Loading Guidelines

Code of practice for the loading and securing

of goods on railway wagons

Volume 1

Principles

Version 01/04/2023

7th edition

© International Union of Railways (UIC) 2023. All rights reserved. No reproduction, or partial reproduction,
may be made without UIC’s express consent.
 Release history

Version Changes/Numbers

01/04/2017 Complete revision

1.1, 1.3, 1.4, 5.4.1, 5.9.1, 7, 8, 8.2, 8.3, 8.10,
01/04/2018
8.11, 8.18, 10, 11.2.4
01/04/2019 1.2, 3.1, 5.3.2, 5.4.4, 5.5.4, 12, 13

1.1, 1.4, 2.1, 5.3.2, 5.4.1, 6, 8.1, 8.2, 8.3, 8.7,

01/04/2020
9.5, 10, 11.4

01/04/2021 1.2, 4.3, 5.8.1, 5.9, 5.9.1, 5.9.2, T3-1

01/04/2022 1.5, 3.3, 5.4.4, 5.5.4, 5.6.3

01/04/2023 1.7, 2.6, 3.1, 3.3, 5.5.4, 5.8, 7, 12 T5

01/04/2023 © UIC
Contents
1 Introductory provisions 8.9 Table 19: Loading gauge accepted by
1.1 Scope of validity RENFE, CP
1.2 Structure 8.10 Table 110: Loading gauge accepted by
1.3 Stresses arising during transit TRAFIKVERKET (Sweden)
1.4 Goods forming the load 8.11 Table 111: reserved
1.5 Formation of load units 8.12 Table 112: Loading gauge accepted by
1.6 Friction TCDD
1.7 Vibrational behaviour 8.13 Table 113: Loading gauge accepted by
2 Use of wagons, transport units, and TCDD
intermodal loading units (ILUs) 8.14 Table 114: Loading gauge accepted by
2.1 General indications TCDD
2.2 Floor 8.15 Table 115: Loading gauge accepted by
2.3 Walls, sides and doors C (NSB)
2.4 Sheeting devices 8.16 Table 116: Loading gauge accepted by
2.5 Stanchions SNCB
2.6 Securing devices (rings, hooks, eyelets) 8.17 Table 117: Loading gauge accepted by
2.7 Built-in load securing equipment RAI
3 Wagon loads 8.18 Table 118: SNCF
3.1 Line categories 9 Table 2: Loading Tables
3.2 Load limits 9.1 Table 21: Restrictions on load width on
3.3 Distribution of the load lines on the Continent
3.4 Concentrated loads 9.2 Table 22: (reserved)
3.5 Verification of load distribution 9.3 Table 23: Restrictions on load width on
4 Permissible dimensions of the load lines on the Continent
4.1 Loading gauges and restrictions 9.4 Table 24: (reserved)
4.2 Protrusion of the wagon headstock 9.5 Table 25 Restrictions on load width on
4.3 Buffer wagons lines on the Continent
4.4 Permanently-coupled, multiple and 9.6 Table 26: Restrictions on load width on
articulated wagons lines in Finland (VR)
5 Methods of loading and securing 9.7 Table 27: Restrictions on load width on
5.1 Basic principles lines in Finland (VR)
5.2 Goods loaded in bulk 10 Table 3: Flaps on flat wagons which can be
5.3 Powdery goods lowered without infringing the international
5.4 Goods loaded in compact or rigid gauge
formation 11 Table 4: Impact test for loading methods and
5.5 Loading with possibility of sliding loose fastenings
lengthways in the wagon 11.1 Purpose
5.6 Goods liable to rolling 11.2 Test conditions
5.7 Goods liable to tipping 11.3 Analysis of results
5.8 Goods in stacks 11.4 Dangerous goods (RID)
5.9 Goods loaded on several wagons 11.5 Conversion table
6 Covering of loads 12 Table 5: Goods transported under special
6.1 Covering with sheets/single-use sheets aerodynamic conditions in long tunnels
6.2 Covering using mesh or netting 13 Template 1
7 Exceptional consignments
8 Table 1: List of the loading gauges
8.1 Table 11 International loading gauge
8.2 Table 12: Loading gauge (UIC) GA
8.3 Table 13: Loading gauge (UIC) GB
8.4 Table 14: Loading gauge accepted by
LG, HSH, GySEV, ZRS, ZFBH, PKP,
BDZ, CFR, CD, MAV, ZSSK (ZSR),
MZ, AAE, JZ, CH, TCDD, HZ, SZ, DB,
ÖBB, CFL, NS, DSB, CFS, IRR
8.5 Table 15: Loading gauge accepted by
VR
8.6 Table 16: Loading gauge accepted by
BLS, SBB
8.7 Table 17: Loading gauge accepted by
FNME, FS
8.8 Table 18: Loading gauge accepted in
Great Britain

