Track gauge

General concepts
Track gauge · Break-of-gauge · Dual gauge · Conversion (list) · Bogie exchange · Variable gauge
By transport mode
Tram · Rapid transit · High-speed rail
By size (list)
Broad   Breitspurbahn 3,000 mm (9 ft 10 1⁄8 in)   Brunel 2,140 mm (7 ft 1⁄4 in)   Indian 1,676 mm (5 ft 6 in)   Iberian 1,668 mm (5 ft 5 2⁄3 in)   Irish 1,600 mm (5 ft 3 in)   Russian 1,520 mm (4 ft 11 5⁄6 in)   Standard 1,435 mm (4 ft 8 1⁄2 in) Medium   Scotch 1,372 mm (4 ft 6 in)   Cape 1,067 mm (3 ft 6 in)   Metre 1,000 mm (3 ft 3 3⁄8 in) Narrow   Three foot 914 mm (3 ft)   Swedish three foot 891 mm (2 ft 11 1⁄10 in)   Imperial 762 mm (2 ft 6 in)   Bosnian 760 mm (2 ft 5 15⁄16 in)   Decauville 600 600 mm (1 ft 11 5⁄8 in) Minimum   Fifteen inch 381 mm (15 in)
By location
North America · South America · Europe
This box:

Track gauge conversions include:

During World War I and World War II, gauge conversion occurred backwards and forwards between Germany and Russia as the fronts and national borders chopped and changed.

Contents 1 Timeline 1.1 2010 1.2 2008 1.3 2007 1.4 2006 1.5 2000 1.6 1941 1.7 1934 1.8 1886 2 By target gauge 2.1 To broad gauge 2.2 Other 2.3 Conversions to standard gauge 2.3.1 Proposed 2.4 Conversion to Cape Gauge 2.4.1 Integrated with Southern African railways 2.4.2 Isolated 2.5 Conversion to metre gauge 2.6 Conversion to narrow gauge 2.7 Conversion to minimum gauge 3 Variable gauge axles 4 See also 5 References 6 External links

Timeline

2010

The iron ore railways serving or to serve Geraldton port, and the new port at Oakajee are narrow gauge, but will be designed for ease of conversion to standard gauge.^[1]

2008

A Russian broad gauge line reaches out into Slovakia to carry minerals without the need for transshipment which would be required if the gauge changed at the border. In 2008, it is proposed to extend this line to Vienna.^[2] On 9 April 2010, a four way deal was signed.^[3] As a general rule, transshipment is minimised if breaks-of-gauge occur at or near major hubs or major origins and destinations of traffic.

2007

• 4-6-4 R766 of the Victorian Railways, being designed for ease of conversion from 1,600 mm (5 ft 3 in) to 1,435 mm (4 ft 8 ¹⁄₂ in), was so converted in 2008.

2006

• Bostan – Zhob 762 mm (2 ft 6 in) to 1,676 mm (5 ft 6 in). Report suggests conversion to 1,435 mm (4 ft 8 ¹⁄₂ in) in before.^[4] Conversion completed in 2006.^[5]

2000

• India conversion of 17,000 km (11,000 mi) of 1,000 mm (3 ft 3 ³⁄₈ in) gauge to 1,676 mm (5 ft 6 in) broad gauge under project Unigauge
• Melbourne to Adelaide – 600 km (370 mi) of convertible sleepers installed in 1990 to facilitate quick conversion in 1995.
• Adelaide – convertible sleepers installed should gauge conversion be needed in future.
• Port Harcourt – Onne, Nigeria – convertible sleepers installed since gauge conversion not imminent.
• The Mount Gambier, South Australia line was fitted with some 3-gauge steel sleepers when it was "temporarily" converted from 1,067 mm (3 ft 6 in) to 1,600 mm (5 ft 3 in) in the 1950s, pending later conversion to 1,435 mm (4 ft 8 ¹⁄₂ in) from 2008.
• Central Asia – while China and Europe are connected by rail, and while both are mainly 1,435 mm (4 ft 8 ¹⁄₂ in), the intervening Central Asia Railways are 1,520 mm (4 ft 11 ⁵⁄₆ in) gauge. Intervening lines are gradually been made gauge convertible to facilitate and eventual linkage of the Chinese and European standard gauge system.
• Tanzania in 2008 is proposing 1,000 mm (3 ft 3 ³⁄₈ in)/1,067 mm (3 ft 6 in) steel sleepers and 1,000 mm (3 ft 3 ³⁄₈ in)/1,435 mm (4 ft 8 ¹⁄₂ in) concrete sleepers to suit gauge conversion.

