Broad gauge Totally Explained

Everything about Broad Gauge totally explained

Broad gauge railways use a rail gauge (distance between the rails) greater than the standard gauge of .

List

For a list see: List of broad gauges, by gauge and country

Details

In Britain the Great Western Railway, designed by Isambard Kingdom Brunel, pioneered broad gauge from 1838 with a gauge of, and retained this gauge until 1892. A number of harbours also used railways of this gauge for construction and maintenance. These included Portland Harbour and Holyhead Breakwater, which sold a locomotive into industrial hands for working nearby sidings. As it wasn't connected to the national network, this broad gauge operation continued until 1913 when the locomotive wore out(External Link

).
   While Parliament was initially prepared to authorise lines built to the broad gauge, it was eventually rejected by the Gauge Commission in favour of all railways being built to Standard Gauge for compatibility. Broad gauge lines were gradually converted to dual gauge or standard gauge from 1864, and finally the last of Brunel's broad gauge was converted in 1892.
   Many countries have broad gauge railways. Ireland (see History of rail transport in Ireland) and some parts of Australia and Brazil have a gauge of (but Luas, the Dublin light rail system, is built to standard gauge). Russia and the other former Soviet Republics use a (originally ) gauge while Finland continues to use the ) gauge inherited from Imperial Russia (the two standards are close enough to allow full interoperability between Finland and Russia).
   In 1839, the Netherlands started its railway system with two broad gauge railways. The chosen gauge was after a visit of engineers in England. This was applied between 1839–1866 by the Hollandsche IJzeren Spoorweg-Maatschappij (HSM) for their Amsterdam-The Hague-Rotterdam line and between 1842–1855, firstly by the Dutch state, but soon by the Nederlandsche Rhijnspoorweg-Maatschappij for their Amsterdam-Utrecht-Arnhem line. But the neighboring countries Prussia and Belgium used already standard gauge so the two companies had to regauge their first lines. In 1855, NRS regauged its line and shortly after connected to the Prussian railways. The HSM followed in 1866. There are replicas of one broad gauge 2-2-2 locomotive (De Arend) and three carriages in the Dutch Railway Museum in Utrecht. These replicas were built for the 100th anniversary of the Dutch Railways in 1938–39.
   The Baltic states have received funding from the European Union to build new lines with standard gauge. Portugal and the Spanish Renfe system use a gauge of 5 ft 5½ in (1,668 mm) called "Ancho Ibérico" (see Rail gauge). In India a gauge of is widespread. This is also used by the Bay Area Rapid Transit (BART) system of the San Francisco Bay Area. In Toronto, Canada the gauge for TTC subways and streetcars was chosen in 1861, years after the establishment of 'standard gauge' in Britain, but well before 'standard gauge' in the US and Canada. Toronto uses a unique gauge of, an "overgauge" originally stated to 'allow horse-drawn wagons to use the rails', but with the practical effect of precluding the use of standard gauge equipment in the street. In 1861, the Province was supplying subsidies only to broad 'provincial gauge' railways.
   The value of interoperability wasn't obvious to the industry at first. The standardization movement was gradual, and over time the value of a proprietary gauge diminished, being replaced by the idea of collecting money for equipment used on somebody else's railroad lines.
   Most non-standard broad gauges get in the way of interoperability of railway networks. On the GWR, the gauge was supposed to allow for high speed, but the company had difficulty with locomotive design in the early years (which threw away much of their advantage), and rapid advances in permanent way and suspension technology saw standard gauge speeds approach broad gauge speeds within a decade or two in any case. On the and gauges, the extra width allowed for bigger inside cylinders and greater power, a problem solvable by outside cylinders and higher steam pressure on standard gauge. On BART, the wider gauge is supposed to prevent lightweight trains from being blown over by the wind.
The British Raj in India adopted gauge, although some standard gauge railways were built in the initial period. The standard gauge railways were soon converted to broad gauge. Reputedly, broad gauge was thought necessary to keep trains stable in the face of strong monsoon winds. Attempts to economise on the cost of construction lead to the adoption of gauge and then and narrow gauges for many secondary and feeder lines.
   However broad gauge remained the most prevalent gauge across the Indian subcontinent, reaching right across from Iran to Burma and Kashmir to Tamil Nadu. After Independence, the Indian Railways adopted as the standard Indian Gauge, and began Project Unigauge to convert metre gauge and narrow gauge to broad gauge. Even the newest rail projects in India, such as the Konkan Railway and the Delhi Metro use broad gauge. There was a move to use standard gauge for the Delhi Metro, but the decision was made to use broad gauge to maintain compatibility with the rest of the rail network in India. The new Bangalore Metro Lines will be on standard gauge and similarly Mumbai & Hyderabad Metro will also be on standard gauge.
   In the early days of rail transport in the United States, railroads tended to be built out of coastal cities into the hinterland, and systems didn't connect. Each builder was free to choose its own gauge, although the availability of British-built locomotives encouraged some railroads to be built to standard gauge. As a general rule, southern railroads were built to one or another broad gauge, while northern railroads that were not standard-gauge tended to be narrow-gauge. When American railroads' track extended to the point that they began to interconnect, it became clear that a single nationwide gauge would be a good idea. Conversion was slow until after the American Civil War, when destroyed tracks were rebuilt to standard gauge. Now, the only broad-gauge rail systems in the United States are city transit systems.

