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Loading gauge

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File:Why London Underground is nicknamed The Tube.jpg
The clearance space between a train and the tunnel is often small. Pictured is a London Underground Northern line 1995 Stock train emerging from the tunnel north of Hendon Central station.

A loading gauge is a diagram or physical structure that defines the maximum height and width dimensions in railway vehicles and their loads. Their purpose is to ensure that rail vehicles can pass safely through tunnels and under bridges, and keep clear of platforms, trackside buildings and structures.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Classification systems vary between different countries, and loading gauges may vary across a network, even if the track gauge is uniform.

The term loading gauge can also be applied to the maximum size of road vehicles in relation to tunnels, overpasses and bridges, and doors into automobile repair shops, bus garages, filling stations, residential garages, multi-storey car parks and warehouses.

A related but separate gauge is the structure gauge, which sets limits to the extent that bridges, tunnels and other infrastructure can encroach on rail vehicles. The difference between these two gauges is called the clearance. The specified amount of clearance makes allowance for wobbling of rail vehicles at speed.

OverviewEdit

File:London Underground subsurface and tube trains.jpg
The London Underground utilises differing loading gauges: a Metropolitan line A Stock sub-surface train (left) passes a Piccadilly line 1973 Stock tube train (right).

The loading gauge restricts the size of passenger coaches, goods wagons (freight cars) and shipping containers that can travel on a section of railway track. It varies across the world and often within a single railway system. Over time there has been a trend towards larger loading gauges and more standardization of gauges; some older lines have had their structure gauges enhanced by raising bridges, increasing the height and width of tunnels and making other necessary alterations. Containerisation and a trend towards larger shipping containers has led rail companies to increase structure gauges to compete effectively with road haulage.

The term "loading gauge" can also refer to a physical structure, sometimes using electronic detectors using light beams on an arm or gantry placed over the exit lines of goods yards or at the entry point to a restricted part of a network. The devices ensure that loads stacked on open or flat wagons stay within the height/shape limits of the line's bridges and tunnels, and prevent out-of-gauge rolling stock entering a stretch of line with a smaller loading gauge. Compliance with a loading gauge can be checked with a clearance car. In the past, these were simple wooden frames or physical feelers mounted on rolling stock. More recently, laser beams are used.

The loading gauge is the maximum size of rolling stock. It is distinct from the minimum structure gauge, which sets limits to the size of bridges and tunnels on the line, allowing for engineering tolerances and the motion of rail vehicles. The difference between the two is called the clearance. The terms "dynamic envelope" or "kinematic envelope" – which include factors such as suspension travel, overhang on curves (at both ends and middle) and lateral motion on the track – are sometimes used in place of loading gauge.Template:Citation needed

The railway platform height is also a consideration for the loading gauge of passenger trains. Where the two are not directly compatible, stairs may be required, which will increase loading times. Where long carriages are used at a curved platform, there will be gaps between the platform and the carriage door, causing risk. Problems increase where trains of several different loading gauges and train floor heights use (or even must pass without stopping at) the same platform.

The size of load that can be carried on a railway of a particular gauge is also influenced by the design of the rolling stock. Low-deck rolling stock can sometimes be used to carry taller Template:Convert shipping containers on lower gauge lines although their low-deck rolling stock cannot then carry as many containers.

Rapid transit (metro) railways generally have a very small loading gauge, which reduces the cost of tunnel construction. These systems only use their own specialised rolling stock.

Out of gaugeEdit

Larger out-of-gauge loads can also sometimes be conveyed by taking one or more of the following measures:

  • Operate at low speed, especially in places with limited clearance, such as platforms.
  • Cross over from a track with inadequate clearance to another track with greater clearance, even if there is no signalling to allow this.
  • Prevent operation of other trains on adjacent tracks.
  • Use refuge loops to allow trains to operate on other tracks.
  • Use of Schnabel cars (special rolling stock) that manipulate the load up and down or left and right to clear obstacles.
  • Remove (and later replace) obstacles.
  • Use gauntlet track to shift the train to side or center.
  • For locomotives that are too heavy, ensure that fuel tanks are nearly empty.
  • Turn off power in overhead wiring or in the third rail (use diesel locomotive)
  • Permanently adapt a certain route to larger gauge if there is repeated need for such trains.

HistoryEdit

The loading gauge on the main lines of Great Britain, most of which were built before 1900, is generally smaller than in other countries. In mainland Europe, the slightly larger Berne gauge (Gabarit passe-partout international, PPI) was agreed to in 1913 and came into force in 1914.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> As a result, British trains have noticeably and considerably smaller loading gauges and, for passenger trains, smaller interiors, despite the track being standard gauge, which is in line with much of the world.

