68-865: The UVG Urbanstar was a step-entrance and low-entry midibus body built by the Universal Vehicles Group in Waterlooville , England on Dennis Dart and Dart SLF chassis. The first examples were delivered to Provincial in Southampton in December 1995. In 1998 the design rights were purchased by Salvador Caetano who continued to build it as the Caetano Compass . It was mainly sold to small provincial operators, although Limebourne purchased 34 for use on London Regional Transport contracted services. A common feature about
136-465: A structure gauge of 5,500 by 4,880 mm (18 ft 1 in by 16 ft 0 in). 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. An exception may be double stacking , which has
204-439: A 250 m (12.4 ch ; 820 ft ) radius curve. The TGVs , which are 2.9 m (9 ft 6 in) 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
272-403: A common "lower sector structure gauge" with a common freight platform at 1,100 mm (43.31 in) above rail. In addition, gauge C1 provides a specification for standard coach stock, gauge C3 for longer Mark 3 coaching stock, gauge C4 for Pendolino stock 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
340-522: A flat floor ranging between 760 and 1,370 mm (30 and 54 in) above the top of the railhead (ATOR). To enhance accessibility and optimize dwell times , railway platform heights at stations are sometimes standardised to allow level boarding for commuters on high platforms. According to one definition, level boarding means the gap between the platform and the floor of the track varies by no more than 76 mm (3 in) horizontally and 16 mm ( 5 ⁄ 8 in) vertically. Level boarding
408-551: A height limit of 5,850 mm (19 ft 2 in). Metre gauge in China has a gauge of 3,050 mm (10 ft 0 in). Translation of legend: Trains on the Shinkansen network operate on 1,435 mm ( 4 ft 8 + 1 ⁄ 2 in ) standard gauge track and have a loading gauge of 3,400 mm (11 ft 2 in) maximum width and 4,500 mm (14 ft 9 in) maximum height. This allows
476-711: A higher loading gauge. The width of these extra-height cars is covered by AAR Plate D1 . 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
544-532: A larger carbody width of 3,300 mm (10 ft 10 in) from the specifications of passenger rolling stock, and a height of 4,770 mm (15 ft 8 in) per P70-type boxcar specifications. Some of the new railways being built in Africa allow for double-stacked containers, the height of which is about 5,800 mm (19 ft 0 in) depending on the height of each container 2,438 mm (8 ft 0 in) or 2,900 mm (9 ft 6 in) plus
612-665: 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
680-409: 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
748-503: A new underground light rail line is equipped with platforms for low-floor trams and will be permanently operated with low-floor vehicles. This form of design and construction will avoid the need for subsequent rebuilding of stops on tram routes, even though both cities already have underground lines with high-floor platforms. Buses in the UK were traditionally step-entrance built, however this has created problems for people who use wheelchairs as
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#1732802453929816-400: 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
884-588: A platform height of 1,100 mm (3 ft 7 in) where it is limited by half-height platform screen doors . Above the platform gate height of 1,200 mm (3 ft 11 in) above the platforms, out-of-gauge installations can be further maximized to the Asian standard at 3,400 mm (11 ft 2 in). Meanwhile, the PNR South Long Haul will follow the Chinese gauge and therefore use
952-434: A railcar more rapidly if they do not have to climb stairs to enter, reducing dwell time at a stop, and reducing overall travel time. In addition, high-platform railcars have more floor space for passengers if space is not required for stairways, and wheelwells needed to accommodate train bogies . Because bilevel rail cars have two passenger levels within a standard height rail car, the lower level, where passengers board,
1020-568: 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 9 ft 6 in (2.9 m) 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. Larger out-of-gauge loads can also sometimes be conveyed by taking one or more of
1088-414: 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. 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
1156-442: 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
1224-583: 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 2.44 m (8 ft 0 in) ISO containers, and the W8 loading gauge has an even larger notch spanning outside of the curve to accommodate the transport of 2.6 m (8 ft 6 in) ISO containers. While W5 to W9 are based on
