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Railways with a railway track gauge of 5 ft (1,524 mm) were first constructed in the United Kingdom and the United States. This gauge is also commonly called Russian gauge because this gauge was later chosen as the common track gauge for the Russian Empire and its neighbouring countries. The gauge was redefined by Soviet Railways to be 1,520 mm (4 ft 11 27⁄32 in).
The primary region where Russian gauge is used is the former Soviet Union (CIS states, Baltic states, Georgia and Ukraine), Mongolia and Finland, with about 225,000 km (140,000 mi) of track. Russian gauge is the second most common gauge in the world, after 1,435 mm (4 ft 8 1⁄2 in) standard gauge .
In 1748, the Wylam waggonway was built to a 5 ft (1,524 mm) gauge for the shipment of coal from Wylam to Lemington down the River Tyne. In 1839, the Eastern Counties Railway was constructed; and in 1840, the Northern and Eastern Railway was built. In 1844, both lines were converted to 1,435 mm (4 ft 8 1⁄2 in) standard gauge . In 1903, the East Hill Cliff Railway, a funicular, was opened.
In 1827, Horatio Allen, the chief engineer of the South Carolina Canal and Rail Road Company, prescribed the usage of 5 ft (1,524 mm) gauge and many other railroads in Southern United States adopted this gauge. The presence of several distinct gauges was a major disadvantage to the Confederate States of America during the American Civil War. In 1886, when around 11,500 miles (18,500 km) of 5 ft gauge track existed in the United States, almost all of the railroads using that gauge were converted to 4 ft 9 in (1,448 mm), the gauge then used by the Pennsylvania Railroad.
The first railway built in Russia was built in 1837 to 6 ft (1,829 mm) gauge for a 17 km long "experimental" line connecting Saint Petersburg with Tsarskoye Selo and Pavlovsk; the choice of gauge was influenced by Brunel's Great Western Railway which used 7 ft (2,134 mm). While of almost no practical importance the railway did demonstrate that this gauge was viable. The second railway in the Russian Empire was the Warsaw–Vienna railway (Congress Poland was then a part of the Empire) which was built to 1,435 mm (4 ft 8 1⁄2 in) and commenced construction in 1840.
For the building of Russia's first major railway, the Moscow – Saint Petersburg Railway, engineer Pavel Melnikov hired as consultant George Washington Whistler, a prominent American railway engineer. Whistler recommended 5 ft (1,524 mm) on the basis that it was cheaper to construct than 6 ft (1,829 mm) while still offering the same advantages over 1,435 mm (4 ft 8 1⁄2 in) and that there was no need to worry about a break-of-gauge since it would never be connected to the Western European railways. Colonel P.P. Melnikov, of the Construction Commission overseeing the railway, recommended 6 ft (1,829 mm) following the example of the first railway and his study of US Railways. Following a report sent by Whistler the head of the Main Administration of Transport and Buildings recommended 5 ft (1,524 mm) and it was approved for the railway by Tsar Nicholas I on February 14, 1843. The next lines built were also approved with this gauge but it was not until March 1860 that a Government decree stated all major railways in Russia would be 5 ft (1,524 mm) gauge.
It is widely and incorrectly believed that Imperial Russia chose a gauge broader than standard gauge for military reasons, namely to prevent potential invaders from using the rail system. In 1841 a Russian army engineer wrote a paper stating that such a danger did not exist since railways could be made dysfunctional by retreating or diverting forces. Also the construction of the Warsaw–Vienna railway in 1,435 mm (4 ft 8 1⁄2 in) was precisely so it could be connected to the Western European network, in that case to reduce Poland's dependence on Prussia for transport. Finally for the Moscow – Saint Petersburg Railway, which became the benchmark, the choice of track gauge was between 5 ft (1,524 mm) and the wider 6 ft (1,829 mm), not standard gauge 1,435 mm (4 ft 8 1⁄2 in). However, it was just not selected with that in mind. When a railway has wooden sleepers, it is fairly easy to make the gauge narrower by removing the nails and placing them back at a narrower position, something Germany did during WWII. Destroying river bridges had a larger effect.[ citation needed ]
The 5-foot gauge became the standard in the whole Russian Empire, and its successor Soviet Union and Finland and in the once Soviet-influenced Mongolia. That area is now the Baltic states, Ukraine, Georgia, and the CIS states.
Russian engineers used it also on the Chinese Eastern Railway, built in the closing years of the 19th century across the Northeastern China entry to provide a shortcut for the Transsiberian Railway to Vladivostok. The railway's southern branch, from Harbin via Changchun to Lüshun, used the Russian gauge, but as a result of the Russo-Japanese War of 1904-1905 its southernmost section (from Changchun to Lüshun) was lost to the Japanese, who promptly regauged it to standard gauge (after using the narrow 3 ft 6 in (1,067 mm) for a short time during the war). This formed a break of gauge between Changchun and Kuancheng (the station just to the north of Changchun, still in Russian hands), until the rest of the former Chinese Eastern Railway was converted to standard gauge, too (probably in the 1930s).