© UIC 01/04/2023
1 Introductory provisions
1.1 Scope of validity
These loading guidelines are valid for train speeds up to and including 120 km/h.
Their application is a guarantee for operating safety and prevents damage to goods and wagons. The con-
signer/shipper shall be responsible for observance of these guidelines. In the event of non-compliance, the
Railway Undertakings (RUs) may refuse to take on the consignment.
The loading guidelines describe the loading condition and securing during the shipment procedure.
References to standards in the UIC Loading Guidelines are always to the current version of the standard re-
ferred to.
For dangerous goods, the version of the RID (Regulations governing the international carriage of dangerous
goods by rail) in force should be adhered to.
The provisions set out in
the left-hand column applies to the right-hand column applies to
- wagons not subject to hump and fly shunting in
- individual wagons and groups of wagons subject
block trains,
to normal shunting conditions.
- wagons used in combined transport trains with
containers, swap bodies, semi-trailers and
lorries, where appropriate with trailers,
- wagons fitted with long-stroke shock absorbers
(the letter code for these wagons includes the
letter "j").
Text printed across the full width of the page is valid in all cases.
Wagons withdrawn from block trains should be:
- conveyed further under special conditions if necessary, or
- undergo additional treatment rendering them suitable for normal shunting.
Provisions marked with a vertical line in the margin denote changes introduced on the date shown at the foot
of the page.
1.2 Structure
Volumes 1 and 2 are published by UIC in English, French, and German. Railways may have them translated
into other national languages as required, but UIC may not be held liable for any issues arising from such
translations. In the event of conflicting interpretations, the French version shall be considered authoritative.

Volume 1 – Principles
Contains the mandatory requirements to be observed for the safe loading and securing of goods.

Volume 2 – Goods
Contains loading guidelines for specific types of goods, developed in compliance with the principles set out
in volume 1 on the basis of tests in practice. They may include either more relaxed or stricter requirements
for securing loads. Other types of safe loading and load securing are also permitted, providing they meet the
provisions of volume 1. This also applies when specially equipped wagons are used to guarantee operating
safety in other ways.
The RUs also publish 1) colour-coded loading examples covering other types of loading or wagons fitted with
special securing devices.
These examples are printed as follows:
- blue= all the conditions of volume 1 are met, example is valid for all RUs; The blue loading example is
distributed to the UIC Freight Department and is presented on the UIC website.
- pink= the example includes derogations from volume 1 and is covered by an agreement between certain
RUs; The pink loading example is distributed to the relevant RUs and is presented with the number, title
and point of contact of the loading example on the UIC website.
- yellow= the example includes derogations from volume 1 and is only valid on trains run by the issuing
RU.

1)
Following the plenary meeting of the UIC Loading Guidelines General Assembly, the amendments to volumes 1 and 2, the blue
loading examples and the tabular representation of the pink loading examples entering into force on 1 April of each calendar year
are presented on the Loading Guidelines page on the UIC website. Responsibility for the contents of the published documents takes
effect thereafter.

© UIC 01/04/2021 1-1

For new loading methods, it may be necessary to demonstrate that the load is sufficiently secured:
- lengthways in the wagon by carrying out buffing tests as per table 4,
- crosswise in the wagon by running tests or tests on the dynamic rig.
Operating safety must in any event be guaranteed.

Line categories
The lines used by RUs are published on the UIC website (LOCA).
1.3 Stresses arising during transit
The stresses to be taken into account during rail transit are as follows:
- lengthways in the wagon,
- up to four times the mass of the load (4 g) - up to once the mass of the load (1 g)
for goods that are rigidly secured,
- up to once the mass of the load (1 g) for
goods that can slide lengthways in the
wagon,
- crosswise in the wagon up to 0.5 times the mass of the load (0.5 g),
- vertically up to 0.3 times the mass of the load (0.3 g) (which encourages the displacement of the goods).
The time for which the above forces are exerted is approx. 1/10 second (acceleration measurements filtered
at 15-20 Hz). Where securing devices are dimensioned by calculation, these forces should be considered
quasi-static for the purposes of securing goods.
The lateral and vertical forces exerted on the goods during transit are caused by vibrations at 2-8 Hz.
According to EN 16860, Appendix B, the proof of safety can be demonstrated by using the following
methods:
1) calculation based on the aforementioned acceleration values; or
2) impact- or, running- or, bench tests; or
3) approved computer-supported simulations.

1.4 Goods forming the load

The loading guidelines and examples distinguish between:
- bulk goods (gravel, scrap iron, waste, wood chippings, etc.),
- individual objects (vehicles, crates, machinery, combined transport units 1), etc.),
- objects assembled to form load units and behaving like individual objects during transit (packages,
bundles, bales, bound stacks, etc.)
Inside the transport units (wagons, containers, etc.) the goods must be:
- uniformly distributed,
- secured against movement and being blown away or lifted by the wind,
- protected, when fragile, using suitable materials.
For the purpose of combined transports of liquid products in tank-containers, intended for the carriage of
substances in the liquid state, shells which are not divided by partitions into sections of not more than 7 500
litres capacity, shall be filled to not less than 80% or not more than 20% of their capacity.
This rule does not apply to liquid products with a kinematic viscosity of at least 2680 mm2/s at 20°C, or to
molten substances with a kinematic viscosity of at least 2680 mm2/s at the filling temperature.
When loading dangerous goods, the shipment-specific instructions 2) must be observed, especially those
relevant for the use of packaging and tanks.
Viscous goods in tank-containers/tankwagons (e. g. slurry, kaolin, etc.) shall be transported under special
transport conditions due to their nature (e. g. min. 80 % or max. 20 % of their capacity).

The relevant provisions from volume 1 shall apply by analogy to the loading and securing of goods inside
vehicles on wheels or caterpillar tracks and inside combined transport units, which must be properly suited to
the type of goods to be carried. An exception to this principle is loading with the possibility of sliding, which is
not permitted inside vehicles on wheels or caterpillar tracks or inside combined transport units.

