Editing Loading gauge (section)

==Standard loading gauges for standard track gauge lines==

===International Union of Railways (UIC) Gauge===
[[File:Railway Loading gauge UIC and containers profile -ISO.png|thumb|UIC loading gauges]]
The [[International Union of Railways]] (UIC) has developed a standard series of loading gauges named A, B, B+ and C.
* PPI – the predecessor of the UIC gauges had the maximum dimensions {{convert|3.15|by|4.28|m|ftin|abbr=on}} with an almost round roof top.
* UIC A: The smallest (slightly larger than PPI gauge).<ref name=crow>{{Cite web|url=http://www.crowsnest.co.uk/gauge.htm|title=European Loading Gauges|publisher=Modern Railways|date=April 1992|url-status=live|archive-url=https://web.archive.org/web/20100213091359/http://www.crowsnest.co.uk/gauge.htm|archive-date=13 February 2010}} Images do not load</ref> Maximum dimensions {{convert|3.15|by|4.32|m|ftin|abbr=on}}.<ref name=UICgauge/>
* UIC B: Slightly larger than the UIC on the roof level.<ref name=crow/> Maximum dimensions {{convert|3.15|by|4.32|m|ftin|abbr=on}}.<ref name=UICgauge>{{cite journal
 |url=http://www.rgsonline.co.uk/Railway_Group_Standards/Infrastructure/Guidance%20Notes/GEGN8573%20Iss%203.pdf
 |page=20
 |publisher=[[Rail Safety and Standards Board]]
 |title=GE/GN8573 Guidance on Gauging, Issue 3
 |date=October 2009
 |location=London
 |access-date=2 July 2013
 |url-status=dead
 |archive-url=https://web.archive.org/web/20120907121105/http://www.rgsonline.co.uk/Railway_Group_Standards/Infrastructure/Guidance%20Notes/GEGN8573%20Iss%203.pdf
 |archive-date=7 September 2012
}}</ref>
* UIC B+: New structures in France are being built to UIC B+.<ref name=crow/> Up to {{convert|4.28|m|ftin|abbr=on}} has a shape to accommodate tractor-trailers loaded with [[ISO 668|ISO container]]s.
* UIC C: The Central European gauge. In Germany and other central European countries, the railway systems are built to UIC C gauges, sometimes with an increment in the width, allowing Scandinavian trains to reach German stations directly, originally built for Soviet freight cars. Maximum dimensions {{convert|3.15|by|4.65|m|ftin|abbr=on}}.<ref name=UICgauge/>
<!--GB+ means Garbarit B+, so it's the same as above // * UIC GB+: Is being used for some new European routes, including the [[Channel tunnel]].<ref name=DfTlong>{{cite web|url=http://www.dft.gov.uk/pgr/rail/strategyfinance/strategy/freightnetwork/|title=Strategic Freight Network: The Longer-Term Vision|publisher=Department for Transport|access-date=17 May 2009}}</ref>-->

===Europe===

====European standards====
[[File:Lademass EBO.png|thumb|Railway clearance G1 and G2 (Germany)]]
In the [[European Union]], the UIC directives were supplanted by [[ERA Technical Specifications for Interoperability]] (TSI) of European Union in 2002, which has defined a number of recommendations to harmonize the train systems. The TSI Rolling Stock (2002/735/EC) has taken over the UIC Gauges definitions defining Kinematic Gauges with a reference profile such that Gauges GA and GB have a height of {{convert|4.35|m|ftin|abbr=on}} (they differ in shape) with Gauge GC rising to {{convert|4.70|m|ftin|abbr=on}} allowing for a width of {{convert|3.08|m|ftin|abbr=on}} of the flat roof.<ref>{{Cite web|url=http://data.europa.eu/eli/dec/2002/735/oj/eng|archive-url=https://web.archive.org/web/20151019001730/http://eur-lex.europa.eu/legal-content/EN/ALL/?uri=CELEX:32002D0735|url-status=dead|title=EUR-Lex - 32002D0735 - EN - EUR-Lex|archive-date=19 October 2015}}</ref> All cars must fall within an envelope of {{convert|3.15|m|ftin|abbr=on}} wide on a {{convert|250|m|ch ft|sigfig=3|lk=on|abbr=on}} radius curve. The [[TGV]]s, which are {{convert|2.9|m|ftin|abbr=on}} wide, fall within this limit.

The designation of a GB+ loading gauge refers to the plan to create a pan-European freight network for [[Intermodal container|ISO containers]] and trailers with loaded ISO containers. These container trains (''[[Piggyback (transportation)#Rail|piggy-back]] trains'') fit into the B envelope with a flat top so that only minor changes are required for the widespread structures built to loading gauge B on continental Europe. A few structures on the British Isles were extended to fit with GB+ as well, where the first lines to be rebuilt start at the [[Channel Tunnel]].<ref name=MS>{{Cite web |url=http://myweb.tiscali.co.uk/gansg/2-track/02track3.htm |title=Track Gauge & Loading Gauge |author=Mike Smith |year=2003 |url-status=dead |archive-url=https://web.archive.org/web/20090812052709/http://myweb.tiscali.co.uk/gansg/2-track/02track3.htm |archive-date=12 August 2009 |access-date=18 May 2009 }}</ref>

Owing to their historical legacies, many member states' railways do not conform to the TSI specification. For example, [[#Great Britain|Britain]]'s role at the forefront of railway development in the 19th century has condemned it to the small [[Structure gauge|infrastructure dimensions]] of that era. Conversely, the {{nobold|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.{{Citation needed|date=May 2022}}

