Standard gauges for standard gauge lines
Gauge of the International Union of Railways (UIC)
The International Union of Railways (UIC) has developed a standard series of gauges called A, B, B+ and C.
Europe
In the European Union, the UIC directives were replaced by the ERA Technical Specifications for Interoperability (ETI's) of the European Union in 2002, an institution that has defined a series of recommendations to harmonize railway systems. The TSI (2002/735/EC) on rolling stock replaces the UIC profiles, defining its own kinematic gauges with a reference profile such that the gauges GA and GB have a height of 4.35 m (14' 3.30") (they differ in their shape) and with a clearance GC that rises to 4.7 m (15' 5") allowing a width of 3.08 m (10' 1.30") for the case of a flat roof.[10] All moving material must be kept within a 3.15 m (10' 4") wide envelope on a curve of 250 m (12.4 ch) radius. TGVs, which have a width of 2.9 m (9' 6"), fall within this limit.
The GB+ gauge refers to the plan to create a pan-European cargo network for ISO containers and trailers with loaded ISO containers. These container trains fall into gauge B with a flat top, so only minor changes are required for gauge B compatible structures in continental Europe. Currently, some structures in the British Isles are being modified to also adapt to the GB+ gauge, acting first on the lines that connect with the Channel Tunnel.[11].
The railways of many Member States, particularly those of Great Britain, do not comply with the specifications of the TSIs, but given the cost and service interruptions involved, it is unlikely that modifications will be undertaken other than the adaptation to the GB+ gauge of some main lines.
A specific example of the value of these gauges is that they allow the transportation of passengers with double-decker cars. Although they are mainly used on suburban commuter lines (in Austria, Belgium, the Czech Republic, Denmark, Finland, France, Germany, Italy, Lithuania, Poland, Portugal, Russia, Slovakia, Spain, Sweden and Switzerland, as well as elsewhere around the world, including Sydney, Australia), France is notable for using them on its high-speed TGV services: the TGV Duplex carriages have a height of 4.32 meters (14' 2.10"). The Netherlands and Switzerland also have a large number of double-decker intercity trains.
Great Britain has (in general) the tightest gauges in relation to the track width. This fact is a consequence of the British railway network being the oldest in the world, and was built by a large number of different private companies, each with their own standards for the width and height of trains. After nationalization, in 1951 a standard static gauge called W5 was defined, which practically allowed passage through the entire network. The W6 clearance is a refinement of the W5 and the W6a changed the underside to take into account electrification via a third rail.
While the top is rounded in the case of the W6a gauge with a static curve, the W7 gauge has an additional rectangular surround profile for the transport of 2.44 m (8'0.10") ISO containers, and the W8 is even larger and extends outside the curve to accommodate the transport of 2.6 m (8' 6") ISO containers. While gauges W5 to W9 are based on a rounded roof structure, types W10 to W12 have a flat top profile and, instead of a strict static gauge for wagons, their sizes are derived from dynamic gauge calculations for rectangular cargo containers.[16].
Network Rail uses a W size classification system for freight transport, ranging from W6A (smallest) to W7, W8, W9, W9Plus, W10, W11 and W12 (largest). The definitions use a common "lower sector structure profile", with a common loading platform at 1,100 mm (43.31 in) above the rail.[17].
In addition, the C1 gauge sets a specification for standard rolling stock, the C3 gauge for longer MkIII type vehicles, the C4 for Pendolino") type trains,[18] and the UK1 gauge for high-speed trains. There is also a gauge for locomotives. The size of the container that can be transported depends on both the size of the load and the design of the rolling stock.[19].
In detail, Britain's standard gauge railways are governed by the following gauges:
A strategy for planning gauge improvements was adopted in 2004[29] and a "load route usage strategy" was published in 2007, identifying a number of key routes where the gauge should be accommodated up to the W10 standard. Where structures need to be renewed, the W12 gauge became the standard of choice.[27].
Height and width of containers that can be transported in GB meters (height by width). Units according to the origin of the material:.
On 23 May 1892, a parliamentary committee headed by James Stansfeld submitted a report, stating that: "The evidence presented to the Committee on the question of the diameter of underground galleries containing railways has been clearly in favor of a minimum diameter of 11 feet 6 inches." After this, all underground lines were at least that size.[30]
Sweden uses similar shapes to the Central European railway gauge, but the trains are wider. There are three main classes in use (width × height):[31].