This often results in increased costs for purchasing new trainsets or locomotives as they must be specifically designed for the existing British network, rather than being purchased "off-the-shelf". For example, the new trains for HS2 have a 50% premium applied to the "classic compatible" sets that will be "compatible" with the current (or "classic") rail network loading gauge as well as the HS2 line. The "classic compatible" trainsets will cost £40Template:Nbspmillion per trainset whereas the HS2-only stock (built to European loading gauge and only suitable to operate on HS2 lines) will cost £27M per trainset despite the HS2-only stock being physically larger.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

It was recognized even during the nineteenth century that this would pose problems and countries whose railroads had been built or upgraded to a more generous loading gauge pressed for neighboring countries to upgrade their own standards. This was particularly true in continental Europe where the Nordic countries and Germany with their relatively generous loading gauge wanted their cars and locomotives to be able to run throughout the standard gauge network without being limited to a small size. France, which at the time had the most restrictive loading gauge ultimately compromised giving rise to Berne gauge which came into effect just before World War I.

Military railways were often built to particularly high standards, especially after the American Civil War and the Franco-Prussian War showed the importance of railroads in military deployment as well as mobilization. The Kaiserreich was particularly active in the construction of military railways which were often built with great expense to be as flat, straight and permissive in loading gauge as possible while bypassing major urban areas, making those lines of little use to civilian traffic, particularly civilian passenger traffic. However, all those aforementioned factors have in some cases led to the subsequent abandoning of those railroads.

Standard loading gauges for standard track gauge linesEdit

International Union of Railways (UIC) GaugeEdit

File:Railway Loading gauge UIC and containers profile -ISO.png
UIC loading gauges

The International Union of Railways (UIC) has developed a standard series of loading gauges named A, B, B+ and C.

  • PPI – the predecessor of the UIC gauges had the maximum dimensions Template:Convert with an almost round roof top.
  • UIC A: The smallest (slightly larger than PPI gauge).<ref name=crow>{{#invoke:citation/CS1|citation

|CitationClass=web }} Images do not load</ref> Maximum dimensions Template:Convert.<ref name=UICgauge/>

  • UIC B: Slightly larger than the UIC on the roof level.<ref name=crow/> Maximum dimensions Template:Convert.<ref name=UICgauge>Template:Cite journal</ref>
  • UIC B+: New structures in France are being built to UIC B+.<ref name=crow/> Up to Template:Convert has a shape to accommodate tractor-trailers loaded with ISO containers.
  • UIC C: The Central European gauge. In Germany and other central European countries, the railway systems are built to UIC C gauges, sometimes with an increment in the width, allowing Scandinavian trains to reach German stations directly, originally built for Soviet freight cars. Maximum dimensions Template:Convert.<ref name=UICgauge/>

EuropeEdit

European standardsEdit

File:Lademass EBO.png
Railway clearance G1 and G2 (Germany)

In the European Union, the UIC directives were supplanted by ERA Technical Specifications for Interoperability (TSI) of European Union in 2002, which has defined a number of recommendations to harmonize the train systems. The TSI Rolling Stock (2002/735/EC) has taken over the UIC Gauges definitions defining Kinematic Gauges with a reference profile such that Gauges GA and GB have a height of Template:Convert (they differ in shape) with Gauge GC rising to Template:Convert allowing for a width of Template:Convert of the flat roof.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> All cars must fall within an envelope of Template:Convert wide on a Template:Convert radius curve. The TGVs, which are Template:Convert wide, fall within this limit.

The designation of a GB+ loading gauge refers to the plan to create a pan-European freight network for ISO containers and trailers with loaded ISO containers. These container trains (piggy-back trains) fit into the B envelope with a flat top so that only minor changes are required for the widespread structures built to loading gauge B on continental Europe. A few structures on the British Isles were extended to fit with GB+ as well, where the first lines to be rebuilt start at the Channel Tunnel.<ref name=MS>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Owing to their historical legacies, many member states' railways do not conform to the TSI specification. For example, Britain's role at the forefront of railway development in the 19th century has condemned it to the small infrastructure dimensions of that era. Conversely, the Template:Nobolds of countries that were satellites of the former Soviet Union are much larger than the TSI specification. Other than for GB+, they are not likely to be retrofitted, given the enormous cost and disruption that would be entailed.Template:Citation needed

Loading gauge Static reference profile Kinematic reference profile Comments
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RIV<ref>{{#invoke:citation/CS1|citation CitationClass=web

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Width Height Width Height
G1 / UIC 505-1 T 11 3.150 m 4.280 m 3.290 m 4.310 m Static profile also known as Berne gauge, PPI or OSJD 03-WM.
GA T 12 4.320 m 4.350 m
GB T 13
citation CitationClass=web

}}</ref> ||

GB2
G2 T 14 4.650 m 4.680 m Formerly UIC C; Static profile also known as OSJD 02-WM.
DE3 not defined Expansion for G2, part of TEN-T regulations.
GC 3.150 m 4.650 m 4.700 m Formerly UIC C1.
C 3.600 m 4.830 m not defined High-capacity rail corridor standard for Øresund Bridge and Fehmarn Belt Tunnel<ref>Template:Cite journal</ref>

Double-decker carriagesEdit

File:IC2000 Zürich - Luzern.jpg
Zürich – Lucerne IC 2000 double-decker Intercity train
File:TGVDuplex Centre.JPG
Double-decker carriage as used on French TGV railways

A specific example of the value of these loading gauges is that they permit double decker passenger carriages. Although mainly used for suburban commuter lines, France is notable for using them on its high speed TGV services: the SNCF TGV Duplex carriages are Template:Convert high,<ref>Template:Cite conference</ref> the Netherlands, Belgium and Switzerland feature large numbers of double decker intercity trains as well. In Germany the Bombardier Twindexx was introduced in InterCity service in December 2015.

