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Rail gauge
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List of rail gauges
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Break-of-gauge
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With railways, a break-of-gauge is where a line of one gauge meets a line of a different gauge. Trains and rolling stock cannot run through without some form of conversion between gauges, and freight and passengers must otherwise be transloaded. Either way, a break-of-gauge adds delays, cost and inconvenience to traffic that must pass from one gauge to another.

Contents 1 Inconvenience 2 Major breaks of gauge 2.1 Africa 2.1.1 Angola 2.1.2 Democratic Republic of Congo 2.2 Asia 2.2.1 Bangladesh 2.2.2 China 2.2.3 India 2.2.4 Iran 2.2.5 Japan 2.2.6 Thailand 2.2.7 Vietnam 2.3 Australia 2.4 Europe 2.5 North America 2.6 Latin America 3 Minor breaks of gauge 4 Containerisation 5 See also 6 Other issues 7 External links

Transloading of freight from cars of one gauge to cars of another is very labour and time intensive, and increases the risk of damage to goods. If the capacity of freight cars on each system does not match, additional inefficiencies arise. Technical solutions to avoid transloading include variable gauge axles, replacing the trucks of cars, and the use of transporter cars that can carry a car of a different gauge.

Talgo and Construcciones y Auxiliar de Ferrocarriles have developed dual gauge axles (variable gauge axles) which permit through running between broad gauge and standard gauge. In Japan a "Gauge Change Train" has been built on Talgo patents that can run on standard and narrow (1067 mm) gauge.

In some cases, breaks-of-gauge are avoided by installing dual gauge track, either permanently or as part of a changeover process between gauges.

Major breaks of gauge between large systems include:

• rail lines links by ferries on convenient rivers or lakes. See portage railways
• Dar es Salaam is one of the few places in Africa where different gauges actually meet.
• Kidatu in Tanzania has a container trans-shipment facility to move freight containers between TAZARA (1067 mm) and Tanzania Railways Corporation trains (1000 mm)

• Angola originally had Template:1 m and Template:3 ft 6 in lines, but the 1,000 mm lines were converted to 1,067 mm in the 1950s in expectation that the lines would meet, but this has never happened.

• DRCongo originally had both 1,000 mm and 1,067 mm lines, but when these lines met in the 1950s, the 1,000 mm line was converted to 1,067 mm.

Bangladesh has decided to resolve most of its break-of-gauge problem by converting most of its broad and narrow gauge tracks to dual gauge.

China (standard gauge) on one hand, Mongolia and Russia (1520 mm) on the other. See the Transmanchurian Railway.

China (standard gauge), Vietnam (metre gauge)

India has decided that towns on the narrow gauge system get a second class service, and has decided to convert a significant proportion of the narrow gauge system to broad gauge. This is called Project unigauge.

Iran with its standard gauge has break-of-gauge at the borders with Azerbaijan and Turkmenistan, and will soon have a new break-of-gauge with Pakistan. It has a short main line with tracks of Indian broad gauge.

While the old national rail network is in narrow gauge (1067 mm = 3 ft 6 in), all high speed lines have been built as standard gauge lines. Some lesser towns are served by dual gauge high speed lines. Private railways often use other gauges, but being passenger lines, interchange is not too much of a problem.

Several countries bordering Thailand use meter gauge track, but there are missing links between Thailand and Vietnam via Cambodia.

• Dual gauge (meter gauge and standard gauge) from Chinese border to Hanoi
• The length of Vietnam railway network

• Queensland (Template:3 ft 6 in) and New South Wales (4 ft 8½ in (1,435 mm))
• New South Wales (1,435 mm) and Victoria (5 ft 3 in (1,600 mm))
• Southern South Australia uses broad gauge, like Victoria. Northern South Australia had a number of narrow gauge 1,067 mm lines, leading to several break-of-gauge stations at various times including Hamley Bridge, Terowie, Peterborough, Gladstone and Port Pirie
• In the latter part of the 20th century, all mainland capital cities were connected by a standard gauge (1,435 mm) network, leading to more breaks of gauge (or branch line closures) in states where this is not the norm
• Perth's railway system is narrow gauge (Template:3 ft 6 in), while the Indian Pacific is standard gauge. The line between East Perth and Midland, the eastern suburban terminus, and inland to the major rail junction at Northam is dual gauge. All rail east of this is standard gauge.