{| class="wikitable"
! colspan="2" | Loading gauge
! colspan="2" | Static reference profile
! colspan="2" | Kinematic reference profile
! rowspan="2" | Comments
|-
! UIC and/or TSI<ref name='note506'>{{Cite web|url=http://www.uic.org/etf/codex/codex-detail.php?langue_fiche=E&codeFiche=506|title=Leaflet 506 – Rules governing application of the enlarged GA, GB, GB1, GB2, GC and GI3 gauges|access-date=27 May 2009|url-status=dead|archive-url=https://web.archive.org/web/20111007123000/http://www.uic.org/etf/codex/codex-detail.php?langue_fiche=E&codeFiche=506|archive-date=7 October 2011}}</ref><ref>{{Cite web | url = http://eur-lex.europa.eu/legal-content/EN/ALL/?uri=CELEX:02006D0861-20130124 | title = TSI CR WAG; 02006D0861-20130124; Annex C: Track interaction and gauging | access-date = 7 October 2015 | author = EUR-Lex | date = 28 July 2006| url-status = live | archive-url = https://web.archive.org/web/20151019001730/http://eur-lex.europa.eu/legal-content/EN/ALL/?uri=CELEX:02006D0861-20130124 | archive-date = 19 October 2015}}</ref>
! [[International Wagon Regulations|RIV]]<ref>{{Cite web | url = http://www.rail.dbschenker.de/rail-deutschland-de/products_services/additional_services/ladungssicherung/loading_guidelines_of_ss/loading_guidelines.html | title = Verladerichtlinien der DB Schenker Rail AG (UIC – Verladerichtlinien); Tafel 1 Sammlung der Lademasse | access-date = 6 October 2015 | date = 1 July 2014 | language = de | url-status = live | archive-url = https://web.archive.org/web/20151019001730/http://www.rail.dbschenker.de/rail-deutschland-de/products_services/additional_services/ladungssicherung/loading_guidelines_of_ss/loading_guidelines.html | archive-date = 19 October 2015}}</ref>
! Width
! Height
! Width
! Height
|-
| G1 / UIC&nbsp;505-1 || T&nbsp;1<sub>1</sub>
| rowspan="6" align="center" | 3.150&nbsp;m || align="center" | 4.280&nbsp;m || rowspan="8" align="center" | 3.290&nbsp;m || align="center" | 4.310&nbsp;m
| Static profile also known as [[Berne gauge]], PPI or OSJD&nbsp;03-WM.
|-
| GA || T&nbsp;1<sub>2</sub>
| rowspan="4" align="center" | 4.320&nbsp;m || rowspan="4" align="center" | 4.350&nbsp;m
|
|-
| GB || T 1<sub>3</sub>
|
|-
| GB1 / GB+<ref>{{Cite web | url = http://www.gir-maralpin.org/TransptsDeplacemts/FerTransptCombine2S.pdf | title = Transport combiné et infrastructures ferroviaires; Compléments 1 – Terminologie – Chargements – Gabarits – Institutions | access-date = 29 September 2015 | author = Jacques Molinari | date = April 1999 | language = fr | url-status = dead | archive-url = https://web.archive.org/web/20160306163748/http://www.gir-maralpin.org/TransptsDeplacemts/FerTransptCombine2S.pdf | archive-date = 6 March 2016 }}</ref> ||
|
|-
| GB2 ||
|
|-
| G2 || T&nbsp;1<sub>4</sub>
| align="center" | 4.650&nbsp;m || rowspan="2" align="center" | 4.680&nbsp;m
| Formerly UIC&nbsp;C; Static profile also known as OSJD&nbsp;02-WM.
|-
| DE3 ||
| colspan="2" align="center" | not defined
| Expansion for G2, part of [[Trans-European Rail network|TEN-T]] regulations.
|-
| GC ||
| align="center" | 3.150&nbsp;m || align="center" | 4.650&nbsp;m || align="center" | 4.700&nbsp;m
| Formerly UIC&nbsp;C1.
|-
| C ||
| align="center" | 3.600&nbsp;m || align="center" | 4.830&nbsp;m || colspan="2" align="center" | not defined
| High-capacity rail corridor standard for  [[Øresund Bridge]] and [[Fehmarn Belt Tunnel]]<ref>{{cite journal |last1=Boysen |first1=Hans E. |title=Øresund and Fehmarnbelt high-capacity rail corridor standards updated |journal=Journal of Rail Transport Planning & Management |date=December 2014 |volume=4 |issue=3 |pages=44–58 |doi=10.1016/j.jrtpm.2014.09.001 |doi-access=free }}</ref>
|}

====Double-decker carriages====
[[File:IC2000 Zürich - Luzern.jpg|thumb|Zürich – Lucerne [[IC 2000]] double-decker Intercity train]]
[[File:TGVDuplex Centre.JPG|thumb|Double-decker carriage as used on French [[TGV]] railways]]
A specific example of the value of these loading gauges is that they permit [[Bilevel rail car|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 {{convert|4303|mm|ftin|frac=8}} high,<ref>{{cite conference
| title = Rollmaterial
| first = Matthias
| last = Handschin
| date = 2003-09-22
| conference = BTS Bahn Technik - Seminar 2003
| conference-url =
| institution = SBB
| location = Bern
| pages = 51–52
| language = German
| trans-title = rolling stock 
}}</ref> the Netherlands, Belgium and Switzerland feature large numbers of double decker intercity trains as well. In Germany the [[Bombardier Twindexx]] was introduced in InterCity service in December 2015.

====Great Britain====
Great Britain has (in general) the most restrictive loading gauge (relative to track gauge) in the world. That is a legacy of the British railway network being the world's oldest, and of having been built by a large number of different private companies, each with different standards for the width and height of trains. After nationalisation, a standard static gauge W5 was defined in 1951 that would virtually fit everywhere in the network. The W6 gauge is a refinement of W5, and the W6a changed the lower body to accommodate third-rail electrification. While the upper body is rounded for W6a with a static curve, there is an additional small rectangular notch for W7 to accommodate the transport of {{convert|2.44|m|ftin|abbr=on}} ISO containers, and the W8 loading gauge has an even larger notch spanning outside of the curve to accommodate the transport of {{convert|2.6|m|ftin|abbr=on}} ISO containers. While W5 to W9 are based on a rounded roof structure, those for W10 to W12 define a flat line at the top and, instead of a strict static gauge for the wagons, their sizes are derived from dynamic gauge computations for rectangular freight containers.<ref name="britishgauging">{{cite web|url=http://www.rssb.co.uk/Library/groups-and-committees/2013-guide-vehicle-structure-sic-guide-to-british-gauging-t926.pdf|publisher=[[Rail Safety and Standards Board]] (RSSB)|date=January 2013|access-date=3 August 2015|url-status=dead|archive-url=https://web.archive.org/web/20151019001730/http://www.rssb.co.uk/Library/groups-and-committees/2013-guide-vehicle-structure-sic-guide-to-british-gauging-t926.pdf|archive-date=19 October 2015|title=Gauging - The V/S SIC Guide to British gauging practice}}</ref>

[[Network Rail]] uses a ''W'' loading gauge classification system of freight transport ranging from W6A (smallest) through W7, W8, W9, W9Plus, W10, W11 to W12 (largest). The definitions assume a common "lower sector structure gauge" with a common freight platform at {{convert|1100|mm|in|2|abbr=on}} above rail.<ref>{{cite web|url=http://www.rssb.co.uk/SiteCollectionDocuments/pdf/reports/research/T727_rpt_final_part3.pdf|title=Freight Opportunities Stage 2 Part 3 – Available Space Assessment – ISO Container Routes|at=7481- LR- 009 issue 1|publisher=Rail and Safety Standards Board|date=September 2007|quote=(2 Definitions)'W' Gauge. A set of static gauges that defines the physical size of freight vehicles. [...] (3 Methodology) It was assumed that the container / wagon combinations under consideration already conform to the dimensions set out in the lower sector structure gauge. Therefore, only structural clearances above {{convert|1100|mm|in|2|abbr=on}} above rail level were assessed.|url-status=dead|archive-url=https://web.archive.org/web/20110927012222/http://www.rssb.co.uk/SiteCollectionDocuments/pdf/reports/research/T727_rpt_final_part3.pdf|archive-date=27 September 2011}}</ref>

