Standard-gauge_railway

Standard-gauge railway

Standard-gauge railway

Railway track gauge (1435 mm)


A standard-gauge railway is a railway with a track gauge of 1,435 mm (4 ft 8+12 in). The standard gauge is also called Stephenson gauge (after George Stephenson), international gauge, UIC gauge, uniform gauge, normal gauge and European gauge in Europe,[1][2][3][4][5] and SGR in East Africa. It is the most widely used track gauge around the world, with about 55% of the lines in the world using it.

All high-speed rail lines use standard gauge except those in Russia, Finland, and Uzbekistan. The distance between the inside edges of the rails is defined to be 1,435 mm except in the United States, Canada, and on some heritage British lines, where it is defined in U.S. customary/Imperial units as exactly "four feet eight and one half inches",[6] which is equivalent to 1,435.1 mm.

History

As railways developed and expanded, one of the key issues was the track gauge (the distance, or width, between the inner sides of the rails) to be used. Different railways used different gauges, and where rails of different gauge met – a "gauge break" – loads had to be unloaded from one set of rail cars and reloaded onto another, a time-consuming and expensive process. The result was the adoption throughout a large part of the world of a "standard gauge" of 1,435 mm (4 ft 8+12 in), allowing interconnectivity and interoperability.

Origins

A popular legend that has circulated since at least 1937[7] traces the origin of the 1,435 mm (4 ft 8+12 in) gauge even further back than the coalfields of northern England, pointing to the evidence of rutted roads marked by chariot wheels dating from the Roman Empire.[lower-alpha 1][8] Snopes categorised this legend as "false", but commented that it "is perhaps more fairly labeled as 'Partly true, but for trivial and unremarkable reasons.'"[9] The historical tendency to place the wheels of horse-drawn vehicles around 5 ft (1,524 mm) apart probably derives from the width needed to fit a carthorse in between the shafts.[9] Research, however, has been undertaken to support the hypothesis that "the origin of the standard gauge of the railway might result from an interval of wheel ruts of prehistoric ancient carriages".[10][better source needed]

In addition, while road-travelling vehicles are typically measured from the outermost portions of the wheel rims, it became apparent that for vehicles travelling on rails, having main wheel flanges that fit inside the rails is better, thus the minimum distance between the wheels (and, by extension, the inside faces of the rail heads) was the important one.

A standard gauge for horse railways never existed, but rough groupings were used; in the north of England none was less than 4 ft (1,219 mm).[11] Wylam colliery's system, built before 1763, was 5 ft (1,524 mm), as was John Blenkinsop's Middleton Railway; the old 4 ft (1,219 mm) plateway was relaid to 5 ft (1,524 mm) so that Blenkinsop's engine could be used.[11] Others were 4 ft 4 in (1,321 mm) (in Beamish) or 4 ft 7+12 in (1,410 mm) (in Bigges Main (in Wallsend), Kenton, and Coxlodge).[11][12]

English railway pioneer George Stephenson spent much of his early engineering career working for the coal mines of County Durham. He favoured 4 ft 8 in (1,422 mm) for wagonways in Northumberland and Durham, and used it on his Killingworth line.[11] The Hetton and Springwell wagonways also used this gauge.

Stephenson's Stockton and Darlington railway (S&DR) was built primarily to transport coal from mines near Shildon to the port at Stockton-on-Tees. Opening in 1825, the initial gauge of 4 ft 8 in (1,422 mm) was set to accommodate the existing gauge of hundreds of horse-drawn chaldron wagons[13][permanent dead link] that were already in use on the wagonways in the mines. The railway used this gauge for 15 years before a change was made, debuting around 1850, to the 1,435 mm (4 ft 8+12 in) gauge.[11][14][page needed] The historic Mount Washington Cog Railway, the world's first mountain-climbing rack railway, is still in operation in the 21st century, and has used the earlier 4 ft 8 in (1,422 mm) gauge since its inauguration in 1868.

