5 ft and 1520 mm gauge railways
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|Change of gauge|
Railways with a railway track gauge of 5 ft (1,524 mm) first appeared in the United Kingdom and the United States. This gauge became commonly known as Russian gauge because the government of the Russian Empire later chose it in 1843 — former areas of the Empire have inherited this standard. In the 1960s Soviet Railways re-defined the gauge as 1,520 mm (4 ft 11+27⁄32 in).
The primary countries using the gauge include Russia, Mongolia, Kazakhstan, Kyrgyzstan, Tajikistan, Turkmenistan, Uzbekistan, Armenia, Azerbaijan, Georgia, Belarus, Moldova, Ukraine, Estonia, Latvia, Lithuania, and Finland.
Great Britain, 1748
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.
United States, 1827
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.
Russian Empire, 1842
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) Standard gauge and commenced construction in 1840.
For the building of Russia's first major railway, the Saint Petersburg–Moscow 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 14 February 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.
Not selected for military purposes
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 Saint Petersburg–Moscow 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.
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 Trans-Siberian Railway to Vladivostok. The railway's southern branch, from Harbin via Changchun to Lüshun, used 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 2020.
There were proposals in 2013 for north-south and east-west lines in Afghanistan, with construction to commence in 2013.
The Panama Canal 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 31 January 1862. As Finland was then the Grand Duchy of Finland, that is, a part 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 on Finnish tracks, because the Finnish loading gauge was narrower until the connection was made and the Finnish structure gauge 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, the 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)
After its independence from the Soviet Union in 1991, Estonia redefined its track gauge to 1,524 mm, to match Finland's gauge. The redefinition did not mean that all the railways in Estonia were changed immediately. It was more a rule change, so that all renovated old tracks and new railways would be construed in 1,524 mm gauge from then on. (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 the gauge difference.
The gauge of the international high-speed train Allegro (Sm6) between Helsinki and St. Petersburg is specified as 1,522 mm. High-speed trains have less tolerance against gauge error, but this way, through running works well.
The loading gauge, which defines the maximum height and width for railway vehicles and their loads, is larger for Russian gauge. This means that if a standard gauge railway, in Europe, 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. For double stacking on Russian gauge tracks, maximum height shall be 6.15 or 6.4 m (20 ft 2 in or 21 ft 0 in) above rails. For standard gauge railways, double stacking maximum height shall be 6.15 m (20 ft 2 in). For Indian gauge railways, double stacking maximum height shall be 7.1 m (23 ft 4 in), and minimum overhead wiring height shall be 6.5 or 6.75 m (21 ft 4 in or 22 ft 2 in) above rails. Minimum overhead wiring height for double stacking, standard gauge railways shall be 6.5 m (21 ft 4 in), and Indian gauge railways shall be 7.45 m (24 ft 5 in) above rails, respectively. This would apply to Russia and Europe (or North America), rather than to Russia and China (or Iran).
Use in rapid transit and light rail systems
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 or 2 ft 5+1⁄2 in or 1,000 mm or 3 ft 3+3⁄8 in metre gauge) 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. (Yevpatoria is located in Crimea, a territory disputed between Ukraine (as the Autonomous Republic of Crimea) and Russia (as the Republic of Crimea) since the March 2014 Crimean status referendum.) Finland's Helsinki trams and Latvia's Liepāja trams also use 1,000 mm (3 ft 3+3⁄8 in), and Estonia's Tallinn trams use similar 1,067 mm (3 ft 6 in). Warsaw's tramway system, constructed with 1525 mm gauge, was regauged to 1435 mm during post-WWII reconstruction.
These gauges cannot make 3-rail dual gauge with Russian gauge.
- 1,676 mm (5 ft 6 in) Indian gauge
- 1,668 mm (5 ft 5+21⁄32 in) Iberian gauge
- 1,600 mm (5 ft 3 in) Irish gauge
- 1,435 mm (4 ft 8+1⁄2 in) standard gauge
These gauges are within tolerance.
- 1,520 mm (Russian) gauge
- 1,524 mm (5 ft) gauge
Dual gauge between Russian gauge and another similar gauge can make these bonus gauges.
- 1,829 mm (6 ft)
- 1,945 mm (6 ft 4+9⁄16 in)
- 2,134 mm (7 ft)
- 2,140 mm 7 ft 1⁄4 in (2,140 mm) (Brunel gauge)
- 2,503 mm (8 ft 21⁄2 in) (The maximum bonus gauge from the 1,435 mm (4 ft 8+1⁄2 in) standard gauge gauntlet tracks).
Railways using 1,524 mm gauge
|China||Chinese 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 Canal 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 31 May 1886. The Duquesne Incline and Monongahela Incline in Pittsburgh, Pennsylvania.|
Railways using 1,520 mm gauge
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- "Broad Gauge Track-1520". Russian Railways. Retrieved 2014-06-12.
- 1520 Strategic Partnership, About gauge 1520 Archived 7 October 2008 at the Wayback Machine, retrieved 2008-07-20.
- "Waggonway & Railway". Retrieved 1 June 2016.
- "The Days They Changed the Gauge". Retrieved 1 June 2016.
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- Luis Jackson, Industrial Commissioner of the Erie Railway. "Rambles in Japan and China." In Railway and Locomotive Engineering Archived 29 August 2016 at the Wayback Machine, vol. 26 (March 1913), pp. 91-92
- "Provisional Convention ... concerning the junction of the Japanese and Russian Railways in Manchuria" - June 13, 1907. Endowment for International Peace (2009). Manchuria: Treaties and Agreements. BiblioBazaar, LLC. p. 108. ISBN 978-1-113-11167-8.
- Сахалинская узкоколейная железная дорога (The narrow-gauge railways of Sakhalin) Archived 2013-11-15 at archive.today (in Russian)
- "Railway a Gauge of Sakhalin's Future". The Moscow Times. 7 July 2008. Archived from the original on 9 September 2012. Retrieved 1 June 2016.
- UK, DVV Media. "Afghan railway ambitions awarded funding". Retrieved 1 June 2016.
- "Historic reference". Archived from the original on 4 March 2016. Retrieved 1 June 2016.
- Jussi Iltanen: Radan varrella (Karttakeskus 2009), page 390
- Etla. Suomen ja Venäjän välinen liikenne vuosina 2020 ja 2030. https://www.etla.fi/julkaisut/suomen-ja-venajan-valinen-liikenne-vuosina-2020-ja-2030-ennuste-talouden-ja-liikenteen-kehityksesta/
- Estonian railways today Archived 3 March 2016 at the Wayback Machine, p. 32
- "Ratatekniset määräykset ja ohjeet" (PDF). Finnish Rail Administration. p. 56. Retrieved 9 Feb 2020.
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
- "Allegro high speed Pendolino train at Finland station in St Petersburg". Alstom. 7 October 2010. Archived from the original on 7 July 2011. Retrieved 12 February 2011.
- "Construction of Afghan railway launched". Railway Gazette International. 2010-01-27. Archived from the original on 2010-03-03.
- "Megújult a széles nyomtávolságú vágány a záhonyi térségben". Retrieved 1 June 2016.
- "Russia and North Korea sign deal to complete Khasan-Rajin railway reconstruction". www.railway-technology.com. Verdict Media Limited. 2013-06-17. Retrieved 2021-07-18.
- "Tramwaje Warszawskie - rozwój sieci - lata 1990-2006".
- Agreement on Arctic Railway Planning and Implementation: "What is happening today brings something new to the table"
- 1520 Strategic Partnership www.forum1520.com
- "Railway gauge width : 1 519 / 1 520 / 1 524 / 1 525". www.parovoz.com