In addition, gauge C1 provides a specification for standard coach stock, gauge C3 for longer [[British Rail Mark 3|Mark 3]] coaching stock, gauge C4 for [[British Rail Class 390|Pendolino]] stock<ref>{{Cite web|url=https://www.rssb.co.uk/Library/groups-and-committees/2013-guide-vehicle-structure-sic-guide-to-british-gauging-t926.pdf|title=The V/S SIC Guide to British gauging practice|access-date=19 February 2018|publisher=Rail and Safety Standards Board|date=January 2013|quote=Mark 3 coaches are labeled C3 restriction and Class (Pendolino) trains are labeled C4. These do not refer to any standard gauge.|url-status=dead|archive-url=https://web.archive.org/web/20161019113126/http://www.rssb.co.uk/Library/groups-and-committees/2013-guide-vehicle-structure-sic-guide-to-british-gauging-t926.pdf|archive-date=19 October 2016}}</ref> and gauge UK1 for high-speed rail. There is also a gauge for locomotives. The size of container that can be conveyed depends both upon the size of the load that can be conveyed and the design of the rolling stock.<ref>{{Cite web|url=http://www.rgsonline.co.uk/Railway_Group_Standards/Infrastructure/Guidance%20Notes/GEGN8573%20Iss%202.pdf|title=GE/GN8573|access-date=15 May 2009|url-status=dead|archive-url=https://web.archive.org/web/20110929163219/http://www.rgsonline.co.uk/Railway_Group_Standards/Infrastructure/Guidance%20Notes/GEGN8573%20Iss%202.pdf|archive-date=29 September 2011}}</ref>

* W6A: Available over the majority of the British rail network.<ref>{{Cite web|url=http://www.networkrail.co.uk/documents/3150_2004BusinessPlanNetworkCapability.pdf|title=Business Plan 2004 – Network Capability|publisher=Network Rail|access-date=15 May 2009|url-status=dead|archive-url=https://web.archive.org/web/20120929221932/http://www.networkrail.co.uk/documents/3150_2004BusinessPlanNetworkCapability.pdf|archive-date=29 September 2012}}</ref>
* W8: Allows standard {{convert|2.6|m|ftin|abbr=on}} high [[shipping container]]s to be carried on standard wagons.<ref name=Felix>{{Cite web|url=http://www.dft.gov.uk/pgr/shippingports/ports/ir/felixstowesouth/felixstowesouthreconfigurati4953?page=34|title=Felixstowe South reconfiguration inspector's report, Strategic Rail Authority submission|publisher=Department for Transport|access-date=21 July 2017|url-status=bot: unknown|archive-url=http://webarchive.nationalarchives.gov.uk/20100210092126/http://www.dft.gov.uk/pgr/shippingports/ports/ir/felixstowesouth/felixstowesouthreconfigurati4953?page=34|archive-date=10 February 2010}}</ref>
* W9: Allows {{convert|2.9|m|ftin|abbr=on}} high [[Intermodal container|''Hi-Cube'']] shipping containers to be carried on "[[Megafret]]"<ref>{{cite web|url=http://www.ersrail.com/files/file/SFFGGMRRSS-ME-PB.pdf|title=Megafret|website=ersrail.com|url-status=dead|archive-url=https://web.archive.org/web/20150705172157/http://www.ersrail.com/files/file/SFFGGMRRSS-ME-PB.pdf|archive-date=5 July 2015|access-date=22 November 2012}}</ref> wagons that have lower deck height with reduced capacity.<ref name=Felix/> At {{convert|2.6|m|ftin|abbr=on}} wide, it allows for {{convert|2.5|m|ftin|abbr=on}} wide ''Euro'' shipping containers,<ref name=For>{{Cite web|url=http://www.freightonrail.org.uk/HotTopicsTenProposedEnhancementsScotland.htm|title=TEN PROPOSED ENHANCEMENT SCHEMES IN SCOTLAND|publisher=Freight on rail|access-date=17 May 2009|url-status=dead|archive-url=https://web.archive.org/web/20081118194205/http://www.freightonrail.org.uk/HotTopicsTenProposedEnhancementsScotland.htm|archive-date=18 November 2008}}</ref> which are designed to carry Euro-[[pallet]]s efficiently<ref name=MS/><ref>{{Cite web|url=http://www.containercontainer.com/about_containers.aspx|title=Standard Shipping Containers|publisher=Container container|access-date=18 May 2009|url-status=live|archive-url=https://web.archive.org/web/20090707132234/http://www.containercontainer.com/about_containers.aspx|archive-date=7 July 2009}}</ref>
* W10: Allows {{convert|2.9|m|ftin|abbr=on}} high ''Hi-Cube'' shipping containers to be carried on standard wagons<ref name=Felix/> and also allows {{convert|2.5|m|ftin|abbr=on}} wide ''Euro'' shipping containers.<ref name=For/> Larger than UIC A.<ref name=MS/>
* W11: Little used but larger than UIC B.{{Citation needed|date=November 2021}}
* W12: Slightly wider than W10 at {{convert|2.6|m|ftin|abbr=on}} to accommodate refrigerated containers.<ref>{{Cite web|url=http://www.central-railway.co.uk/resources/cr_FreightConsultation2006.pdf|title=24 November 2006 Freight RUS Consultation Response National RUS|publisher=Central Railways|access-date=17 May 2009|url-status=dead|archive-url=https://web.archive.org/web/20080807135513/http://www.central-railway.co.uk/resources/cr_FreightConsultation2006.pdf|archive-date=7 August 2008}}</ref> Recommended clearance for new structures, such as bridges and tunnels.<ref name=RUS>{{Cite web|url=http://www.networkrail.co.uk/browse%20documents/rus%20documents/route%20utilisation%20strategies/freight/freight%20rus.pdf|title=Freight RUS|url-status=dead|archive-url=https://web.archive.org/web/20120302212305/http://www.networkrail.co.uk/browse%20documents/rus%20documents/route%20utilisation%20strategies/freight/freight%20rus.pdf|archive-date=2 March 2012|access-date=16 May 2009}}</ref>
* UIC GC: [[Channel Tunnel]] and [[Channel Tunnel Rail Link]] to London; with proposals to upgrade the [[Midland Main Line]] northwards from London to GB+ standards.<ref name=DfTlong>{{Cite web|url=http://www.dft.gov.uk/pgr/rail/strategyfinance/strategy/freightnetwork/|title=Strategic Freight Network: The Longer-Term Vision|publisher=Department for Transport|access-date=17 May 2009 |url-status=dead |archive-url=http://webarchive.nationalarchives.gov.uk/20110504024713/http://www.dft.gov.uk/pgr/rail/strategyfinance/strategy/freightnetwork/ |archive-date=4 May 2011 }}</ref>

