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Proyecto Unigauge
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El Proyecto Unigauge (del inglés uni- y gauge (ancho)) es un proyecto de conversión del ancho de vía de la práctica totalidad de la red ferroviaria india al ancho unificado indio de 1676 mm. Lo comenzó Indian Railways el 1 de abril de 1992, y a fecha de 2025 está próximo a su final.[1]
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Progreso
| Año [nota 1] | Ancho | Total | |||||
|---|---|---|---|---|---|---|---|
| Vía ancha
(1676 mm (5' 6")) |
Vía métrica
(1000 mm (3' 32/5") |
Vía estrecha [nota 2] | |||||
| Km de vía | Proporción | Km de vía | Proporción | Km de vía | Proporción | Km de vía | |
| 1947 [2] | 25 170 | 46,14% | 24 153 | 44,28% | 5 225 | 9,58% | 54 548 |
| 1971 [3] | 29 449 | 49,25% | 25 865 | 43,26% | 4 476 | 7,49% | 59 790 |
| 1972 [3] | 30 041 | 50,01% | 25 550 | 42,54% | 4 476 | 7,45% | 60 067 |
| 1973 [3] | 30 126 | 50,09% | 25 547 | 42,47% | 4 476 | 7,44% | 60 149 |
| 1974 [3] | 30 210 | 50,15% | 25 548 | 42,41% | 4 476 | 7,43% | 60 234 |
| 1975 [3] | 30 274 | 50,20% | 25 551 | 42,37% | 4 476 | 7,42% | 60 301 |
| 1976 [3] | 30 497 | 50,65% | 25 427 | 42,23% | 4 292 | 7,13% | 60 216 |
| 1977 [3] | 30 873 | 50,89% | 25 512 | 42,05% | 4 281 | 7,06% | 60 666 |
| 1978 [3] | 30 909 | 50,93% | 25 503 | 42,02% | 4 281 | 7,05% | 60 693 |
| 1979 [3] | 31 130 | 51,22% | 25 366 | 41,74% | 4 281 | 7,04% | 60 777 |
| 1980 [3] | 31 228 | 51,25% | 25 424 | 41,72% | 4 281 | 7,03% | 60 933 |
| 1981 [3] | 31 827 | 51,97% | 25 167 | 41,10% | 4 246 | 6,93% | 61 240 |
| 1982 [3] | 32 290 | 52,74% | 24 694 | 40,33% | 4 246 | 6,93% | 61 230 |
| 1983 [3] | 32 624 | 53,15% | 24 515 | 39,94% | 4 246 | 6,92% | 61 385 |
| 1984 [3] | 32 700 | 53,21% | 24 514 | 39,89% | 4 246 | 6,91% | 61 460 |
| 1985 [3] | 33 553 | 54,25% | 24 051 | 38,89% | 4 246 | 6,86% | 61 850 |
| 1986 [3] | 33 669 | 54,45% | 23 921 | 38,68% | 4 246 | 6,87% | 61 836 |
| 1987 [3] | 33 665 | 54,46% | 23 901 | 38,67% | 4 247 | 6,87% | 61 813 |
| 1988 [3] | 33 832 | 54,59% | 23 898 | 38,56% | 4 246 | 6,85% | 61 976 |
| 1989 [3] | 34 108 | 55,03% | 23 631 | 38,12% | 4 246 | 6,85% | 61 985 |
| 1990 [3] | 34 544 | 55,53% | 23 599 | 37,93% | 4 068 | 6,54% | 62 211 |
| 1991 [3] | 34 880 | 55,93% | 23 419 | 37,55% | 4 068 | 6,52% | 62 367 |
| 1992 [3] | 35 109 | 56,21% | 23 283 | 37,28% | 4 066 | 6,51% | 62 458 |
| 1993 [3] | 36 504 | 58,42% | 21 997 | 35,20% | 3 985 | 6,38% | 62 486 |
| 1994 [3] | 37 824 | 60,56% | 20 653 | 33,06% | 3 985 | 6,38% | 62 462 |
| 1995 [3] | 39 612 | 63,22% | 19 210 | 30,66% | 3 838 | 6,13% | 62 660 |
| 1996 [3] | 40 620 | 64,56% | 18 501 | 29,41% | 3 794 | 6,03% | 62 915 |
| 1997 [3] | 41 971 | 66,91% | 17 044 | 27,17% | 3 710 | 5,91% | 62 725 |
| 1998 [3] | 43 083 | 68,94% | 15 804 | 25,29% | 3 608 | 5,77% | 62 495 |
| 1999 [3] | 44 216 | 70,40% | 15 178 | 24,17% | 3 415 | 5,44% | 62 809 |
