narrow gauge railway
![A train at Bad Bubendorf station on the 750 mm gauge Waldenburgerbahn between Liestal and Waldenburg in Switzerland[1].](http://www.answers.com/main/Record2?a=NR&url=http%3A%2F%2Fcommons.wikimedia.org%2Fwiki%2FImage%3AWaldenburgerbahn.jpg)
A narrow gauge railway (or narrow gauge railroad) is a railway that has a track gauge narrower than the 1,435 mm (4 ft 8½ in) of standard gauge railways. Most existing narrow gauge railways have gauges of 3 ft 6 in (1,067 mm) or less.
Overview
Since narrow gauge railways are usually built with smaller radius curves and smaller structure gauges, they can be substantially cheaper to build, equip, and operate than standard gauge or broad gauge railways, particularly in mountainous terrain. The lower costs of narrow gauge railways mean they are often built to serve industries and communities where the traffic potential would not justify the costs of building a standard or broad gauge line. Narrow gauge railways also have specialized use in mines and other environments where a very small structure gauge makes a very small loading gauge necessary. On the other hand, standard gauge or broad gauge railways generally have a greater haulage capacity and allow greater speeds than narrow gauge systems.
Historically, many narrow gauge railways were built as part of specific industrial enterprises and were primarily industrial railways rather than general carriers. Some common uses for these industrial narrow gauge railways were mining, logging, construction, tunnelling, quarrying, and the conveying of agricultural products. Extensive narrow gauge networks were constructed in many parts of the world for these purposes. Significant sugarcane railways still operate in Cuba, Fiji, Java, the Philippines and in Queensland in Australia. Narrow gauge railway equipment remains in common use for the construction of tunnels.
The other significant reason for narrow gauge railways to be constructed was to take advantage of reduced construction costs
in mountainous or difficult terrain, hence the national railway systems of countries such as Indonesia, Japan and New Zealand are
primarily or solely narrow gauge. Non-industrial narrow gauge mountain railways are or were common in the Rocky Mountains of the
History of narrow gauge railways
The earliest recorded railway is shown in the De re metallica of 1556, which shows a mine in the Czech Republic with a railway of approximately 2 ft 0 in (610 mm) gauge. During the 16th century railways were mainly restricted to hand-pushed narrow gauge lines in mines throughout Europe. During the 17th century mine railways were extended to provide transportation above ground. These lines were industrial, connecting mines with nearby transportation points, usually canals or other waterways. These railways were usually built to the same narrow gauge as the mine railways they developed from. [1]
Advantages of narrow gauge
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 heavy civil engineering work can be substantial. It is also used in very sparsely populated areas where the potential demand is too low for the building of broader gauge railways to be economically viable. This is the case in most of Australia and Southern Africa, where extremely old soils can support only population densities too low for standard gauge to be viable.
There are many narrow gauge street tramways, particularly in Europe where 1,000 mm (3 ft 3⅜in) gauge tramways are common. Narrow gauge allows even tighter turning than 4 ft 8½ in (1,435 mm) gauge or 1,495 mm (4 ft 10⅞ in) gauge in restricted city streets. The tighter turning circle also make balloon loops at the end of routes easier, which in turn allows the use of unidirectional trams with a driver's cab at one end only, and doors on one side, and thus more space for passengers. Note, the Toronto streetcar system has uni-directional trams and off-street loops.
Extensive narrow gauge railway systems served the front-line trenches of both sides in World War I. After the end of the war the surplus equipment from these railways created a small boom in the building of narrow gauge railways in Europe.
For temporary railroads that will be removed after a short-term need, such as for construction, the logging industry and the mining industry, a narrow gauge railroad is substantially cheaper and easier to install and remove. However, this use of railroads is almost extinct thanks to the capabilities of modern trucks.
In many countries narrow gauge railroads were built as "feeder" or "branch" lines to feed traffic to more important standard gauge railroads, due to their lower construction costs. The choice was often not between a narrow gauge railroad and a standard gauge one, but between a narrow gauge railroad and none at all.
Disadvantages of narrow gauge
Narrow gauge railroads cannot interchange equipment like freight and passenger cars freely with the standard gauge or broad gauge railroads they link with, unless they exchange bogies. That means that narrow gauge lines have a built-in cost of transshipping people and freight to the mainline railway system. The cost of transshipment can be a substantial drain on the finances of a railroad because it involves expensive and time consuming manual labour or substantial capital expenditure. Some bulk commodities, such as coal, ore and gravel, can be mechanically transshipped, but this still incurs time penalties and these mechanical devices are often complex to maintain.