A strategy was adopted in 2004 to guide enhancements of loading gauges<ref>{{Cite web|url=http://www.dft.gov.uk/press/releases/sra/2004/2004b/ragaugingpolicyaimstomak1394.pdf|archive-url=https://web.archive.org/web/20090512055126/http://www.dft.gov.uk/press/releases/sra/2004/2004b/ragaugingpolicyaimstomak1394.pdf|url-status=dead|archive-date=12 May 2009|title=New SRA Gauging Policy Aims to Make Best Use of Network Capability|publisher=Department for Transport|access-date=15 May 2009}}</ref> and in 2007 the [[freight route utilisation strategy]] was published. That identified a number of key routes where the loading gauge should be cleared to W10 standard and, where structures are being renewed, that W12 is the preferred standard.<ref name="RUS" />

Height and width of containers that can be carried on GB gauges (height by width). Units as per source material.
* W9: {{convert|9|ft|0|in|m|abbr=on}} by {{convert|2.6|m|ftin|abbr=on|order=flip}}
* W10: {{convert|9|ft|6|in|m|abbr=on}} by {{convert|2.5|m|ftin|abbr=on|order=flip}}
* W11: {{convert|9|ft|6|in|m|abbr=on}} by {{convert|2.55|m|ftin|abbr=on|order=flip}}
* W12: {{convert|9|ft|6|in|m|abbr=on}} by {{convert|2.6|m|ftin|abbr=on|order=flip}}<ref name="For" />

=====Tube lines=====
* [[City and South London Railway]] was built with tunnels of only {{convert|10.5|ft|m|2|abbr=on}} diameter. Enlarged for [[Northern line]] to {{convert|12.0|ft|m|2|abbr=on}}
* [[Central line (London Underground)|Central line]] with tunnels of {{convert|11|ft|8+1/4|in|m|2|abbr=on}}, increased on curves, reduced to {{convert|11|ft|6|in|m|2|abbr=on}} near to stations. This makes Central line trains unique on the [[London Underground]] system because, although the loading gauge of the rolling stock is the same as the other 'tube' lines, the smaller size of the tunnel requires that the positive [[Fourth rail|conductor]] rail is {{convert|1.6|in|abbr=on}} higher than on all other lines.

A Parliamentary committee headed by [[James Stansfeld]] then reported on 23 May 1892, "The evidence submitted to the Committee on the question of the diameter of the underground tubes containing the railways has been distinctly in favour of a minimum diameter of {{convert|11|ft|6|in|abbr=on}}". After that, all tube lines were at least that size.<ref>{{cite magazine |magazine=Railway Magazine |date=February 1959 |pages=94–96 |first1=Michael |last1=Robbins |title=The Size of the Tube }}</ref>

* [[Piccadilly line]] with tunnels of {{convert|12|ft|m|2|abbr=on}}
* [[Victoria line]] with tunnels of {{convert|12.5|ft|m|2|abbr=on}}; enlarged to reduce air friction.
* [[Glasgow Subway]] with tunnels of {{convert|11|ft|m|2|abbr=on}} and a unique track gauge of only {{Track gauge|4ft|lk=on}}.
* [[Tyne and Wear Metro]] with tunnels of {{convert|15.5|ft|m|2|abbr=on}}; built to mainline rail network standards.

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

There are three main classes in use (width × height):<ref>{{cite web
 |title       = Spårteknik – Fritt utrymme utmed banan
 |publisher   = Trafikverket
 |language    = sv
 |url         = http://www.transportstyrelsen.se/Global/Jarnvag/Vagledning/Godkannande/bilaga_7_bvf_586_20.pdf
 |date        = 15 May 1998
 |access-date  = 18 September 2012
 |url-status     = dead
 |archive-url  = https://web.archive.org/web/20130130155219/http://transportstyrelsen.se/Global/Jarnvag/Vagledning/Godkannande/bilaga_7_bvf_586_20.pdf
 |archive-date = 30 January 2013
}}</ref>
* Class SE-A is {{convert|3.40|by|4.65|m|ftin|abbr=on}}. Similar to OPS-NL (Netherlands), Victorian (Australia) and Chinese loading gauges.
* Class SE-B is {{convert|3.40|by|4.30|m|ftin|abbr=on}}. Similar to Norwegian loading gauge.
* Class SE-C is {{convert|3.60|by|4.83|m|ftin|abbr=on}} with a completely flat roof top. Similar to OPS-GC (Netherlands) loading gauge.

The [[Iron Ore Line]] north of [[Kiruna]] was the first electrified railway line in Sweden and has limited height clearance (SE-B) because of snow shelters. On the rest of the network belonging to the [[Swedish Transport Administration]] (''Trafikverket''), the [[structure gauge]] accepts cars built to SE-A and thus accepts both cars built to UIC GA and GB. Some modern electric multiple units, like [[Bombardier Regina|Regina X50]] with derivatives, are somewhat wider than normally permitted by SE-A at {{convert|3.45|m|ftin|abbr=on}}. This is generally acceptable as the extra width is above normal platform height, but it means that they can not use the high platforms that [[Arlanda Express]] uses ([[Arlanda Central Station]] has normal clearances). The greater width allows sleeping cars in which tall people can sleep with straight legs and feet, which is not the case on the continent.

====Netherlands====
In the Netherlands, a similar shape to the UIC C is used that rises to {{convert|4.70|m|ftin|abbr=on}} in height. The trains are wider allowing for {{convert|3.40|m|ftin|abbr=on}} width similar to Sweden. About one third of the Dutch passenger trains use [[bilevel rail car]]s. However, Dutch platforms are much higher than Swedish ones.

===== Betuweroute =====
* [[Betuweroute]]: {{convert|4.10|by|6.15|m|ftin|frac=8|abbr=on}} to allow [[double stacked container trains]] in the future. The present [[overhead line]] does not allow this height, as it has to follow standards.