Unlike in South Manchuria, the Soviet Union's reconquest of southern Sakhalin from Japan did not result in regauging of the railway system. Southern Sakhalin has continued with the original Japanese 1,067 mm (3 ft 6 in) gauge simultaneously with the Russian gauge railway, constructed in the northern part of the island in 1930-1932 (Moskalvo-Okha). The railway has no fixed connection with the mainland, and rail cars coming from the mainland port of Vanino on the Vanino-Kholmsk train ferry (operating since 1973) have their bogies changed in the Sakhalin port of Kholmsk. In 2004 and 2008 plans were put forward to convert it to Russian gauge. The estimated completion date now is 2030.
There were proposals in 2013 for north-south and east-west lines in Afghanistan, with construction to commence in 2013.
The Panama Railway, first constructed in ca. 1850, was built in 5 ft (1,524 mm) gauge. During canal construction (1904–1914), this same gauge was chosen for both construction traffic, canal operating services along the quays, and the newly routed commercial cross-isthmus railway. In 2000 the gauge for the commercial parallel railway was changed to 1,435 mm (4 ft 8 1⁄2 in) to use standard gauge equipment. The original gauge was chosen under the influence of the pre-conversion southern United States railway companies. Nowadays, the electric manoeuvering locomotives along the locks (mules) still use the 5 ft gauge that was laid during canal construction.
The first rail line in Finland was opened on January 31, 1862. As Finland was then the Grand Duchy of Finland; a region of Imperial Russia, railways were built to the then Russian track gauge of 5 ft (1,524 mm), although the railway systems were not connected until the bridge over River Neva was built in 1913. Russian trains could not have run in the Finnish tracks, because the Finnish loading gauge was narrower until the connection was made, and the Finnish structure gauge was widened.
Currently, there are two passenger services between Finland and Russia: Allegro, a Pendolino service on the Helsinki-St. Petersburg route, which crosses the border at Vainikkala, and Tolstoi, an overnight daily service between Helsinki and Moscow. For cargo traffic, there are four border crossings in active use.
In the late 1960s the gauge was redefined to 1,520 mm (4 ft 11 27⁄32 in) in the Soviet Union. At the same time the tolerances were tightened. As the running gear (wheelsets) of the rolling stock remained unaltered, the result was an increased speed and stability. The conversion took place between 1970 and the beginning of the 1990s.
In Finland Finnish State Railways kept the original definition of 1,524 mm (5 ft), even though they also have tightened the tolerances in a similar way. (Tolerance tighter than in the Soviet Union)
Estonia after independence redefined its track gauge to 1,524 mm to match Finland's. The redefinitions did not mean that a lot of railways were changed. It was more a rule change regarding new and renovated tracks. See: Track gauge in Estonia .
Finland allows its gauge to be 1,520–1,529 mm on first class lines(classes 1AA and 1A, speed 220 - 160 km/h).
If the gauge of the rolling stock is kept within certain limits, through running between 1,520 mm (4 ft 11 27⁄32 in) railways and Finnish 1,524 mm (5 ft) railways is allowed. Since both 1,520 and 1,524 mm are within tolerances, the difference is tolerable. However, certain Finnish rolling stock do have a tendency to get stuck in Russian railyards due to too narrow gauge.[ citation needed ]
The international high-speed train Allegro (Sm6) between Helsinki and St. Petersburg is specified as 1,522 mm gauge. High-speed trains have less tolerance against gauge error, but this way through running works well.
The loading gauge, that is permitted height and width of trains, is larger for Russian gauge. This means that if a standard gauge railway shall be adapted for dual gauge, bridges must be rebuilt, double tracks must be placed further apart and the overhead wire must be raised. Or there must be restrictions on permitted rolling stock, which would restrict the benefit of such a railway. Dual gauge needs more width than single gauge.
Short sections of Russian gauge extend into Poland, eastern Slovakia, Sweden (at the Finnish border at Haparanda), and northern Afghanistan.
There is an approximately 150 km long section in Hungary in the Záhony logistics area close to the Ukrainian border. During the recent renovation a 32 km section of dual Standard/Russian gauge was installed between Tumangang and Rajin stations in the DPRK.
The most western 1,520 mm gauge railway is the Polish LHS (Linia Hutnicza Szerokotorowa) from the Ukrainian border to the eastern end of the Silesian conurbation.