The solution to the problem of transshipment is bogie exchange between cars. Another solution to this problem is the roll-block system. Although successfully deployed in countries such as Germany, this technique came too late (??) for the majority of narrow gauge lines. Transfer of containers is also an option.
The problem of interchangeability is less serious for countries that have a large system of narrow gauge lines, such as northern Spain, and does not exist in those countries in which the narrow gauge is the "standard", such as New Zealand, South Africa and the Australian island state of Tasmania.
The problem of interchangeability is more serious in North America because a continent-wide system of freight car interchange developed. All the standard gauge railways in North America use the same standard couplings and air brakes, which means that freight cars can be freely interchanged between railways from Northern Canada to Southern Mexico. Railways who need more freight cars can simply borrow them from other railways during peak periods, while the railways who own the cars receive payments for them at rates set by common agreement. Peak demand, particularly for grain shipment, occurs in different parts of North America at different times, so freight cars are shuffled back and forth across the continent to wherever they are needed. Motive power can also be interchanged, which sometimes results in Mexican locomotives pulling Canadian freight cars and vice versa.
Narrow gauge railways could not participate in this system, which meant that they usually had to own several times as much rolling stock as standard gauge railways, and they did not receive any cash flow for surplus equipment during periods of low demand. Since most narrow gauge railways were short of money to begin with, this eventually resulted in nearly all North American narrow gauge railways either going bankrupt or being bought up by profitable standard gauge railways.
Narrow gauge lines were very vulnerable to competition from trucks. The railroads' advantage has always been economy of scale and distance, and the transshipment requirement removed that. Trucks have no such transshipment problem and are more flexible in operation.
Another problem with narrow gauge railroads is that they lacked room to grow - their cheap construction was bought at the price of being engineered only for their initial traffic demands. While a standard or broad gauge railroad could more easily be upgraded to handle heavier, faster traffic, many narrow gauge railroads were impractical to improve. Speeds and loads hauled could not increase, so traffic density was significantly limited.
Narrow gauge railroads can be built to handle increased speed and loading, but at the price of removing most of the narrow gauge's cost advantage over standard or broad gauge.
Because of the reduced stability of narrower gauge, narrow gauge trains are not able to run at nearly the same high speeds as those networks with broader gauges unless the tracks are aligned with greater precision. However in Japan and Queensland, Australia, recent permanent way improvements have allowed trains on 1067 mm gauge tracks to run at 160 km/h (100 mph) and higher. Queensland Rail's tilt train is presently the fastest train in Australia, despite the gauge it runs on. Standard gauge or broad gauge trains can run at up to 320 km/h (200 mph); this is most evident in the case of the Japanese Shinkansen, a network of standard gauge lines built solely for high speed rail in a country where narrow gauge is the predominant standard.
Exceptions to the rule
The heavy duty 3 ft 6 in (1,067 mm) narrow gauge railways in South Africa and Queensland, Australia, show that if the track is built to a heavy-duty standard, a performance almost as good as a standard gauge line is possible. 200-car trains operate on the Sishen-Saldanha railroad in South Africa, and high-speed tilt-trains in Queensland (see below). Another example of a heavy-duty narrow gauge line is EFVM in Brazil. 1,000 mm (3 ft 3⅜in) gauge, it has over-100-pound rail and a loading gauge almost as large as US non-excess-height lines. It sees 4000 hp locomotives and 200+ car trains. Narrow gauge lines are more limited in the capacity and stability of their trains. Similarly, standard and broad gauge lines can be built cheaply to light railway standards with short radii (tight curves). The trains operate at lower speeds and with lower capacities. These lines were often built instead of narrow gauge railways.
Gauges used
There are many narrow gauges in use or formerly used between 15" in (381 mm) gauge and 4 ft 8 in (1,422 mm) gauge. They fall into three broad categories
Medium gauge railways
The wider narrow gauges are the more common; in those parts of the world where the railroads were built to British standards, this meant most commonly a gauge of 3 ft 6 in (1,067 mm), while those built to American standards were normally 3 ft 0 in (914 mm). Railways built to European metric standards were most commonly of 1,000 mm (3 ft 3⅜in) and 900 mm (2 ft 111⁄2 in) gauge.