==== Channel Tunnel====
* [[Channel Tunnel]]: {{convert|4.10|by|5.60|m|ftin|frac=8|abbr=on}}

===North America===

====Freight====
{{Further|Boxcar#Loading gauges}}
{{Further|Double-stack rail transport#Sizes and clearances}}

The American loading gauge for [[Railroad car#Freight cars|freight cars]] on the [[North American rail network]] is generally based on standards set by the [[Association of American Railroads]] (AAR) Mechanical Division.<ref name="gauge">{{cite book |title=Car and Locomotive Cyclopedia of American Practice |edition=1970 |publisher=Association of American Railroads Mechanical Division |date=1970 |oclc=5245643 |pages=71–74 }}</ref> The most widespread standards are '''''AAR Plate B''''' and '''''AAR Plate C''''',<ref name="gauge2">[https://my.aar.org/OTLR/Documents/Section%201/Section1AppendixA_20200826.pdf Preload Inspection Checklist and Equipment Plate Diagrams] {{webarchive|url=https://web.archive.org/web/20210224215901/https://my.aar.org/OTLR/Documents/Section%201/Section1AppendixA_20200826.pdf|date=February 24, 2021}}</ref> but higher loading gauges have been introduced on major routes outside urban centers to accommodate rolling stock that makes better economic use of the network, such as [[Auto rack|auto carriers]], [[Boxcar#Hicube boxcar|hi-cube boxcars]], and [[Double-stack rail transport|double-stack container loads]].<ref>{{Cite web|url=http://www.csx.com/index.cfm/customers/other-services-partners/dimensionalclearance/clearance-maps/|archive-url=https://web.archive.org/web/20121210165904/http://www.csx.com/index.cfm/customers/other-services-partners/dimensionalclearance/clearance-maps/|url-status=dead|title=Clearance maps for CSX, a typical major carrier|archive-date=10 December 2012}}</ref> The maximum width of {{cvt|10|ft|8|in}} on {{cvt|41|ft|3|in}} ('''AAR Plate B'''), {{cvt|46|ft|3|in}} ('''AAR Plate C''') and all other [[Bogie|truck]] centers (of all other '''AAR Plates''') are on a {{cvt|441|ft|8+3/8|in|m|2}} radius or [[Degree of curvature#Length selection|13°]] curve.<ref name="gauge" /><ref name="gauge2" /> In all cases of the increase of truck centers, the decrease of width is covered by '''AAR Plates D1 and D2'''.<ref name="gauge" /><ref name="gauge2" />

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

{| class="wikitable"
! rowspan="2" | AAR<br>Plate !! colspan="2"| Width !! colspan="2" | Height !! colspan="2" | Truck centers !!rowspan="2" width=350| Comments !! rowspan="2" | Image
|- 
! width=50|ft in !!width=40|m !! width=50|ft in !!width=40| m !!width=50| ft in !!width=40| m  
|-
| '''B''' || {{convert|10|ft|8|in|m|2|disp=table}} || {{convert|15|ft|1|in|m|2|disp=table}} || {{convert|41|ft|3|in|m|2|disp=table}} || For longer truck centers, the width is decreased according to [[Graph of a function|graph]] '''AAR Plate B-1''' on a {{cvt|441|ft|8+3/8|in|m|2}} radius curve<ref name="gauge" /> or '''AAR Plate D1'''<ref name="gauge2" /> || [[File:Gabarit AAR Plate-B.png|100px|center]]
|-
| '''C''' || {{convert|10|ft|8|in|m|2|disp=table}} || {{convert|15|ft|6|in|m|2|disp=table}} || with {{convert|46|ft|3|in|m|2|disp=table}} || For longer truck centers, the width is decreased according to graph '''AAR Plate C-1''' on a {{cvt|441|ft|8+3/8|in|m|2}} radius curve<ref name="gauge" /> or '''AAR Plate D1'''<ref name="gauge2" /> || [[File:Gabarit AAR Plate-C.png|100px|center]]
|-
| '''E''' || {{convert|10|ft|8|in|m|2|disp=table}} || {{convert|15|ft|9|in|m|2|disp=table}} || with {{convert|46|ft|3|in|m|2|disp=table}}
|| However the top of rail clearance is {{convert|2+3/4|in|mm|0|abbr=on}} instead of {{convert|2+1/2|in|mm|0|abbr=on}}.<ref name="gauge2" /><ref name="gauge3">{{cite book |title=Car and Locomotive Cyclopedia of American Practice |edition=1984 |publisher=Association of American Railroads Mechanical Division |date=1984 |oclc=5245643 |pages=91, 92 }}</ref> || [[File:Gabarit AAR Plate E.png|100px|center]]
|-
| '''F''' || {{convert|10|ft|8|in|m|2|disp=table}} || {{convert|17|ft|0|in|m|2|disp=table}} ||with {{convert|46|ft|3|in|m|2|disp=table}} || As with '''AAR Plate C''' but {{convert|18|in|mm|0|abbr=on}} taller than '''AAR Plate C''' and {{convert|15|in|mm|0|abbr=on}} taller than '''AAR Plate E''', and the car cross section is larger at the top than '''AAR Plate E'''.<ref name="gauge2" /> || [[File:Gabarit AAR Plate F.png|100px|center]]
|-
|rowspan="2" |'''H''' || {{convert|10|ft|8|in|m|2|disp=table}}<ref name="Guide"/>||  {{convert|20|ft|3|in|m|2|disp=table}} ||{{convert|62|ft|7|in|m|2||disp=table}}<ref name="Guide"/> ||e.g. Including the height of [[Intermodal container|double stacked containers]] in [[well car]]s. The cross section at the bottom of the well car differs from the X section of all other AAR plates. X section at center of car<ref name="gauge2" /><ref>April 2001 [[Official Railway Equipment Register]] {{cite web |title=Archived copy |url=http://www.railresource.com/content/wp-content/uploads/2010/06/orerrr_126_1_sample.pdf |url-status=dead |archive-url=https://web.archive.org/web/20130509020851/http://www.railresource.com/content/wp-content/uploads/2010/06/orerrr_126_1_sample.pdf |archive-date=9 May 2013 |access-date=23 November 2012}} {{cite web |title=Archived copy |url=http://www.uprr.com/customers/attachments/rule16.pdf |url-status=dead |archive-url=https://web.archive.org/web/20100401022710/http://www.uprr.com/customers/attachments/rule16.pdf |archive-date=1 April 2010 |access-date=23 November 2012}}</ref><ref name="Guide">{{Cite web|url=http://worldtraderef.com/WTR_site/Rail_Cars/Guide_to_Rail_Cars.asp|title=Guide to Railcars|date=31 October 2011|archive-url=https://web.archive.org/web/20111031040725/http://worldtraderef.com/WTR_site/Rail_Cars/Guide_to_Rail_Cars.asp |archive-date=31 October 2011 }}</ref> Width of {{convert|10|ft|8|in|m|2}} only possible at the [[Bogie|trucks]]<ref name="gauge2" /> || [[File:Gabarit AAR Plate-H.png|100px|center]]
|-
|{{convert|10|ft|1|in|m|2|disp=table}}<ref name="gauge2"/>  ||  {{convert|20|ft|3|in|m|2|disp=table}} ||{{convert|63|ft|9|in|m|2||disp=table}} ||e.g. Including the height of [[Intermodal container|double stacked containers]] in [[well car]]s. The width at greater than {{cvt|63|ft|9|in|m|2}} covered by ''' AAR Plate D1'''<br />The cross section at the bottom of the well car differs from all other AAR Plates.<ref name="gauge2" /><ref>April 2001 Official Railway Equipment Register {{cite web |url=http://www.railresource.com/content/wp-content/uploads/2010/06/orerrr_126_1_sample.pdf |title=Archived copy |access-date=23 November 2012 |url-status=dead |archive-url=https://web.archive.org/web/20130509020851/http://www.railresource.com/content/wp-content/uploads/2010/06/orerrr_126_1_sample.pdf |archive-date=9 May 2013 }} {{cite web |url=http://www.uprr.com/customers/attachments/rule16.pdf |title=Archived copy |access-date=23 November 2012 |url-status=dead |archive-url=https://web.archive.org/web/20100401022710/http://www.uprr.com/customers/attachments/rule16.pdf |archive-date=1 April 2010 }}</ref> in well cars<ref name="Guide" />|| [[File:Gabarit AAR Plate-H.png|100px|center]]
|-
|rowspan="2" | '''---''' ||{{convert|9|ft|10.25|in|m|2|disp=table}}<ref name="Guide"/>|| {{convert|3|ft|11|in|m|2|disp=table}}<ref name="Guide"/>||{{convert|66|ft|0|in|m|2|disp=table}}<ref name="Guide"/> || rowspan="2" | e.g. {{convert|85|ft|2+1/2|in|m|2|adj=on}}<ref name="Guide"/> long [[flatcar]]s, *Height of deck at center of car<ref name="Guide" /> Width covered by  '''AAR Plate D1'''.<ref name="gauge2" />||rowspan="2" | 
|-
| {{convert|9|ft|1|in|m|2|disp=table}}<ref name="Guide"/>  
|-
| '''J'''|| {{convert|10|ft|8|in|m|2|disp=table}} ||{{convert|19|ft|0|in|m|2|disp=table}} ||{{convert|55|ft|0|in|m|2|disp=table}} || Truck centers can be more. Widths covered by  '''AAR Plate D1'''.<ref name="gauge2" />||
|-
| '''K''' || {{convert|10|ft|0|in|m|2|disp=table}}  || {{convert|20|ft|3|in|m|2|disp=table}}<ref name="gauge2" /> || {{convert|65|ft|0|in|m|2|disp=table}}||e.g. [[Autorack]] (road vehicles on trains).  Width at center of car covered by  '''AAR Plate D1'''<ref name="gauge2" /><ref name="Guide"/><ref name="autorack">{{Cite web|url=http://www.gbrx.com/PDFtecbulletins/GenFreightAutoMax.pdf|title=Autorack}}{{Dead link|date=December 2023 |bot=InternetArchiveBot |fix-attempted=yes }}</ref><!-- <ref name="Guide.1">{{Cite web |url=http://worldtraderef.com/WTR_site/Rail_Cars/Guide_to_Rail_Cars.asp |title=Guide to Railcars |access-date=26 March 2011 |archive-date=31 October 2011 |archive-url=https://web.archive.org/web/20111031040725/https:// |url-status=dead }}</ref> -->||
|-
| '''L''' || {{convert|10|ft|8|in|m|2|disp=table}}||{{convert|16|ft|3|in|m|2|disp=table}} ||{{convert|46|ft|3|in|m|2|disp=table}} || For locomotives only<ref name="gauge2" /> ||
|-
| '''M''' || {{convert|10|ft|8|in|m|2|disp=table}}||{{convert|16|ft|3|in|m|2|disp=table}} ||{{convert|46|ft|3|in|m|2|disp=table}} || For locomotives only <ref name="gauge2" />|| 
|}