1)
Only approved intermodal transport units may be carried exclusively on carrier wagons used in combined transport.
2)
See the version of the RID in force as well as ADR regulations in case of combined transport.

1-2 01/04/2020 © UIC

 1.5 Formation of load units
Goods may be assembled to form load units using:
- bindings made of steel strip, iron wire, synthetic or woven straps that must be tensioned, with a breaking
strength (straight pull) 1) of at least:
• 500 daN for palletised goods weighing up to 500 kg,
• 700 daN for palletised goods weighing over 500 kg, square sawn timber (rough sawn), wooden
boards and edge sawn timber, cellulose bales, etc.
• 1000 daN for sawn timber (planed wood), wooden sleepers, stone or concrete slabs, etc.
• 1400 daN for packages and coils of sheet steel (individual coils), bundles of steel pipes, steel
profiles and bars, coils of wire rod, steel strip, steel billets, stacks of plywood and
hardboard slabs, blocks of stone, etc.
• 2000 daN for binding together several sheet steel coils,
• 4000 daN for binding together steel pipes, where a dovetailed layer is resting on a scotched layer.
The number of fastenings – at least two – uniformly arranged, shall depend on the properties of the goods in
question. At least four fastenings shall be used to bind several coils of steel sheet together.

For bundled bindings, the type/number of bindings shall also depend on the binding/lashing angle α.

Binding/lashing angle α

The lower the lashing angle, the greater the pre-tensioning effort of the securing element must be in order to
obtain the same contact pressure.
The use of steel strips for binding stacked packages of square-sawn timber, wooden boards and edge-sawn
timber (formation of stacks) in load units is not permitted on open wagons due to the special risk of accident
posed by the potential tearing of the strips.
- shrink-fit or stretched plastic sheeting (for palletised goods the feet of the pallets must be enclosed in the
plastic sheeting) must withstand the mechanical stresses and climatic conditions occurring during
carriage by rail. If necessary, it must be ensured that the sheeting can withstand the effects of biological
conditions (micro-organisms, insects, etc.).

1.6 Friction
The friction conditions between the load and the loading surface are decisive when securing the load. The
decisive parameter to evaluate the securing of the load is the friction coefficient µGL only, it is calculated for
the friction torque formed by the load and the loading surface or between the loads themselves. In the rest of
the document this coefficient shall be named friction coefficient µ.
When using anti-skid materials, it is advisable to choose the optimum technical solution to obtain the highest
possible friction coefficient – ideally µ > 0.7.
1.7 Vibrational behaviour
The goods must be loaded to avoid the load/objects which are bound together to form load units vibrating so
that they present a danger to railway operations (for example via timbers). If this is not possible, the transport
must be proven to be safe by other means (e.g., via vibration calculations).

1)
When using polyethylene (PET) straps the securing point must have a strength amounting to at least 80% of the breaking strength
(straight pull).

© UIC 01/04/2023 1-3

2 Use of wagons, transport units, and intermodal loading units (ILUs)
2.1 General indications
No constructional alterations, such as boring holes, welding on securing devices, cutting off parts with a
blowtorch, etc., shall be made to the wagons or transport units/ILUs without the owner's consent.
Any ice or snow must be removed from the loading surface prior to the loading operation.
After loading and unloading:
- doors, walls, roofs, flaps, hatches, valves, etc. must be closed and secured,
- boards (flaps) should be placed in their upright position and boards that are folded down to
accommodate the load should be secured, for example using direct fastenings, for boards that do not
foul the loading gauge, see table 3. Any markings, signs and wagon labels must remain visible,
- other removable and/or movable parts and securing devices (e.g. stanchions) should be immobilised in
the equipment or holders provided,
- residue from the load transported, dirt and loose objects (stones, bark, etc.) are to be removed from the
wagon,
- any parts used for securing the load (scotches, nails, wire, etc.) are also to be removed and the wagon
cleaned,
- transport of food or feed may be subject to additional cleaning requirements (e.g. International Database
for Transport of Feed and Food (IDTF)),
- security equipment 1) used to detect unlawful handling of goods (e.g. food or feed) must be implemented
after loading and noted on the consignment note.
After loading, stanchions should in principle be placed in the upright position (except for carriage of
combined transport load units loaded on flat wagons with spigots).
After unloading, the end board stanchions are always to be placed in the upright position.
When, with the agreement of the forwarding RU, removable or movable wagon/ILU parts are exceptionally
not placed in their usual position, they must be stowed in such a way that they do not jeopardise operating
safety.
2.2 Floor
Goods liable to damage the loading surface because of their small bearing surface, their shape or mass
should be loaded on timbers or bolsters. These are required when the load acting on the wagon floor
exceeds the following values:
- 10 kg/cm2 for wagons with the UIC marking,
- 5 kg/cm2 for other wagons.
For road vehicles loaded on flat wagons, 5000 kg per wheel are permitted without timbers or bolsters.
The maximum permissible load exerted on the floor by industrial handling machines is:
- 3000 kg per wheel in the case of wagons,
- 2760 kg per wheel in the case of containers. Any two bearing points of the load must be at least 760 mm
apart.
2.3 Walls, sides and doors
Goods that are in contact with the walls and sides must not exert a force that may cause damage to these
wagon parts or that may jeopardise operating safety during transit.
Sliding doors and walls, hatches and roofs must not be obstructed by the load. It must be possible to open
them without risk. Sliding doors and walls may only be used for load securing purposes within the limits of
their strength. The goods in contact with them must not be allowed to tip or roll against them.
The load may not lie on top of the walls or sides. Only stacked load units that are in contact with the
stanchions (logs, etc.) may lie on the walls.
2.4 Sheeting devices
Wagon sheets are used to protect goods against the weather and are not suitable for securing purposes. In
order to ensure unobstructed opening and closing of the sheet, it should not be allowed to come into contact
with the goods.