These larger narrow gauges are capable of hauling most traffic with little difficulty and are thus suitable for large-scale "common carrier" applications, although their ultimate speed and load limits are lower than for standard gauge.
Railways built on gauges between 3 ft 0 in (914 mm) and 4 ft 8½ in (1,435 mm) are sometimes referred to as "medium-gauge" railways
Two-foot gauge railways
The next natural "grouping" of narrow gauge railroads covers the spread from 600 mm (1 ft 11½ in) to just below 3 ft 0 in (914 mm), although the majority are between 2 ft 0 in (610 mm) and 760 mm (2 ft 59⁄10 in) (the conversions are usually loosely expressed in the U.K. as 2ft = 60 cm and 760 mm = 2ft 6 in). These lightweight lines can be built at a substantial cost saving over medium or standard gauge railways, but are very restricted in their carrying capacity. The majority of these were built in mountainous areas and most were to carry mineral traffic from mines to ports or standard gauge railroads. Many were industrial lines rather than common carriers, though there were exceptions such as the extensive 760 mm (2 ft 59⁄10 in) lines built in the former Austro-Hungarian Empire, and the "Maine two footer" lines in New England. The most common metric gauges in this group are 760 mm (2 ft 59⁄10 in) and 750 mm (2 ft 51⁄2 in).
Minimum gauge railways
Gauges below 600 mm (1 ft 11½ in) were rare, but did exist. In Britain, Sir Arthur Heywood developed 15" in (381 mm) gauge estate railways, while in France Decauville produced a range of industrial railways running on 400 mm (153⁄4 in) and 500 mm (1 ft 73⁄4 in) tracks, most commonly in such restricted environments such as underground mine railways. A number of 18" in (457 mm) gauge railways were built in Britain to serve ammunition depots and other military facilities, particularly during the First World War.
Narrow gauge railways of 1 ft 10¾ in (578 mm) gauge and less are known as minimum gauge railways.
Narrow gauge worldwide
Europe
Austria
The first railway in Austria was the narrow gauge line from Gmunden in the Salzkammergut to Budweis, now in the Czech Republic, this was 1,106 mm (3 ft 7½ in or 43½ in) gauge. Some two dozen lines were built in 760 mm (2 ft 59⁄10 in) gauge [2], a few in 1,000 mm (3 ft 3⅜in) gauge. The first was the Steyrtalbahn. Others were built by provincial governments, some lines are still in common carrier use and a number of others are preservation projects. The tramway network in Innsbruck is also metre gauge; in Linz the rather unusual gauge of 900 mm (2 ft 111⁄2 in) is in use.
Bulgaria
From the 19th into the early 20th there were many narrow gauge [760 mm (2 ft 59⁄10 in)] railways in Bulgaria, but today, only 245 km remain.
Belarus
1 children narrow gauge railways and 36 peat railways. Children railways is located in Minsk, gauge 750 mm (2 ft 51⁄2 in). Locos - TU2.
Occasionally, narrow gauge railways can still be found in some places of Belarus, for example for transportation of peat.
Belgium
The Vicinal or Buurtspoor were a system of narrow gauge local railways or tramways covering the whole country and having a greater routage than the mainline railway system. They were 1,000 mm (3 ft 3⅜in) gauge and the system included electrified city lines as well as rural lines using steam locomotives and railcars; half of the system was electrified. Many lines carried freight. Only the coastal line and two routes near Charleroi are still in commercial use, four museums hold significant collections of former SNCV/NMBS rolling stock, one of which is the ASVi museum in Thuin. The tramway networks in Antwerp and Gent are also metre gauge.
Czech Republic
Several lines were built in the nineteenth century. The most notable lines are Obrataň-Jindřichův Hradec-Nová Bystřice and Třemešná ve Slezsku-Osoblaha, that are still in operation.
Estonia
There exist 4 museums lines and some peat lines. The museum in Lavassaare is very famous. It has big collection of steam and diesel locomotives. The gauge is 750 mm (2 ft 51⁄2 in) and the track is 2 km long. To learn more about this museum see: Lavassaare museumrailway. There is a museum with a 750 mm gauge, 500 m long, line in Avinurme. In this museum there are 1 locomotive and some wagons. An underground museum with a short electric line is located in Kivioli. A former military railway line with a 750 mm gauge is located on Naissaar Island.