Technically, AAR Plate B is still the maximum height and truck center combination<ref name="gauge" /><ref name="gauge2" /> and the circulation of AAR Plate C is somewhat restricted. The prevalence of excess-height rolling stock, at first ~{{convert|18|ft|m|2|abbr=on}} [[Piggyback (transportation)#Rail|piggybacks]] and [[Boxcar#Hicube boxcar|hicube boxcars]], then later [[autorack]]s, airplane-parts cars, and flatcars for hauling [[Boeing 737]] fuselages, as well as {{convert|20|ft|3|in|m|2|abbr=on}} high double-stacked [[Intermodal container|containers]] in [[Well car|container well cars]], has been increasing. This means that most, if not all, lines are now designed for a higher loading gauge. The width of these extra-height cars is covered by '''AAR Plate D1'''.<ref name="gauge" /><ref name="gauge2" />

All the Class I rail companies have invested in longterm projects to increase clearances to allow double stack freight. The mainline North American rail networks of the Union Pacific, the BNSF, the Canadian National, and the Canadian Pacific, have already been upgraded to '''AAR Plate K'''. This represents over 60% of the Class I rail network.<ref>{{cite journal |title=Railway Line Clearances and Car Dimensions including Weight Limitations of Railroads in the United States, Canada, Mexico and Cuba |journal=Railway Line Clearances and Car Dimensions Including Weight Limitations of Railroads in the United States, Canada, Mexico and Cuba.|oclc = 10709088}}</ref>

===== Gallery =====
<gallery mode="packed" hrights="140"px">
File:Boeing 737 fuselage train hull 3473.jpg|[[Boeing 737 Next Generation]] [[fuselage]] being transported by rail on a [[flatcar]]
File:DTTX 724681 20050529 IL Rochelle.jpg|[[Double-stack rail transport|Double-stack container service]] requires the highest loading gauge in common use in North America.
File:ETTX 905721 20050529 IL Rochelle.jpg|A Norfolk Southern autorack on a [[TTX Company|TTX]] flatcar also requires the highest loading gauge in common use in North America.
File:Santa_Fe_TOFC_(Trailer_on_Flat_Car)_(10589289363).jpg|A [[Atchison, Topeka and Santa Fe Railway|Santa Fe]] [[semi-trailer]] carried on a flatcar as part of a [[Trailer-on-flatcar|TOFC]] train.
</gallery>

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

The old standard North American [[passenger car (rail)|passenger railcar]] is {{convert|10|ft|6|in|m|2|abbr=on}} wide by {{convert|14|ft|6|in|m|2|abbr=on}} high and measures {{convert|85|ft|0|in|m|2|abbr=on}} [[Headstock (rolling stock)#Length over headstocks|over coupler pulling faces]] with {{convert|59|ft|6|in|m|2|abbr=on}} [[Bogie|truck]] centers, or {{convert|86|ft|0|in|m|2|abbr=on}} over coupler pulling faces with {{convert|60|ft|0|in|m|2|abbr=on}} truck centers. In the 1940s and 1950s, the American passenger car loading gauge was increased to a {{convert|16|ft|6|in|m|2|abbr=on}} height throughout most of the country outside the Northeast, to accommodate [[dome car]]s and later [[Superliner (railcar)|Superliner]]s and other [[Bilevel rail car|bilevel]] commuter trains. Bilevel and Hi-level passenger cars have been in use since the 1950s, and new passenger equipment with a height of {{convert|19|ft|9+1/2|in|m|2|abbr=on}} has been built for use in Alaska and the Canadian Rockies. The [[structure gauge]] of the [[Mount Royal Tunnel]] used to limit the height of bilevel cars to {{convert|14|ft|6|in|m|2}} before it was permanently closed to interchange rail traffic prior to its conversion for the [[Réseau express métropolitain|REM]] rapid transit system.{{Citation needed|date=November 2021}}