1941

• / Røros Line in occupied Norway by German forces.

1934

• The short and isolated standard gauge tram line Långängsbanan built in 1911 in the northern Stockholm suburb of Stocksund, was converted to the narrow Swedish three foot gauge of the adjacent Roslag Railway in 1934. Långängsbanan was closed in 1966.

1886

• After extensive preparation, the entire rail network in the southern United States is converted from 5 ft (1,524 mm) gauge to (essentially) standard gauge over the course of two days.^[6] See Track gauge in the United States

By target gauge

During WWI and WWII, gauge conversion occurred backwards and forwards between Germany and Russia as the fronts and national borders changed.

To broad gauge

• India conversion of 17,000 km (11,000 mi) of 1,000 mm (3 ft 3 ³⁄₈ in) meter gauge to 1,676 mm (5 ft 6 in) broad gauge under project Unigauge

Other

• Melbourne to Adelaide – 600 km (370 mi) of convertible sleepers installed in 1990 to facilitate quick conversion in 1995.
• Adelaide – convertible sleepers installed should gauge conversion be needed in future.
• Port Harcourt – Onne, Nigeria – convertible sleepers installed since gauge conversion not imminent.
• The Mount Gambier line in South Australia was fitted with some 3-gauge steel sleepers when it was "temporarily" converted from 1,067 mm (3 ft 6 in) to 1,600 mm (5 ft 3 in) in the 1950s, pending later conversion to 1,435 mm (4 ft 8 ¹⁄₂ in) from 2008.
• Central Asia – while China and Europe are connected by rail, and while both are mainly 1,435 mm (4 ft 8 ¹⁄₂ in), the intervening Central Asia Railways are 1,520 mm (4 ft 11 ⁵⁄₆ in) gauge. Intervening lines are gradually being made gauge convertible to facilitate an eventual linkage of the Chinese and European standard gauge system. (variable gauge trains)
• Tanzania in 2008 is proposing 1,000 mm (3 ft 3 ³⁄₈ in)/1,067 mm (3 ft 6 in) steel sleepers and 1,000 mm (3 ft 3 ³⁄₈ in)/1,435 mm (4 ft 8 ¹⁄₂ in) concrete sleepers to suit gauge conversion.

Conversions to standard gauge

• (in date order)
• 1866 Morris and Essex converted in 12 days from 4 ft 10 in (1,473 mm) ^[7]
• 1881 Denver to Pueblo from 3 ft (914 mm) to dual gauge on Denver & Rio Grande Railroad.^[8] This began a progressive and gradual conversion to standard gauge across Colorado, wherever the traffic justified the conversion

• 1881 Toronto, Grey and Bruce Railway, Canada from 1,067 mm (3 ft 6 in) to 1,435 mm (4 ft 8 ¹⁄₂ in)

• 1883 Toronto and Nipissing Railway, Canada from 1,067 mm (3 ft 6 in) to 1,435 mm (4 ft 8 ¹⁄₂ in) with third rail stage.

• 1880's Numerous Provincial Gauge railways in Canada from 1,676 mm (5 ft 6 in) to 1,435 mm (4 ft 8 ¹⁄₂ in).