Finland
The vast majority of Finnish narrow gauge railways were owned and operated by private companies. There are only a few instances where narrow gauge railways were in direct connection with each other, and those interchanges did not last for long. The railways never formed a regional rail traffic network, but were only focused on maintaining connections between the national broad gauge railway network and the off-line industries. One of the longest common carriers was the Lovisa-Wesijärvi railway (1900–1960) that operated a 80-kilometre (50-mile) line between Lahti and Loviisa. Other notable ones were the Hyvinkää–Karkkila railway that operated a 46-kilometre (28-mile) line, and the Jokioinen railway that operated a 23-kilometre (141⁄2-mile) line until 1974, being the last common carrier narrow gauge railway.
Other lines were notably shorter. The common gauges were 600 mm (1 ft 11½ in) and 750 mm (2 ft 51⁄2 in), with a few railways built with 785 mm (2 ft 69⁄10 in) and 1,000 mm (3 ft 3⅜in) gauges.
Narrow gauge tourist and heritage lines of 600 mm (1 ft 11½ in), 750 mm (2 ft 51⁄2 in) and 900 mm (2 ft 111⁄2 in) gauge still operate.
France
The French National Railways used to run a considerable number of 1,000 mm (3 ft 3⅜in) lines, a few of which still operate mostly in tourist areas, such as the St Gervais-Vallorcine (Alps) and the "Train Jaune" (yellow train) in the Pyrenees. The original French scheme was that every sous-prefecture should be rail connected. Extensive near 600 mm (1 ft 11½ in) gauge lines were also built for the sugar-beet industry in the north often using ex-military equipment after the First World War. Decauville was a famous French manufacturer of industrial narrow gauge railway equipment and equipped one of the most extensive regional 600 mm (1 ft 11½ in) narrow gauge railway, the Chemins de Fer du Calvados. Corsica has a narrow gauge network of two lines following the coast line, that are connected by one line crossing the island through highly mountaineous terrain.
Germany
A number of narrow gauge lines survive, largely as a consequence of German reunification, in the former East Germany where some of them form part of the public transport system as active commercial carriers. Most extensive of those still employing steam traction is the Harz mountain group of metre-gauge lines, the Harzer Schmalspurbahnen. Other notable lines are the Zittau-Oybin-Jonsdorf line in Saxony, the Mollibahn and the Rügensche Kleinbahn on the Isle of Rügen on the Baltic coast and the Radebeul-Radeburg line in the suburbs of Dresden. Although most rely on the tourist trade, in some areas they provide significant employment as steam traction is particularly labour intensive.
see also Narrow gauge railways in Saxony
Greece
The Peloponnese narrow gauge network length is about 914 km. Of this, 1,000 mm (3 ft 3⅜in) gauge is used for 892 km. This is the network that connects major cities in the Peloponnese. The remaining 22 km form the Diakofton-Kalavryta rack railway, which uses 750 mm (2 ft 51⁄2 in) gauge. The Peloponnese network has suffered various setbacks, ranging from the abandonment of entire lines (such as the Pyrgos-Katakolon railway) to inefficient management on part of the public Greek railway operator, OSE, which resulted in poor quality of services and rolling stock). Currently major restoration works are carried out, which have resulted in parts of the line having been closed. Additionally, the reactivation of certain lines that were closed down during the latter half of the 20th century is planned, mainly the Pyrgos-Katakolon line and in parts of western Greece (around Agrinion and Messologgi). Another small railway that uses narrow gauge 600 mm (1 ft 11½ in) is the Mt. Pelion railway, originally from Volos to Milies. Currently parts of the line are operational during the summer, mainly for excursions. There was also a metre gauge network in Thessaly. This has now been abandoned, and trains use standard gauge tracks. However, the old narrow gauge tracks remain in place, so that occasional special excursion trains use them. Generally, the narrow gauges 750 mm (2 ft 51⁄2 in) in Diakofto-Kalavryta line and 600 mm in Volos-Milies (the current real line is Lechonia-Milies, since the part Volos-Lechonia was abandoned) are seasonal railroads for excursional purposes. But the 1,000 mm network of Peloponnese is a passenger and commercial line. Thus, a renovation work has started since several months before to construct a modern 1,435 mm network in Peloponnese and/or rebuild the one-century old 1,000 mm tracks.