1)
Seals, padlocks, etc.

© UIC 01/04/2020 2-1

 2.5 Stanchions
Goods that rest on the stanchions must not exert a force on either the stanchions or their holders such that
permanent deformation results. Stanchions may move from the vertical position because of the play in their
holders. Swivelling stanchions should, if necessary, be secured using hardwood chocks before loading
wagons.

 Where cylindrical goods are loaded in stacks or in dovetailed formation and lean against the removable
stanchions so that they protrude by more than half their height, facing stanchion pairs should be joined
together with bindings. The bindings used must have a breaking strength of at least 1000 daN.

 Bindings

Removable stanchions

When fastening a load directly or indirectly, the fastenings may only be attached to the stanchions if the
stanchions are secured against lifting.
2.6 Securing devices (rings, hooks, eyelets)
For the direct or indirect fastening of goods, use should be made of securing rings, eyelets or hooks made of
steel rod with a diameter of at least 16 mm. Direct fastenings may be used between two securing points
facing each other for loads of:
- up to 10 t for flat wagons,
- up to 5 t for covered wagons.
The eyelets and rings designed for securing sheets on wagons can also be used as follows:
- for the direct fastening of goods weighing up to 2 t,
- for the indirect fastening of goods weighing up to 4 t.
The breaking strength of the securing points must be equal to that of the fastenings. If the permissible
breaking strength of the securing point is exceeded, several securing points may be used. The number of
fastenings used should limit the number of securing points.

If there are no conveniently placed securing points, the fastenings may be attached to suitable parts of the
wagon. However, it is not permitted to attach fastenings to parts of the running gear or suspension, nor to the
bogies, signal brackets, door closing/locking devices, handrails, steps, etc. Fastenings must not be looped
around the buffing, the draw gear or the braking gear and the underframe.

2-2 01/04/2023 © UIC

 2.7 Built-in load securing equipment

Partition walls
Partition walls serve to secure part-loads. Between partition walls, measures to secure the load against tip-
ping lengthways in the wagon can be reduced or even done away with entirely.
In standardised wagons, up to 5 t may be loaded against one partition wall, i.e. in a compartment formed by
the partition walls, and up to 7 t may be loaded against two partition walls that are locked in place one di-
rectly against the other. In this configuration, the load must be in contact with the partition walls over a sur-
face at least 2400 mm wide and 700 mm high.
Loading cradles
Cradles are generally used for loading coils of steel sheet. They are also suitable for loading similar types of
goods, such as cable drums. The permissible diameters and masses must be observed for the individual cra-
dles. Existing fittings for lateral scotching (retaining arms) should be placed in active position and as close as
possible to the coils once the cradles are loaded.
Indirect fastening equipment
Indirect fastening equipment is generally used for securing pipes, rough logs and square-sawn timber. The
straps must be tensioned after loading and unloading or must be stowed safely when not in use.
Wheel scotches
Wheel scotches are used to secure vehicles. They are arranged on the loading surface lengthways in the
wagon so as to move or lock into position. When vehicles are being secured, the wheel scotches should be
applied as close as possible to the tyres. After unloading they should be safely stowed.

© UIC 01/04/2017 2-3

3 Wagon loads
3.1 Line categories
The lines of each railway are classified into categories per the permissible mass per axle and mass per linear
metre, as follows:

Maximum mass Maximum mass

Line category
per axle per linear metre

A 16 t 5.0 t/m

B1 18 t 5.0 t/m
B2 18 t 6.4 t/m
C2 20 t 6.4 t/m
C3 20 t 7.2 t/m
C4 20 t 8.0 t/m
D2 22.5 t 6.4 t/m
D3 22.5 t 7.2 t/m
D4 22.5 t 8.0 t/m
E4 25 t 8.0 t/m
E5 25 t 8.8 t/m

Each RU designates a standard line category that corresponds to the majority of its lines open to
international traffic 1).
Special agreements may be concluded between RUs for specific traffic flows, lines or wagons. Similarly, the
wagon loads for domestic traffic flows can be covered by special rules.
NB 2): In accordance with the WAG TSI and EN 15528: on category C lines, a mass per axle of 20 t may be
exceeded by 0.5 t per axle on wagons with a “D” load plate in the following exceptional cases:
- The train comprises of old wagons authorised in accordance with UIC Leaflet 700;

- long wagons with two axles with 20 t mass per axle and 14.10 m < length over buffers < 15.5 m
in order to increase their payload to up to 25 t;
- wagons designed for mass per axle of 22.5 t in order to offset the additional weight so as to
enable full use of this mass per axle.

The maximum mass per axle is 11.1 t.

- Wagons approved in accordance with the WAG TSI and permissible axle loads determined in
accordance with EN 15528.

This regulation must be taken into account for the load limit plate for category “C”.
3.2 Load limits
The load limits are marked on the wagon. The load limit to be considered is that resulting from the lowest line
category on the route in question. This limit must not be exceeded.
Example
A B1 B2 C2 C3 C4
S 00,0 00,0 00,0 00,0 00,0

SS 00,0

Example of inter-RU agreement

1) The lines used by RUs are published on the UIC website (LOCA).
2)
Special national arrangements must be observed.