Great BritainEdit

Great Britain has (in general) the most restrictive loading gauge (relative to track gauge) in the world. That is a legacy of the British railway network being the world's oldest, and of having been built by a large number of different private companies, each with different standards for the width and height of trains. After nationalisation, a standard static gauge W5 was defined in 1951 that would virtually fit everywhere in the network. The W6 gauge is a refinement of W5, and the W6a changed the lower body to accommodate third-rail electrification. While the upper body is rounded for W6a with a static curve, there is an additional small rectangular notch for W7 to accommodate the transport of Template:Convert ISO containers, and the W8 loading gauge has an even larger notch spanning outside of the curve to accommodate the transport of Template:Convert ISO containers. While W5 to W9 are based on a rounded roof structure, those for W10 to W12 define a flat line at the top and, instead of a strict static gauge for the wagons, their sizes are derived from dynamic gauge computations for rectangular freight containers.<ref name="britishgauging">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Network Rail uses a W loading gauge classification system of freight transport ranging from W6A (smallest) through W7, W8, W9, W9Plus, W10, W11 to W12 (largest). The definitions assume a common "lower sector structure gauge" with a common freight platform at Template:Convert above rail.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

In addition, gauge C1 provides a specification for standard coach stock, gauge C3 for longer Mark 3 coaching stock, gauge C4 for Pendolino stock<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> and gauge UK1 for high-speed rail. There is also a gauge for locomotives. The size of container that can be conveyed depends both upon the size of the load that can be conveyed and the design of the rolling stock.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

  • W6A: Available over the majority of the British rail network.<ref>{{#invoke:citation/CS1|citation

|CitationClass=web }}</ref>

|CitationClass=web }}</ref>

|CitationClass=web }}</ref> wagons that have lower deck height with reduced capacity.<ref name=Felix/> At Template:Convert wide, it allows for Template:Convert wide Euro shipping containers,<ref name=For>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> which are designed to carry Euro-pallets efficiently<ref name=MS/><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

  • W10: Allows Template:Convert high Hi-Cube shipping containers to be carried on standard wagons<ref name=Felix/> and also allows Template:Convert wide Euro shipping containers.<ref name=For/> Larger than UIC A.<ref name=MS/>
  • W11: Little used but larger than UIC B.Template:Citation needed
  • W12: Slightly wider than W10 at Template:Convert to accommodate refrigerated containers.<ref>{{#invoke:citation/CS1|citation

|CitationClass=web }}</ref> Recommended clearance for new structures, such as bridges and tunnels.<ref name=RUS>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

|CitationClass=web }}</ref>

A strategy was adopted in 2004 to guide enhancements of loading gauges<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> and in 2007 the freight route utilisation strategy was published. That identified a number of key routes where the loading gauge should be cleared to W10 standard and, where structures are being renewed, that W12 is the preferred standard.<ref name="RUS" />

Height and width of containers that can be carried on GB gauges (height by width). Units as per source material.

Tube linesEdit

A Parliamentary committee headed by James Stansfeld then reported on 23 May 1892, "The evidence submitted to the Committee on the question of the diameter of the underground tubes containing the railways has been distinctly in favour of a minimum diameter of Template:Convert". After that, all tube lines were at least that size.<ref>Template:Cite magazine</ref>

SwedenEdit

Sweden uses shapes similar to the Central European loading gauge, but trains are allowed to be much wider.

There are three main classes in use (width × height):<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

  • Class SE-A is Template:Convert. Similar to OPS-NL (Netherlands), Victorian (Australia) and Chinese loading gauges.
  • Class SE-B is Template:Convert. Similar to Norwegian loading gauge.
  • Class SE-C is Template:Convert with a completely flat roof top. Similar to OPS-GC (Netherlands) loading gauge.

The Iron Ore Line north of Kiruna was the first electrified railway line in Sweden and has limited height clearance (SE-B) because of snow shelters. On the rest of the network belonging to the Swedish Transport Administration (Trafikverket), the structure gauge accepts cars built to SE-A and thus accepts both cars built to UIC GA and GB. Some modern electric multiple units, like Regina X50 with derivatives, are somewhat wider than normally permitted by SE-A at Template:Convert. This is generally acceptable as the extra width is above normal platform height, but it means that they can not use the high platforms that Arlanda Express uses (Arlanda Central Station has normal clearances). The greater width allows sleeping cars in which tall people can sleep with straight legs and feet, which is not the case on the continent.

NetherlandsEdit

In the Netherlands, a similar shape to the UIC C is used that rises to Template:Convert in height. The trains are wider allowing for Template:Convert width similar to Sweden. About one third of the Dutch passenger trains use bilevel rail cars. However, Dutch platforms are much higher than Swedish ones.