• 1886 many Southern states, from 5 ft (1,524 mm), see United States broad gauge

• 1922 Skøyen–Filipstad Line in Norway (was 1,067 mm/​3 ft 6 in)
• 1922 Trondhjem–Støren Line in Norway (was 1,067 mm/​3 ft 6 in)
• 1935 Arendal Line in Norway (was 1,067 mm/​3 ft 6 in)
• 1941 Brest-Minsk^[9]
• 1944 Ålgård Line in Norway (was 1,067 mm/​3 ft 6 in)

• 1949 Grevskap Line in Norway (was 1,067 mm/​3 ft 6 in)
• 1960s Zabergäu Railway 750 mm (2 ft 5 ¹⁄₂ in) to 1,435 mm (4 ft 8 ¹⁄₂ in)

• 1970 Indian Pacific; Sydney to Perth
• 1980 Adelaide–Darwin railway; the first stage to Alice Springs. Replaced a narrow gauge line on a different, less floodprone alignment.
• 2000s Spain is building its High Speed lines to 1,435 mm (4 ft 8 ¹⁄₂ in) gauge, even though the existing system is 1,668 mm (5 ft 5 ²⁄₃ in); new cutoff lines are being built with gauge convertible sleepers for easy conversion to standard gauge when required.
• May 2008 – agreement reached to standardise 200 km (120 mi) of 1,600 mm (5 ft 3 in) track carrying declining traffic from Seymour to Albury, making double track 1,435 mm (4 ft 8 ¹⁄₂ in) route for increasing interstate traffic. The drought affected wheat-only 1,600 mm (5 ft 3 in) Oaklands branchline will be left as an orphan for time being. The cost of converting this 126 km (78 mi) line has been estimated as just over A$13m, then A$17m.^[10]
• 2009 Peru from Huancayo to Huancavelica from 914 mm (3 ft) to 1,435 mm (4 ft 8 ¹⁄₂ in); 147 km.^[11]

Proposed

• Port Pepel iron ore line, from derelict 1,067 mm (3 ft 6 in) to 1,435 mm (4 ft 8 ¹⁄₂ in)^[12]

Conversion to Cape Gauge

Integrated with Southern African railways

• / Beira – Salisbury – 1910 – was 610 mm (2 ft)
• Namibian Railways, 1930s, much of which was 610 mm (2 ft)

Isolated

• Matadi–Kinshasa Railway – 1932 – was 762 mm (2 ft 6 in)
• Luanda Railway, Angola, was 1,000 mm (3 ft 3 ³⁄₈ in)
• Angola Namibe Railway, 1950s, was 600 mm (1 ft 11 ⁵⁄₈ in)
• Kindu (Lualaba River port) – Kibombo – Kongolo – Kabalo (Lualaba River port and junction with Katanga line) – Nyunzu – Niemba – Kalemie (the port on Lake Tanganika), 1,067 mm (3 ft 6 in). This line was isolated 1,000 mm (3 ft 3 ³⁄₈ in) until 1955, when the gauge was changed for the connection with the Katanga line in 1956.
• 1915 Sulitjelma Line in Norway converted from 750 mm (2 ft 5 ¹⁄₂ in) to dual gauge with 1,067 mm (3 ft 6 in) and when later closed was converted to a road.

Conversion to metre gauge

• From 1920, the standard gauge part of the Siam railway amounting to 1,000 km (620 mi) was converted first to third rail, and then to 1,000 mm (3 ft 3 ³⁄₈ in) (metre gauge) making the whole system metre gauge.^[13]

Conversion to narrow gauge

• The short and isolated standard gauge tram line Långängsbanan built in 1911 in the northern Stockholm suburb of Stocksund, was converted to the narrow 891 mm (2 ft 11 ¹⁄₁₀ in) Swedish three foot gauge of the adjacent Roslag Railway in 1934. Långängsbanan was closed in 1966.

Conversion to minimum gauge

• The 600 mm (1 ft 11 ⁵⁄₈ in) mm railway Östra Södermanlands Järnväg in Mariefred mostly runs on tracks which were converted from standard gauge when it was remade into a heritage railway in the 1960s.

Variable gauge axles

Gauge conversion will no doubt be less important with the development of a number of different variable gauge axle systems, also called Automatic Track Gauge Changeover Systems, such as the SUW 2000.

See also

• Break-of-gauge
• Track gauge

References

External links