George Stephenson introduced the 1,435 mm (4 ft 8+12 in) gauge (including a belated extra 12 in (13 mm) of free movement to reduce binding on curves[15]) for the Liverpool and Manchester Railway, authorised in 1826 and opened 30 September 1830. The extra half inch was not regarded at first as very significant, and some early trains ran on both gauges daily without compromising safety.[16]

The success of this project led to Stephenson and his son Robert being employed to engineer several other larger railway projects. Thus the 4 ft 8+12 in (1,435 mm) gauge became widespread and dominant in Britain. Robert was reported to have said that if he had had a second chance to choose a gauge, he would have chosen one wider than 4 ft 8+12 in (1,435 mm).[17][18] "I would take a few inches more, but a very few".[19]

During the "gauge war" with the Great Western Railway, standard gauge was called "narrow gauge", in contrast to the Great Western's 7 ft 14 in (2,140 mm) broad gauge. The modern use of the term "narrow gauge" for gauges less than standard did not arise for many years, until the first such locomotive-hauled passenger railway, the Ffestiniog Railway, was built.[citation needed]

Adoption

In 1845, in the United Kingdom of Great Britain and Ireland, a Royal Commission on Railway Gauges reported in favour of a standard gauge. The subsequent Gauge Act ruled that new passenger-carrying railways in Great Britain should be built to a standard gauge of 4 ft 8+12 in (1,435 mm), and those in Ireland to a new standard gauge of 5 ft 3 in (1,600 mm). In Great Britain, Stephenson's gauge was chosen on the grounds that existing lines of this gauge were eight times longer than those of the rival 7 ft or 2,134 mm (later 7 ft 14 in or 2,140 mm) gauge adopted principally by the Great Western Railway. It allowed the broad-gauge companies in Great Britain to continue with their tracks and expand their networks within the "Limits of Deviation" and the exceptions defined in the Act.

After an intervening period of mixed-gauge operation (tracks were laid with three rails), the Great Western Railway finally completed the conversion of its network to standard gauge in 1892. In North East England, some early lines in colliery (coal mining) areas were 4 ft 8 in (1,422 mm), while in Scotland some early lines were 4 ft 6 in (1,372 mm). The British gauges converged starting from 1846 as the advantages of equipment interchange became increasingly apparent. By the 1890s, the entire network was converted to standard gauge.

The Royal Commission made no comment about small lines narrower than standard gauge (to be called "narrow gauge"), such as the Ffestiniog Railway. Thus it permitted a future multiplicity of narrow gauges in the UK. It also made no comments about future gauges in British colonies, which allowed various gauges to be adopted across the colonies.

Parts of the United States, mainly in the Northeast, adopted the same gauge, because some early trains were purchased from Britain. The American gauges converged, as the advantages of equipment interchange became increasingly apparent. Notably, all the 5 ft (1,524 mm) broad gauge track in the South was converted to "almost standard" gauge 4 ft 9 in (1,448 mm) over the course of two days beginning on 31 May 1886.[20] See Track gauge in the United States.

In continental Europe, France and Belgium adopted a 1,500 mm (4 ft 11+116 in) gauge (measured between the midpoints of each rail's profile) for their early railways.[21] The gauge between the interior edges of the rails (the measurement adopted from 1844) differed slightly between countries, and even between networks within a country (for example, 1,440 mm or 4 ft 8+1116 in to 1,445 mm or 4 ft 8+78 in in France). The first tracks in Austria and in the Netherlands had other gauges (1,000 mm or 3 ft 3+38 in in Austria for the Donau Moldau line and 1,945 mm or 6 ft 4+916 in in the Netherlands for the Hollandsche IJzeren Spoorweg-Maatschappij), but for interoperability reasons (the first rail service between Paris and Berlin began in 1849, first Chaix timetable) Germany adopted standard gauges, as did most other European countries.

The modern method of measuring rail gauge was agreed in the first Berne rail convention of 1886.[22]

Early railways by gauge

Non-standard gauge

More information Name, Authorised ...

Almost standard gauge

Standard gauge

More information Name, Authorised ...

