95-885: Railway line in Sweden [REDACTED] This article does not cite any sources . Please help improve this article by adding citations to reliable sources . Unsourced material may be challenged and removed . Find sources: "Dala Line" – news · newspapers · books · scholar · JSTOR ( June 2019 ) ( Learn how and when to remove this message ) Dala Line [REDACTED] Overview Native name Dalabanan Termini Uppsala C Mora Technical Track gauge 1,435 mm ( 4 ft 8 + 1 ⁄ 2 in ) standard gauge Electrification 15 kV 16 2 ⁄ 3 Hz The Dala Line ( Swedish : Dalabanan )
190-465: 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
285-439: 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
380-403: 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
475-644: A future connection to other lines, and the choice of track gauge was still a pragmatic decision based on local requirements and prejudices, and probably determined by existing local designs of (road) vehicles. Thus, the Monkland and Kirkintilloch Railway (1826) in the West of Scotland used 4 ft 6 in ( 1,372 mm ); the Dundee and Newtyle Railway (1831) in the north-east of Scotland adopted 4 ft 6 + 1 ⁄ 2 in ( 1,384 mm );
570-551: 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
665-711: 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
760-518: A huge preponderance of standard gauge . When Bristol promoters planned a line from London, they employed the innovative engineer Isambard Kingdom Brunel . He decided on a wider gauge, to give greater stability, and the Great Western Railway adopted a gauge of 7 ft ( 2,134 mm ), later eased to 7 ft 1 ⁄ 4 in ( 2,140 mm ). This became known as broad gauge . The Great Western Railway (GWR)
855-532: 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
950-665: 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
1045-503: A new independent line was proposed to open up an unconnected area, the gauge was crucial in determining the allegiance that the line would adopt: if it was broad gauge, it must be friendly to the Great Western railway; if narrow (standard) gauge, it must favour the other companies. The battle to persuade or coerce that choice became very intense, and became referred to as "the gauge wars" . As passenger and freight transport between
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#17327938755611140-580: A novelty in the shape of a mixed-gauge goods train was introduced between Truro and Penzance. It was worked by a narrow-gauge engine, and behind the narrow-gauge trucks came a broad-gauge match-truck with wide buffers and sliding shackles, followed by the broad-gauge trucks. Such trains continued to run in West Cornwall until the abolition of the Broad Gauge; they had to stop or come down to walking pace at all stations where fixed points existed and
1235-400: 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
1330-421: A plateway, spaced these at 4 ft 4 in ( 1,321 mm ) over the outside of the upstands. The Penydarren Tramroad probably carried the first journey by a locomotive, in 1804, and it was successful for the locomotive, but unsuccessful for the track: the plates were not strong enough to carry its weight. A considerable progressive step was made when cast iron edge rails were first employed; these had
1425-588: 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
1520-568: 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
1615-475: A relatively static disposition of infantry, requiring considerable logistics to bring them support staff and supplies (food, ammunition, earthworks materials, etc.). Dense light railway networks using temporary narrow gauge track sections were established by both sides for this purpose. 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
1710-429: A required standard. A loading gauge is a two-dimensional profile that encompasses a cross-section of the track, a rail vehicle and a maximum-sized load: all rail vehicles and their loads must be contained in the corresponding envelope. A structure gauge specifies the outline into which structures (bridges, platforms, lineside equipment etc.) must not encroach. The most common use of the term "track gauge" refers to
1805-414: 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
1900-565: 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
1995-657: A slight variation from the nominal gauge for pragmatic reasons. The gauge is defined in imperial units , metric units or SI units. Imperial units were established in the United Kingdom by the Weights and Measures Act 1824 . The United States customary units for length did not agree with the imperial system until 1959, when one international yard was defined as 0.9144 meters and, as derived units, 1 foot (= 1 ⁄ 3 yd) as 0.3048 meter and 1 inch (= 1 ⁄ 36 yd) as 25.4 mm. The list shows
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#17327938755612090-442: 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
2185-663: A successful locomotive on the Killingworth Wagonway , where he worked. His designs were successful, and when the Stockton and Darlington Railway was opened in 1825, it used his locomotives, with the same gauge as the Killingworth line , 4 ft 8 in ( 1,422 mm ). The Stockton and Darlington line was very successful, and when the Liverpool and Manchester Railway , the first intercity line,
2280-987: Is a single-track railway line in Sweden , linking the city of Uppsala to the towns of Sala , Avesta-Krylbo , Hedemora , Säter , Borlänge and Mora . In Uppsala, the line joins the East Coast Line , which goes south to Stockholm . In Borlänge , the Bergslagen Line connects to Falun – Gävle . Retrieved from " https://en.wikipedia.org/w/index.php?title=Dala_Line&oldid=1254327329 " Category : Railway lines in Sweden Hidden categories: Articles with short description Short description matches Wikidata Articles lacking sources from June 2019 All articles lacking sources Articles containing Swedish-language text Track gauge In rail transport , track gauge