Malmbanan north of Kiruna was the first electrified railway line in Sweden and has limited headroom (SE-B) due to snow shelters. In the rest of the network belonging to Trafikverket, the network gauge accepts material manufactured for the SE-A gauge and therefore accepts material suitable for the UIC GA and GB gauges. Some modern electric multiple units, such as the Regina Arlanda has normal free spaces. The greater width allows tall people to sleep with their legs and feet stretched out in the sleeping cars, which is not possible in central Europe.
When new railways are built or extensive reinvestments are made in existing railway infrastructure, the gauge is expanded to SE-C, compatible with the UIC GC gauge. The gauge available in most of the network, already in 2012, allowed the passage of rolling stock built according to the SE-C gauge, although with restrictions and a special permit. The additional limitation is linked to the track circuits, since the clear track markings are not sized for the additional width and a car with a width greater than the standard located near a turnout on a "bypass" track can invade the safety envelope of the through line. This problem is usually solved by adding an extra full-size car at the rear end, in order to ensure that no part of the train obstructs the space necessary for the passage of other trains (the machine performs the same function at the front end). Larger wagons are also prohibited from using certain branch lines leading to warehouses or loading docks built for normal towed material. The SE-C gauge is the future European standard, for the standard gauge Rail Baltica II and Narvik to Tel-Aviv routes, including the fixed rail links between Sweden and Poland and the second fixed rail link from Marmaray.
In the Netherlands, a shape similar to the UIC C is used, with a height of 4.7 m (15' 5"). The trains are wider, which means adopting a width of 3.4 m (11' 1"), similar to that in Sweden. About a third of Dutch passenger trains use double-decker cars. However, Dutch platforms are much higher than Swedish ones.
North America
The American railroad gauge for freight cars in North American Transportation is generally based on standards established by the Mechanical Division of the Association of American Railroads (AAR). rolling that allow for more economical use of the railway network, such as car carriers, platforms for tall containers and for containers stacked on two floors.[34].
The maximum heights and widths of loaded cars are listed below. However, the specification for each AAR Plate shows a beveled cross section at the top and bottom, meaning that a load cannot occupy a full rectangle of the maximum specified height and width.[35][36].
Technically, AAR Plate B circulations remain the most common, while the circulation of AAR Plate C trains is more restricted. The presence of taller rolling stock (initially 18 ft (5.5 m) long low platforms and hicube boxes, and later car transport cars, platforms for transporting aircraft parts and flat cars to carry Boeing 737 fuselages, as well as 20 ft 3 in (6.17 m) containers[36] on double-stack cars")), has increased. This means that most, if not All lines are now designed for a higher rail gauge. The width of these extra height cars is regulated by AAR Plate C-1.[32].
All Class I railroad companies have invested in long-term projects to increase the number of authorizations needed to allow double freight transportation. Major North American rail networks, such as Union Pacific, BNSF, Canadian National and Canadian Pacific, have already upgraded to the AAR K Plate. This represents more than 60% of the Class I rail network.[40].
The former North American standard passenger car measured 10 ft 6 in (3.20 m) wide by 14 ft 6 in (4.42 m) high, with 85 ft 0 in (25.91 m) between couplings, and 59 ft 6 in (18.14 m) between bogie centers; or with 86 ft 0 in (26.21 m) between coupling traction faces and 60 ft 0 in (18.29 m) between bogie centers. In the 1940s and 1950s, the rail gauge of American passenger cars was increased to a height of 16 ft 6 in (5.03 m) in most of the country outside the Northeast, to accommodate later dome cars and other types of double-decker commuter trains. High-roof cars have been in use since the 1950s, and new passenger cars with a height of 19 ft 9+1/2 in (6.03 m) have been built for use in Alaska and the Canadian Rockies (see double-decker car).[41]
The New York Subway is the result of the merger of three companies, and while they all use standard gauge, inconsistencies in the rail gauge prevent cars from the BMT system and the IND system (Division B "Division B (New York Subway)")) from operating on the lines of the previous IRT system (Division A "Division A (New York Subway)")), and vice versa. This is primarily because IRT tunnels and stations are approximately 1 foot (305 mm) narrower than others, meaning that IRT moving material running on BMT or IND lines would produce car-to-platform clearances greater than 8 inches (203 mm), while BMT or IND cars would not even fit into an IRT station without touching the edge of the platforms. Taking this into account, all maintenance vehicles are built with the IRT gauge, so that they can operate throughout the network, with employees being responsible for keeping an eye on the clearance between car and platform.