• France (1,435 mm) and Spain (1,668 mm)
• Poland, Slovakia, Hungary, Romania (1,435 mm) and former Soviet Union countries: Russia (Kaliningrad), Lithuania, Belarus, Ukraine, Moldova (1,520 mm)
• Finland (1,524 mm) and Sweden (1,435 mm), between Tornio and Haparanda. Railway ferries between Finland and Sweden or Germany (see SeaRail).
• Switzerland, see "Minor breaks of gauge" section below.

• The United States of America had broad, narrow and standard gauge tracks in the 19th century, but is now almost entirely 1,435 mm standard gauge. Similarly the adjacent countries of Canada and Mexico.

• Argentina and Chile both use Template:5 ft 6 in broad gauge tracks, but the link railway uses Template:1 m narrow gauge with rack railway sections. So there are two break-of-gauge stations, one at Los Andes, Chile and the other at Mendoza, Argentina. It is planned to reopen this currently closed railway in summer 2007 and regauge from small to broad to be in future without break-of-gauge
• A break-of-gauge, Template:3 ft to 4 ft 8½ in (1,435 mm), between Mexico and Guatemala is currently closed.
• A break-of-gauge between Argentina and Brazil, 1,435 mm (4 ft 8½ in) to Template:1 m
• A break-of-gauge between Uruguay and Brazil, 1,435 mm (4 ft 8½ in) to Template:1 m

Wherever there are narrow gauge lines that connect with a standard gauge line, there is technically a break-of-gauge. If the amount of traffic transferred between lines is small, this might be a small inconvenience only. In Austria and Switzerland there are numerous breaks-of-gauge between standard-gauge main lines and narrow-gauge railways.

The line between Finland and Russia has a minor break-of-gauge. Finnish gauge is 1524 mm and Russian 1520 mm, but this does not stop through-running.

The effects of a minor break-of-gauge can be minimized by placing it at the point where a cargo must be removed from cars anyway. An example of this is the East Broad Top Railroad in the United States of America, which had a coal wash and preparation plant at its break-of-gauge in Mount Union, Pennsylvania. The coal was unloaded from narrow gauge cars of the EBT, and after processing was loaded into standard gauge cars of the Pennsylvania Railroad.

In addition to its broad-gauge lines, Spain has modern high-speed lines operating at standard gauge, and uses gauge converters. These railways are used for passengers only, and they have to change train, usually in big cities where they would have to change train anyway.

The widespread use of containers since the 1960s has made break of gauge less of a problem, since containers are efficiently transferred from one mode to another by suitable large cranes.

Consider the transfer from a train of one gauge to another train of a different gauge. It helps if the lengths of the wagons on each gauge are the same so the containers can be transferred from one train to the other with no transverse movement along the train. The different wagons should carry the same number of containers. Delays to each train depends on how many cranes can operate simultaneously. Clearly the more cranes, the more idle time that they have and the more staff that you need, so this is an economic decision.

Container cranes are relatively portable, so that if the break of gauge transshipment hub changes from time to time, the cranes can be moved around as required. Fork lift trucks can also be used.

There is a gauge transshipment station at Kidatu in Tanzania.

• Gantlet track
• Ramsey Car Transfer Apparatus
• Variable gauge axles
• Jane's World Railways has maps that generally show breaks-of-gauge.

While track gauge is the most important factor preventing through running between adjacent systems, other issues can also be a hindrance, including loading gauge, couplings, brakes, electrification, signalling systems, rules and regulations, and language.

• Jane's World Railways (hard copy)