2375-583: 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
2470-484: Is also used for the suburban railway systems in South Australia , and Victoria , Australia . The term "medium gauge" had different meanings throughout history, depending on the local dominant gauge in use. In 1840s, the 1,600 mm ( 5 ft 3 in ) Irish gauge was considered a medium gauge compared to Brunel's 7 ft 1 ⁄ 4 in ( 2,140 mm ) broad gauge and
2565-400: 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
2660-481: 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
2755-688: 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
2850-515: 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
2945-479: 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)
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3040-428: 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. The loading gauge restricts the size of passenger coaches, goods wagons (freight cars) and shipping containers that can travel on
3135-468: Is the distance between the two rails of a railway track . All vehicles on a rail network must have wheelsets that are compatible with the track gauge. Since many different track gauges exist worldwide, gauge differences often present a barrier to wider operation on railway networks. The term derives from the metal bar, or gauge, that is used to ensure the distance between the rails is correct. Railways also deploy two other gauges to ensure compliance with
3230-603: 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 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
3325-506: Is typically greater for track limited to slower speeds, and tighter for track where higher speeds are expected (as an example, in the US the gauge is allowed to vary between 4 ft 8 in (1,420 mm) to 4 ft 10 in (1,470 mm) for track limited to 10 mph (16 km/h), while 70 mph (110 km/h) track is allowed only 4 ft 8 in (1,420 mm) to 4 ft 9 + 1 ⁄ 2 in (1,460 mm). Given
3420-410: Is undertaken when no other alternative is available. The nominal track gauge is the distance between the inner faces of the rails. In current practice, it is specified at a certain distance below the rail head as the inner faces of the rail head (the gauge faces ) are not necessarily vertical. Some amount of tolerance is necessarily allowed from the nominal gauge to allow for wear, etc.; this tolerance
3515-550: Is used between China and Central Asia, and between Poland and Ukraine, using the SUW 2000 and INTERGAUGE variable axle systems. China and Poland use standard gauge, while Central Asia and Ukraine use 1,520 mm ( 4 ft 11 + 27 ⁄ 32 in ). When individual railway companies have chosen different gauges and have needed to share a route where space on the ground is limited, mixed gauge (or dual gauge) track, in which three (sometimes four) rails are supported in
3610-494: The 1,435 mm ( 4 ft 8 + 1 ⁄ 2 in ) narrow gauge, which became the modern standard gauge . In modern usage, the term "narrow gauge" generally refers to track spaced significantly narrower than 1,435 mm ( 4 ft 8 + 1 ⁄ 2 in ). Narrow gauge is the dominant or second dominant gauge in countries of Southern, Central Africa, East Africa, Southeast Asia, Japan, Taiwan, Philippines, Central America and South America, During
3705-670: 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
3800-599: The Bratislava – Lviv train, and the Romania/Moldova border on the Chișinău – Bucharest train. A system developed by Talgo and Construcciones y Auxiliar de Ferrocarriles (CAF) of Spain uses variable gauge wheelsets ; at the border between France and Spain, through passenger trains are drawn slowly through an apparatus that alters the gauge of the wheels, which slide laterally on the axles. A similar system
3895-658: 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
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3990-601: The Redruth and Chasewater Railway (1825) in Cornwall chose 4 ft ( 1,219 mm ). The Arbroath and Forfar Railway opened in 1838 with a gauge of 5 ft 6 in ( 1,676 mm ), and the Ulster Railway of 1839 used 6 ft 2 in ( 1,880 mm ). Locomotives were being developed in the first decades of the 19th century; they took various forms, but George Stephenson developed
4085-579: 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
4180-496: The Transmongolian Railway , Russia and Mongolia use 1,520 mm ( 4 ft 11 + 27 ⁄ 32 in ) while China uses the standard gauge of 1,435 mm. At the border, each carriage is lifted and its bogies are changed . The operation can take several hours for a whole train of many carriages. Other examples include crossings into or out of the former Soviet Union: Ukraine/Slovakia border on
4275-638: 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
4370-456: 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
4465-635: 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
4560-427: 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
4655-568: 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
4750-697: 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
4845-454: The GWR, there was an extended period between political intervention in 1846 that prevented major expansion of its 7 ft 1 ⁄ 4 in ( 2,140 mm ) broad gauge and the final gauge conversion to standard gauge in 1892. During this period, many locations practicality required mixed gauge operation, and in station areas the track configuration was extremely complex. This
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#17327938755614940-579: The Middle East, and China. In modern usage, the term "broad gauge" generally refers to track spaced significantly wider than 1,435 mm ( 4 ft 8 + 1 ⁄ 2 in ). Broad gauge is the dominant gauge in countries in Indian subcontinent, the former Soviet Union ( CIS states, Baltic states, Georgia and Ukraine), Mongolia, Finland (which still uses the original Soviet Gauge of 1524mm), Spain, Portugal, Argentina, Chile and Ireland. It