Although broad gauge is quite rare on lighter railways and street tramways worldwide, almost all tramways in ex-USSR are broad gauge (according to terminology in use in these countries, gauges narrower than 1,520 mm (4 ft 11 27⁄32 in) are considered to be narrow). Many tramway networks initially built to narrow gauges (750 mm (2 ft 5 1⁄2 in) or 1,000 mm (3 ft 3 3⁄8 in)) were converted to broad gauge. As of 2015, only a few out of more than sixty tram systems in Russia are not broad gauge: 1,000 mm in Kaliningrad and Pyatigorsk, 1,435 mm (4 ft 8 1⁄2 in) in Rostov-on-Don; there are also two tram systems in and around Yevpatoria that use 1,000 mm (3 ft 3 3⁄8 in) gauge. The Helsinki trams and Liepāja trams also use 1,000 mm (3 ft 3 3⁄8 in), and the Tallinn trams use 1,067 mm (3 ft 6 in).
Underground urban rapid transit systems in former USSR and Finland, like the Moscow Metro, Saint Petersburg Metro, Kiev Metro and the Helsinki Metro use Russian gauge (1,520 mm) or 1,524 mm gauge.
These gauges cannot make 3-rail dual gauge with Russian gauge.
That is 5 ft (1,524 mm).
|China||China Eastern Railway (until 1930s); Rail North China (proposed)|
|Estonia||Rail transport in Estonia|
|Finland||Rail transport in Finland|
|Former Soviet Union||Prior to narrowing the gauge on the paper by 4 mm to 1,520 mm (4 ft 11 27⁄32 in) and narrowing the tolerances; the railways adjusted only when needed or upgraded.|
|Japan||Sakhalin-Hokkaido tunnel (proposed), with the break-of-gauge facilities between 5 ft (1,524 mm) and 1,435 mm (4 ft 8 1⁄2 in) in Northern Hokkaido.|
|Norway||Proposed for Kolari-Skibotn-Tromsø and Nikel-Kirkenes-Rovaniemi lines.|
|Panama||Panama Railway prior to conversion to standard gauge in 2000 to suit off-the-shelf supply.|
|Sweden||Only a small freight yard in Haparanda. Used for exchanging cargo with Finnish trains.|
|United States||The South, such as the Cartersville and Van Wert Railroad, the Cherokee Railroad, and the Western & Atlantic Railroad, until May 31, 1886. The Duquesne Incline and Monongahela Incline in Pittsburgh, Pennsylvania.|
That is 1,520 mm (4 ft 11 27⁄32 in).
|Afghanistan||Rail transport in Afghanistan: The northern spur lines from CIS states. For Afghanistan's future network, 1,435 mm (4 ft 8 1⁄2 in) standard gauge for the western spur lines from Iran, and 1,676 mm (5 ft 6 in) Indian gauge are proposed.|
|Armenia||Armenian Railways, South Caucasus Railway|
|Austria||Košice-Vienna broad-gauge line (proposed)|
|Belarus||Rail transport in Belarus|
|Bulgaria||Only at Varna ferry terminal for train ferries to Odessa and Poti; dual gauge track for changing wagon bogies with standard gauge ones, and parallel transhipping tracks of 1,520 mm and 1,435 mm (4 ft 8 1⁄2 in) gauge.|
|China||Several short stretches from Russia, Mongolia and Kazakhstan.|
|Germany||Only at Sassnitz/Mukran ferry terminal for freight train ferries to Turku, Klaipėda and Baltijsk.|
|Hong Kong||Peak Tram|
|Kazakhstan||Kazakhstan Temir Zholy|
|Latvia||Rail transport in Latvia|
|Mongolia||Rail transport in Mongolia|
|North Korea||A 32-km stretch of 1,435/1,520 mm dual gauge between Tumangang and Rajin Stations.|
|Poland||Almost exclusively on the Broad Gauge Metallurgy Line.|
|Slovakia||Only on the "Širokorozchodná trať" (Uzhhorod - Maťovce - Haniska pri Košiciach) and from the border station of Dobrá pri Čiernej nad Tisou to Ukraine, both operated by ZSSK Cargo.|
|Tajikistan||Rail transport in Tajikistan: Most in the West; Also 1,676 mm (5 ft 6 in) Indian gauge is proposed for the East.|
|Turkmenistan||Railways in Turkmenistan|
A narrow-gauge railway is a railway with a track gauge narrower than standard 1,435 mm. Most narrow-gauge railways are between 600 mm and 1,067 mm.
The transport network of the Russian Federation is one of the world's most extensive transport networks. The national web of roads, railways and airways stretches almost 7,700 km (4,800 mi) from Kaliningrad in the west to the Kamchatka Peninsula in the east, and major cities such as Moscow and Saint Petersburg are served by extensive rapid transit systems.
