Misplaced Pages

#218781

34-627: 3 ft ( 914 mm ) gauge railroads were widespread in the United States in the period 1880-90. While most of these railroads were converted to standard gauge by the start of the 20th century, a number of lines survived till the Second World War and later, and became popular subjects for modelling. Probably the most popular prototype is the Denver and Rio Grande Western Railroad , followed by other Colorado railroads such as

68-696: A bogie exchange station was placed farther east at the Russian–Chinese border crossing at Zabaykalsk / Manzhouli . Also, China and ex-soviet countries use the different type coupler ( Janney and SA-3 ). An adapter may be used. A bogie exchange station exists in the Port of Turku with a short stretch of 1,435 mm ( 4 ft  8 + 1 ⁄ 2  in ) gauge railway. Freight cars get their bogies exchanged. SeaRail train ferries go from Germany and Sweden. They carry no passenger trains, and passengers must walk to Turku Harbour railway station opposite

102-448: A number of captured German 03 class Pacifics locomotives were re-gauged to the 5 ft ( 1524 mm ) Russian gauge . Most diesel and electric rolling stock can undergo gauge conversion by replacement of their bogies . Engines with fixed wheelbases are more difficult to convert. In Australia, diesel locomotives are regularly re-gauged between broad, standard and narrow gauges. Gauge conversion of wagons and coaches involves

136-409: A steam cylinder to wedge the car into the air. Another way of carrying out bogie exchange is to lower the bogies onto a trolley in a pit, after which the trolleys are rolled out of the way and others return. This may allow the train couplings and continuous brakes to remain connected. In addition, the bogies never need leave a solid surface, so they can be wheeled in and out more quickly. This method

170-414: Is given on the 00n3 entry. Gauge conversion Track gauge conversion is the changing of one railway track gauge (the distance between the running rails) to another. In general, requirements depend on whether the conversion is from a wider gauge to a narrower gauge or vice versa, on how the rail vehicles can be modified to accommodate a track gauge conversion, and on whether the gauge conversion

204-576: Is manual or automated. If tracks are converted to a narrower gauge, the existing timber sleepers (ties) may be used. However, replacement is required if the conversion is to a significantly wider gauge. Some sleepers may be long enough to accommodate the fittings of both existing and alternative gauges. Wooden sleepers are suitable for conversion because they can be drilled for the repositioned rail spikes . Concrete sleepers are unsuitable for conversion. Concrete sleepers may be cast with alternative gauge fittings in place, an example being those used during

238-532: Is the exception and there is good support from manufacturers like Branchlines (Isle of Man Railway and some Irish lines), Worsley Works (mostly Irish railway 'scratch aid' brass kits) and Alphagraphix (mostly card Irish rolling stock kits). Some model kits are not available new due to production having ceased but can be found on the preowned market including the Backwoods models of Irish narrow gauge locomotives and rolling stock. Further information on 00n3 suppliers

272-484: The 1668 mm ( 5 ft  5 + 21 ⁄ 32  in ) gauge in Spain pass through an installation which adjusts their variable-gauge axles. This process is known as "gauge change". Goods wagons are still subject to either bogie exchange or wheelset exchange . Some steam locomotives were constructed to be reconfigured to a different gauge: for example, some East African Railways locomotives; Garratts ;

306-594: The Ferrocarril de Antofagasta a Bolivia Railway. A bogie exchange station exists at the Chinese border to Mongolia . Both the Moscow- Beijing passenger train ( Trans-Siberian ) and freight trains get their bogies exchanged. Mongolia has 1,520 mm ( 4 ft  11 + 27 ⁄ 32  in ), China has 1,435 mm ( 4 ft  8 + 1 ⁄ 2  in ) standard gauge . Also,

340-584: The LMS re-gauged a pair of "Jinty" 0-6-0 tank locomotives – originally built to UK 4 ft  8 + 1 ⁄ 2  in ( 1,435 mm ) standard gauge – for use on its 5 ft 3 in ( 1,600 mm ) gauge Northern Counties Committee (NCC) lines in Northern Ireland; re-designated as Class Y , they largely undertook shunting work on dockyard lines in Belfast. The re-gauging

374-503: The Rio Grande Southern and Colorado and Southern . Other railroads from California and the eastern states are also popular. Scale and gauge combinations used in modelling include: Perhaps not surprisingly, most narrow gauge modellers in the United States model US 3 ft gauge prototypes. However these prototypes are also popular modelling subjects outside the United States as well. 3 ft ( 914 mm ) gauge

