Originally, various track gauges were used in the United States. Some railways, primarily in the northeast, used standard gauge of 4 ft 8+1⁄2 in (1,435 mm); others used gauges ranging from 2 ft (610 mm) to 6 ft (1,829 mm). As a general rule, southern railroads were built to one or another broad gauge, mostly 5 ft (1,524 mm), while northern railroads that were not standard-gauge tended to be narrow-gauge. The Pacific Railroad Acts of 1863 specified standard gauge.[1]
Notable exceptions were the 6 ft (1,829 mm) railroads that predominated in the first part of the 19th century in New York State, and the 5 ft 6 in (1,676 mm) lines centered on Portland, Maine. Problems began as soon as lines began to meet, and standard gauge was adopted in much of the northeastern U.S. Standard gauge had spread widely across the country by the late 19th century except in some parts of the South; it was adopted there in a two-day changeover on May 31-June 1, 1886.
Today, standard gauge is used almost everywhere in the U.S. Non-standard gauges remain in use only for some municipal and regional mass transit systems not requiring interchange of equipment.
Broad gauges
6 ft (1,829 mm) gauge
The New York and Erie Railroad was originally 6 ft (1,829 mm) gauge, and spawned a regional network of other six foot gauge railroads within New York State. Chartered in 1832, its first section opening in 1841, the Erie's promoters and early engineers believed it would be so busy that wider gauged tracks would be required for locomotives much larger (and therefore more powerful) than usual to pull the expected very long and heavy trains. 6 ft gauge was also cited for improved stability, and the New York and Erie eventually had rolling stock with 11 feet (3.35 m) wide loading gauge. Other railroads connecting to the Erie were soon built, able to interchange freight and passenger cars, forming a true regional six foot gauged railroad network across the southern tier of New York State from the Hudson River to the shores of Lake Erie.
Major cities including Rochester, Syracuse, Utica, and Albany all were connected by six foot gauged railroads extending from Elmira and Binghamton on the New York and Erie mainline. These lines included the Avon, Genesee & Mt. Morris, the Albany and Susquehanna (later part of the Delaware and Hudson), the Elmira, Jefferson & Canandaigua (later the Northern Central, becoming part of the Pennsylvania Railroad), the Rochester & Genesee Valley, the Canandaigua and Niagara Falls (initially Erie controlled, later part of the New York Central railroad's Peanut Route along the shoreline of Lake Ontario), and even the mainline of rival, and future (1960) merger partner, the Delaware, Lackawanna, and Western (The Lackawanna also had a significant portion of its six-foot gauge trackage in Pennsylvania and New Jersey). Other 6 ft gauge lines included the Syracuse, Binghamton & New York (later part of the Lackawanna), the Walkill Valley railroad (later part of the New York Central), and the Erie's own Newburgh branch. Between 1876 and 1880, most of the 6 ft lines converted to standard gauge, some having been first dual gauged with a third running rail allowing standard gauge trains to share the track, prior to the removal of the 6 ft rails.[2]
In the 1960s, the gauge was selected for use in the Bay Area Rapid Transit system, serving the San Francisco Bay Area; it is the only place in the United States where this gauge is in use. The rapid transit segment of the system covers 109 miles (175 km) of double track in revenue service with additional sidings and maintenance facilities.
5 ft 2+1⁄2 in (1,588 mm) and 5 ft 2+1⁄4 in (1,581 mm) are commonly known as Pennsylvania trolley gauge because it was originally used by railroad lines in the state of Pennsylvania. Unlike other broad gauges, it remains in use in a number of urban rail transit systems.
In most of the southern states, the 5 ft (1,524 mm) gauge was preferred (a broad gauge that later was adopted by Russia for its new railroad and became known as Russian gauge). This configuration allowed for wider rolling stock that could more efficiently accommodate cotton bales, the most commonly transported good in the South at the time. In the U.S. this gauge was changed to 4 ft 9 in (1,448 mm) in 1886.[6] This gauge remains in use by Pittsburgh's two funicular railways, the Monongahela Incline (the oldest continuously operating funicular in the United States, having opened in 1870) and the Duquesne Incline.[7]
4 ft 10 in (1,473 mm)
Most of the original track in Ohio was built in 4 ft 10 in (1,473 mm) gauge, the Ohio gauge.
In the early days of rail transport in the United States, railroads tended to be built out of coastal cities into the rural interior and hinterland and systems did not connect. Each railroad was free to choose its own gauge, although the availability of British-built locomotives encouraged some railroads to be built to standard gauge.