Small deviations from standard gauge

Dual gauge

Initially standard gauge

Several lines were initially built as standard gauge but were later converted to another gauge for cost or for compatibility reasons.[citation needed]

Modern almost standard gauge railways

Railways

More information Country/territory, Railway ...

Non-rail use

Several states in the United States had laws requiring road vehicles to have a consistent gauge to allow them to follow ruts in the road. Those gauges were similar to railway standard gauge.[61]

See also

Notes

  1. The gaps in the pedestrian crossings in Pompeii could give credence or otherwise to this statement, but no relevant studies appear to have been made.
  2. For the Philippine National Railways, 2,278 km (1,415 mi) for the Mindanao Railway, 296 km (184 mi) for the North–South Commuter Railway (NSCR),[50] 298 km (185 mi) for NSCR extensions,[51] 92 km (57 mi) for the Northeast Commuter Line to Cabanatuan,[52][53] 581 to 639 km (361 to 397 mi) for the South Main Line rehabilitation, 71 km (44 mi) for the Subic–Clark Railway, 244 km (152 mi) for the San JoseTuguegarao line,[54] and 175 km (109 mi) for the Tarlac–San Fernando line.[55] Proposed MRT lines have a total length of 370 km (230 mi), discounting the Monorail Line 4. LRT Line 1 extension is 26 km (16 mi),[56] while LRT Line 6's total proposed track length is 169 km (105 mi).[57] All figures mentioned denote track length, not line or system length.