© UIC 01/04/2023 3-1

 3.3 Distribution of the load
The load should be distributed as evenly as possible on the wagon, without exceeding the maximum mass
per axle.
The load distribution should be such that the following ratios are not exceeded:
- for 2-axle wagons: ratio of 2:1 between the masses per axle,
- for bogie wagons: ratio of 3:1 between the masses per bogie,
- ratio of masses per wheel: 1.25:11)

Calculation of the ratio of masses per axle:

P∗a T P = mass of the load unit in t

E1 = +
l 2 T = wagon tare in t
𝐸𝐸2 = (𝑃𝑃 + 𝑇𝑇) − 𝐸𝐸1 E1, E2 = mass per axle in t
a, b, l, L = distance in m
Total gross mass
Example:
20 ∗ 4 13
E1 = + = 16.5 t P = 20 t
8 2
E2 = (20 + 13) − 16.5 = 16.5 t T = 13 t
a =4m
Ratio of masses per axle: b = 0.82 m
E1 16.5 1 2 l =8m
= = < L = 1.5 m
E2 16.5 1 1
Conclusion:
This consignment can be accepted since the ratio of masses per axle is less than 2:1. However it cannot be
accepted on category A lines, as the mass per axle (E1) is greater than 16 t.
Calculation of the ratio of masses:
𝑇𝑇 𝑇𝑇 𝐿𝐿 𝑇𝑇 𝑇𝑇 𝐿𝐿
𝛴𝛴𝑀𝑀(𝑅𝑅2 ) = 𝑅𝑅1 ∗ 𝐿𝐿-(𝐸𝐸1 − ) ∗ 𝑏𝑏 − ∗ (𝐸𝐸1 − 2 )∗𝑏𝑏+ 2 ∗2
2 2 2 ⇒ 𝑅𝑅1 =
𝐿𝐿
𝑅𝑅2 = 𝐸𝐸1 − 𝑅𝑅1
𝑅𝑅1 = 8.72 𝑡𝑡
𝑅𝑅2 = 7.78 𝑡𝑡
𝑹𝑹𝟏𝟏 𝟖𝟖.𝟕𝟕𝟕𝟕 𝟏𝟏
= =
𝑹𝑹𝟐𝟐 𝟕𝟕.𝟕𝟕𝟕𝟕 𝟏𝟏.𝟏𝟏𝟏𝟏
Conclusion: The R1/R2 ratio of masses per wheel is lower than 1:1.25 1). This consignment is therefore
acceptable.

1)
For lines with a track gauge of 1435mm or more, the permitted limit values for the differences between wheel loads are complied
with when the centre of gravity of the load is transversally distant from the centre of gravity by no more than
-10 cm approx. when the wagon is fully loaded,
-15 cm approx. when the wagon is half loaded.
For lines with a track gauge of less than 1435mm, a specific calculation is necessary.

3-2 01/04/2023 © UIC

Calculation of the ratio between the masses per bogie (symmetrical load distribution
across the wagon)

(P1 ∗ a) + (P2 ∗ b) + (P3 ∗ c) T P1, P2, P3 = masses of each load unit in t

E1 = +
l 2 T = wagon tare in t
𝐸𝐸2 =(𝑃𝑃1 + 𝑃𝑃2 + 𝑃𝑃3 + 𝑇𝑇) − 𝐸𝐸1 E1, E2 = mass per bogie in t
a, b, c, d, L, l = distance in m
Total gross mass
Example
P1 = 28 t
28 ∗ 13.67 + 16 ∗ 3.67 + 16 ∗ 3.67 24.5
E1 = + = 41.11 t therefore 20.55 t per axle P2 = 16 t
17.33 2 P3 = 16 t
T = 24.5 t
E2 = (28 + 16 + 16 + 24.5) − 41.11 = 43.39 t therefore 21.70 t per axle
a = 13.67 m
b = 3.67 m
Ratio of masses per bogie: c = 0.75 m
𝐸𝐸2 43.39 1.06 3 L = 1.5 m
= = < l = 17.33 m
𝐸𝐸1 41.11 1 1

Conclusions:
This consignment can be accepted since the ratio of masses per bogie is less than 3:1. However, it cannot
be accepted on category C lines, as the mass per axle exceeds 20 t.
The calculation of the wheel load ratio is not necessary because the position of the centre of gravity for each
load unit must be determined across the wagon with the centre of gravity of the wagon due to the symmet-
rical load distribution. This results in a wheel load ratio R1:R2 = 1:1.

© UIC 01/04/2022 3-3

Calculation of the bogie load ratio and the wheel load ratio based on a practical example (load dis-
tributed non-symmetrically in the longitudinal direction and across the wagon), indication of length
in mm, volume in m3; 22.5 t tare wagon.

