A STYDY ON

“DETERMINING GAUGES AND ITS TYPES”

MICRO PROJECT REPORT

Submitted in April 2023 by the group of 2 students
Sr. Roll No Enrollment Seat No
Full name of Student
No Sem-IV No Sem-IV
1 02 MOHAMMADMOIZ KUTUBUDDIN JINABADE 2117340008

2 03 AMAYA MANJUNATH KULKARNI 2117340002

Under the Guidance of

Mr.Bhamare Y.R
In
Three Years Diploma Programme in Engineering & Technology
of Maharashtra State Board of Technical Education, Mumbai
(Autonomous)
ISO 9001:2008 (ISO/IEC-27001:2013)
At
1734 – TRINITY POLYTECHNIC PUNE
 MAHARASHTRA STATE BOARD TECHNICAL
EDUCATION, MUMBAI

Certificate

This is to certify that Mr. / Ms.

Roll No: of Fourth Semester of Diploma

Programme in Engineering & Technology at 1734 – Trinity

Polytechnic Pune has completed the Micro Project satisfactorily in

Subject Railway And Bridge Engineering(22404) in the academic

year 2023-2024 as per the MSBTE prescribed curriculum of I Scheme.

Place: Pune Enrollment No:

Date: / / 2023 Exam. Seat No:

Project Guide Head Of Department Principal

Seal of
Institute
 Index…

Sr. No Title Page No

1 Abstract and Introduction

2 Objectives (Cos)

3 Main Body / Content

4 Conclusion / Learning Outcomes

5 Literature Review and References

6 Weekly Work / Progress Report

7 Evaluation Sheet
 INTRODUCTION
In rail transport, track gauge is the distance between the two rails of
a railway track. All vehicles on a rail network must have wheelsets that
are compatible with the track gauge. Since many different track gauges
exist worldwide, gauge differences often present a barrier to wider
operation on railway networks. The term derives from the metal bar, or
gauge, that is used to ensure the distance between the rails is correct.
Railways also deploy two other gauges to ensure compliance with a
required standard. A gauge is a two-dimensional profile that
encompasses a cross-section of the track, a rail vehicle, and a maximum-
sized load: all rail vehicles and their loads must be contained in the
corresponding envelope. A gauge specifies the outline into which
structures (bridges, platforms, lineside equipment etc.) must not
encroach.
The term derives from the "gauge", a metal bar with a precisely
positioned lug at each end that track crews use to ensure the actual
distance between the rails lies within tolerances of a prescribed standard:
on curves, for example, the spacing is wider than normal. Deriving from
the name of the bar, the distance between these rails is also referred to as
the track gauge.

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 TYPES OF GAUGES IN RAILWAYS

1) BROAD GAUGE

A broad-gauge railway is a railway with a track gauge (the distance

between the rails) broader than the 1,435 mm (4 ft 8+1⁄2 in) used
by railways. Broad gauge of 1,520 mm (4 ft 11+27⁄32 in), more known
as Russian gauge, is the dominant track gauge in former Soviet Union
countries (CIS states, Baltic states, Georgia, Ukraine) and Mongolia.
Broad gauge of 1,524 mm (5 ft) commonly known as Five foot gauge is
mainly used in Finland.

Broad gauge of 1,676 mm (5 ft 6 in), commonly known as Indian gauge,

is the dominant track gauge in India, Pakistan, Bangladesh, Sri
Lanka, Argentina, Chile, and on BART (Bay Area Rapid Transit) in
the San Francisco Bay Area. This is the widest gauge in common use
anywhere in the world. It is possible for trains on both Iberian gauge and
Indian gauge to travel on each other's tracks with no modifications in the
vast majority cases. In Great Britain, broad gauge was first used
in Scotland for the Dundee and Arboreta Railway (1836–1847) and
the Arboreta and For far Railway (1838–1848). Both short and isolated
lines, they were built in 5 ft 6 in (1,676 mm). The lines
were subsequently converted to standard gauge and connected to the
emerging Scottish rail network.
2) METER GAUGE

Meter-gauge railways are narrow-gauge railways with track

gauge of 1,000 mm (3 ft 3+3⁄8 in).The meter gauge is used in around
95,000 kilometers (59,000 mi) of tracks around the world. It was used by
European colonial powers, such as the French, British and German
Empires in their colonies. In Europe, large meter-gauge networks remain
in use in Switzerland, Spain and many European towns with urban
trams, but most meter-gauge local railways in France, Germany
and Belgium closed down in the mid-20th century, although many still
remain.