References

  1. Falco, Francesco (31 December 2012). "2007-ee-27010-s". TEN-T Executive Agency. Archived from the original on 27 February 2012. Retrieved 20 August 2013.
  2. "Japan". Speedrail.ru. 1 October 1964. Archived from the original on 29 June 2012. Retrieved 20 August 2013.
  3. Falco, Francesco (23 January 2013). "EU support to help convert the Port of Barcelona's rail network to UIC gauge". TEN-T Executive Agency. Archived from the original on 11 February 2013. Retrieved 20 August 2013.
  4. "Displaceable rolling bogie for railway vehicles". IP.com. Archived from the original on 29 June 2013. Retrieved 20 August 2013.
  5. Thirty-Seventh Congress Session III Chap CXII March 3, 1863 Retrieved on 2019-01-08.
  6. "Standard Railway Gauge". Townsville Bulletin. 5 October 1937. p. 12. Retrieved 3 June 2011 via National Library of Australia.
  7. "Standard Rail Gauge Set By Old Ox-Carts". The Worker. Vol. 58, no. 3122. Brisbane, Queensland. 19 May 1947. p. 17. Retrieved 13 April 2016 via National Library of Australia.
  8. Ogata, Masanori; Tsutsumi, Ichiro; Shimotsuma, Yorikazu; Shiotsu, Nobuko (6 December 2006). Origin of the world's standard gauge of railway is in the interval of wheel ruts of ancient carriages. The International Conference on Business & Technology Transfer. p. 98. doi:10.1299/jsmeicbtt.2006.3.0_98. Retrieved 8 August 2023.
  9. "Tyne and Wear HER(1128): Bigges Main Wagonway – Details". Sitelines. Tyne and Wear Archaeology Officer. Archived from the original on 21 November 2016. Retrieved 20 November 2016.
  10. "The Wagons". DRCM. Retrieved 1 June 2016.{{cite web}}: CS1 maint: url-status (link)
  11. Tomlinson, Wiliam Weaver (1915). The North Eastern Railway: Its Rise and Development. Newcastle-upon-Tyne; London: Andrew Reid; Longmans, Green. p. 81. Retrieved 20 March 2023. I [John Dixon] can testify to the fact of there being half an inch difference in the gauge of the Great North of England Railway and the Stockton and Darlington Railway, and that engines and carriages reciprocally travel on each line daily without danger or a suspicion thereof from that cause: indeed, the fact of this difference is not generally known.
  12. "Trans-Australian Railway. Bill Before The Senate". Western Mail (Western Australia). Perth. 2 December 1911. p. 17. Retrieved 15 March 2013 via National Library of Australia.
  13. "Peoples' Liberal Party". Bendigo Advertiser. 27 February 1912. p. 5. Retrieved 21 November 2013 via National Library of Australia.
  14. Jones (2009), pp. 64–65.
  15. Auguste Perdonnet, mémoire sur les chemins à ornières, 1830
  16. Revue générale des chemins de fer, July 1928.
  17. "Public transport in and about the parish". St George-in-the-East Church. London. London and Blackwall Railway; London, Tilbury & Southend Railway.
  18. "Albania". The World Factbook. Retrieved 1 June 2016.
  19. "CIA data". Archived from the original on 11 January 2019.
  20. "Algeria". The World Factbook. Retrieved 1 June 2016.
  21. "Metropolitan Sofia". Metropolitan.bg. Archived from the original on 18 August 2009. Retrieved 7 December 2011.
  22. "Sofia Public Transport Co". Archived from the original on 10 August 2006. Retrieved 1 June 2016.
  23. "香港鐵路(MTR)". 2427junction.com. 15 February 2006. Retrieved 20 August 2013.
  24. "Hong Kong's MTR System". Roof and Facade. 12 March 2007. Archived from the original on 9 June 2013. Retrieved 7 December 2011.
  25. "History of Railways in Indonesia". keretapi.tripod.com. Retrieved 25 May 2021.
  26. "Nederlands-Indische Spoorweg Maatschappij". searail.malayanrailways.com. Retrieved 25 May 2021.
  27. "Mexlist". 2007. Retrieved 29 November 2007.
  28. "SECTION - 3 DESCRIPTION OF THE PROJECT" (PDF). EIA of Construction of Lahore Orange Line Metro Train Project (Ali Town –Dera Gujran). Environmental Protection Department. Retrieved 25 January 2017.
  29. "Ferrocarril Central Andino". Railroad Development Corporation. 2007. Retrieved 29 November 2007.
  30. "Philippines approves standard gauge for all new lines". 10 August 2016. Retrieved 12 July 2020.
  31. "Biz sector calls on gov't. to prioritize Mindanao railway system". Philippine Information Agency. 27 November 2018. Retrieved 20 April 2021.
  32. Dela Paz, Chrisee (13 September 2017). "NEDA Board approves Metro Manila Subway". Rappler. Retrieved 14 September 2017.
  33. Technical Report No. 3: Urban / Transportation Development Condition in Adjoining Areas (PDF). Metro Manila Urban Transportation Integration Study (Report). Japan International Cooperation Agency. Retrieved 21 April 2021.
  34. Villanueva, Joann (22 January 2019). "PNR asks for feasibility of Cabanatuan-Makati line". Philippine News Agency. Retrieved 2 August 2020.
  35. "CEZA pursuing expressway, railway projects in Cagayan". Philippine News Agency. Retrieved 28 June 2020.
  36. Cordero, Ted (4 July 2018). "Tugade says LRT1 Cavite extension to be completed in 2021". GMA News Online. Retrieved 8 July 2018.
  37. "Project Description for Scoping (Line 6A and 6B/C)" (PDF). Environmental Management Bureau, Department of Environment and Natural Resources. 31 January 2019. Retrieved 18 February 2021.
  38. "Infrastructures". SBB/CFF/FFS. 2018. Retrieved 21 July 2019.
  39. "Mwanzo | TRC". www.trc.co.tz. Retrieved 8 March 2023.
  40. "Railway Infrastructure". Vietnam Railways. 2005. Archived from the original on 18 April 2010. Retrieved 29 November 2007.
  41. "The Narrow-Gauge Question". The Argus. Melbourne. 2 October 1872. Retrieved 14 April 2012 via Trove.nla.gov.au.

Bibliography


Share this article:

This article uses material from the Wikipedia article Standard-gauge_railway, and is written by contributors. Text is available under a CC BY-SA 4.0 International License; additional terms may apply. Images, videos and audio are available under their respective licenses.