Narrow gauge railway

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Track gauges
By transport mode
Tram · Rapid transit
Miniature · Scale model
By size (list)
Graphic list of track gauges

Minimum
  Fifteen inch 381 mm (15 in)

Narrow
  Two foot and
600 mm
597 mm
600 mm
603 mm
610 mm
(1 ft 11 12 in)
(1 ft 11 58 in)
(1 ft 11 34 in)
(2 ft)
  750 mm,
Bosnian,
Two foot six inch,
800 mm
750 mm
760 mm
762 mm
800 mm
(2 ft 5 12 in)
(2 ft 5 1516 in)
(2 ft 6 in)
(2 ft 7 12 in)
  Swedish three foot,
900 mm,
Three foot
891 mm
900 mm
914 mm
(2 ft11 332 in)
(2 ft 11 716)
(3 ft)
  Metre 1,000 mm (3 ft 3 38 in)
  Three foot six inch,
Cape, CAP, Kyōki
1,067 mm (3 ft 6 in)
  Four foot six inch 1,372 mm (4 ft 6 in)

  Standard 1,435 mm (4 ft 8 12 in)

Broad
  Russian,
Five foot
1,520 mm
1,524 mm
(4 ft 11 2732 in)
(5 ft)
  Irish 1,600 mm 5 ft 3 in)
  Iberian 1,668 mm (5 ft 5 2132 in)
  Indian 1,676 mm (5 ft 6 in)
  Brunel 2,140 mm (7 ft 14 in)
Change of gauge
Break-of-gauge · Dual gauge ·
Conversion (list) · Bogie exchange · Variable gauge
By location
North America · South America · Europe
World map, rail gauge by region

A narrow gauge railway (or narrow gauge railroad) is a railway that has a track gauge narrower than the 1,435 mm (4 ft 8 12 in) of standard gauge railways. Most existing narrow gauge railways have gauges of between 600 mm (1 ft 11 58 in) and 3 ft 6 in (1,067 mm).

Overview[edit]

Comparison of 4 ft 8 12 in (1,435 mm) standard gauge (blue) and 3 ft 6 in (1,067 mm) (red) width.
The difference is 368 mm (14.5 in), or ~26% of standard gauge.

Since narrow gauge railways are usually built with smaller radius curves, smaller structure gauges, lighter rails, etc., they can be substantially cheaper to build, equip, and operate than standard gauge or broad gauge railways, particularly in mountainous or difficult terrain. The lower costs of narrow gauge railways mean they are often built to serve industries and communities where the traffic potential would not justify the cost of building a standard or broad gauge line.

Narrow gauge railways also have specialized use in mines and other environments where a very small structure gauge makes a very small loading gauge necessary.

Narrow gauge railways also have more general applications. Non-industrial narrow gauge mountain railways are or were common in the Rocky Mountains of the United States and the Pacific Cordillera of Canada, in Mexico, Switzerland, the former Yugoslavia, Greece, India, and Costa Rica.

In some countries narrow gauge is the standard, like the 3 ft 6 in (1,067 mm) gauge in Japan, Taiwan, New Zealand, South Africa, and Tasmania, and the 1,000 mm (3 ft 3 38 in) metre gauge in Malaysia and Thailand.

There are many narrow gauge street tramways, particularly in Europe where 1,000 mm (3 ft 3 38 in) metre gauge tramways are common.


History[edit]

Woodcut from De re metallica showing narrow gauge railway in mine, 1556

The earliest recorded railway is shown in the De re metallica of 1556, which shows a mine in Bohemia with a railway of approximately 2 ft (610 mm) gauge. During the 16th century railways were mainly restricted to hand-pushed narrow gauge lines in mines throughout Europe. During the 17th century mine railways were extended to provide transportation above ground. These lines were industrial, connecting mines with nearby transportation points, usually canals or other waterways. These railways were usually built to the same narrow gauge as the mine railways from which they developed.[1]

The world's first steam locomotive on rails, built in 1802 by Richard Trevithick for the Coalbrookdale Company, ran on a 3 ft (914 mm) plateway. During the 1820s and 1830s, a number of industrial narrow gauge railways in the United Kingdom used steam locomotives. In 1842 the first narrow gauge steam locomotive outside the UK was built for the 1,100 mm (3 ft 7 516 in) gauge Antwerp-Ghent Railway in Belgium. The first use of steam locomotives on a public, passenger carrying narrow gauge railway came in 1865 when the Ffestiniog Railway introduced its passenger service, after receiving its first locomotives two years prior.[2]

Historically, many narrow gauge railways were built as part of specific industrial enterprises and were primarily industrial railways rather than general carriers. Some common uses for these industrial narrow gauge railways were mining, logging, construction, tunnelling, quarrying, and the conveying of agricultural products. Extensive narrow gauge networks were constructed in many parts of the world for these purposes.