1292-717: Is also known as stepless entry since passengers do not have to negotiate a staircase to board the passenger car. For newly constructed routes, routes primarily located in tunnels, or routes with a dedicated right of way and enough space, high platforms are usually preferred, since high-floor vehicles are cheaper to manufacture, and have better operating characteristics. High platforms do have significant advantages beyond level boarding for wheelchair accessibility. Physically disabled passengers (e.g. those using wheelchairs or who have difficulties climbing stairs) also benefit, as do travelers pulling wheeled luggage or small folding shopping carts. Even physically non-disabled passengers can board
1360-400: 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 3,100 mm (10 ft 2 in) and a height of 4,300 mm (14 ft 1 in). Additional installations shall also be allowed up to 3,300 mm (10 ft 10 in) at
1428-481: Is discussed under narrow gauge , below. The body frame may have a maximum height of 4,500 mm (14 ft 9 in) and a maximum width of 3,400 mm (11 ft 2 in) with additional installations allowed up to 3,600 mm (11 ft 10 in). That width of 3,400 mm is only allowed above 1,250 mm (4 ft 1 in) as the common passenger platforms are built to former standard trains of 3,200 mm (10 ft 6 in) in width. There
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#17328024539291496-688: 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. In the Netherlands, a similar shape to the UIC C is used that rises to 4.70 m (15 ft 5 in) in height. The trains are wider allowing for 3.40 m (11 ft 2 in) width similar to Sweden. About one third of
1564-430: Is generally lower than a conventional high-floor car. Hence level boarding with a bilevel car is accomplished using a lower platform, as low as 460 mm (18 in) ATOR. Because tram/light-rail/streetcar vehicles often share loading gauge sizes with heavy rail vehicles, these passenger vehicles usually also use high floor designs. Existing tram/streetcar/light-rail networks generally feature low platforms as many of
1632-515: Is still the maximum height and truck center combination and the circulation of AAR Plate C is somewhat restricted. The prevalence of excess-height rolling stock, at first ~18 ft (5.49 m) piggybacks and hicube boxcars , then later autoracks , airplane-parts cars, and flatcars for hauling Boeing 737 fuselages, as well as 20 ft 3 in (6.17 m) high double-stacked containers in container well cars , has been increasing. This means that most, if not all, lines are now designed for
1700-479: 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 4,303 millimetres (14 ft 1 + 3 ⁄ 8 in) high, the Netherlands, Belgium and Switzerland feature large numbers of double decker intercity trains as well. Great Britain has (in general)
1768-566: Is the city railway in Cologne; in the mid-1990s, it was decided to divide that city's partially high-platform network into two separate networks: high-floor and low-floor. In contrast with some light rail underground lines, which are often provisionally equipped with low platforms or with tracks laid on raised ballast, there are new developments in the German cities of Düsseldorf (Wehrhahn line) and Dortmund (east–west line). In each of these cities,
1836-670: 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
1904-658: 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. The Orange Line
1972-579: The Shinkansen of Japan, have all adopted a loading gauge of 3,400 mm (11 ft 2 in) maximum width and can accept the maximum height of 4,500 mm (14 ft 9 in). The maximum height, width, and length of general Chinese rolling stock are 4,800 mm (15 ft 9 in), 3,400 mm (11 ft 2 in) and 26 m (85 ft 4 in) respectively, with an extra out-of-gauge load allowance of height and width 5,300 by 4,450 mm (17 ft 5 in by 14 ft 7 in) with some special shape limitation, corresponding to
2040-638: The 1940s and 1950s, the American passenger car loading gauge was increased to a 16 ft 6 in (5.03 m) 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 19 ft 9 + 1 ⁄ 2 in (6.03 m) has been built for use in Alaska and
2108-456: The 19th century has condemned it to the small infrastructure dimensions of that era. Conversely, the loading gauge s 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. A specific example of the value of these loading gauges
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2176-635: The Canadian Rockies. The structure gauge of the Mount Royal Tunnel used to limit the height of bilevel cars to 14 feet 6 inches (4.42 m) before it was permanently closed to interchange rail traffic prior to its conversion for the REM rapid transit system. 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
2244-427: The Class I rail network. The old standard North American passenger railcar is 10 ft 6 in (3.20 m) wide by 14 ft 6 in (4.42 m) high and measures 85 ft 0 in (25.91 m) over coupler pulling faces with 59 ft 6 in (18.14 m) truck centers, or 86 ft 0 in (26.21 m) over coupler pulling faces with 60 ft 0 in (18.29 m) truck centers. In
2312-568: 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 11 ft 6 in (3.51 m)". After that, all tube lines were at least that size. 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): The Iron Ore Line north of Kiruna