==== New York City Subway ====
The [[New York City Subway]] is an amalgamation of three former constituent companies, and while all are [[standard gauge]], inconsistencies in loading gauge prevent cars from the former [[Brooklyn–Manhattan Transit Corporation|BMT]] and [[Independent Subway System|IND]] systems ([[B Division (New York City Subway)|B Division]]) from running on the lines of the former [[Interborough Rapid Transit Company|IRT]] system ([[A Division (New York City Subway)|A Division]]), and vice versa. This is mainly because IRT tunnels and stations are approximately {{convert|1|ft|mm|0}} narrower than the others, meaning that IRT cars running on the BMT or IND lines would have [[platform gap]]s of over {{convert|8|in|mm|0}} between the train and some platforms, whereas BMT and IND cars would not even fit into an IRT station without hitting the platform edge. Taking this into account, all maintenance vehicles are built to IRT loading gauge so that they can be operated over the entire network, and employees are responsible for [[mind the gap|minding the gap]].

Another inconsistency is the maximum permissible railcar length. Cars in the former IRT system are {{convert|51|ft|m|2}} {{as of|2013|12|lc=y}}. Railcars in the former BMT and IND can be longer: on the former [[Rapid transit operations of the BRT and BMT#Divisions|Eastern Division]], the cars are limited to {{convert|60|ft|m|2}}, 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 {{convert|75|ft|m|2}}.<ref>{{cite web |title=NYC Fun Facts: Not All NYC Subway Trains Are the Same Size |url=https://untappedcities.com/2017/08/02/nyc-fun-facts-subway-tracks-have-different-widths-in-nyc/ |website=Untapped Cities |access-date=11 July 2018 |date=2 August 2017}}</ref><ref>[[Second Avenue Subway]] [http://web.mta.info/capital/sas_docs/sdeis.htm Draft Environmental Impact Statement], {{cite web|url= http://web.mta.info/capital/sas_docs/sdeis/glossary.pdf |title=Glossary }}&nbsp;{{small|(45.6&nbsp;[[Kibibyte|KiB]])}}</ref>

====Boston (MBTA)====
The [[Massachusetts Bay Transportation Authority]]'s (MBTA) rapid transit system is composed of four unique subway lines; while all lines are standard gauge, inconsistencies in loading gauge, electrification, and platform height prevent trains on one line from being used on another. The first segment of the [[Green Line (MBTA)|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 (MBTA)|Blue Line]] opened in 1904, it only ran streetcar services; the line was converted to rapid transit in 1924 due to high passenger loads, but the tight clearances in the tunnel under the [[Boston Harbor]] required narrower and shorter rapid transit cars.<ref>{{cite book| last = Clarke| first = Bradley| title = The Boston Rapid Transit Album| publisher = Boston Street Railway Association| year = 1981| location = Cambridge, Mass.| page = 8}}</ref> The [[Orange Line (MBTA)|Orange Line]] was originally built in 1901 to accommodate heavy rail transit cars of higher capacity than streetcars. The [[Red Line (MBTA)|Red Line]] was opened in 1912, designed to handle what were for a time the largest underground transit cars in the world.<ref name=Fischler>{{cite book|last1=Fischler|first1=Stanley I.|title=Moving millions : an inside look at mass transit|date=1979|publisher=Harper & Row|location=New York|isbn=0-06-011272-7|edition=1st|url-access=registration|url=https://archive.org/details/movingmillions00stan}}</ref>{{rp|127}}

====Los Angeles (LACMTA)====
The [[Los Angeles Metro Rail]] system is an amalgamation of two former constituent companies, the [[Los Angeles County Transportation Commission]] and the Southern California Rapid Transit District; both of those companies were responsible for planning the initial system. It is composed of two heavy rail subway lines and several light rail lines with subway sections; while all lines are standard gauge, inconsistencies in electrification and loading gauge prohibit the light rail trains from operating on the heavy rail lines, and vice versa. The LACTC-planned [[A Line (Los Angeles Metro)|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 [[B Line (Los Angeles Metro)|Red Line]] (later split into the Red and [[D Line (Los Angeles Metro)|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 [[Los Angeles County Metropolitan Transportation Authority|LACMTA]], which became responsible for planning and construction of the [[C Line (Los Angeles Metro)|Green]], [[L Line (Los Angeles Metro)|Gold]], [[E Line (Los Angeles Metro)|Expo]], and [[K Line (Los Angeles Metro)|K]] lines, as well as the [[D Line Extension]] and the [[Regional Connector]].

=== Asia ===
Major trunk raillines in East Asian countries, including China, North Korea, South Korea, as well as the [[Shinkansen]] of Japan, have all adopted a loading gauge of {{cvt|3,400|mm |ftin}} maximum width and can accept the maximum height of {{cvt|4,500|mm |ftin}}.<ref name= "reh">{{Cite book |id=和書 |author= 久保田博 |script-title=ja:鉄道工学ハンドブック |pages= 148–149 |publisher= [[グランプリ出版]] |isbn= 4-87687-163-9 |date= 13 February 1997 |language= ja|author-link= 久保田博 }}</ref>
{{clear}}

==== China ====
The maximum height, width, and length of general Chinese rolling stock are {{cvt|4,800|mm|ftin}}, {{cvt|3,400|mm|ftin}} and {{cvt|26|m|ftin}} respectively, with an extra ''out-of-gauge'' load allowance of height and width {{cvt|5300|by|4450|mm|ftin}} with some special shape limitation, corresponding to a [[structure gauge]] of {{cvt|5500|by|4880|mm|ftin}}.<ref>National Standard GB146.1–83 Rolling stock gauge for standard gauge railways</ref> China is building numerous new railways in sub-Saharan Africa and Southeast Asia (such as in Kenya and Laos), and these are being built to "Chinese Standards". This presumably means track gauge, loading gauge, structure gauge, couplings, brakes, electrification, etc.<ref>[[Janes World Railways]]</ref>{{circular reference|date=March 2022}} An exception may be [[Double-stack rail transport|double stacking]], which has a height limit of {{cvt|5,850|mm|ftin}}. Metre gauge in China has a gauge of {{cvt|3050|mm|ftin}}.