Russian Broad Gauge

See also: Russia Although it's a popular myth that Russian gauge was selected wider to prevent railroad invasion, this isn't true. Russian gauge of was approved as the new standard on September 12 1842. The selection process was done chiefly by Colonel Pavel Petrovich Melnikov (1804-1880). Probably, a combination of the following arguments was used:

Easier construction of locomotives
Better stability
Wide gauge was seen as a new standard that was emerging in the United States
Since the gauge was wider than standard road track it was easier to use horse carriages for railroad construction and maintenance.

George Washington Whistler was invited as a foreign expert to assist in railroad construction. He was a proponent of a wider gauge and his efforts helped in lobbying the new standard. It is quite likely that an "invasion" argument (alleging that it's easier to adapt trains to narrow gauge than to broad gauge) was used in lobbying the project since military was closely supervising the construction; however, it's highly unlikely that such an argument was made by Melnikov during the actual selection process. Nazi Germany suffered such problems with their supply lines during World War II as a result of the break-of-gauge.
Although broad gauge was and is quite rare on lighter railways and street tramways, many tramways in ex-USSR were and are also built to broad gauge (according to terminology in use in these countries, gauges narrower than are considered to be narrow). The former Soviet Union is today the largest operator of first generation tramways in the world, and has been for many years. The modern world's largest tramway network, in Saint Petersburg, Russia, is entirely broad gauge, with some of the world's widest trams, and indeed the widest in Europe (European trams are generally narrower than European buses and trains and also tramcars elsewhere such as America and Australia).

Overcoming a break of gauge

Where trains encounter a different gauge (a break of gauge), such as at the Spanish-French border or the Russian-Chinese one, the traditional solution has always been transshipment — transferring passengers and freight to cars on the other system. This is obviously far from optimal, and a number of more efficient schemes have been devised. One common one is to build cars to the smaller of the two systems' loading gauges with bogies that are easily removed and replaced, with a bogie exchange at an interchange location on the border. This takes a few minutes per car, but is quicker than transshipment. A more modern and sophisticated method is to have multigauge bogies whose wheels can be moved inward and outward. Normally they're locked in place, but special equipment at the border unlocks the wheels and pushes them inward or outward to the new gauge, relocking the wheels when done. This can be done as the train moves slowly over special equipment.
When transhipping from one gauge to another, chances are that the quantity of rolling stock on each gauge is unbalanced, leading to more idle rolling stock on one gauge than other.
In some cases, breaks of gauge are avoided by installing dual gauge track, either permanently or as part of a changeover process to a single gauge. In other cases (in Spain) variable gauge axles are used.

Dual gauge

If the broad gauge is significantly wider than standard gauge, dual gauge is possible with 3 rail Dual gauge. If the broad gauge is only slightly wider than standard gauge, then dual gauge needs 4 rails.

Broader gauges

Some applications that require broader gauges, including:

Telescopes

Rocket launchers - The USSR and US use double-track railroad to move rockets and supporting equipment at launch sites. (The US Apollo program used caterpillar tracks on a gravel roadbed because other solutions couldn't support the loads required).

Dockside cranes for unloading cargo from ships and for constructing ships

Ship railways These applications might use double track of the country's usual gauge to provide the necessary stability and axle load. These applications may also use much heavier than normal rails, the heaviest rails for actual trains being about 70 kg/m.

Further Information

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