2380-697: The Dutch passenger trains use bilevel rail cars . However, Dutch platforms are much higher than Swedish ones. 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. The most widespread standards are AAR Plate B and AAR Plate C , but higher loading gauges have been introduced on major routes outside urban centers to accommodate rolling stock that makes better economic use of
2448-949: 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 . Major trunk raillines in East Asian countries, including China, North Korea, South Korea, as well as
2516-459: The UIC Gauges definitions defining Kinematic Gauges with a reference profile such that Gauges GA and GB have a height of 4.35 m (14 ft 3 in) (they differ in shape) with Gauge GC rising to 4.70 m (15 ft 5 in) allowing for a width of 3.08 m (10 ft 1 in) of the flat roof. All cars must fall within an envelope of 3.15 m (10 ft 4 in) wide on
2584-606: The Urbanstar/Compass was that it has a rounded roof dome (more rounded as compared to the Nimbus ), a double-curvature windscreen and a separately mounted destination display . It was superseded by the Caetano Nimbus in 1999. [REDACTED] Media related to UVG Urbanstar at Wikimedia Commons [REDACTED] Media related to Caetano Compass at Wikimedia Commons High-floor High-floor describes
2652-545: The buses are not wheelchair accessible, as well as being somewhat difficult for passengers with reduced mobility and parents who may be carrying prams and pushchairs. Despite low-floor buses first being phased into the UK in 1994, a large number of step-entrance buses remained in use as well as being manufactured. However with the popularity of low-floor buses expanding by the late 1990's due to their easy accessibility for elderly passengers with reduced mobility, passengers with disabilities and parents carrying prams and pushchairs,
2720-589: The current (or "classic") rail network loading gauge as well as the HS2 line. The "classic compatible" trainsets will cost £40 million 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. It was recognized even during the nineteenth century that this would pose problems and countries whose railroads had been built or upgraded to
2788-890: The end of their economic or maintainable life. To get around this, a wheelchair compliant step-entrance bus introduced by Wrightbus, the Eclipse SchoolRun was produced in 2006, fitted with a wheelchair lift to allow wheelchair-bound passengers onto the bus, but no further wheelchair compliant step-entrance bus designs were produced. Due to the Terms Of The Disability Discrimination Act requiring all buses in public service to be wheelchair accessible, non-compliant step-entrance single deckers and their low floor counterparts were outlawed after 31 December 2015, with non-compliant step-entrance double deckers and their low floor counterparts following suit after 31 December 2016, however exemptions apply for
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2856-426: 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. 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
2924-451: The following measures: 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. As a result, British trains have noticeably and considerably smaller loading gauges and, for passenger trains, smaller interiors, despite
2992-526: 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 1 foot (305 mm) narrower than the others, meaning that IRT cars running on the BMT or IND lines would have platform gaps of over 8 inches (203 mm) between the train and some platforms, whereas BMT and IND cars would not even fit into an IRT station without hitting
3060-616: The former Eastern Division , the cars are limited to 60 feet (18.29 m), 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 75 feet (22.86 m). 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
3128-399: The increase of truck centers, the decrease of width is covered by AAR Plates D1 and D2 . 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. Technically, AAR Plate B
3196-661: 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
3264-404: The interior floor of these vehicles. The term is used in contrast with low-floor designs, which offer a decreased floor and entry height above the street surface. Since low-floor designs generally were developed after high-floor vehicles, the older high-floor design is sometimes also known as conventional or the “traditional” design. A rail vehicle of conventional or high-floor design usually has
3332-473: The interior flooring of commuter vehicles primarily used in public transport such as trains , light rail cars and other rail vehicles, along with buses and trolleybuses . Interior floor height is generally measured above the street surface or above the top of the rail. High-floor designs usually result from packaging requirements: mechanical items such as axles, motors, crankshafts, and/or transmissions, or luggage storage spaces are traditionally placed under