For example, mountain logging operations in the 19th century often used narrow gauge railways to transport logs from mill sites to market. Significant sugarcane railways still operate in Cuba, Fiji, Java, the Philippines and in Queensland in Australia. Narrow gauge railway equipment remains in common use for the construction of tunnels.

Extensive narrow gauge railway systems served the front-line trenches of both sides in World War I. They were a short-lived military application, and after the end of the war the surplus equipment from these created a small boom in narrow gauge railway building in Europe.

Advantages[edit]

A train at Bad Bubendorf station on the 750 mm (2 ft 5 12 in) gauge Waldenburgerbahn between Liestal and Waldenburg in Switzerland [1].

Narrow gauge railways usually cost less to build because they are usually lighter in construction, using smaller cars and locomotives (smaller loading gauge) as well as smaller bridges, smaller tunnels (smaller structure gauge) and tighter curves. Narrow gauge is thus often used in mountainous terrain, where the savings in civil engineering work can be substantial. It is also used in sparsely populated areas where the potential demand is too low for broader gauge railways to be economically viable. This is the case in some of Australia and most of Southern Africa, where extremely poor soils have led to population densities too low for standard gauge to be viable.

For temporary railways that will be removed after short term use, such as for construction, the logging industry, the mining industry or large-scale construction projects, especially in confined spaces, such as the Channel Tunnel, a narrow gauge railway is substantially cheaper and easier to install and remove. The use of such railways has almost vanished due to the capabilities of modern trucks.

In many countries, narrow gauge railways were built as "feeder" or "branch" lines to feed traffic to more important standard gauge lines, due to their lower construction costs. The choice was often not between a narrow gauge railway and a standard gauge one, but between a narrow gauge railway and none at all.

Disadvantages[edit]

Narrow gauge railways cannot interchange rolling stock such as freight and passenger cars freely with the standard gauge or broad gauge railways they link with, the transfers of passengers and freight require time consuming manual labour or substantial capital expenditure. Some bulk commodities, such as coal, ore and gravel, can be mechanically transshipped, but this still incurs time penalties and the equipment required for the transfer is often complex to maintain.

Also in times of peak demand, it is very difficult to move rolling stock to wherever they are needed when there is a break of gauge. So there had to be enough rolling stock to meet a narrow gauge railways own peak demand, which might be much more than needed by equivalent standard gauge railways, and the surplus equipment generated no cash flow during periods of low demand.

Solutions to these problems of transshipment is bogie exchange between cars, a rollbock system, variable gauge, dual gauge, or even gauge conversion. European standard gauge trains normally use buffers and chain couplers, which do not allow so tight curves, a main reason to have narrow gauge. Therefore narrow gauge trains normally use other couplers, which makes bogie exchange meaningless.

Another problem for narrow gauge railways was that they lacked the physical space to grow: their cheap construction meant they were engineered only for their initial traffic demands. While a standard or broad gauge railway could more easily be upgraded to handle heavier, faster traffic, many narrow gauge railways were impractical to improve. Speeds and loads hauled could not increase, so traffic density was significantly limited.

Narrow gauge railways can be built to handle increased speed and loading, but at the price of removing most of the narrow gauge's cost advantage over standard or broad gauge.

Successful railways[edit]

The heavy duty 3 ft 6 in (1,067 mm) narrow gauge railways in Australia (e.g. Queensland), South Africa and New Zealand show that if the track is built to a heavy-duty standard, performance almost as good as a standard gauge line is possible. 200-car trains operate on the Sishen-Saldanha railway in South Africa, and high-speed tilt-trains in Queensland (see below). Another example of a heavy-duty narrow gauge line is EFVM in Brazil. 1,000 mm (3 ft 3 38 in) gauge, it has over-100-pound rail (100 lb/yd or 49.6 kg/m) and a loading gauge almost as large as US non-excess-height lines. It sees multiple 4,000 hp (3,000 kW) locomotives and 200+ car trains. In South Africa and New Zealand, the loading gauge is similar to the restricted British loading gauge, and in New Zealand some British Rail Mark 2 carriages have been rebuilt with new bogies for use by Tranz Scenic (Wellington-Palmerston North service), Tranz Metro (Wellington-Masterton service) and Veolia (Auckland suburban services).