Calculation of the ratio of masses per bogie:

Calculation of concentrated loads from volume and density of aluminium 2700 kg/m3

F1= 14.74 t
F2= 4.86 t 𝛴𝛴𝑀𝑀(𝐸𝐸2 ) = 0 𝛴𝛴𝐹𝐹(𝑦𝑦) = 0
F3= 9.40 t
(𝐹𝐹1 + 𝐹𝐹2 + 𝐹𝐹3 ) ∗ 13400 + 𝐹𝐹4 ∗ 6800 + 𝐹𝐹5 ∗ 800 𝑇𝑇
F4= 5.99 t 𝐸𝐸1 = +
14800 2
F5= 11.79 t
46.78 t 𝑇𝑇
𝐸𝐸2 = 𝐹𝐹1 + 𝐹𝐹2 + 𝐹𝐹3 + 𝐹𝐹4 +𝐹𝐹5 − 𝐴𝐴 +
2

E1= 40.89 t therefore 20.45 t per axle

E2= 28.39 t therefore 14.20 t per axle

Conclusion:
This consignment can be accepted since the ratio of masses per axle is less than 3:1. However it cannot be
accepted on category C lines, as the mass per axle is greater than 20 t.

3-4 01/04/2022 © UIC

Calculation of the ratio of masses per axle

Bogie 1

The centre of gravity SL is determined using a separate calculation.

𝛴𝛴𝑀𝑀(𝑅𝑅2) = 0 𝛴𝛴𝐹𝐹(𝑦𝑦) = 0
A= 21.43 t
B= 19.46 t 𝑇𝑇
(𝐸𝐸1 − 2 )∗800+ 2 ∗750
𝑇𝑇
A=
1500

R1=A/2= 10.72 t B = 𝐸𝐸1 − + − 𝐴𝐴

𝑇𝑇 𝑇𝑇
2 2
R2=B/2= 9.73 t

𝑹𝑹𝟐𝟐 𝟗𝟗,𝟕𝟕𝟕𝟕 𝟏𝟏
= =
𝑹𝑹𝟏𝟏 𝟏𝟏𝟏𝟏,𝟕𝟕𝟕𝟕 𝟏𝟏,𝟏𝟏𝟏𝟏

Bogie 2

The centre of gravity SL is determined using a separate calculation.

𝑇𝑇 𝑇𝑇
∗750+(𝐸𝐸2 − 2 )∗700
A= 13.62 t A= 2
1500
B= 14.76 t
𝑇𝑇 𝑇𝑇
B = 𝐸𝐸2 − + − 𝐴𝐴
2 2

R1=A/2= 6.81 t
R2=B/2= 7.38 t

𝑹𝑹𝟐𝟐 𝟔𝟔,𝟖𝟖𝟖𝟖 𝟏𝟏
= =
𝑹𝑹𝟏𝟏 𝟕𝟕,𝟑𝟑𝟑𝟑 𝟏𝟏,𝟎𝟎𝟎𝟎
Calculation of the maximum offset for the centre of gravity of the load across the wagon:

R1, R2 = Load per wheel in t

E1, E2 = Load per axle or per bogie in t (see example for calculation)
T = Wagon tare in t
PA = Mass of the load on the axle or bogie in question,
T 𝑇𝑇
in t = E1 , E 2 − {𝐸𝐸1 ; 𝐸𝐸2 } −
2 2
sA = Distance of the ILU centre of gravity from the wagon's longitudinal
centreline, in m
Q = Load in t as per table of load limits for the line category to be considered
M = Gross mass of the wagon (T + Q)
L = Conventional distance between the axes of the rails of the same track
Condition

R1 10 𝑳𝑳 T
≤ 𝒔𝒔𝑨𝑨 ≤ ∗ �𝟏𝟏 + �
R2 8 𝟏𝟏𝟏𝟏 2*P𝑨𝑨

For a 1435 mm track gauge L = 1.5m

𝟏𝟏 T
𝒔𝒔𝑨𝑨 ≤ ∗ �𝟏𝟏 + �
𝟏𝟏𝟏𝟏 2*P𝑨𝑨

© UIC 01/04/2023 3-5

Sample calculation of the ratio of loads per wheel:
Load mass: P1 = 22 t, P2 = 10 t, P3 = 15 t
The calculation may be performed for a wheelset as long as the goods are loaded symmetrically relative to
the wagon's longitudinal centreline.
The position of the centre of gravity for each load unit must be determined across the wagon. In this in-
stance, the intervals selected are a=400mm, b=500mm, and c=1550mm.
Four-axle wagon with tare mass T = 22 t
P1 * c P2 * b P3 * a T
∑M R2 = 0 = R1 * L −
4
−
4
+
4
− *L
8
P1 * c P2 * b P3 * a
+ −
R1 = 4 4 4 +T
L 8
5,5 ∗ 1550 + 2,5 ∗ 500 − 3,75 ∗ 400 22
R1 = + = 𝟖𝟖, 𝟐𝟐𝟐𝟐 𝐭𝐭
1500 8
P1 P2 P3 T
R2 = + + + − R1
4 4 4 4
R 2 = (5.5 + 2.5 + 3.75 + 5.5) − 8,27 = 𝟖𝟖, 𝟗𝟗𝟗𝟗 𝐭𝐭
𝑅𝑅1 8,27 1 1
= = <
𝑅𝑅2 8,98 1,09 1,25
The R1/R2 ratio is lower than 1:1.25. This consignment is therefore acceptable.

3-6 01/04/2022 © UIC

 3.4 Concentrated loads
The maximum permissible concentrated loads are marked on a table affixed to the wagon. They are derived
from the position and length of the load (on flat wagons in particular).