BetuwerouteEdit

Channel TunnelEdit

North AmericaEdit

FreightEdit

Template:Further Template:Further

The American loading gauge for freight cars on the North American rail network is generally based on standards set by the Association of American Railroads (AAR) Mechanical Division.<ref name="gauge">Template:Cite book</ref> The most widespread standards are AAR Plate B and AAR Plate C,<ref name="gauge2">Preload Inspection Checklist and Equipment Plate Diagrams Template:Webarchive</ref> but higher loading gauges have been introduced on major routes outside urban centers to accommodate rolling stock that makes better economic use of the network, such as auto carriers, hi-cube boxcars, and double-stack container loads.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The maximum width of Template:Cvt on Template:Cvt (AAR Plate B), Template:Cvt (AAR Plate C) and all other truck centers (of all other AAR Plates) are on a Template:Cvt radius or 13° curve.<ref name="gauge" /><ref name="gauge2" /> In all cases of the increase of truck centers, the decrease of width is covered by AAR Plates D1 and D2.<ref name="gauge" /><ref name="gauge2" />

Listed here are the maximum heights and widths for cars. However, the specification in each AAR plate shows a car cross section that is chamfered at the top and bottom, meaning that a compliant car is not permitted to fill an entire rectangle of the maximum height and width.<ref name="gauge2" />

AAR
Plate		 Width Height Truck centers Comments Image
ft in m ft in m ft in m
B Template:Convert Template:Convert Template:Convert For longer truck centers, the width is decreased according to graph AAR Plate B-1 on a Template:Cvt radius curve<ref name="gauge" /> or AAR Plate D1<ref name="gauge2" />
File:Gabarit AAR Plate-B.png
C Template:Convert Template:Convert with Template:Convert For longer truck centers, the width is decreased according to graph AAR Plate C-1 on a Template:Cvt radius curve<ref name="gauge" /> or AAR Plate D1<ref name="gauge2" />
File:Gabarit AAR Plate-C.png
E Template:Convert Template:Convert with Template:Convert However the top of rail clearance is Template:Convert instead of Template:Convert.<ref name="gauge2" /><ref name="gauge3">Template:Cite book</ref>
File:Gabarit AAR Plate E.png
F Template:Convert Template:Convert with Template:Convert As with AAR Plate C but Template:Convert taller than AAR Plate C and Template:Convert taller than AAR Plate E, and the car cross section is larger at the top than AAR Plate E.<ref name="gauge2" />
File:Gabarit AAR Plate F.png
H Template:Convert<ref name="Guide"/> Template:Convert Template:Convert<ref name="Guide"/> e.g. Including the height of double stacked containers in well cars. The cross section at the bottom of the well car differs from the X section of all other AAR plates. X section at center of car<ref name="gauge2" /><ref>April 2001 Official Railway Equipment Register {{#invoke:citation/CS1|citation CitationClass=web

}} {{#invoke:citation/CS1|citation

CitationClass=web

}}</ref><ref name="Guide">{{#invoke:citation/CS1|citation

CitationClass=web }}</ref> Width of Template:Convert only possible at the trucks<ref name="gauge2" /> ||
File:Gabarit AAR Plate-H.png
Template:Convert<ref name="gauge2"/> Template:Convert Template:Convert e.g. Including the height of double stacked containers in well cars. The width at greater than Template:Cvt covered by AAR Plate D1
The cross section at the bottom of the well car differs from all other AAR Plates.<ref name="gauge2" /><ref>April 2001 Official Railway Equipment Register {{#invoke:citation/CS1|citation 		CitationClass=web

}} {{#invoke:citation/CS1|citation

CitationClass=web }}</ref> in well cars<ref name="Guide" />||
File:Gabarit AAR Plate-H.png
--- Template:Convert<ref name="Guide"/> Template:Convert<ref name="Guide"/> Template:Convert<ref name="Guide"/> e.g. Template:Convert<ref name="Guide"/> long flatcars, *Height of deck at center of car<ref name="Guide" /> Width covered by AAR Plate D1.<ref name="gauge2" />
Template:Convert<ref name="Guide"/>
J Template:Convert Template:Convert Template:Convert Truck centers can be more. Widths covered by AAR Plate D1.<ref name="gauge2" />
K Template:Convert Template:Convert<ref name="gauge2" /> Template:Convert e.g. Autorack (road vehicles on trains). Width at center of car covered by AAR Plate D1<ref name="gauge2" /><ref name="Guide"/><ref name="autorack">{{#invoke:citation/CS1|citation CitationClass=web

}}Template:Dead link</ref>||

L Template:Convert Template:Convert Template:Convert For locomotives only<ref name="gauge2" />
M Template:Convert Template:Convert Template:Convert For locomotives only <ref name="gauge2" />