| 2000 [3] | 44 383 | 70,72% | 15 013 | 23,92% | 3 363 | 5,36% | 62 759 |
| 2001 [3] | 44 776 | 71,04% | 14 987 | 23,78% | 3 265 | 5,18% | 63 028 |
| 2002 [3] | 45 099 | 71,43% | 14 776 | 23,40% | 3 265 | 5,17% | 63 140 |
| 2003 [3] | 45 622 | 72,28% | 14 364 | 22,76% | 3 136 | 4,97% | 63 122 |
| 2004 [3] | 46 807 | 74,04% | 13 290 | 21,02% | 3 124 | 4,94% | 63 221 |
| 2005 [3][4] | 47 749 | 75,24% | 12 662 | 19,95% | 2 924 | 4,81% | 63 465 |
| 2006 [3][5] | 48 574 | 76,70% | 11 834 | 18,69% | 2 924 | 4,62% | 63 332 |
| 2007 [3][6] | 49 820 | 78,67% | 10 621 | 16,77% | 2 886 | 4,56% | 63 327 |
| 2008 [3][7] | 51 082 | 80,73% | 9 442 | 14,92% | 2 749 | 4,34% | 63 273 |
| 2009 [3][8] | 52 808 | 82,49% | 8 473 | 13,24% | 2 734 | 4,27% | 64 015 |
| 2010 [3][9] | 54 257 | 84,81% | 7 180 | 11,22% | 2 537 | 3,97% | 63 974 |
| 2011 [3][10] | 55 188 | 85,62% | 6 809 | 10,56% | 2 463 | 3,82% | 64 460 |
| 2012 [3][11] | 55 956 | 86,62% | 6 347 | 9,83% | 2 297 | 3,56% | 64 600 |
| 2013 [3][12] | 57 140 | 87,32% | 5 999 | 9,17% | 2 297 | 3,51% | 65 436 |
| 2014 [13] | 58 177 | 88,40% | 5 334 | 8,11% | 2 297 | 3,49% | 65 808 |
| 2015 [14] | 58 825 | 89,09% | 4 908 | 7,43% | 2 297 | 3,48% | 66 030 |
| 2016 [15] | 60 510 | 90,74% | 3 880 | 5,82% | 2 297 | 3,44% | 66 687 |
| 2017 [16] | 61 680 | 91,56% | 3 479 | 5,16% | 2 209 | 3,28% | 67 368 |
| 2018 [17] | 62 049 | 92,70% | 3 201 | 4,78% | 1 685 | 2,52% | 66 935 |
| 2019 [17] | 62 891 | 93,29% | 2 839 | 4,21% | 1 685 | 2,50% | 67 415 |
| 2020 [18] | 63 950 | 94,10% | 2 402 | 3,54% | 1 604 | 2,36% | 67 956 |
| 2021 [19] | 64 403 | 94,57% | 2 112 | 3,10% | 1 588 | 2,33% | 68 103 |
| 2022 [20] | 65 093 | 95,67% | 1 655 | 2,43% | 1 294 | 1,90% | 68 043 |
| 2023 [21] | 65 977 | 96,20% | 1 345 | 1,96% | 1 262 | 1,84% | 68 584 |
| 2024 [22] | 66 820 | 96,59% | 1 159 | 1,68% | 1 202 | 1,74% | 69 181 |
Líneas desmanteladas
Las siguientes líneas fueron desmanteladas sin ser sustituidas por otras de vía ancha. Se trataba, en su mayoría, de ferrocarriles industriales, forestales, etc.
- Carretera de Champaner - Minas de Pani: 49 km[23][24]
- Intersección de Godhra - Lunavada: 41,5 km[23][24]
- Intersección de Mahuva - Velavadar: 55 km
- Than - Chotila: 22 km
- Victor - Cruce de Dungar: 7 km
- Sanganer - Toda Rai Singh: 104,4 km
- Intersección de Ujjain - Agar: 68 km
- Dudhwa - Chandan Chauki: 12 km
- Dudhwa - Gauri Phanta: 23,3 km
Líneas a conservar en ancho original
Las siguientes líneas se mantendrán en su ancho de vía original por ser ferrocarriles patrimoniales. Algunos de ellos han sido declarados Patrimonio de la Humanidad de la UNESCO.
- Ferrocarril Darjeeling del Himalaya: 55 km en vía estrecha de 610 mm
- Ferrocarril de Kalka-Shimla: 96,6 km en vía estrecha de 762 mm
- Ferrocarril del Valle de Kangra: 164 km en vía estrecha de 762 mm
- Ferrocarril de la colina de Matheran: 21 km en vía estrecha de 610 mm
- Ferrocarril de las montañas Nilgiri: 46 km en vía estrecha de 1000 mm (vía métrica).