When American railroad tracks extended to the point that they began to interconnect, it became clear that a single nationwide gauge would be beneficial.
Where different gauges meet, there is a "break of gauge". To overcome that problem, special compromise cars were able to run 4 ft 10 in (1,473 mm) and standard gauge track.[18] Another application was the Ramsey car-transfer apparatus.
Gauge war
In Erie, Pennsylvania, the 6 ft (1,829 mm) Erie Railroad terminated while adjacent railroads used 4 ft 10 in (1,473 mm) gauge, also known as "Ohio gauge." That led to the Erie Gauge War in 1853–54, when the Erie mayor and citizens temporarily prevented a gauge standardization, because there would then be less trans-shipping work and through passengers would no longer have a stopover at Erie.
Break of gauge would prove to be a nightmare during the American Civil War (1861–65), often hindering the Confederacy's ability to move goods efficiently over long distances.[19] The Pacific Railway Act of March 3, 1863, specified that the federally funded transcontinental railroad was to use standard gauge, which helped to further popularize it among American railroads, although the standard gauge was already in use on many other lines prior to 1863.
Pressure for standardization
Following the Civil War, trade between the South and North grew sufficiently large that the break of gauge became a major economic nuisance, impeding through shipments. Competitive pressures induced most North American railways to convert to standard gauge by 1880, but Southern railroads retained their distinct, 5 ft (1,524 mm) gauge. In 1884 and 1885, two important railroads connecting Chicago to the South, the Illinois Central and the Mobile and Ohio Railroad, converted to standard gauge, increasing pressure on competing and connecting lines to do the same.
Unification to standard gauge on May 31 – June 1, 1886
In 1886, the southern railroads agreed to coordinate changing gauge on all their tracks. After considerable debate and planning, most of the southern rail network was converted from 5 ft (1,524 mm) gauge to 4 ft 9 in (1,448 mm) gauge, then the standard of the Pennsylvania Railroad, over two days beginning on Monday, May 31, 1886. Over a period of 36 hours, tens of thousands of workers pulled the spikes from the west rail of all the broad gauge lines in the South, moved them 3 in (76 mm) east and spiked them back in place.[6] The new gauge was close enough that standard gauge equipment could run on it without problem. By June 1886, all major railroads in North America, an estimated 11,500 miles (18,500 km), were using approximately the same gauge. To facilitate the change, the inside spikes had been hammered into place at the new gauge in advance of the change. Rolling stock was altered to fit the new gauge at shops and rendezvous points throughout the South. The final conversion to true standard gauge took place gradually as part of routine track maintenance.[6] Now, the only broad-gauge rail tracks in the United States are on some city transit systems.
Effects of the Southern gauge change
Using historical freight traffic records, recent research has shown that the conversion to standard gauge instigated a large shift of North–South freight traffic away from coastal steamships to all-rail carriage.[20] These effects were especially strong on short routes, where breaks in gauge were more expensive relative to the total cost and duration of carriage. However, the data indicate that the gauge change had no effect on total shipments, likely as a result of anticompetitive conduct by Southern freight carriers that prevented the railroads' cost-savings from being passed through to their prices. This research suggests that had Southern carriers not been colluding, the gauge change would have generated a sharp reduction in freight rates and immediate growth in trade between the North and South.
^Hilton, George W.; Due, John Fitzgerald (1 January 2000). The Electric Interurban Railways in America. Stanford University Press. ISBN978-0-8047-4014-2. Retrieved 10 June 2014. Worst of all, not all city systems were built to the standard American and European gauge of 4'-81⁄2". Pittsburgh and most other Pennsylvania cities used 5'-21⁄2", which became known as the Pennsylvania trolley gauge. Cincinnati used 5'-21⁄2", Philadelphia 5'-21⁄4", Columbus 5'-2", Altoona 5'-3", Louisville and Camden 5'-0", Canton and Pueblo 4'-0", Denver, Tacoma, and Los Angeles 3'-6", Toronto an odd 4'-107⁄8", and Baltimore a vast 5'-41⁄2".
^Small, Charles S. (1982). Two-Foot Rails to the Front. Railroad Monographs.
^Dunn, Rich (1979). "Military Light Railway Locomotives of the U.S.Army". Narrow Gauge and Short Line Gazette. ((cite journal)): Cite journal requires |journal= (help)
^Stover, John F. (1995). History of the Baltimore and Ohio Railroad. Purdue University Press.
^Hankey, John P. (2011). "The Railroad War". Trains. 71 (3). Kalmbach Publishing Company: 24–35.