Technically, AAR Plate B is still the maximum height and truck center combination<ref name="gauge" /><ref name="gauge2" /> and the circulation of AAR Plate C is somewhat restricted. The prevalence of excess-height rolling stock, at first ~Template:Convert piggybacks and hicube boxcars, then later autoracks, airplane-parts cars, and flatcars for hauling Boeing 737 fuselages, as well as Template:Convert high double-stacked containers in container well cars, has been increasing. This means that most, if not all, lines are now designed for a higher loading gauge. The width of these extra-height cars is covered by AAR Plate D1.<ref name="gauge" /><ref name="gauge2" />

All the Class I rail companies have invested in longterm projects to increase clearances to allow double stack freight. The mainline North American rail networks of the Union Pacific, the BNSF, the Canadian National, and the Canadian Pacific, have already been upgraded to AAR Plate K. This represents over 60% of the Class I rail network.<ref>Template:Cite journal</ref>

GalleryEdit
  • Boeing 737 fuselage train hull 3473.jpg

    Boeing 737 Next Generation fuselage being transported by rail on a flatcar

  • DTTX 724681 20050529 IL Rochelle.jpg

    Double-stack container service requires the highest loading gauge in common use in North America.

  • ETTX 905721 20050529 IL Rochelle.jpg

    A Norfolk Southern autorack on a TTX flatcar also requires the highest loading gauge in common use in North America.

  • Santa Fe TOFC (Trailer on Flat Car) (10589289363).jpg

    A Santa Fe semi-trailer carried on a flatcar as part of a TOFC train.

Passenger serviceEdit

File:Gabarit AAR passager.png
Standard AAR passenger loading gauge (does not accommodate Amtrak "Superliners" nor ex-AT&SF "Hi-Level" cars)

The old standard North American passenger railcar is Template:Convert wide by Template:Convert high and measures Template:Convert over coupler pulling faces with Template:Convert truck centers, or Template:Convert over coupler pulling faces with Template:Convert truck centers. In the 1940s and 1950s, the American passenger car loading gauge was increased to a Template:Convert height throughout most of the country outside the Northeast, to accommodate dome cars and later Superliners and other bilevel commuter trains. Bilevel and Hi-level passenger cars have been in use since the 1950s, and new passenger equipment with a height of Template:Convert has been built for use in Alaska and the Canadian Rockies. The structure gauge of the Mount Royal Tunnel used to limit the height of bilevel cars to Template:Convert before it was permanently closed to interchange rail traffic prior to its conversion for the REM rapid transit system.Template:Citation needed

New York City SubwayEdit

The New York City Subway is an amalgamation of three former constituent companies, and while all are standard gauge, inconsistencies in loading gauge prevent cars from the former BMT and IND systems (B Division) from running on the lines of the former IRT system (A Division), and vice versa. This is mainly because IRT tunnels and stations are approximately Template:Convert narrower than the others, meaning that IRT cars running on the BMT or IND lines would have platform gaps of over Template:Convert between the train and some platforms, whereas BMT and IND cars would not even fit into an IRT station without hitting the platform edge. Taking this into account, all maintenance vehicles are built to IRT loading gauge so that they can be operated over the entire network, and employees are responsible for minding the gap.

Another inconsistency is the maximum permissible railcar length. Cars in the former IRT system are Template:Convert Template:As of. Railcars in the former BMT and IND can be longer: on the former Eastern Division, the cars are limited to Template:Convert, while on the rest of the BMT and IND lines plus the Staten Island Railway (which uses modified IND stock) the cars may be as long as Template:Convert.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>Second Avenue Subway Draft Environmental Impact Statement, {{#invoke:citation/CS1|citation |CitationClass=web }} Template:Small</ref>

Boston (MBTA)Edit

The Massachusetts Bay Transportation Authority's (MBTA) rapid transit system is composed of four unique subway lines; while all lines are standard gauge, inconsistencies in loading gauge, electrification, and platform height prevent trains on one line from being used on another. The first segment of the Green Line (known as the Tremont Street subway) was constructed in 1897 to take the streetcars off Boston's busy downtown streets. When the Blue Line opened in 1904, it only ran streetcar services; the line was converted to rapid transit in 1924 due to high passenger loads, but the tight clearances in the tunnel under the Boston Harbor required narrower and shorter rapid transit cars.<ref>Template:Cite book</ref> The Orange Line was originally built in 1901 to accommodate heavy rail transit cars of higher capacity than streetcars. The Red Line was opened in 1912, designed to handle what were for a time the largest underground transit cars in the world.<ref name=Fischler>Template:Cite book</ref>Template:Rp

Los Angeles (LACMTA)Edit

The Los Angeles Metro Rail system is an amalgamation of two former constituent companies, the Los Angeles County Transportation Commission and the Southern California Rapid Transit District; both of those companies were responsible for planning the initial system. It is composed of two heavy rail subway lines and several light rail lines with subway sections; while all lines are standard gauge, inconsistencies in electrification and loading gauge prohibit the light rail trains from operating on the heavy rail lines, and vice versa. The LACTC-planned Blue Line was opened in 1990 and partially operates on the route of the Pacific Electric interurban railroad line between downtown Los Angeles and Long Beach, which used overhead electrification and street-running streetcar vehicles. The SCRTD-planned Red Line (later split into the Red and Purple lines) was opened in 1993 and was designed to handle high-capacity heavy rail transit cars that would operate underground. Shortly after the Red Line began operations, the LACTC and the SCRTD merged to form the LACMTA, which became responsible for planning and construction of the Green, Gold, Expo, and K lines, as well as the D Line Extension and the Regional Connector.