5035-949: 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
5130-459: 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
5225-404: The actual distance between the rails lies within tolerances of a prescribed standard: on curves, for example, the spacing is wider than normal. Deriving from the name of the bar, the distance between these rails is also referred to as the track gauge. The earliest form of railway was a wooden wagonway, along which single wagons were manhandled, almost always in or from a mine or quarry. Initially
5320-402: The allowed tolerance, it is a common practice to widen the gauge slightly in curves, particularly those of shorter radius (which are inherently slower speed curves). Rolling stock on the network must have running gear ( wheelsets ) that are compatible with the gauge, and therefore the gauge is a key parameter in determining interoperability, but there are many others – see below. In some cases in
5415-561: The convenience in laying it and changing its location over unimproved ground. In restricted spaces such as tunnels, the temporary way might be double track even though the tunnel will ultimately be single track. The Airport Rail Link in Sydney had construction trains of 900 mm ( 2 ft 11 + 7 ⁄ 16 in ) gauge, which were replaced by permanent tracks of 1,435 mm ( 4 ft 8 + 1 ⁄ 2 in ) gauge. During World War I, trench warfare led to
5510-589: 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
5605-448: The earliest days of railways, the railway company saw itself as an infrastructure provider only, and independent hauliers provided wagons suited to the gauge. Colloquially the wagons might be referred to as "four-foot gauge wagons", say, if the track had a gauge of four feet. This nominal value does not equate to the flange spacing, as some freedom is allowed for. An infrastructure manager might specify new or replacement track components at
5700-451: 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
5795-526: 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
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#17327938755615890-616: 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
5985-423: The imperial and other units that have been used for track gauge definitions: A temporary way is the temporary track often used for construction, to be replaced by the permanent way (the structure consisting of the rails, fasteners, sleepers/ties and ballast (or slab track), plus the underlying subgrade) when construction nears completion. In many cases narrow-gauge track is used for a temporary way because of
6080-399: 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
6175-661: 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
6270-402: The major axis of the rail section configured vertically, giving a much stronger section to resist bending forces, and this was further improved when fish-belly rails were introduced. Edge rails required a close match between rail spacing and the configuration of the wheelsets, and the importance of the gauge was reinforced. Railways were still seen as local concerns: there was no appreciation of
6365-475: 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
6460-423: 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
6555-404: The narrow portion side-stepped to right or left. In rare situations, three different gauges may converge on to a rail yard and triple-gauge track is needed to meet the operational needs of the break-of-gauge station – most commonly where there is insufficient space to do otherwise. Construction and operation of triple-gauge track and its signalling, however, involves immense cost and disruption, and
6650-423: 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
6745-642: 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
6840-555: The period known as " the Battle of the gauges ", Stephenson's standard gauge was commonly known as "narrow gauge", while Brunel's railway's 7 ft 1 ⁄ 4 in ( 2,140 mm ) gauge was termed " broad gauge ". Many narrow gauge railways were built in mountainous regions such as Wales , the Rocky Mountains of North America, Central Europe and South America. Industrial railways and mine railways across
6935-411: 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
7030-416: The same track structure, can be necessary. The most frequent need for such track was at the approaches to city terminals or at break-of-gauge stations. Tracks of multiple gauges involve considerable costs in construction (including signalling work) and complexities in track maintenance, and may require some speed restrictions. They are therefore built only when absolutely necessary. If the difference between
7125-624: 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
7220-497: The space between the rails of a track is colloquially referred to as the "four-foot", and the space between two tracks the "six-foot", descriptions relating to the respective dimensions. In modern usage the term "standard gauge" refers to 1,435 mm ( 4 ft 8 + 1 ⁄ 2 in ). Standard gauge is dominant in a majority of countries, including those in North America, most of western Europe, North Africa,
7315-505: 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
7410-404: 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
7505-420: The transverse distance between the inside surfaces of the two load-bearing rails of a railway track , usually measured at 12.7 millimetres (0.50 inches) to 15.9 millimetres (0.63 inches) below the top of the rail head in order to clear worn corners and allow for rail heads having sloping sides. The term derives from the "gauge", a metal bar with a precisely positioned lug at each end that track crews use to ensure