Hungary
The former Kingdom boasted a narrow gauge network thousands of kilometres in length, most of it using
760 mm (2 ft 59⁄10 in)
gauge and constructed between 1870 and 1920. Landlords, mines, agricultural and forest estates established their own branch lines
which, as they united into regional networks, increasingly played a role in regional passenger traffic. Following the
See also: Narrow gauge railways in today's Hungary
Ireland
Several 3 ft 0 in (914 mm) narrow gauge systems once existed in Ireland. In County Donegal an extensive network existed, with two companies operating from Derry – the Londonderry & Lough Swilly Railway (L&LSR) and the County Donegal Railways (CDRJC). Well known was the West Clare Railway – in County Clare, which saw diesel locomotion before closure. The Cavan & Leitrim Railway (C&LR) operated in what is now the border area of County Cavan and County Leitrim. Some smaller narrow gauge routes also existed in County Antrim and also County Cork – notably the Cork Blackrock & Passage Railway.
Apart from small heritage venues, the Irish narrow gauge today only survives in the bogs of the Midlands as part of Bord na Móna's extensive industrial network for transporting harvested peat to distribution centres or power plants.
See also: History of rail transport in Ireland
Italy
Narrow gauge railways in Italy are (or were) mainly build with 950 mm (2 ft 13⅜ in) gauge, with some 1,000 mm (3 ft 3⅜in) gauge lines and with a few other gauges.
In Sardinia, a network of narrow gauge lines (950 mm) was built, to complement the standard-gauge main network which covered the main cities and ports. The lines were:
Of the lines which are still present, only
still carry regular passenger services, operated by Ferrovie della Sardegna (Railways of Sardinia). The others only operate a scenic tourist service known as Trenino verde (small green train)
In Sicily, too, some narrow gauge lines (950 mm) operated, the most important of which was the Castelvetrano-Porto Empedocle. All those lines are closed.
In Trentino only narrow gauge lines (1000 mm) from Trento to Malè and Marilleva are still operating.
Between Naples and Sorrento, around the base of Mt. Vesuvius, the Circumvesuviana railway operates frequent services on narrow gauge (950 mm) tracks.
Isle of Man
Both main railways in the Isle of Man are of 3 ft 0 in (914 mm) gauge. The Isle of Man Steam Railway to the southwest is operated largely as a tourist attraction but the Manx Electric Railway to the northeast is a commercially operated railway system though its operation is closer to that of a tramway than a railway. The Snaefell Mountain Railway, climbs the island's main peak and has a gauge of 3 ft 6 in (1,067 mm); it is the sole operating Fell Incline Railway System in the world.
Latvia
There exist 1 public, 1 museum and some industrial peat railways. Public narrow gauge railway are 750 mm (2 ft 51⁄2 in) gauge and are around 30 km long. They join Gulbene and Aluksne. More - http://www.banitis.lv . 2 trains per day. The museum railway is located in Ventspils. The gauge is 600 mm (1 ft 11½ in) and the length is a 2 km circle. The locomotives are former "Brigadelok" steam locomotives. The peat companies mainly use 750 mm, but there also exist 700 mm (2 ft 31⁄2 in) gauge and other 600 mm gauge railways.
Lithuania
158.8 km of 750 mm (2 ft 51⁄2 in) narrow gauge lines remain, although only 68.4 km of them (serving five stations) are regularly used, employing 12 locomotives. They are included in the Registry of Immovable Cultural Heritage Sites of Lithuania. More about this line: http://www.siaurukas.eu/ . There also still exist many peat factories, which have private narrow gauge railways for transportation peat from field to factory.
Norway
In Norway, a number of main lines were in the 19th century built with narrow gauge, 3 ft 6 in (1,067 mm), to save cost in a sparsely populated mountainous country. This included Norway's first own long-distance line, Rørosbanen, connecting Oslo and Trondheim, 1877. Some secondary railways also had this gauge. These railways have been rebuilt to standard gauge or closed down. Some private railways had 750 mm (2 ft 51⁄2 in) and one had 1,000 mm (3 ft 3⅜in). A few railways partly still are operated as museum railways, specifically Thamshavnbanen, Urskog-Hølandsbanen and Setesdalsbanen. The tramway in Trondheim, Gråkallbanen is also narrow gauge.