SECTION 10

#1732801437219

408-671: The United States , some 5 ft ( 1524 mm ) broad-gauge locomotives were designed for easy conversion to 1,435 mm ( 4 ft  8 + 1 ⁄ 2  in ) gauge, and in the United Kingdom some 7 ft  1 ⁄ 4  in ( 2140 mm ) broad-gauge locomotive classes of the Great Western Railway were designed for easy conversion to 1435 mm ( 4 ft  8 + 1 ⁄ 2  in ) gauge. After World War II ,

442-480: The structure gauge of standard gauge track, such as height of overpasses so that trains can be exchanged. The choice of train couplers may be a factor as well. Where vehicles move to a different gauge, they must either be prepared for bogie exchange or be prepared for wheelset exchange. For example, passenger trains moving between the 1435 mm ( 4 ft  8 + 1 ⁄ 2  in ) in France and

476-416: The track gauge . To perform a bogie exchange, a car is converted from one gauge to another by removing the bogies or trucks (the chassis containing the wheels and axles of the car), and installing a new bogie with differently spaced wheels. It is generally limited to wagons and carriages , though the bogies on diesel locomotives can be exchanged if enough time is available. The term can also refer to

510-588: The Soviet Union were rebuilt for use in the United States. The simplest way to carry out bogie exchange is to lift the wagons off the bogies and replace them back on new bogies. This may require the wagons in a train to be uncoupled, and continuous brakes disconnected. If the wagons are swung out of the way by an overhead hoist, they may sway, which wastes time settling them down. The Nutter hoist, patented in 1871, used screw jacks to lift cars off of their bogies. The Imboden railway-car lifter, from 1875, used

544-517: The Tx class on the broad gauge before they were eventually converted back again. Gauge-change in steam locomotives has a long lineage. In about 1860, the Bristol and Exeter Railway converted five 1435 mm ( 4 ft  8 + 1 ⁄ 2  in ) locomotives to 7 ft  1 ⁄ 4  in ( 2140 mm ) gauge, and later converted them back again. Also in the 19th century, in

578-529: The bogies and the hoses and fittings for the brakes must be compatible. A generous supply of bogies of each gauge is needed to accommodate the ebb and flow of traffic. The bogies and wagons also need to have standardized hooks, etc., where they may be efficiently lifted. The two wheel sets on four-wheel wagons can be changed as well if the wagon has been designed accordingly. Steam locomotives can be designed for more than one gauge, by having, for example, reversible wheel hubs that suit two alternative gauges. This

612-429: The bridges, overpasses and tunnels, embankments and cuts . The minimum curve radius may have a larger radius on broader gauges requiring route deviations to allow the minimum curve radius to be increased. Track centers at stations with multiple tracks may also have to be increased. Conversion from narrow to standard gauge can cause several changes not because of the gauge itself, but in order to be compatible with

646-463: The conversion of the Melbourne–Adelaide railway from 1600 mm ( 5 ft 3 in ) to 1435 mm ( 4 ft  8 + 1 ⁄ 2  in ). Steel sleepers may have alternative gauge fittings cast at production, may be drilled for new fittings or may be welded with new fittings. Conversion from a narrow to a wider gauge may require enlargement of the structure gauge of

680-460: The expense of gauge conversion. For example, on the standard gauge line between Adelaide and Melbourne, the broad gauge Victor Harbor branch line became a gauge orphan after the main line was converted in 1995 because it was too lightly trafficked; it now prospers as a heritage line, SteamRanger . Rail transport Bogie exchange Bogie exchange is a system for operating railway wagons on two or more gauges to overcome difference in

714-549: The ferry terminals. Finland has 1,524 mm ( 5 ft ) broad gauge . In 1898 Emil Breidsprecher, a director of the Marienburg – Mława railway and a future professor at the Königliche Technische Hochschule zu Danzig , invented a system that allowed to change wheelsets in wagons that travelled across a break of gauge, without the need to unload them first. In September 1901 a facility

SECTION 20

#1732801437219

748-612: The large 500 , 600 and 700 class locomotives of the South Australian Railways introduced by William Webb in 1926; and the Victorian Railways J , N and R classes. In the Australian instances, conversion was anticipated from 1600 mm ( 5 ft 3 in ) broad gauge to 1435 mm ( 4 ft  8 + 1 ⁄ 2  in ) standard gauge. Conversion to a wider gauge

782-660: The rebuilding of rolling-stock for permanent use on another gauge, e.g. the Little Joe electric locomotives intended for the Soviet Union ( Russian gauge ) which were rebuilt for use in the United States, or the New Zealand British Rail Mark 2 carriage rebuilt for use on the NZR Cape gauge Bogie wagons can have their gauge changed by lifting them off one set of bogies and putting them back down again on another set of bogies. The pin that centres