7600-424: 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
7695-553: The two areas became increasingly important, the difficulty of moving from one gauge to the other—the break of gauge —became more prominent and more objectionable. In 1845 a Royal Commission on Railway Gauges was created to look into the growing problem, and this led to the Regulating the Gauge of Railways Act 1846 , which forbade the construction of broad gauge lines unconnected with the broad gauge network. The broad gauge network
7790-617: The two gauges is large enough – for example between 1,435 mm ( 4 ft 8 + 1 ⁄ 2 in ) standard gauge and 3 ft 6 in ( 1,067 mm ) – three-rail dual-gauge is possible, but if not – for example between 3 ft 6 in ( 1,067 mm ) and 1,000 mm ( 3 ft 3 + 3 ⁄ 8 in ) metre gauge – four rails must be used. Dual-gauge rail lines occur (or have occurred) in Argentina, Australia, Brazil, Japan, North Korea, Spain, Switzerland, Tunisia and Vietnam. On
7885-513: The wagon wheels. As the guidance of the wagons was improved, short strings of wagons could be connected and pulled by teams of horses, and the track could be extended from the immediate vicinity of the mine or quarry, typically to a navigable waterway. The wagons were built to a consistent pattern and the track would be made to suit the needs of the horses and wagons: the gauge was more critical. The Penydarren Tramroad of 1802 in South Wales,
7980-441: The wagons were guided by human muscle power; subsequently by various mechanical methods. Timber rails wore rapidly: later, flat cast-iron plates were provided to limit the wear. In some localities, the plates were made L-shaped, with the vertical part of the L guiding the wheels; this is generally referred to as a "plateway". Flanged wheels eventually became universal, and the spacing between the rails had to be compatible with that of
8075-525: 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
8170-826: The world are often narrow gauge. Sugar cane and banana plantations are mostly served by narrow gauges. Very narrow gauges of under 2 feet (610 mm) were used for some industrial railways in space-restricted environments such as mines or farms. The French company Decauville developed 500 mm ( 19 + 3 ⁄ 4 in ) and 400 mm ( 15 + 3 ⁄ 4 in ) tracks, mainly for mines; Heywood developed 15 in ( 381 mm ) gauge for estate railways . The most common minimum gauges were 15 in ( 381 mm ), 400 mm ( 15 + 3 ⁄ 4 in ), 16 in ( 406 mm ), 18 in ( 457 mm ), 500 mm ( 19 + 3 ⁄ 4 in ) or 20 in ( 508 mm ). Through operation between railway networks with different gauges
8265-443: Was adopted, but many countries or companies chose a different gauge as their national gauge, either by governmental policy, or as a matter of individual choice. Standard gauge is generally known world-wide as being 1,435 mm ( 4 ft 8 + 1 ⁄ 2 in ). Terms such as broad gauge and narrow gauge do not have any fixed meaning beyond being materially wider or narrower than standard. In British practice,
8360-441: Was compounded by the common rail having to be at the platform side in stations; therefore, in many cases, standard-gauge trains needed to be switched from one side of the track to the other at the approach. A special fixed point arrangement was devised for the purpose, where the track layout was simple enough. In some cases, mixed gauge trains were operated with wagons of both gauges. For example, MacDermot wrote: In November 1871
8455-519: Was eventually converted—a progressive process completed in 1892, called gauge conversion . The same Act mandated the gauge of 5 ft 3 in ( 1,600 mm ) for use in Ireland. As railways were built in other countries, the gauge selection was pragmatic: the track would have to fit the rolling stock. If locomotives were imported from elsewhere, especially in the early days, the track would be built to fit them. In some cases standard gauge
8550-533: Was opened in 1830, it used the same gauge. It too was very successful, and the gauge, widened to 4 ft 8 + 1 ⁄ 2 in or 1,435 mm and named " standard gauge ", was well on its way to becoming the established norm. The Liverpool and Manchester was quickly followed by other trunk railways, with the Grand Junction Railway and the London and Birmingham Railway forming
8645-686: 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
8740-532: Was originally impossible; goods had to be transshipped and passengers had to change trains. This was obviously a major obstacle to convenient transport, and in Great Britain, led to political intervention. On narrow gauge lines, rollbocks or transporter wagons are used: standard gauge wagons are carried on narrow gauge lines on these special vehicles, generally with rails of the wider gauge to enable those vehicles to roll on and off at transfer points. On
8835-497: Was referred to as "narrow gauge" to indicate the contrast. Some smaller concerns selected other non-standard gauges: the Eastern Counties Railway adopted 5 ft ( 1,524 mm ). Most of them converted to standard gauge at an early date, but the GWR's broad gauge continued to grow. The larger railway companies wished to expand geographically, and large areas were considered to be under their control. When
8930-449: Was successful and was greatly expanded, directly and through friendly associated companies, widening the scope of broad gauge. At the same time, other parts of Britain built railways to standard gauge, and British technology was exported to European countries and parts of North America, also using standard gauge. Britain polarised into two areas: those that used broad gauge and those that used standard gauge. In this context, standard gauge
9025-566: 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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