{{clear}}

==== Japan, standard gauge ====
[[File:Rolling-Stock-Gauge-in-Japan.svg|left|thumb]]
Translation of legend:
* Blue: Rural railway vehicle gauge (Rural Railway Construction Rules 1919)  
* Grey: Conventional [[Cape gauge]] (3 ft 6 in track gauge) railway vehicle limits (Ordinary Railway Structure Rules 1987) 
* Figures in () are previous Cape gauge rolling stock limits (Railway Construction Rules 1900)
* Green: Shinkansen vehicle limits 

Trains on the [[Shinkansen]] network operate on {{Track gauge|1435mm|allk=on}} track and have a loading gauge of {{cvt|3,400|mm|ftin}} maximum width and {{cvt|4,500|mm|ftin}} maximum height.<ref>{{cite web |url=http://www.mlit.go.jp/pubcom/06/pubcomt129/03.pdf |script-title=ja:鉄道に関する技術上の基準を定める省令等の解釈基準 |publisher=[[Ministry of Land, Infrastructure, Transport and Tourism]] |language=ja}}</ref> This allows the operation of double-deck high-speed trains.

''Mini Shinkansen'' (former conventional {{track gauge|1067mm|lk=on|disp=or}} narrow gauge lines that have been [[Track gauge conversion|regauged]] into {{track gauge|sg|allk=on|disp=or}}) and some private railways in Japan (including some lines of the [[Tokyo subway]] and all of the [[Osaka Metro]]) also use standard gauge; however, their loading gauges are different.

The rest of Japan's system is discussed under [[#Japan, narrow gauge|narrow gauge]], below.
{{clear}}

==== Hong Kong ====
{{expand section|date=April 2019}}

{{clear}}

==== South Korea ====
The body frame may have a maximum height of {{cvt|4,500|mm|ftin}} and a maximum width of {{cvt|3,400|mm|ftin}} with additional installations allowed up to {{cvt|3,600|mm|ftin}}. That width of 3,400&nbsp;mm is only allowed above {{cvt|1250|mm|ftin}} as the common passenger platforms are built to former standard trains of {{cvt|3200|mm|ftin}} in width.

{{clear}}

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

The [[North–South Commuter Railway]] allows passenger trains with a carbody width of {{Cvt|3100|mm|ftin}} and a height of {{Cvt|4300|mm|ftin}}. Additional installations shall also be allowed up to {{Cvt|3300|mm|ftin}} at a platform height of {{Cvt|1100|mm|ftin}} where it is limited by half-height [[platform screen doors]]. Above the platform gate height of {{Cvt|1200|mm|ftin}} above the platforms, out-of-gauge installations can be further maximized to the Asian standard at {{Cvt|3400|mm|ftin}}.<ref name="ps">NSCR and SLH bid documents <!-- Uses Google Drive links --> at {{Cite web|title=Foreign Assisted Projects|url=https://ps-philgeps.gov.ph/home/index.php/bid-opportunities/foreign-assisted-projects|date=2021-04-06|access-date=2022-11-25}}</ref>

Meanwhile, the [[PNR South Long Haul]] will follow the Chinese gauge and therefore use a larger carbody width of {{Cvt|3300|mm|ftin}} from the specifications of passenger rolling stock, and a height of {{Cvt|4770|mm|ftin}} per P70-type boxcar specifications.<ref name="ps"/>

=== Africa ===
Some of the new railways being built in Africa allow for double-stacked containers, the height of which is about {{cvt|5,800|mm|ftin}} depending on the height of each container {{cvt|2,438|mm|ftin}} or {{cvt|2,900|mm|ftin}} plus the height of the deck of the flat wagon about {{cvt|1,000|mm|ftin}} totalling {{cvt|5,800|mm|ftin}}. This exceeds the China height standard for single stacked containers of {{cvt|4,800|mm |ftin}}. Additional height of about {{cvt|900|mm|ftin}} is needed for overhead wires for [[25 kV AC]] electrification.

The permissible width of the new African standard gauge railways is {{cvt|3400|mm|ftin}}.

{{clear}}

=== Australia ===
The standard gauge lines of [[New South Wales Government Railways]] allowed for a width of {{cvt|9|ft|6|in|m}} until 1910, after a conference of the states created a new standard of {{cvt|10|ft|6|in|m}}, with corresponding increase in track centres. The narrow widths have mostly been eliminated, except, for example, at the mainline platforms at [[Gosford railway station|Gosford]] and some sidings. The longest carriages are {{cvt|72|ft |6|in|m|2}}.{{Citation needed|date=November 2021}}

The [[Commonwealth Railways]] adopted the national standard of {{cvt|10|ft|6|in|m}} when they were established in 1912, although no connection with New South Wales was made until 1970.<!-- It was argued that rolling stock utilisation would be improved if they did connect. However the loading gauge of the two systems made this problematic as the loading gauge of NSW was smaller. However CR rolling stock built to the NSW loading gauge could work through. -->{{Citation needed|date=November 2021}}

A [[New South Wales T set|T set]] of the late 1980s was {{convert|3000|mm|ftin|1|abbr=on}} wide. Track centres from [[Penrith railway station, Sydney|Penrith]] to [[Mount Victoria railway station|Mount Victoria]] and [[Gosford railway station|Gosford]] and [[Wyong railway station|Wyong]] have been gradually widened to suit. The [[New South Wales D set|D set]] intercity sets are however {{convert|3100|mm|ftin|1|abbr=on}} wide, so further, costly modification was required beyond [[Springwood railway station|Springwood]],<ref>[https://www.smh.com.au/national/nsw/new-intercity-trains-too-wide-for-rail-line-to-stations-in-blue-mountains-20161005-grvmns.html New intercity trains too wide for rail line to stations in Blue Mountains] ''[[Sydney Morning Herald]]'' 5 October 2016</ref> which was completed in 2020.<ref>{{cite web | url=https://www.bluemountainsgazette.com.au/story/6848014/rail-upgrade-completed-to-fit-new-trains-on-blue-mountains-line/ |title=Rail upgrade completed to fit new trains on Blue Mountains Line |work=[[Blue Mountains Gazette]]|first=Damien | last=Madigan | date=2020-07-24 |access-date=2021-06-11}}</ref>

The [[Kwinana railway line|Kwinana]], [[Eastern Railway, Western Australia|Eastern]] and [[Eastern Goldfields Railway|Eastern Goldfields]] lines in [[Western Australia]] were built with a loading gauge of {{cvt|12|ft|mm}} wide and {{cvt|20|ft|mm}} tall to allow for trailer on flatcar (TOFC) traffic when converted to dual gauge in the 1960s.<ref>[https://web.archive.org/web/20211118152224/https://portal.engineersaustralia.org.au/system/files/engineering-heritage-australia/nomination-title/HRP.WA%20Standard%20Gauge%20Railway%20Kalgoorlie%20to%20Perth.Nomination.Dec%202012.pdf Nomination of Western Australian Standard Gauge Railway for an Engineering Heritage Australia Heritage Recognition Award] [[Engineers Australia]] September 2011</ref>