Asia
Major trunk lines in East Asian countries, such as China, North Korea, South Korea, as well as Japan's Shinkansen, have adopted a maximum gauge railway gauge of 3,400 millimeters (11' 1"), with a maximum height of 4,500 millimeters (14' 9").
Trains on the Shinkansen network operate on standard gauge tracks (1,435 mm) and have a gauge whose maximum width is 3,400 millimeters (11' 1") and a maximum height of 4,500 millimeters (14' 9").[47] However, some Shinkansen trains are wider, such as the E1 Series Shinkansen, double-decker high-speed trains.
Mini Shinkansen (former conventional narrow gauge lines converted to standard gauge) and some private railways (including some Tokyo Metro lines and all Osaka Metro lines) also use standard gauge, although their gauges are different.
The rest of the Japanese narrow gauge system is discussed later.
South Korea's domestic network has the same gauge as the Japanese Shinkansen.[48] The rolling stock body can have a maximum height of 4,500 millimeters (177.2 in) and a maximum width of 3,400 millimeters (133.9 in), with additional installations permitted up to 3,600 millimeters (141.7 in). That 3,400 mm width is only allowed above a height of 1,250 millimeters (49.2 in) above the rails, since ordinary passenger platforms are built for the former standard 3,200 millimeters (126 in) wide trains.
The maximum height, width and length of Chinese rolling stock are 4,800 millimeters (15' 9"), 3,400 millimeters (11' 1"), and 26 meters (85' 3"). structures; and the type of couplings, brakes and electrification.[50].
Africa
Some of the new railways being built in Africa allow containers to be stacked on two floors, the total height of which is approximately 5800 millimeters (19'0.30") depending on the height of each container, 2438 millimeters (8') or 2900 millimeters (9' 6"), plus the height of the deck of the flat car, about 1000 millimeters (3' 3"), totaling 5800 millimeters (19'0.30"). This exceeds the height standard used in China for individually stacked containers of 4,800 millimeters (15' 9"). An additional height of approximately 900 millimeters (2' 11") is needed for overhead cables for 25 kV AC electrification.
Australia
The New South Wales Government Railways' (NSWGR) standard gauge lines allowed a gauge of 9 ft 6 in (2.9 m) until 1910, after a conference of the states created a new standard of 10 ft 6 in (3.2 m), with a corresponding increase in gauge distance. The narrow gauge has mostly been removed, except, for example, on main platforms on the Gosford Section and on some sidings. The longest carriages are 72 ft 6 in (22.1 m).
The Commonwealth Railways" adopted the national standard of 10 ft 6 in (3.2 m) when they were established in 1912, although no connection to New South Wales was available until 1970.
The rail gauge height in New South Wales only allows double-decker cars in Sydney, while the rail gauge in Victoria (similar to the Swedish SE-A rail gauge), is not high enough to allow double-decker trains in Melbourne (except for one experimental train).
By 1884, railways in New South Wales were using brake cars 8 ft 3.5 in (2.5 m) wide and 11 ft 5 in (3.5 m) high. A suburban electric train of the 1920s was 10 ft 6 in (3.2 m) wide, with gauge widened to 12 ft 0 in (3.7 m) to accommodate. With the implementation of the metric system in 1973, the spacing of the new tracks was expanded to 4 m (13' 1").
A double-decker Tangara electric train from the late 1980s measured 3,000 mm (9' 10.10") wide.[51].
In 1968, the Kwinana Freight Railway, built in Western Australia, was designed with a gauge of 12 feet (3.66 m) wide and 20 feet (6.10 m) high to allow trailer traffic on platforms. Gauges along the Trans-Australian Railway[52] were modified in the 1990s, with a minimum standard of 21 ft 4 in (6.50 m) being adopted to allow the passage of double-stacked container trains. The new ARTC standard for clearance above rails is 23 feet 3.5 inches (7.10 m).