A distinction is made between two types of positioning:

a) Load resting on the wagon floor, either directly or on at least four timbers placed across the wagon. If the
centre lines of the end timbers lie level with or beyond the axles or bogie centres, the bearing length is
considered to be the same as the total length of the load.
The maximum load is indicated under the sign opposite the corresponding distance:
Bearing length = I

b) Load resting on only two transverse timbers.

The maximum load is indicated under the sign opposite the corresponding distance:
Bearing length = I

A load of this type lying beyond the axles or bogie centres is only acceptable if there are values indicated
in the concentrated load table.

In the absence of the sign , the load may still be placed on two transverse timbers provided the
values given for the sign are not exceeded.

When loading vehicles on wheels with several axles, the

decisive distance “a-a” is always the distance between
the axles of the end wheelsets of the vehicles.

a-a

© UIC 01/04/2017 3-7

The values indicated in the concentrated load box are calculated for a bearing width of:
- at least 2 m (box with single line border).

- at least 1.2 m (box with double line border),

When the ends of the load or the centre line of the end timbers lie between two markers, the permissible load
can be calculated by interpolation.
Sample calculation:
Permissible mass of a load with 6.5 m bearing length.

- Difference in length: 7m−5m =2m

- Difference in mass: 51 t − 43 t = 8 t
If the load extends beyond the marker c-c by 1.5 m, the permissible mass for the projecting section is
8t
∗ 1.5 m = 6 t
2m
The load when resting directly on the wagon floor can therefore have a maximum mass of:
43 t + 6 t = 49 t

3-8 01/04/2017 © UIC

Sample calculation:
Permissible load of a mass centred on the middle of the wagon and resting directly on the floor between
points a - a (fig. 1).

As the goods are resting directly on the floor, it is the masses indicated beneath the sign that apply to
concentrated masses centred on the middle of the wagon (fig. 2).
For goods loaded between points a - a, the maximum permissible mass is calculated as follows:
1. Take the theoretical permissible mass at the centre of the wagon. This value is calculated by multiplying
the mass indicated under the sign a - a (= 35 t) by the corresponding coefficient from the table below.
Distance between axles or
bogie centres 6m 7m 8m 9 m 10 m 11 m 12 m 13 m 14 m 15 m 16 m 17 m
a-a
1.5 m 0.88 0.89 0.90 0.92 0.93 0.93 0.94 0.94 0.95 0.95 0.95 0.96

2.0 m 0.83 0.86 0.88 0.89 0.90 0.91 0.92 0.92 0.93 0.93 0.94 0.94

2.5 m 0.79 0.82 0.84 0.86 0.86 0.89 0.90 0.90 0.91 0.92 0.92 0.93

3.0 m 0.75 0.78 0.81 0.83 0.85 0.86 0.88 0.88 0.89 0.90 0.91 0.91

This gives the theoretical permissible mass at the centre of the wagon:
0.89 ∗ 35 t = 31.15 t
2. This mass is then incremented by a value which depends on the distance a - a and the length of the
goods:
- distance a - a = 2 m,
- length of the goods = 1.5 m,
- difference between the mass a – a and the theoretical permissible mass at the wagon centre
35 t − 31,15 t = 3,85 t
3,85 t ∗ 1,50 m
= 2.89 t
2m
The maximum permitted load for this mass resting directly on the wagon floor is therefore:
31,15 𝑡𝑡 + 2,89 𝑡𝑡 = 34,04 t
3. In this instance, there is no restriction in relation to the line category (fig. 3).

A B C
Fig. 3
s 44,0 52,0 60,0

© UIC 01/04/2017 3-9

Sample calculation:
Permissible load of a mass resting on two supports between points a - a and centred on the wagon's longitu-
dinal axis (fig. 1).

- As the goods are resting on two supports, it is the masses indicated beneath the sign that
apply to concentrated masses centred on the middle of the wagon (fig. 2).
- The length of the bearing surfaces to be considered is the measured distance between the centre lines
of the two supports.
- Since the supports are lying between points a - a, the maximum permissible mass is calculated as
follows:
1. Take the theoretical permissible mass at the centre of the wagon. This value is calculated by multiplying
the mass indicated under the sign a - a (= 40 t) by the corresponding coefficient from the table below.
Distance between axles or
bogie centres 6 m 7m 8m 9 m 10 m 11 m 12 m 13 m 14 m 15 m 16 m 17 m
a-a
1.5 m 0.75 0.79 0.81 0.83 0.85 0.86 0.87 0.88 0.89 0.90 0.91 0.91

2.0 m 0.67 0.71 0.75 0.78 0.80 0.82 0.83 0.85 0.86 0.87 0.88 0.88

2.5 m 0.58 0.64 0.69 0.72 0.75 0.77 0.79 0.81 0.82 0.83 0.84 0.85

3.0 m 0.50 0.57 0.63 0.67 0.70 0.73 0.75 0.77 0.79 0.80 0.81 0.82

This gives the theoretical permissible mass at the centre of the wagon:
0.78 ∗ 40 t = 31.20 t
2. This mass is then incremented by a value which depends on the distance a - a and the length of the
loaded goods:
- Distance a - a = 2 m,
- Distance between the supports = 1.5 m,
- Difference between the mass a - a and the theoretical permissible mass at the wagon centre
40 𝑡𝑡 − 31.20 𝑡𝑡 = 8.80 𝑡𝑡
8,80 t ∗ 1,50 m
= 6,60 t
2m
The maximum permitted load for this mass resting on two supports is therefore:
31,20 𝑡𝑡 + 6,60 𝑡𝑡 = 37,80 𝑡𝑡
3. In this instance, there is no restriction in relation to the line category (fig. 3).

