Bogie exchange

Track gauge
By transport mode
Tram · Rapid transit
Miniature · Scale model
By size (list)
Minimum
  Fifteen inch 381 mm (15 in)
Narrow
  600 mm,
Two foot		 597 mm
600 mm
603 mm
610 mm		 (1 ft 11 1⁄2 in)
(1 ft 11 5⁄8 in)
(1 ft 11 3⁄4 in)
(2 ft)
  750 mm,
Bosnian,
Two foot six inch,
800 mm		 750 mm
760 mm
762 mm
800 mm		 (2 ft 5 1⁄2 in)
(2 ft 5 15⁄16 in)
(2 ft 6 in)
(2 ft 7 1⁄2 in)
  Swedish three foot,
900 mm,
Three foot		 891 mm
900 mm
914 mm		 (2 ft11 3⁄32 in)
(2 ft 11 7⁄16)
(3 ft)
  Metre 1,000 mm (3 ft 3 3⁄8 in)
  Three foot six inch,
Cape, CAP, Kyōki		 1,067 mm (3 ft 6 in)
  Four foot six inch 1,372 mm (4 ft 6 in)
  Standard 1,435 mm (4 ft 8 1⁄2 in)
Broad
  Russian,
Five foot		 1,520 mm
1,524 mm		 (4 ft 11 27⁄32 in)
(5 ft)
  Irish 1,600 mm (5 ft 3 in)
  Iberian 1,668 mm (5 ft 5 21⁄32 in)
  Indian 1,676 mm (5 ft 6 in)
  Six foot 1,829 mm (6 ft)
  Brunel 2,140 mm (7 ft 1⁄4 in)
Change of gauge
Break-of-gauge · Dual gauge ·
Conversion (list) · Bogie exchange · Variable gauge
By location
North America · South America · Europe

Bogie exchange is a system for operating railway wagons on two or more gauges to overcome difference in 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 diesel engines can be exchanged if enough time is available.

Bogies exchange operation in Ussuriisk (near Vladivostok) at the Chinese–Russian border
Bogie change station at Chop, Ukraine station, Ukraine, which connects to Hungary and Slovakia

Wagons and carriages

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 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. Four-wheel wagons are not suitable for gauge change.

Engines

Steam

Steam engines can be designed for more than one gauge, by having, for example, reversible wheel hubs that suit two alternative gauges. This 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) 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 the southern United States, some steam locomotives built by Baldwin were designed for easy conversion from 1,524 mm (5 ft) to 1,435 mm (4 ft 8 1⁄2 in).

Diesel

Diesel locomotives have bogies like wagons and carriages, only with more cables for 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 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.

Raising or lowering

Raise

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. As the bogies are swung out of the way, they sway, which wastes time settling them down.

Lower

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 keeps the train couplings and continuous brakes connected. In addition, the bogies never need leave a solid surface, so they can be wheeled in and out more quickly. This method was used at Dry Creek railway station, Adelaide.[1]

International

Australia

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 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.[6]

Belarus

Bolivia

Bogie exchange was used between 2 ft 6 in (762 mm) and 1,000 mm (3 ft 3 3⁄8 in) gauge on the Ferrocarril de Antofagasta a Bolivia Railway.

Canada

China

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 Russian gauge 1,520 mm (4 ft 11 27⁄32 in), China has 1,435 mm (4 ft 8 1⁄2 in). Also, a bogie exchange station was placed farther east at the Russian/Chinese border crossing at Zabaykalsk/Manzhouli.

Finland

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 by foot to Turku Harbour railway station opposite the ferry terminals. Finland has 1,524 mm (5 ft) broad gauge.

Germany

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.

Iran

Kazakhstan

Moldova

North Korea

The bogies of the direct sleeping car Moscow - Pyongyang, which runs twice monthly, are exchanged here. [7]

Peru

Romania

Russia

Spain

Tunisia

Ukraine

Transfer time

Bogie exchange conversion times were:

Variable gauge axles

Variable gauge axles in a automatic track gauge changeover system (ATGCS) is a newer and faster development than bogie exchange. While bogie exchange is "obvious" and brute force, VGA/ATGCS is "subtle, hidden", and elegant. The SUW 2000 ATGCS requires a changeover track about 20 m long, with a shed if snow is around compared to a small marshalling yard required by bogie exchange.

Axle exchange

An alternative to variable gauge axles and bogie exchange is axle exchange.

See also

References

  1. ↑ Catch Point - November 2007 - p35 - picture of lowering method
  2. ↑ http://nla.gov.au/nla.cat-vn1271610
  3. ↑ http://www.trainweb.org/mystation/gauge1.txt
  4. ↑ Ian Patterson & Partners
  5. ↑ Technology in Australia 1788-1988, Chapter 7, page 477
  6. ↑ Lee, Robert (2007). The Railways of Victoria 1854-2004. Melbourne University Publishing Ltd. p. 224. ISBN 978-0-522-85134-2.
  7. ↑ Travelogue Vienna - Pyongyang via Tumangan
  8. ↑ Сахалинская узкоколейная железная дорога (The narrow-gauge railways of Sakhalin) (Russian)
  9. ↑ Current stop in Brest is 1 hour 50 minutes which is border control, custom control and the rest is bogie exchange

External links

This article is issued from Wikipedia - version of the Thursday, December 10, 2015. The text is available under the Creative Commons Attribution/Share Alike but additional terms may apply for the media files.