You may not be surprised to find that this article is being written on one. With such a following, it’s not surprising that a significant effort has gone into upgrading older models. For example, we have [Franck Deng]’s new motherboard for the Thinkpad X200 and X201. These models from the end of the 2000s shipped as far as we can remember with Core 2 Duo processors, so we can imagine they would be starting to feel their age.

It’s fair to say the new board isn’t a cheap option, but it does come with a new Core Ultra 7 CPU, DDR5 memory, M.2 interfaces for SSDs alongside the original 2.5″ device, and USB-C with Thunderbolt support. There are a range of screen upgrade options. For an even more hefty price, you can buy a completely rebuilt laptop featuring the new board. We’re impressed with the work, but we have to wonder how it would stack up against a newer Thinkpad for the price.

If you’re curious to see more of the same, this isn’t the first such upgrade we’ve seen.

Thanks [Max] for the tip.

The Sinclair C5 was Sir Clive’s famous first venture into electric mobility, a recumbent electric-assisted tricycle which would have been hardly unusual in 2025. In 1985, though, the C5 was so far out there that it became a notorious failure. The C5 retains a huge following among enthusiasts, though, and among those is [JSON Alexander, who has bought one and restored it.

We’re treated to a teardown and frank examination of the vehicle’s strengths and weaknesses, during which we see the Sinclair brand unusually on a set of tyres, and the original motor, which is surprisingly more efficient than expected. Sir Clive may be gone, but this C5 will live again.

We’ve had the chance to road test a C5 in the past, and it’s fair to say that we can understand why such a low-down riding position was not a success back in the day. It’s unusual to see one in as original a condition as this one, it’s more usual to see a C5 that’s had a few upgrades.

As transport infrastructure in Europe moves toward a zero-carbon future, there remain a number of railway lines which have not been electrified. The question of replacing their diesel traction with greener alternatives, and there are a few different options for a forward looking railway company to choose from. In Germany the Rhine-Main railway took delivery of a fleet of 27 Alstom hydrogen-powered multiple units for local passenger services, but as it turns out they have not been a success (German language, Google translation.). For anyone enthused as we are about alternative power, this bears some investigation.

It seems that this time the reliability of the units and the supply of spare parts was the issue, rather than the difficulty of fuel transport as seen in other failed hydrogen transport problems, but whatever the reason it seems we’re more often writing about hydrogen’s failures than its successes. We really want to believe in a hydrogen future in which ultra clean trains and busses zip around on hydrogen derived from wind power, but sadly that has never seemed so far away. Instead trains seem inevitably to be following cars, and more successful trials using battery units point the way towards their being the future.

We’re sure that more hydrogen transport projects will come and go before either the technological problems are overcome, or they fade away as impractical as the atmospheric railway. Meanwhile we’d suggest hydrogen transport as the example when making value judgements about technology.

No doubt many readers have at times wished to try their hand at blacksmithing, but it’s fair to say that acquiring an anvil represents quite the hurdle. For anyone not knowing where to turn there’s a video from [Black Bear Forge], in which he takes us through a range of budget options.

He starts with a sledgehammer, the simplest anvil of all, which we would agree makes a very accessible means to do simple forge work. He shows us a rail anvil and a couple of broken old anvils, before spending some time on a cheap Vevor anvil and going on to some much nicer more professional ones. It’s probably the Vevor which is the most interesting of the ones on show though, not because it is particularly good but because it’s a chance to see up close one of these very cheap anvils.

Are they worth taking the chance? The one he’s got has plenty of rough parts and casting flaws, an oddly-sited pritchel and a hardy hole that’s too small. These anvils are sometimes referred to as “Anvil shaped objects”, and while this one could make a reasonable starter it’s not difficult to see why it might not be the best purchase. It’s a subject we have touched on before in our blacksmithing series, so we’re particularly interested to see his take on it.