Loading gauge
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A loading gauge is the envelope or contoured shape within which all railroad cars, locomotives, coaches, buses, trucks and other vehicles, must fit. Though often thought of as a height and width, it is in fact dictated by a number of dimensions and factors: the size of tunnels, height of bridges, the shape, height and position of third rail covers (if the third rail is covered at all) as well as the shape, height and position of railway platforms. Train stops and other signalling equipment must also be cleared, as must the rack of the rack railways. It varies between different countries and may also vary on different lines within a country. For example, metro trains might have smaller loading gauge than conventional trains to allow smaller tunnels. In that case metro trains may run on conventional tracks, but not vice versa.
In more recent times, the term loading gauge has fallen out of use among railway professionals, since it is a purely static concept and ignores other factors affecting clearance. Instead, the terms dynamic envelope or kinematic envelope are used. Factors such as suspension travel, overhang on curves (at both ends and middle), lateral motion on the track, etc. are just as important as the vehicle's static profile. All these factors must be considered in determining whether the moving rail vehicle will fit within allowed clearances.
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[edit] Structure gauge vs. loading gauge
- loading gauge is maximum size of rolling stock,
- structure gauge is minimum size of bridges and tunnels,
The structure gauge must be larger than the loading gauge to allow for engineering tolerances and car motion. The difference between the two is called the clearance.
[edit] Platform height vs. Train floor height
- Railway platform height and Train floor height is where the structure gauge and the loading gauge meet. This variable is not frequently described with loading and structure gauges but becomes a critical factor in passenger safety and train line efficiency. Steps slow the boarding process. Level entry is faster. But where loading gauge and structure gauge differences create gaps, customers have to be notified to "mind the gap" or the steps. Problems are greatly compounded where trains of several different loading gauges and train floor heights use the same platform.
[edit] Loading gauges of the world
The loading gauge differs around the world. The smallest loading gauge (for a railway of standard gauge track) is that of the London Underground's deep tube lines. The largest loading gauge is that of the Channel Tunnel between Great Britain and France.
The loading gauge on the main lines of Great Britain, where rail transport started, is quite small as early engineers could not predict the future requirements for larger trains and faced huge technical challenges building railways in this period. In mainland Europe, lines tend to conform to the slightly larger Berne gauge and loading gauges in the North America tend to be larger still. The Russian (including Finnish and ex-Soviet) and the Chinese loading gauges are also very large, whereas the Scandinavian come in between.
[edit] Britain
British loading gauge is 9 ft (2743 mm) wide by 11 ft (3353 mm) high on the sides, rising to a 13 ft 6 in (4115 mm) centre. Below platform level (the lower 3 ft 6 in or 914 mm) the vehicle can be no wider than 8 ft 8 in (2642 mm). Some lines, particularly the Hastings Line, had even narrower loading gauges. By contrast the European (Berne) loading gauge is usually 10 ft 2 in (3150 mm) wide by 10 ft 5 in (3175 mm) rising to 14 ft 0½ in (4280 mm) in the centre. This is a clearance envelope on a curve of 250 m (820 ft 2.5 in) radius.
British loading gauges currently use a classification system prefixed with 'W'. This ranges, in height at least, from W6a to W12. W6a, formerly British Rail W6, is available over the majority of the British rail network.[1] A strategy was adopted in 2004 to guide enhancements of loading gauges.[2]
[edit] North America
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).[3] The most widespread standards are AAR Plate B and AAR Plate C, but higher loading gauges have been introduced on selected routes to accommodate rolling stock that make better economic use of the network, such as auto carriers and double-stack container cars.
[edit] Freight
AAR Plate B allows cars 15 ft 1 in (4597 mm) high and 10 ft 8 in (3251 mm) wide with 41 ft 3 in (12.573 m) truck (bogie) centers. When the distance between trucks exceeds 41 ft 3 in, the width is decreased according to graph AAR Plate B-1. AAR Plate C allows cars 15 ft 6 in (4724 mm) high and 10 ft 8 in (3251 mm) wide with 46 ft 3 in (14.097 m) truck (bogie) centers. When the distance between trucks exceeds 46 ft 3 in, the width is decreased according to graph AAR Plate C-1.
Technically, 15 ft 1 in (Plate B) is still the maximum and the circulation of 15 ft 6 in (Plate C) is somewhat restricted, but the frequency of excess-height rolling stock, at first ~18 ft (5486 mm) piggybacks and hicube boxcars then later autoracks, airplane parts cars as well as 20 ft 2 in (6147 mm) high double-stacked containers in container well cars, means that many, but not all, lines are now designed for a higher loading gauge. The width of these extra height cars is covered by Plate C-1. However, additional height restrictions apply to the Long Island Rail Road (LIRR) which can not even handle the 15 ft 1 in height, to the Metro-North Railroad and to Amtrak's Northeast Corridor.
[edit] Passenger
The standard North American passenger railcar is 10 ft 6 in (3200 mm) wide by 14 ft 6 in (4420 mm) high and measures 85 ft 0 in (25.908 m) over coupler faces with 59 ft 6 in (18.136 m) bogie (truck) centers or 86 ft 0 in (26.213 m) over coupler faces with 60 ft 0 in (18.288 m) bogie (truck) centers. In the 1940s and 1950s, the American passenger car loading gauge was increased to a 16 ft 6 in (5029 mm) height in the West to accommodate dome cars and later Superliners and other double-decker trains. Amtrak's Northeast Corridor, especially Pennsylvania Station which Amtrak owns, but shares with the LIRR, can not handle the higher double-deckers, but can handle 14 ft 6 in (4420 mm) high "split level" cars. On the Metro-North Railroad and the Long Island Rail Road (including Pennsylvania Station) the 10" (254 mm) high, above top of rail, safety cover decreases the structure gauge and in turn the loading gauge from top of rail to 11" (280 mm) above top of rail as measured on a 20° curve, which means a radius of 297.94' (87.764 m). These dimensions apply only to third rail electrified North American commuter lines that are used by main line passenger trains and freight trains as well. See also "Additional infrastructure restrictions" in Disadvantages of third rail.
Not all railways were built to standard (generous) loading gauges. Many narrow gauge railways also have a very small loading gauge in order to keep construction costs low. The choice of loading gauge represented a significant engineering decision to trade construction and maintenance costs against train size (and thus capacity), and also led to some unusual solutions to problems, including the Fairlie locomotives.
[edit] References
- ^ Rail Safety and Standards Board, Guidance on Gauging, October 2004
- ^ Strategic Rail Authority Gauging Policy, undated but probably 2005
- ^ Car and Locomotive Cyclopedia Of American Practice
[edit] See also
[edit] External links
- EU High Speed Rail Rolling Stock Standards
- Berne and all that (1992 diagram of European loading gauges) at crowsnest.com (Internet Explorer cannot display the webpage, and the diagram may not show up anyway)
- AAR "plate" loading gauge diagrams compared to UIC (pdf & Autocad)
- Railway Loading Gauges at Joyce's World of Transport Eclectica
- Loading Gauges at The Self Site