AsiaEdit

Major trunk raillines in East Asian countries, including China, North Korea, South Korea, as well as the Shinkansen of Japan, have all adopted a loading gauge of Template:Cvt maximum width and can accept the maximum height of Template:Cvt.<ref name= "reh">Template:Cite book</ref>

ChinaEdit

The maximum height, width, and length of general Chinese rolling stock are Template:Cvt, Template:Cvt and Template:Cvt respectively, with an extra out-of-gauge load allowance of height and width Template:Cvt with some special shape limitation, corresponding to a structure gauge of Template:Cvt.<ref>National Standard GB146.1–83 Rolling stock gauge for standard gauge railways</ref> China is building numerous new railways in sub-Saharan Africa and Southeast Asia (such as in Kenya and Laos), and these are being built to "Chinese Standards". This presumably means track gauge, loading gauge, structure gauge, couplings, brakes, electrification, etc.<ref>Janes World Railways</ref>Template:Circular reference An exception may be double stacking, which has a height limit of Template:Cvt. Metre gauge in China has a gauge of Template:Cvt.

Japan, standard gaugeEdit

File:Rolling-Stock-Gauge-in-Japan.svg

Translation of legend:

  • Blue: Rural railway vehicle gauge (Rural Railway Construction Rules 1919)
  • Grey: Conventional Cape gauge (3 ft 6 in track gauge) railway vehicle limits (Ordinary Railway Structure Rules 1987)
  • Figures in () are previous Cape gauge rolling stock limits (Railway Construction Rules 1900)
  • Green: Shinkansen vehicle limits

Trains on the Shinkansen network operate on Template:Track gauge track and have a loading gauge of Template:Cvt maximum width and Template:Cvt maximum height.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> This allows the operation of double-deck high-speed trains.

Mini Shinkansen (former conventional Template:Track gauge narrow gauge lines that have been regauged into Template:Track gauge) and some private railways in Japan (including some lines of the Tokyo subway and all of the Osaka Metro) also use standard gauge; however, their loading gauges are different.

The rest of Japan's system is discussed under narrow gauge, below.

Hong KongEdit

Template:Expand section

South KoreaEdit

The body frame may have a maximum height of Template:Cvt and a maximum width of Template:Cvt with additional installations allowed up to Template:Cvt. That width of 3,400 mm is only allowed above Template:Cvt as the common passenger platforms are built to former standard trains of Template:Cvt in width.

PhilippinesEdit

There is currently no uniform standard for loading gauges in the country and both loading gauges and platform heights vary by rail line.

The North–South Commuter Railway allows passenger trains with a carbody width of Template:Cvt and a height of Template:Cvt. Additional installations shall also be allowed up to Template:Cvt at a platform height of Template:Cvt where it is limited by half-height platform screen doors. Above the platform gate height of Template:Cvt above the platforms, out-of-gauge installations can be further maximized to the Asian standard at Template:Cvt.<ref name="ps">NSCR and SLH bid documents at {{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Meanwhile, the PNR South Long Haul will follow the Chinese gauge and therefore use a larger carbody width of Template:Cvt from the specifications of passenger rolling stock, and a height of Template:Cvt per P70-type boxcar specifications.<ref name="ps"/>

AfricaEdit

Some of the new railways being built in Africa allow for double-stacked containers, the height of which is about Template:Cvt depending on the height of each container Template:Cvt or Template:Cvt plus the height of the deck of the flat wagon about Template:Cvt totalling Template:Cvt. This exceeds the China height standard for single stacked containers of Template:Cvt. Additional height of about Template:Cvt is needed for overhead wires for 25 kV AC electrification.

The permissible width of the new African standard gauge railways is Template:Cvt.

AustraliaEdit

The standard gauge lines of New South Wales Government Railways allowed for a width of Template:Cvt until 1910, after a conference of the states created a new standard of Template:Cvt, with corresponding increase in track centres. The narrow widths have mostly been eliminated, except, for example, at the mainline platforms at Gosford and some sidings. The longest carriages are Template:Cvt.Template:Citation needed

The Commonwealth Railways adopted the national standard of Template:Cvt when they were established in 1912, although no connection with New South Wales was made until 1970.Template:Citation needed

A T set of the late 1980s was Template:Convert wide. Track centres from Penrith to Mount Victoria and Gosford and Wyong have been gradually widened to suit. The D set intercity sets are however Template:Convert wide, so further, costly modification was required beyond Springwood,<ref>New intercity trains too wide for rail line to stations in Blue Mountains Sydney Morning Herald 5 October 2016</ref> which was completed in 2020.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

The Kwinana, Eastern and Eastern Goldfields lines in Western Australia were built with a loading gauge of Template:Cvt wide and Template:Cvt tall to allow for trailer on flatcar (TOFC) traffic when converted to dual gauge in the 1960s.<ref>Nomination of Western Australian Standard Gauge Railway for an Engineering Heritage Australia Heritage Recognition Award Engineers Australia September 2011</ref>

Broad gaugeEdit

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Indian GaugeEdit

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5 ft and Russian gaugeEdit

In Finland, rail cars can be up to Template:Convert wide with a permitted height from Template:Convert on the sides to Template:Convert in the centre.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> The track gauge is Template:Track gauge, differing Template:Cvt from the Template:Track gauge Russian track gauge.