With the revival of urban rail transport, meter-gauge light

metros were established in some cities, and in other cities, meter
gauge was replaced by standard gauge. The slightly-
wider 1,009 mm (3 ft 3+23⁄32 in) gauge is used Sofia. These are Cost-
effectiveness: Metre-gauge railways are less expensive to build and
maintain compared to standard-gauge railways. This makes them
more accessible for countries with limited financial resources and for
rural areas where the cost of building standard-gauge railways would
be prohibitively high. Flexibility: Metre-gauge railways are more
flexible than standard-gauge railways, making it easier to navigate
steep inclines and tight curves. This makes them more suitable for
mountainous and hilly terrain.
3) NARROW GAUGE

A narrow-gauge railway (narrow-gauge railroad in the US) is a railway

with a track gauge narrower than standard 1,435 mm (4 ft 8+1⁄2 in). Most
narrow-gauge railways are between 600 mm (1 ft 11+5⁄8 in)
and 1,067 mm (3 ft 6 in).
Since narrow-gauge railways are usually built with tighter curves,
smaller structure gauges, and lighter rails, they can be less costly to
build, equip, and operate than standard- or broad-gauge
railways (particularly in mountainous or difficult terrain). Lower-cost
narrow-gauge railways are often built to serve industries as well as
sparsely populated communities where the traffic potential would not
justify the cost of a standard- or broad-gauge line. Narrow-gauge
railways have specialized use in mines and other environments where a
small structure gauge necessitates a small loading gauge.
In some countries, narrow gauge is the standard; Japan, Indonesia,
Taiwan, New Zealand, South Africa, and the Australian states
of Queensland, Western Australia and Tasmania have
a 3 ft 6 in (1,067 mm) gauge, whereas Vietnam, Malaysia and Thailand
have meter-gauge railways. Narrow-gauge trams, particularly meter-
gauge, are common in Europe.
FACTORS AFFECTING SELECTION OF GAUGE
IN RAILWAY

1) Traffic Condition: If the intensity of traffic on the track is likely to be

more, a gauge wider than the standard gauge is suitable.

2) Development of Poor Areas: The narrow gauges are laid in certain

parts of the world to develop a poor area and thus link the poor area with
the outside developed world.

3) Cost of Track: The cost of railway track is directly proportional to

the width of its gauge. If the fund available is not sufficient to
construct a standard gauge, a metre gauge or a narrow gauge is
preferred rather than to have no railways at all.

4) Speed of Movement: The speed of a train is a function of the diameter

of wheel which in turn is limited by the gauge.
The wheel diameter is usually about 0.75 times the gauge width and
thus, the speed of a train is almost proportional to the gauge.
If higher speeds are to be attained, the broad-gauge track is preferred to
the metre gauge or narrow-gauge track.

5) Nature of Country: In mountainous country, it is advisable to have a

narrow gauge of the track since it is more flexible and can be laid to a
smaller radius on the curves.
This is the main reason why some important railways, covering
thousands of kilometres, are laid with a gauge as narrow as 610 mm.
ADVANTAGES AND DISADVANTAGES OF
GAUGE IN RAILWAY

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, with low
potential demand, and 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.

In attempt to stimulate economic development and de-congest roadways

between two major cities in South Africa, the decision has been made to
build a railway as alternative transport. A comparison, by a review of pros
and cons, is made between the 1076mm Cape gauge and the 1435mm
Standard gauge in order to recommend the more economically viable
track gauge for the transport infrastructure. Moving rolling stock is
difficult with Cape gauges so there must always be enough rolling
stock to keep up with demand during peak periods, however, this
is unprofitable during periods of low demand.
FUTURE OF GAUGES

A new generation of high-speed trains that can adapt to different track

gauges, or widths, and climate conditions has been developed in
Changchun, Jilin province. The new type of train, developed by CRRC
Changchun Railway Vehicles Co, is designed with a top speed of 400
kilometers per hour. Its ability to run on international railways with
different track gauges and power supply standards makes international
rail travel much more practical. Wang Lei, a senior engineer at the
company, said different global gauge standards have been one of the
biggest challenges holding back cross-border interconnections among
different rail routes. There are currently four main types of gauges in the
world－1,435-millimeter standard gauge, 1,520-mm Russian broad
gauge, 1,676-mm European broad gauge and 1,067-mm narrow gauge.