Poland
There are hundreds of kilometres of 600 mm (1 ft 11½ in), 750 mm (2 ft 51⁄2 in), 785 mm, and 1,000 mm (3 ft 3⅜in) narrow gauge lines in Poland. The metre gauge lines are mostly found in the northwest part of the country in Pomerania, while 785 mm lines are found only in the Upper Silesia region. 750 mm (2 ft 51⁄2 in) is the most commonly used narrow gauge; it is used, for example, in the Rogów Narrow Gauge Railway (Rogowska Kolej Wąskotorowa). Some narrow gauge lines in Poland still operate as common carriers (for example the lines operated by SKPL, the Association of Local Railway Haulage)[3], while others survive as tourist attractions. One of the finest of the latter is the 600 mm (1 ft 11½ in) narrow gauge railway (Żnińska Kolej Powiatowa) running from Żnin via Wenecja (Polish Venice) and famous Biskupin to Gąsawa in the Pałuki region. Railway tradtions of Pałuki date back to July 1894 when the first two lines were opened.
In the past, there have also been 760 mm (2 ft 59⁄10 in), 800 mm (2 ft 7½ in) and 900 mm (2 ft 111⁄2 in) lines. A 900 mm (2 ft 111⁄2 in) recreational line 4.2 km long still operates in the Amusement-Recreation Park in Chorzów, Upper Silesia. A similar 600 mm (1 ft 11½ in) line, Kolejka Parkowa Maltanka, operates in Poznań. Some of Poland's narrow gauge railways are maintained by volunteers; one organization dedicated to preserving narrow gauge railways is the FPKW, the Polish Narrow Gauge Railways Foundation [4].
There are many 750 mm railways operating regular tourist trains in the 2007 season. These railways are:
Jedrzejów-Pinczów (runs Sundays August 5th to September 9th; leaves Jedrzejow 10.00, returns 18.00; frequently hauled by a Px48 steam locomotive);
Przeworsk-Dynów (runs Saturdays and Sundays in August, Sundays only in September; leaves Przeworsk 9.00, returns 17.00; an immensely picturesque line in the foothills of the Carpathians, passing through Poland's only narrow-gauge tunnel);
Krosniewice narrow gauge railway (regular passenger trains run on weekdays from September 3rd from Krosniewice to Dabrowice Kujawskie, Krzewie and Ostrowy; moreover, all year round on Thursday mornings there is a special train to Wielka Wies Kujawska, operated by a historical railcar type Mbxd1);
Sroda Wielkopolska-Zaniemysl (runs August 5th, 12th and 19th; leaves Sroda 10.00, returns 17.00; all trains are hauled by a Px48 steam locomotive, and there are many attractions for tourists during the excursion);
Stare Bojanowo-Wielichowo (regular passenger trains run on weekdays from Stare Bojanowo to Smigiel, frequently hauled by a Px48 steam locomotive; on weekdays during the school year there are also railbus services from Smigiel to Wielichowo);
Elk-Sypitki (runs Wednesdays and Saturdays August 1st-29th; leaves Elk 10.00, returns 14.30; frequently hauled by a Px48 steam locomotive);
Naleczów-Karczmiska (runs August 12th, 26th, September 2nd, 9th, 23rd, October 7th, 21st; leaves Naleczów 10.15, returns 15.15; at Karczmiska there is a bonfire and entertainment for passengers);
Rogów-Gluchów (runs Sundays August 5th to September 29th; leaves Rogów 13.00, returns 16.00; trains are operated by a unique diesel locomotive type Lyd1)
Portugal
Portugal had hundreds of km of 1,000 mm (3 ft 3⅜in) gauge railways, including: Linha do Porto à Póvoa e Famalicão - Closed. Some of the old trackbed is now used by the Oporto's Metropolitan railcars. Linha de Guimarães - Closed between Guimarães and Fafe, converted into a bike way. The rest is now broad gauge. Linha do Tâmega. Linha do Corgo. Linha do Tua. Linha do Sabor. Linhas do Vale do Vouga. Linha do Dão.
At least one passenger service known as the Linha do Tâmega is still in operation. It runs between Livração and Amarante in the District of Porto and runs near the River Tâmega.