Fastest trains[edit]

The reduced stability of narrow gauge means that its trains cannot run at the same high speeds as on broader gauges[citation needed], unless the tracks are aligned with greater precision[citation needed]. In Japan and in Queensland, Australia, recent permanent way improvements have allowed trains on 1,067 mm (3 ft 6 in) gauge tracks to run at 160 km/h (99 mph) and faster. Queensland Rail's tilt train is currently the fastest train in Australia and the fastest 1,067 mm (3 ft 6 in) gauge train in the world, setting a record at 210 km/h.[3] A special 2 ft (610 mm) gauge railcar was built for the Otavi Mining and Railway Company with a design speed of 137 km/h.[4]

Compare these speeds with standard gauge or broad gauge trains which can run at up to 320 km/h (199 mph).[5] The contrast is most evident in Japan, home of the Shinkansen, a network of standard gauge lines built solely for high-speed rail in a country where 1,067 mm (3 ft 6 in) narrow gauge is the predominant standard.

Curve radius is also important for high speeds: narrow gauge railways tend to have sharper curves, which limits the speed at which a vehicle can safely proceed along the track.

Costs[edit]

Many engineers considered the cost of a railway varies with some power of the gauge, so that the narrower gauge the cheaper it might be. This applied also to different narrow gauges, such as a proposed line in Papua using either 610 mm (2 ft) or 1,067 mm (3 ft 6 in).[6]

Nomenclature[edit]

Main article: Track gauge

In general, a narrow gauge railway has a track gauge less than 1,435 mm (4 ft 8 12 in) gauge. However, due to historical and local circumstances the definition of a narrow gauge railway can be different.

Gauges used[edit]

There are many narrow gauges in use or formerly used between 15 in (381 mm) gauge and 1,435 mm (4 ft 8 12 in) gauge. They fall into several broad categories:

Scotch gauge[edit]

Main article: Scotch gauge

Scotch gauge was the name given to a 4 ft 6 in (1,372 mm) track gauge, that was adopted by early 19th century railways mainly in the Lanarkshire area of Scotland. Also 4 ft 6 12 in (1,384 mm) lines were constructed. Both gauges were eventually converted to standard gauge.

Four foot and 1200 mm gauges[edit]

Three foot six inch gauge railways[edit]

1,067 mm (3 ft 6 in) between the inside of the rail heads. The name and classification varies throughout the world. It has installations of around 112,000 kilometres (70,000 mi).

Similar gauges are:

  • 1,050 mm (3 ft 5 1132 in) for the Hejaz railway, constructed in Israel, Jordan, Lebanon, Saudi Arabia and Syria. Only a few lines survive
  • 1,055 mm (3 ft 5 12 in) only in Algeria

Metre gauge and Italian metre gauge railways[edit]

Main article: Metre gauge

Metre gauge is the system of narrow gauge railways and tramways with a track gauge of 1,000 mm (3 ft 3 38 in). It has installations of around 95,000 kilometres (59,000 mi).

As a result of Italian law track gauges in Italy were defined from the centres of each rail, rather than the inside edges of the rails. This gauge was measured 950 mm (3 ft 1 38 in) between the edges of the rails and is known as Italian metre gauge

Three foot, 900 mm and Swedish three foot (891 mm) gauge railways[edit]

The 3 ft (914 mm) gauge Disneyland Railroad in California.

Three foot gauge railways have a track gauge of 3 ft (914 mm) and are generally found throughout North and South America, as well as Ireland and the Isle of Man.

900 mm (2 ft 11 716 in) gauge railways are generally found in Europe.

Swedish three foot gauge railways (891 mm (2 ft 11 332 in)) can only be found in Sweden.

750 mm (2 ft 5 12 in), Bosnian gauge, and Two foot six inch gauge railways[edit]

A preserved 2 ft 6 in (762 mm) gauge line in Sri Lanka.