3400-550: The limited use of non-compliant heritage buses on vintage bus services, as well as Transport For London's Heritage Routemasters due to their service being overlaid on the high-frequency low-floor Route 15. In San Francisco , the Muni Metro light-rail system, which has both on-street and underground stations, uses a combination of high and low platforms, and the vehicles feature retractable stairs to accommodate both platform types. For on-street stations, stairs are deployed within
3468-475: 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 plethora 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
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#17328024539293536-423: 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. The railway platform height is also a consideration for the loading gauge of passenger trains. Where
3604-423: The network, such as auto carriers , hi-cube boxcars , and double-stack container loads . The maximum width of 10 ft 8 in (3.25 m) on 41 ft 3 in (12.57 m) ( AAR Plate B ), 46 ft 3 in (14.10 m) ( AAR Plate C ) and all other truck centers (of all other AAR Plates) are on a 441 ft 8 + 3 ⁄ 8 in (134.63 m) radius or 13° curve. In all cases of
3672-642: The operation of double-deck high-speed trains. Mini Shinkansen (former conventional 1,067 mm or 3 ft 6 in narrow gauge lines that have been regauged into 1,435 mm or 4 ft 8 + 1 ⁄ 2 in standard 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
3740-411: 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 51 feet (15.54 m) as of December 2013 . Railcars in the former BMT and IND can be longer: on
3808-541: The production of step-entrance buses slowed, with the last ever non-compliant step-entrance bus design being the double-decked East Lancs Pyoneer in 1997. The production of step-entrance buses in the UK almost fully ceased by 31 December 2000, with the legal requirement for new buses produced to be wheelchair accessible, which forced bus manufacturers to concentrate on making low-floor buses, however bus operators were still allowed to order secondhand non-compliant step-entrance buses and run them on their services until they reach
3876-550: The retrofitting of high platforms on existing routes, while still providing improved accessibility. Although low-floor vehicles began to be developed in the 1920s, the first low-floor tram is generally recognized as the Duewag / ACM Vevey design of 1984 deployed in Geneva, providing a floor height of 480 mm (19 in) ATOR. Tourist coaches generally have very high floors, sometimes greater than 1,000 mm (39 in) above
3944-709: The road surface, in order to have ample room for luggage under the floor. Since boarding must be allowed directly from flat ground, long and steep staircases are needed. Transit buses also use high floors to provide mechanical clearances for solid axles, but the use of dropped axles has enabled the creation of low-floor buses and by 2008 in the United States, the majority of new transit bus orders were for low-floor types. Today, in Germany, all rapid transit railways, most commuter trains , and many light rail vehicles operate as high-floor networks. A notable exception
4012-624: The size of the load that can be conveyed and the design of the rolling stock. A strategy was adopted in 2004 to guide enhancements of loading gauges 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. Height and width of containers that can be carried on GB gauges (height by width). Units as per source material. A Parliamentary committee headed by James Stansfeld then reported on 23 May 1892, "The evidence submitted to
4080-440: The stations or stops are in the streets. The high construction/conversion cost of high platforms and the difficulty of making high platforms compatible with other features of the urban landscape are a significant obstacle to converting tram networks these into urban or commuter rail networks with high platforms. These problems were a major motivation for the development of low-floor trams , which allow transit operators to avoid
4148-505: The subsequent abandoning of those railroads. The International Union of Railways (UIC) has developed a standard series of loading gauges named A, B, B+ and C. 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
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#17328024539294216-404: 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
4284-424: 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
4352-600: The vehicle to allow boarding from low platforms; as the trains move underground, the stairs rise until they are flush with the floor to allow boarding from high platforms. Loading gauge 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. Classification systems vary between different countries, and loading gauges may vary across
4420-525: 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 . 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
4488-520: 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
4556-686: 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. 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
4624-619: 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 3.45 m (11 ft 4 in). This
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