Talk:San Diego Electric Railway

GA Re-Review and In-line citations

Members of the Wikipedia:WikiProject Good articles are in the process of doing a re-review of current Good Article listings to ensure compliance with the standards of the Good Article Criteria. (Discussion of the changes and re-review can be found here). A significant change to the GA criteria is the mandatory use of some sort of in-line citation (In accordance to WP:CITE) to be used in order for an article to pass the verification and reference criteria. Currently this article does not include in-line citations. It is recommended that the article's editors take a look at the inclusion of in-line citations as well as how the article stacks up against the rest of the Good Article criteria. GA reviewers will give you at least a week's time from the date of this notice to work on the in-line citations before doing a full re-review and deciding if the article still merits being considered a Good Article or would need to be de-listed. If you have any questions, please don't hesitate to contact us on the Good Article project talk page or you may contact me personally. On behalf of the Good Articles Project, I want to thank you for all the time and effort that you have put into working on this article and improving the overall quality of the Wikipedia project. LuciferMorgan 00:32, 13 December 2006 (UTC)

Good Article Review

This article is currently under Good Article Review. LuciferMorgan 00:45, 22 February 2007 (UTC)

Fair use rationale for Image:SDERy logo.png

Image:SDERy logo.png is being used on this article. I notice the image page specifies that the image is being used under fair use but there is no explanation or rationale as to why its use in this Wikipedia article constitutes fair use. In addition to the boilerplate fair use template, you must also write out on the image description page a specific explanation or rationale for why using this image in each article is consistent with fair use.

Please go to the image description page and edit it to include a fair use rationale. Using one of the templates at Wikipedia:Fair use rationale guideline is an easy way to insure that your image is in compliance with Wikipedia policy, but remember that you must complete the template. Do not simply insert a blank template on an image page.

If there is other other fair use media, consider checking that you have specified the fair use rationale on the other images used on this page. Note that any fair use images uploaded after 4 May, 2006, and lacking such an explanation will be deleted one week after they have been uploaded, as described on criteria for speedy deletion. If you have any questions please ask them at the Media copyright questions page. Thank you.BetacommandBot 10:06, 6 June 2007 (UTC)

Addressed. Slambo (Speak) 10:24, 6 June 2007 (UTC)

Merge of San Diego Class 1 Streetcars

The article San Diego Class 1 Streetcars was created back in November 2010 and is sourced only from an organization dedicated to restoring the existing streetcars. As this class of streetcars is related to this article, I suggest that we merge the two together, pulling the most relevant information into this article. This article does not differentiate all of the different classes of streetcars in its history, so I don't think the merged content should have weighted coverage over any of the other streetcars that were used. I'll leave notes at the talk page of that article as well as at WP:SANDIEGO. --Happy editing! Nehrams2020 (talk • contrib) 01:04, 24 July 2011 (UTC)

I definitely support the idea of merging this article as Nehrams proposes. The streetcars in question are not notable enough to have their own article, and no other design of San Diego streetcar has its own article. I was actually thinking that the San Diego Class 1 Streetcars page should be deleted, but this is better. A merge will keep the page in existence as a redirect, so that if the cars become more notable in the future, the page could be recreated. --MelanieN (talk) 15:39, 24 July 2011 (UTC)

I would definitely support this idea. --RightCowLeftCoast (talk) 21:28, 25 July 2011 (UTC)

I strongly disagree. The Class 1 Streetcar article is about the vehicles themselves, a very different subject than the Railway overall, and far too detailed to incorporated fully in this article. There is nothing on Wikipedia that says that an article should be suppressed simply because it is on a subject that is too specialized/specific, and comparably detailed information is not available for similar topics (in this case, the other streetcar classes). (See Wikipedia:Summary style). I think it's fine where it is, though it needs to be linked appropriately from this article. Also keep in mind that the article on the vehicles is of interest to those researching information about streetcar vehicles, and the article quite rightly takes its place amongst the other articles in the Category:Tram vehicles of the United States Keizers (talk) 05:10, 19 August 2012 (UTC)

Narrow gauge

Which line, or company, started with 3 ft 6 in (1,067 mm) narrow gauge and when did the

Track gauge

By transport mode
Tram Rapid transit Miniature Scale model
By size (list)
Minimum   Minimum   Fifteen inch 381 mm (15 in) Narrow   600 mm Two foot Two foot three inch 600 mm 610 mm 686 mm (1 ft 11+5⁄8 in) (2 ft) (2 ft 3 in)   750 mm Bosnian gauge Two foot six inch 750 mm 760 mm 762 mm (2 ft 5+1⁄2 in) (2 ft 5+15⁄16 in) (2 ft 6 in)   Swedish three foot 900 mm Three foot Italian metre 891 mm 900 mm 914 mm 950 mm (2 ft 11+3⁄32 in) (2 ft 11+7⁄16 in) (3 ft) (3 ft1+13⁄32 in)   Metre 1,000 mm (3 ft 3+3⁄8 in)   Three foot six inch 1,067 mm (3 ft 6 in)   Four foot 1,219 mm (4 ft)   Four foot six inch 1,372 mm (4 ft 6 in)   1432 mm 1,432 mm (4 ft 8+3⁄8 in)   Standard 1,435 mm (4 ft 8+1⁄2 in) Broad   Italian broad gauge Dresden gauge 1,445 mm 1,450 mm (4 ft 8+7⁄8 in) (4 ft 9+3⁄32 in)   Leipzig gauge 1,458 mm (4 ft 9+13⁄32 in)   Toronto gauge 1,495 mm (4 ft 10+7⁄8 in)   1520 mm Five foot 1,520 mm 1,524 mm (4 ft 11+27⁄32 in) (5 ft)   Pennsylvania gauge Pennsylvania gauge Five foot three inch 1,581 mm 1,588 mm 1,600 mm (5 ft 2+1⁄4 in) (5 ft 2+1⁄2 in) (5 ft 3 in)   Baltimore gauge 1,638 mm (5 ft 4+1⁄2 in)   Iberian gauge Five foot six inch 1,668 mm 1,676 mm (5 ft 5+21⁄32 in) (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 Australia

Gauge conversion is the changing of one railway track gauge (the distance between the running rails) to another.

Sleepers

If tracks are converted to a narrower gauge, the existing 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. Being difficult to drill, concrete sleepers are less suitable for conversion. Concrete sleepers may be cast with alternative gauge fittings in place, an example being those used during 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.

Structures

Conversion from a narrow to a wider gauge may require enlargement of the structure gauge of 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 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.

Rail vehicles

See also: Bogie exchange and Variable gauge

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 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.

Steam locomotives

In Australia, the multiplicity of track gauges prompted locomotive builders, after the early 1920s, to provide for a potential change of gauge. Three classes of large locomotives ordered by the South Australian Railways in 1924, including the 600 class pictured here (right), were configured to permit easy conversion from 1600 mm (5 ft 3 in) broad gauge to 1435 mm (4 ft 8+1⁄2 in) standard gauge. The older Rx class locomotive next to it was incapable of being converted because its frames were too wide for standard gauge.

Some steam locomotives were constructed to be reconfigured to a different gauge: for example, some East African Railways locomotives; Garratts; 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 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 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 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, a number of captured German 03 class Pacifics locomotives were re-gauged to the 5 ft (1524 mm) Russian gauge.

Diesel and electric locomotives and trains

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.

Wagons and coaches

Gauge conversion of wagons and coaches involves 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.

Gauge orphan

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 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.

See also

Rail transport

• List of gauge conversions
• Break-of-gauge
• Dual gauge

References

take place? Peter Horn User talk 03:33, 5 March 2019 (UTC)