750 mm (2 ft 5 12 in) and Bosnian gauge (760 mm (2 ft 5 1516 in)) railways are predominantly found in Russia and Eastern Europe.

The Imperial 2 ft 6 in (762 mm) gauge railways were generally constructed in the former British colonies, such as the Kelani Valley Line (now 5 ft 6 in (1,676 mm)) in Sri Lanka.

These lightweight lines can be built at a substantial cost saving over medium or standard gauge railways, but are generally restricted in their carrying capacity. The majority of these lines were built in mountainous areas, the majority for carrying mineral traffic from mines to ports or standard gauge railways.

Two foot (610 mm), 600 mm, and similar gauges[edit]

Gauges: 2 ft (610 mm), 1 ft 11 34 in (603 mm), 600 mm (1 ft 11 58 in), and 1 ft 11 12 in (597 mm)

Minimum gauge railways[edit]

Main article: Minimum gauge railway

Gauges below 1 ft 11 12 in (597 mm) were rare, but did exist. In Britain, Sir Arthur Heywood developed 15 in (381 mm) gauge estate railways, while in France Decauville produced a range of industrial railways running on 500 mm (19 34 in) and 400 mm (15 34 in) tracks, most commonly in restricted environments such as underground mine railways, parks and farms. Several 18 in (457 mm) gauge railways were built in Britain to serve ammunition depots and other military facilities, particularly during World War I.

See also[edit]

References[edit]

  1. ^ Whitehouse, Patrick and Snell, John B. (1984). Narrow Gauge Railways of the British Isles. ISBN 0-7153-0196-9. 
  2. ^ Quine, Dan (2013). The George England locomotives of the Ffestiniog Railway. London: Flexiscale. 
  3. ^ QR.com.au
  4. ^ Shaw, Frederic J. (1958). Little Railways of the World. Howell-North. 
  5. ^ Kellahn, Kristie (24 February 2009). "Travelling Europe's stylish rail network". Sydney Morning Herald. Retrieved 25 February 2009. 
  6. ^ "A Papuan Railway.". The Northern Miner (Charters Towers, Qld. : 1874 – 1954) (Charters Towers, Qld.: National Library of Australia). 29 May 1913. p. 5. Retrieved 21 August 2012. 

Further reading[edit]

  • "Trade House" Kambarka Engineering Works "
  • P.J.G. Ransom. Narrow Gauge Steam – Its origins and worldwide development, Oxford Publishing Co., 1996, ISBN 0-86093-533-7
  • P. Whitehouse, J. Snell. Narrow Gauge Railways of the British Isles, David & Charles, 1994, ISBN C-7153-0196-9
  • Railroads of Colorado: Your Guide to Colorado's Historic Trains and Railway Sites, Claude Wiatrowski, Voyageur Press, 2002, hardcover, 160 pages, ISBN 0-89658-591-3
  • Keith Chester. "East European Narrow Gauge" 1995
  • "Narrow Gauge Through the Bush – Ontario's Toronto Grey and Bruce and Toronto and Nipissing Railways"; Rod Clarke; pub. Beaumont and Clarke, with the Credit Valley Railway Company, Streetsville, Ontario, 2007. ISBN 978-0-9784406-0-2
  • "The Narrow Gauge For Us – The Story of the Toronto and Nipissing Railway"; Charles Cooper; pub. The Boston Mills Press; Erin, Ontario, 1982.
  • "Narrow Gauge Railways of Canada"; Omer Lavallee; pub. Railfair, Montreal, 1972.
  • "Narrow Gauge Railways of Canada"; Omer Lavallee, expanded and revised by Ronald S Ritchie; pub. Fitzhenry and Whiteside, Markham, Ontario, 2005.
  • "The Toronto Grey and Bruce Railway 1863–1884; Thomas F McIlwraith; pub. Upper Canada Railway Society, Toronto, 1963.
  • "Steam Trains to the Bruce"; Ralph Beaumont; pub. The Boston Mills Press; Cheltenham, Ontario, 1977
  • "Running Late on the Bruce"; Ralph Beaumont & James Filby; pub The Boston Mills Press, Cheltenham, Ontario, 1980
  • Nevada Central Narrow Gauge; Michael J. Brown