A standard-gauge railway is a railway with a track gauge of 1,435 mm. The standard gauge is also called Stephenson gauge after George Stephenson, International gauge, UIC gauge, uniform gauge, normal gauge and European gauge in Europe. It is the most widely used railway track gauge across the world, with approximately 55% of the lines in the world using it. All high-speed rail lines use standard gauge except those in Russia, Finland, Portugal and Uzbekistan. The distance between the inside edges of the rails is defined to be 1435 mm except in the United States and on some heritage British lines, where it is still defined in U.S. customary units as exactly "four feet eight and one half inches".
A broad-gauge railway is a railway with a track gauge broader than the 1,435 mm standard-gauge railways.
In rail transport, track gauge or track gage is the spacing of the rails on a railway track and is measured between the inner faces of the load-bearing rails.
The Trans-Asian Railway (TAR) is a project to create an integrated freight railway network across Europe and Asia. The TAR is a project of the United Nations Economic and Social Commission for Asia and the Pacific (UNESCAP).
A dual gauge railway is a track that allows the passage of trains of two different track gauges. It is sometimes called a "mixed gauge" track. A dual gauge track consists of three rails. There will be two vital rails, one for each gauge close together and a third rail, a "common" rail further away. Sometimes, four rails are required using two outer and two inner rails to create the dual gauge. Dual gauge is not to be confused with a "third rail" or "check or guard rails".
With railways, a break of gauge occurs where a line of one gauge meets a line of a different gauge: specifically a different track gauge. Trains and rolling stock cannot run through without some form of conversion between gauges, and freight and passengers must otherwise be transshipped. A break of gauge adds delays, cost, and inconvenience.
The Finnish railway network consists of a total of 5,919 km of railways built with 1,524 mm Russian gauge track. Passenger trains are operated by the state-owned VR. They serve all the major cities and many rural areas, though railway connections are available to fewer places than bus connections. Most passenger train services originate or terminate at Helsinki Central railway station, and a large proportion of the passenger rail network radiates out of Helsinki. VR also operates freight services. Maintenance and construction of the railway network itself is the responsibility of the Finnish Rail Administration, which is a part of the Finnish Transport Agency. The network is divided in six areal centres, that manage the use and maintenance of the routes in co-operation. Cargo yards and large stations may have their own signalling systems.
Rail transport in Russia runs on one of the biggest railway networks in the world. Russian railways are the third longest by length and third by volume of freight hauled, after the railways of the United States and China. In overall density of operations /length of track, Russia is second only to China. Rail transport in Russia has been described as one of the economic wonders of the 19th, 20th, and 21st centuries.
The rail transport system in Estonia consists of about 1,200 kilometres (750 mi) of railway lines, of which 900 kilometres (560 mi) are currently in public use. The infrastructure of the railway network is mostly owned by the state and is regulated and surveyed by the Estonian Technical Surveillance Authority.
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, 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.
Gauge conversion is the change of one railway track gauge to another. This may be required if loads are too heavy for the existing track gauge or if rail cars are of a broader gauge than the existing track gauge. Gauge conversion may become less important as time passes due to the development of variable gauge systems, also called Automatic Track Gauge Changeover Systems.
Iberian-gauge railways is the name given to the railways using track gauge of 1,668 mm, most extensively used by the railways of Spain and Portugal. This is the second-widest gauge in regular use anywhere in the World. The Indian gauge, 5 ft 6 in, is 8 mm wider.
Estonia mainly uses a track gauge of 1,520 mm or 1,524 mm, inherited from the Russian Empire times.
Most railways in Europe use the standard gauge of 1,435 mm. Some countries use broad gauge, of which there are three types. Narrow gauges are also in use.
The vast majority of North American railroads are standard gauge. Exceptions include some streetcar, subway and rapid transit systems, mining and tunneling operations, and some narrow-gauge lines particularly in the west, e.g. the isolated White Pass and Yukon Route system, and the former Newfoundland Railway.
The Sakhalin–Hokkaido Tunnel is a proposed connection to link the Russian island of Sakhalin with the Japanese island of Hokkaido. Cost estimates by Russia in the year 2000 put the project to span the 45-kilometre (28-mile) strait at $50 billion.
TU8P (ТУ8П) is a Soviet, later Russian diesel locomotive, railcar or draisine for gauge 750 mm.
Europe inherited a diversity of rail gauges. Extensive narrow-gauge railway networks exist in Spain, Switzerland, Austria, Germany and Eastern Europe.
The nominal track gauge on the rail network 1,524 mm. The max tolerance range in lowest quality lines (class 6, max speed 50 km/h) is −7…+20 mm