816-403: The replacement of the wheelsets or the bogies . In May 1892, wagons and coaches were converted when the 7 ft  1 ⁄ 4  in ( 2140 mm ) gauge of the Great Western Railway was abandoned. During or after gauge conversion work, some stations and branch lines may become "gauge orphans". This occurs especially when it is not considered economically worthwhile to go to

850-521: The sole facility operated at Zdolbuniv at the then Polish-Soviet border. A bogie exchange station in the port of Mukran serves train ferries that go to and from Russia, Latvia, and Lithuania, which have 1,520 mm ( 4 ft  11 + 27 ⁄ 32  in ) broad gauge. The bogies of the direct sleeping car Moscow – Pyongyang, which runs twice monthly, are exchanged there. Bogie exchange conversion times were: Variable-gauge axles in an automatic track gauge changeover system (ATGCS)

884-451: The track with the bogies out from under it. Between 1961 and 1995, Australia had five bogie exchange centres, which opened and closed as gauge conversion work proceeded. The gauges served were 1,435 mm ( 4 ft  8 + 1 ⁄ 2  in ) and 1,600 mm ( 5 ft 3 in ), though the 1,067 mm ( 3 ft 6 in ) Queensland did acquire 100 bogie-exchange compatible QLX wagons just in case. All

918-730: The traction motors and take a little longer to convert. In Australia, some classes of diesel locomotives are regularly gauge-converted to suit traffic requirements on the 1,435 mm ( 4 ft  8 + 1 ⁄ 2  in ), 1,600 mm ( 5 ft 3 in ), and 1,067 mm ( 3 ft 6 in ) networks. Since the 1,067 mm ( 3 ft 6 in ) networks in Australia are not all connected to each other, being separated by deserts or lines of other gauges, they are bogie-exchanged or piggybacked on road or rail vehicles when transferred between these networks. The Little Joe electric locomotives intended for

952-509: The wagons involved had wagon codes ending in "X", such as VLX. The centres were: The busiest facility was that at Dynon, in a typical year (1981–82), 24,110 wagons were bogie exchanged, an average of 66 per day. This was done by one shift of 18 men, compared with the 100 men required if the same amount of freight were transferred wagon to wagon. Bogie exchange was used between 2 ft 6 in ( 762 mm ) and 1,000 mm ( 3 ft  3 + 3 ⁄ 8  in ) gauge on

986-478: Was done in the 1930s and beyond in Victoria for possible gauge conversion, though no engines were ever converted in this manner other than one heritage engine ( R766 ). Some 1,000 mm ( 3 ft  3 + 3 ⁄ 8  in ) metre gauge Garratt locomotives of East Africa were designed for easy conversion to 3 ft 6 in ( 1,067 mm ) gauge, though again none ever was. In 1944,

1020-431: Was installed at the then German-Russian border at Iłowo . The system was used until 1914 on some railway border crossings between Russia and states using standard gauge; known locations, in addition to Iłowo, are Łódź (then an industrial centre served by both standard and broad gauge railway lines) and Novoselytsia (then Austrian-Russian border), there were also some small installations to meet local demand. As of 1938,

1054-405: Was performed by simply reversing the wheel centres so that the spokes dished outwards. In the southern United States, some steam locomotives built by Baldwin were designed for easy conversion from 5 ft ( 1,524 mm ) to 4 ft  8 + 1 ⁄ 2  in ( 1,435 mm ) standard gauge . Diesel locomotives have bogies like wagons and carriages, only with more cables for

3 ft gauge rail modelling - Misplaced Pages Continue

1088-500: Was similarly anticipated for the large 1067 mm ( 3 ft 6 in ) narrow-gauge Western Australian Government Railways V class locomotive (to standard gauge). Of these locomotives, only one R class was converted (when in preservation). Two unanticipated conversions to occur were the ten locomotives of the South Australian Railways 740 class (from standard to broad gauge) and five 1067 mm ( 3 ft 6 in ) narrow-gauge T class locomotives, which became

1122-761: Was the narrow gauge used in Ireland , and the gauge of almost all the railways on the Isle of Man . It was also used on a handful of railways in Britain. However modelling these 3 ft gauge railways is very much a minority pursuit, especially when compared with other prototypes such as the Welsh 2 ft ( 610 mm ) narrow gauge. Scales and gauges used include: Generally these scale/gauge combinations do not have much commercial support, and therefore modellers are required to construct most of their models from scratch. 00n3

1156-416: Was used at Dry Creek railway station , Adelaide. Charles Tisdale patented a system of ramps and moving supports for lowering the trucks out from under a railroad car in 1873. George Atkinson patented a hoist and transfer table arrangement in 1882; this dropped the bogies from under a car and shift them to the side. Ramsay's apparatus patented in 1884 used hydraulic jacks to support the car while lowering

#218781