When ordinary trains pass through countries with different gauges, the
train cars have to be lifted so that their wheel assemblies can be replaced
at border stations, which takes at least two hours, not including the time
and effort needed to work out any problems, he said. Since the new train
has variable-gauge wheel assemblies, it enables the cars to be pulled
along a different gauge track at reduced speed, which improves the
efficiency of rail services and facilitates the smooth flow of traffic, he
added.
CONCLUSION

A popular legend that has been around since at least 1937 traces the
origin of the 1,435 mm (4 ft 8+1⁄2 in) gauge even further back than the
coalfields of northern England, pointing to the evidence of rutted roads
marked by chariot wheels dating from the Roman
Empire. Snopes categorized this legend as "false", but commented, "it is
perhaps more fairly labelled as 'True, but for trivial and unremarkable
reasons'". The historical tendency to place the wheels of horse-drawn
vehicles around 5 ft (1,524 mm) apart probably derives from the width
needed to fit a carthorse in between the shafts. Research, however, has
been undertaken to support the hypothesis that "the origin of the
standard gauge of the railway might result from an interval of wheel ruts
of prehistoric ancient carriages".
In addition, while road-travelling vehicles are typically measured from
the outermost portions of the wheel rims, it became apparent that for
vehicles travelling on rails, having main wheel flanges that fit inside the
rails is better, thus the minimum distance between the wheels (and, by
extension, the inside faces of the rail heads) was the important one.
A standard gauge for horse railways never existed, but rough groupings
were used; in the north of England none was less
than 4 ft (1,219 mm). Wyle colliery's system, built before 1763,
was 5 ft (1,524 mm)
REFERENCE

1) https://www.quora.com/

2) https://railsystem.net/rail-gauges/

3) https://www.britannica.com/

4) https://en.wikipedia.org/wiki/

5) https://civilcrews.com/gauges/

6) https://www.irfca.org/docs/ng-routes.html
Weekly Work / Progress Report …

Week Sign of
Duration the
Date Work or activity Performed
No. in hours Guide

Discussion and Finalization of

1
the Project Title

Preparation and Submission

2
of Abstracts

3 Literature Review

4 Collection of Data

5 Discussion and Outline of Content

6 Rough Writing of the Projects

Contents

7 Editing and Proof Reading of the

Contents
Final Completion of the Project
8

9 Seminar Presentation, viva-vice,

Assessment and Submission of Report

Name of Project Guide: Mr.Bhamare Y.R

Lecturer in Railway And Bridge Engineering

1734 trinity polytechnic,PUNE

 Micro Project Evaluation Sheet

Name of Student: ……………………………………Enrollment No: ……………………………….

Name of Programme: ……………………………… Semester: …………………………………………

Course Title: …………………………………………Code……………………………………………….

Title of the Micro-Project………………………………………………………………………………….

Course Outcome Achieved:

a) …………………………………………………………………………………………………
b) …………………………………………………………………………………………………
c) …………………………………………………………………………………………………
d) …………………………………………………………………………………………………

Sr. Poor Average Good Excellent

No. Characteristic to be assessed
(Marks 1-3) (Marks 4-5) (Marks 6-8) (Marks9-10)
Process and Product Assessment (Convert above total marks out of 6 Marks)

1 Relevance to the course

2 Literature Review/Information collection

Completion of the Target as per project
3
proposal
4 Analysis of Data and representation

5 Quality of Prototype /Model

6 Report Preparation
Individual Presentation/ Viva (Convert above total marks out of 4 Marks)
7 Presentation

8 Viva

(A) (B)
Process and Product Assessment Individual Presentation/Viva Total marks
(6 marks) (4 marks) 10

Comments/Suggestions about team work/leadership/inter-personal communication (if any)

…………………………………………………………………………………………………………………………

Name and designation of the Teacher ………………………………………………………………….

Dated Signature ………………………………………………………………………………