The Russian loading gauges are defined in standard GOST 9238 (ГОСТ 9238–83, ГОСТ 9238–2013) with the current 2013 standard named "Габариты железнодорожного подвижного состава и приближения строений" (construction of rolling stock clearance diagrams [official English title]).<ref name=gost9238>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> It was accepted by the Interstate Council for Standardization, Metrology and Certification to be valid in Russia, Belarus, Moldova, Ukraine, Uzbekistan and Armenia.<ref name=gost9238 /> Loading gauge is generally wider than Europe, but with many exception standards.

  • T: standard loading gauge
    • T: 5,300 mm height, 3,750 mm width
    • Tc: 5,200 mm height, 3,750 mm width: for tank and dumper cars
    • Tpr: 5,300 mm height, 3,500 mm width: extra out-of-gauge cargo load for main tracks
  • 1-T: guaranteed loading gauge for all ex-USSR lines including old tunnels.
    • 1-T: 5,300 mm height, 3,400 mm width
  • VM: for international stock for 1435 mm lines, standards for different lines
    • 0-VM: 4,650 mm height, 3,250 mm width
    • 1-VM: 4,700 mm height, 3,400 mm width
    • 02-VM: 4,650 mm height, 3,150 mm width
    • 03-VM: 4,280 mm height, 3,150 mm width

The standard defines static envelopes for trains on the national network as T, Tc and Tpr. The static profile 1-T is the common standard on the complete 1520 mm rail network including the CIS and Baltic states. The structure clearance is given as S, Sp and S250. There is a tradition that structure clearance is much bigger than the common train sizes. For international traffic, the standard references the kinematic envelope for GC and defines a modified GCru for its high-speed trains. For other international traffic, there are 1-T, 1-VM, 0-VM, 02-VM and 03-VMst/03-VMk for the trains and 1-SM for the structure clearance.<ref name=gost9238 />

The main static profile T allows for a maximum width of Template:Convert rising to a maximum height of Template:Convert. The profile Tc allows that width only at a height of Template:Convert, requiring a maximum of Template:Convert below Template:Convert, which matches with the standard for train platforms (with a height of Template:Convert). The profile Tpr has the same lower frame requirement but reduces the maximum upper body width to Template:Convert. The more universal profile 1-T has the complete body at a maximum width of Template:Convert still rising to a height of Template:Convert.<ref name=gost9238 /> Exceptions shall be double-stacking, maximum height shall be Template:Convert or Template:Convert.

The structure gauge S requires buildings to be placed at minimum of Template:Convert from the track centreline. Bridges and tunnels must have a clearance of at least Template:Convert wide and Template:Convert high. The structure gauge Sp for passenger platforms allows Template:Convert only above Template:Convert (the common platform height) requiring a width of Template:Convert below that line.<ref name=gost9238 /> The exceptions shall be double-stacking, minimum overhead wiring height must be Template:Convert (for maximum vehicle height of Template:Convert) or Template:Convert (for maximum vehicle height of Template:Convert).

The main platform is defined to have a height of Template:Convert at a distance of Template:Convert from the center of the track to allow for trains with profile T. Low platforms at a height of Template:Convert may be placed at Template:Convert from the center of the track. A medium platform is a variant of the high platform but at a height of Template:Convert.<ref name=gost9238 /> The latter matches with the TSI height in Central Europe. In the earlier standard from 1983, the profile T would only be allowed to pass low platforms at Template:Cvt while the standard high platform for cargo and passenger platforms would be placed no less than Template:Convert from the center of the track.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> That matches with the Tc, Tpr and the universal 1-T loading gauge.

Iberian gaugeEdit

{{#invoke:Labelled list hatnote|labelledList|Main article|Main articles|Main page|Main pages}}In Spain, rail cars can be up to 3.44 m (11 ft 3.5 in) wide with a permitted height of 4.33 m (14 ft 2.5 in) and this loading gauge is called iberian loading gauge. It is the standard loading gauge for conventional (iberian gauge) railways in Spain.