Russia
In Russia, narrow gauge is most often 750 mm (2 ft 51⁄2 in) or 1,000 mm (3 ft 3⅜in). 3 ft 6 in (1,067 mm) gauge is found only in the southern part of Sakhalin, where railroads were built by the Japanese. A complete list of Russian and other ex-Soviet Narrow Gauge railways.
Slovakia
Bratislava municipal transport system uses 1,000 mm (3 ft 3⅜in) gauge for trams, while Košice transport system uses standard gauge 1,435 mm (4 ft 8½ in). Railways, however use standard gauge 1,435 mm (4 ft 8½ in) making Bratislava tram and railways networks incompatible with each other. There is a discussion regarding transforming Bratislava's tram gauge to standard gauge to allow trams to use the railways tracks to increase transportation capabilities of Bratislava's public transportation system. The most notable tourist lines in operation are the 760 mm (2 ft 59⁄10 in) gauge Čiernohronská železnica and Oravsko-kysucká lesná železnica - Vychylovka. Another notable narrow gauge tracks include: the Štrbské Pleso - Štrba rack railway and the Tatra Electric Railway (both 1,000 mm (3 ft 3⅜in) gauge) in the Tatra mountains and the 760 mm (2 ft 59⁄10 in) gauge railway from Trenčianska Teplá to Trenčianske Teplice.
Serbia
The narrow gauge railway line in Mokra Gora on the northern slopes of mountain Zlatibor in Serbia climbs a 300 metre ascent using an unusual loop in the form of the figure 8 – the popular "Šargan Eight".
Spain
In Spain there is an extensive system of 1,000 mm (3 ft 3⅜in) gauge railways, in the north of the country, operated by FEVE (Ferrocarriles Españoles de Vía Estrecha, Spanish narrow gauge railways) and EuskoTren (Eusko Trenbideak, Basque Railways). At the centre of this system is a metre gauge line which runs for 650 km (400 miles) along the entire length of Spain's north coast. FEVE and EuskoTren form the longest narrow gauge network in Europe.
Also near Madrid, on the mountain range of Guadarrama runs a mountain train through a short but extremely sinuous track, operated by Renfe. Separate metre gauge railways are operated by the FGC (Ferrocarrils de la Generalitat de Catalunya, Catalan regional government railways) from Barcelona to Manresa and Igualada, the FGV (Ferrocarrils de la Generalitat Valenciana, Valencian regional government railways) around the city of Valencia, and the SFM (Serveis Ferroviaris de Mallorca) on the island of Majorca. Also on the island of Majorca, the FS (Ferrocarril de Sóller) operates a 3 ft 0 in (914 mm) gauge electrified railway and connecting tramway. Also the Euskotran in Bilbao, which is not a "light rail", is unusual in new tramway and light rail systems opened in the last twenty-five years in having adopted metre gauge. EuskoTran is part of EuskoTren, the Basque regional government rail company. This company also owns several bus lines. Metro Bilbao started in 1995 on EuskoTren track and has a metre gauge.
Sweden
Sweden once had some fairly extensive narrow gauge networks, but most narrow gauge railways are now closed. Some were converted to standard gauge (the latest one the line between Berga and Kalmar in the 1970s) and some remains as heritage railways. The most common narrow gauge, 891 mm (2 ft 111⁄10 in) (3 Swedish feet), existed only in Sweden. A smaller 3 ft 6 in (1,067 mm) gauge network existed, and 600 mm (1 ft 11½ in) gauge was used mostly by smaller, industrial railroads.
The only commercial narrow gauge railway left is the Roslagsbanan suburban railway in north-eastern Stockholm (891 mm gauge). (Trivia-fact: A part of it was once a normal gauge tramway, later rebuilt into narrow gauge, a very rare action). The longest other remaining narrow gauge railway is the 891 mm line between Åseda, Hultsfred and Västervik. 70 km between Hultsfred and Västervik is served by tourist trains in the summer, including 4 km of dual gauge track.
Sweden also had the unique 1093 mm gauge Köping-Uttersberg-Riddarhyttan Railway.
Switzerland
Switzerland boasts an extensive network of metre gauge railways, many of which interchange traffic (most prominent is the Rhaetian Railway). They are concentrated in the more heavily mountainous areas. The Jungfraubahn terminates at the highest station in Europe. Dual gauge (combined metre- and standard gauge trackway) also exists in many areas. Also, nearly all street tramways in Switzerland were and still are also metre gauge.
more Rail transport in Switzerland
United Kingdom
