5 ft 6 in gauge railway
|By transport mode|
|Tram · Rapid transit
Miniature · Scale model
|By size (list)|
|Change of gauge|
|Break-of-gauge · Dual gauge ·
Conversion (list) · Bogie exchange · Variable gauge
|North America · South America · Europe|
5 ft 6 in/1,676 mm gauge is a broad track gauge commonly used in India, Pakistan, Bangladesh, Sri Lanka, Argentina and Chile. It's also the gauge that is used on BART (Bay Area Rapid Transit), in the San Francisco Bay Area, United States. It is historically known as "Indian gauge" on the Indian subcontinent or "Provincial gauge", "Portland gauge" or "Texas gauge" in North America. It is the widest gauge in regular use anywhere in the world
In India, the Governor-General James Andrew Broun-Ramsay, 10th Earl of Dalhousie determined that a wider gauge than 1,435 mm (4 ft 8 1⁄2 in) standard gauge was more suitable for larger firebox and stability in high winds and long steep gradients.
"The first agreement of the Government of India with East Indian Railway Company and Great Indian Peninsula Company in 1849 stipulated that railways in India would be built on a four feet, eight and half inches gauge. However, soon there were disagreements with Lord Dalhousie favoring a 6 ft (1,829 mm) gauge and Mr. Simms, the consulting engineer favoring five feet and six inches gauge. Gauge is the distance between two rails. The debate was finally settled in favor of the five and half feet gauge, called the broad gauge in 1850s and the first train that ran from Bombay to Thane ran on broad gauge."
To achieve long term economic feasibility of railway projects by transporting more cargo and passengers, India's all new railway lines will be built with Broad-gauge, with Dedicated Freight Corridor too built using Broad-gauge.
In the 1850s it was first used in Canada, and was then used in other British colonies. It was known as the "Provincial gauge" in Canada. The earliest railways in Canada, including the 1836 Champlain and St. Lawrence, 1839 Albion Colliery tramway and 1847 Montreal and Lachine Railway were all built to standard gauge.
The Grand Trunk Railway which operated in several Canadian provinces (Quebec and Ontario) and American states (Connecticut, Maine, Massachusetts, New Hampshire, and Vermont) used it, but changed to standard gauge by 1873. The Grand Trunk Railway was operated from headquarters in Montreal, Quebec; but corporate headquarters were in London, England. The St. Lawrence and Atlantic Railroad which operated in Quebec, Vermont, New Hampshire and Maine also used it and was converted in 1873.
There is a longstanding rumour that the Provincial gauge was selected specifically to create a break-of-gauge with US railways, the War of 1812 still being a fresh memory. However, there is little supporting evidence for this, and this story appears to be traced to a single claim from the late 1800s.
The Bay Area Rapid Transit system uses Indian gauge. The New Orleans, Opelousas and Great Western Railroad (NOO&GW) used Indian gauge until 1872, and the Texas and New Orleans Railroad used Indian gauge ("Texas gauge") until 1876. The Grand Trunk Railway predecessor St. Lawrence and Atlantic Railroad which operated in Quebec, Vermont, New Hampshire and Maine also used Indian gauge ("Canadian gauge" or "Portland gauge") and was converted in 1873. Several Maine railroads connected to the Grand Trunk Railway shared its "Portland Gauge". The Androscoggin and Kennebec Railroad and the Buckfield Branch Railroad were later consolidated as the Maine Central Railroad which converted to standard gauge in 1871. The only electric streetcar system in the U.S. to use this gauge was that of Fairfield, Maine.
- Frost heaves (swelling of wet soil upon freezing) produce an uneven running surface causing an irregular rocking motion as trains moved past. A wider wheelbase offered a steadier ride with less wear and tear on machinery and roadbed.
- Wider cars offered more room for passengers and cargo. Train length would be reduced for cars carrying more cargo. Shorter trains would lessen the effects of side winds, and permit more efficient application of power.
- Wide gauge locomotives offered more room to place reciprocating machinery inside, rather than outside the driving wheels. Reciprocating machinery was a source of vibration before mechanical engineering encompassed a good understanding of dynamics; and keeping such vibration close to the center of mass reduced the angular momentum causing rocking.
- Wider fireboxes and boilers allowed more powerful locomotives. The alternative of longer boilers held the disadvantage of poor firebox draft through the increased frictional resistance of longer boiler tubes.
- More powerful locomotives carrying fewer, larger cars would have reduced manpower requirement for engine crews and shop personnel.
- For locomotives of equal power, fuel consumption increased as gauge decreased, especially in colder outside temperatures.
- More powerful wide gauge locomotives would be more capable for plowing snow; and thereby provide more reliable winter service.
- Several gauges were in widespread use, and none had yet come into clear dominance.
- Freight transfer was preferable to exchange of cars between railways because unowned cars were abused on foreign railways.
- The Grand Trunk Railway system feeding the seaport of Portland, Maine offered little need for gauge transfer prior to loading on export shipping.
- Potential advantages of freight transfer to the standard gauge railroad from Portland to Boston seemed insignificant as long as competitive rates were available for transport on steamships between the two ports.
- The majority of Canadian freight anticipated to be carried over rail lines to Portland was heavy and bulky in comparison to its value, and must be transported cheaply in large quantities to maintain profitability for producers and transporters.
Iberian gauge (1,668 mm or 5 ft 5 21⁄32 in) is similar.
|Argentina||Almost all lines: SOFSE (former San Martín line, Sarmiento line)
Nuevo Central Argentino (former Mitre line) and Ferrosur Roca (former General Roca line)
except Urquiza and Belgrano
|Brazil||History of rail transport in Brazil|
|Canada||Grand Trunk Railway, St. Lawrence and Atlantic Railroad and the
Champlain and St. Lawrence Railroad until 1873, Specific names, Provincial gauge
Grand Trunk Railway of Canada
Intercolonial Railway of Canada until 1875. See also Canada.
|Chile||Empresa de los Ferrocarriles del Estado|
|India||Major routes of Indian Railways, Delhi Metro (some lines), Kolkata Metro; The other metro lines are 1,435 mm (4 ft 8 1⁄2 in) standard gauge.|
|Pakistan||Only broad gauge railway lines are now operational in the Pakistan Railways network. Few metre gauge & narrow gauge railway lines have been converted into Broad gauge and remaining have been abandoned or dismantled.|
|Paraguay||The Ferrocarril Presidente Don Carlos Antonio Lopez from Asunción to Encarnación was originally laid in this gauge, in the hope that the connecting line from Posadas to Buenos Aires would be built to the same gauge; alas, this line was laid to standard gauge, and when the FCPCAL reached Encarnación in 1912 the whole line had to be re-gauged to standard gauge to allow through-working.|
|Sri Lanka||All of the rail tracks in Sri Lanka are now Indian gauge. There were two narrow gauge tracks which were completely removed.|
|United Kingdom||Two early (1830s) linked railways around Arbroath (see Scotch gauge).|
|United States||Maine Central Railroad until 1871; Bay Area Rapid Transit (BART), San Francisco Bay Area.|
- Vikas, Singh (7 May 2009). "Rail trail". The New Indian Express. Retrieved 13 December 2013.
- Omer Lavallee, "The Rise and Fall of the Provincial Gauge", Canadian Rail, February 1963, pp. 22-37
- Holt, Jeff (1985). The Grand Trunk in New England. Railfare. p. 78. ISBN 0-919130-43-7.
- "Canada's Digital Collections archived at Library and Archives Canada". Government of Canada. Retrieved 2007-11-29.