In Portugal, there are three railway loading gauge standards for conventional (iberian gauge) railways: Gabarito PT b, Gabarito PT b+ and Gabarito PT c. Gabarito PT b (also called CPb) and Gabarito PT b+ (also called CPb+) allow rail cars to be 3.44 m (11 ft 3.5 in) wide with a permitted height of 4.5 m (14 ft 9 in), although CPb+ has a slightly larger profile area. Gabarito PT c allows rail cars to be 3.44 m (11 ft 3.5 in) wide with a permitted height of 4.7 m (15 ft 5 in). Gabarito PT b and PT b+ are both used, being PT b+ more common overall. Gabarito PT c is currently not used. In Lisbon, there is a suburban railway line, the Cascais Line, that follows a fourth non-standard loading gauge.Template:Expand section

Irish GaugeEdit

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Ireland and Northern IrelandEdit

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AustraliaEdit

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BrazilEdit

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Narrow gaugeEdit

{{#invoke:Labelled list hatnote|labelledList|Main article|Main articles|Main page|Main pages}} Narrow gauge railways generally have a smaller loading gauge than standard gauge ones, and this is a major reason for cost savings rather than the railgauge itself. For example, the Lyn locomotive of the Lynton and Barnstaple Railway is Template:Convert wide. By comparison, several standard gauge 73 class locomotives of the NSWR, which are Template:Convert wide, have been converted for use on Template:RailGauge cane tramways, where there are no narrow bridges, tunnels or track centres to cause trouble. The 6E1 locomotive of the Template:RailGauge South African Railways are Template:Convert wide.

A large numbers of railways using the Template:RailGauge gauge used the same rolling stock plans, which were Template:Convert wide.

Great BritainEdit

Ffestiniog RailwayEdit

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Lynton and Barnstaple RailwayEdit

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File:BaldwinLocomotiveLyn.jpg
Builder's photo of Lyn

Japan, narrow gaugeEdit

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File:Rolling-Stock-Gauge-in-Japan.svg

Translation of legend:

  • Blue: Rural railway vehicle gauge (Rural Railway Construction Rules 1919)
  • Grey: Conventional Cape gauge (3ft 6in track gauge) railway vehicle limits (Ordinary Railway Structure Rules 1987)
  • Figures in () are previous Cape gauge rolling stock limits (Railway Construction Rules 1900)
  • Green: Shinkansen vehicle limits

The Japanese national network operated by Japan Railways Group employs narrow gauge Template:RailGauge. The maximum allowed width of the rolling stock is Template:Convert and maximum height is Template:Convert; however, a number JR lines were constructed as private railways prior to nationalisation in the early 20th century, and feature loading gauges smaller than the standard. These include the Chūō Main Line west of Takao, the Minobu Line, and the Yosan Main Line west of Kan'onji (Template:Convert height). Nevertheless, advances in pantograph technology have largely eliminated the need for separate rolling stock in these areas.

There are many private railway companies in Japan and the loading gauge is different for each company.<ref name = "Kubota">Template:Cite book</ref>

South AfricaEdit

{{#invoke:Labelled list hatnote|labelledList|Main article|Main articles|Main page|Main pages}} The South African national network employs Template:RailGauge gauge. The maximum width of the rolling stock is Template:Convert and maximum height is Template:Convert,<ref name = "Kubota" /> which is greater than the normal British loading gauge for standard gauge vehicles.

New ZealandEdit

{{#invoke:Labelled list hatnote|labelledList|Main article|Main articles|Main page|Main pages}} The railways use Template:RailGauge gauge. The maximum width of the rolling stock is Template:Convert and maximum height is Template:Convert.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

OtherEdit

Template:RailGauge gauge for the United Kingdom and Sierra Leone:

Structure gaugeEdit

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File:2014 Replacement of New Road Bridge, Milton Ernest, Bedfordshire.png
Increasing the structure gauge can involve substantial work. The UK's Midland Main Line being upgraded in 2014.

The structure gauge, which refers to the dimensions of the lowest and narrowest bridges or tunnels of the track, complements the loading gauge, which specifies the tallest and widest allowable vehicle dimensions. There is a gap between the structure gauge and loading gauge, and some allowance needs to be made for the dynamic movement of vehicles (sway) to avoid mechanical interference causing equipment and structural damage.

Out of gaugeEdit

While it may be true that trains of a particular loading gauge can travel freely over tracks of a matching structure gauge, in practice, problems can still occur. In an accident at Moston station, an old platform not normally used by freight trains was hit by a train that wasn't within its intended W6a gauge because two container fastenings were hanging over the side. Analysis showed that the properly configured train would have passed safely even though the platform couldn't handle the maximum design sway of W6a. Accepting reduced margins for old construction is normal practice if there have been no incidents but if the platform had met modern standards with greater safety margin the out of gauge train would have passed without incident.<ref>The Railway Magazine April 2015, p12</ref><ref>Template:Cite news</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Trains larger than the loading gauge, but not too large, can operate if the structure gauge is carefully measured, and the trip is subject to various special regulations.

GalleryEdit

  • Examples of loading gauges
  • BS Ladelehre Westbahnhof.JPG

    German equipment outline gauge

  • Lademass.jpg

    Template to check if the load is exactly within the loading gauge

  • Loading gauge at Moccone.jpg

    Equipment outline gauge at Moccone

  • Loading Gauge Eritrea.jpg

    Eritrean loading gauge

See alsoEdit

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ReferencesEdit

Template:Reflist

Further readingEdit

External linksEdit

Template:Rail tracks

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