A B C
Fig. 3
s 44,0 52,0 60,0

3-10 01/04/2017 © UIC

 3.5 Verification of load distribution
The distribution of the load can be verified by:
- Calculation (cf. paragraph 3.3),
- Weighing the different axles or bogies of the wagon.
The mass of the load is unevenly distributed if:
the distance between rail head and the buffer centre line is less than 940 mm or greater than 1065 mm,

① the distance between the spring buckle and the spring stop is less than 15 mm,

① ②

② the distance between the axle box and the bogie frame is < 8 mm

© UIC 01/04/2017 3-11

4 Permissible dimensions of the load
4.1 Loading gauges and restrictions
Compliance with loading gauges (tables 1) is required on the railways' lines.
The load must not exceed the smallest loading gauge over the whole of the route. Compliance with this
gauge should be measured from rail level on horizontal track on a straight line.

Account must be taken of any restrictions applicable to the width of the load for negotiating curves (tables 2)
① on the inside of the curve, between the axles or bogie centres and
② on the outside of the curve, as a result of the overhang.

4.2 Protrusion of the wagon headstock

The load length marked on the wagon may be exceeded by the following dimensions, as measured from the
buffer fastening plane:
③ by a maximum of 21 cm
④ up to a height of 2 m above rail level
and
⑤ by a maximum of 41 cm above this height

© UIC 01/04/2017 4-1

The following clearances must be observed:
- around the draw hook:
⑥ 20 cm on either side of the draw hook and 20 cm above.

- over the wagon end step:

⑦ 20 cm from the centre of the wagon end step,
⑧ up to a height of 2 m
as measured at the level of the buffer fastenings.

On wagons fitted with shock-absorbers, the areas marked with black and yellow stripes must also remain
clear.
4.3 Buffer wagons
A buffer wagon must be used when the load exceeds the prescribed limits set out in paragraph 4.2. The fol-
lowing minimum space should be respected:
⑨ 35 cm between the loads,
⑩ 10 cm between the load and the buffer wagon.

4-2 01/04/2017 © UIC

A clearance of 10 cm from the floor vis-à-vis the buffer wagon should be respected when the load protrudes
beyond the end axles or bogie centres of the carrier wagon by no more than 6.5 m.
For loads with larger overhang, the values in the table below apply (basis for calculation: profile I100), inter-
mediate values should be determined by interpolation).

Overhang up to Clearance from the floor

7.0 m 13.0 cm
8.0 m 16.0 cm
9.0 m 19.0 cm
10.0 m 23.0 cm

4.4 Permanently-coupled, multiple and articulated wagons

4.4.1 Coupled wagon
A wagon made up of permanently-coupled units or multiple wagons is a set of several underframes that are
operated as one. A multiple wagon may be formed from axle or bogie vehicles.
4.4.2 Articulated wagon
An articulated wagon is a wagon made up of distinct elements with an articulated link between the intermedi-
ate running gear. It comprises at least three axles or three bogies.
4.4.3 Single vehicle
Each set is considered to be a single vehicle for operating purposes. It has a single identification number and
carries the markings of a single vehicle, in particular one single load plate per set.
4.4.4 Load limit
The load limit for each individual element is equal to the total mass entered on the load plate divided by the
number of elements making up the set.
Each element must abide by the same rules as a conventional wagon, particularly with regard to the distribu-
tion of the load lengthways and crossways in the wagon (see also paragraph 5.9).
4.4.5 Rigid loads
Rigid loads are subject to the provisions applicable to loads spread over several wagons (see also paragraph
5.9.1).
The load may cover the coupling zone if due account is taken of longitudinal play (see also paragraph 4.3).
The provisions applicable to buffer wagons shall apply by analogy when the load is resting on one element
only and extends beyond the coupling zone.

© UIC 01/04/2017 4-3

5 Methods of loading and securing
5.1 Basic principles
The type of goods, the characteristics of the wagon and of the line on which it is to run must be taken into
account during loading. Railway operating safety must not be compromised by displacement of the load or its
centre of gravity, the influence of wind or the presence of snow or ice on the loading surface or on the goods,
etc. The goods must therefore be loaded in a stable position and secured both lengthways and crosswise
against lifting, falling, moving, rolling and tipping. Damage must not arise from the way they are positioned or
held in place.
Use should be made of the walls, sides, stanchions and other fixing devices built in to the wagon to secure
the load. The sides and stanchions should therefore generally be placed in active (raised) position. Where
this is not feasible, for example in the case of exceptionally wide loads, the goods must, subject to the agree-
ment of the forwarding RU, be secured using special devices.
5.2 Goods loaded in bulk
Goods such as scrap iron, used paper, wood cuttings, stones, etc. must be evenly distributed over the whole
loading surface.
5.2.1 Light goods (or parts of them) liable to be uplifted by the effect of moving air, such as:
- Scrap iron such as metal sheets (irrespective of size, surface area and thickness), sections of bodywork,
machine punchings, mixture of light and heavy scraps,
- boards, planks and slabs up to 15 mm thick,
- wood chippings,
- bundles of newspapers, old paper in bulk, etc.
① should be loaded no higher than the top edge of the walls, including in the centre of the wagon,
② wood chippings may also be loaded in a cone formation,
③ Goods should be covered over their entire surface (irrespective of the height of the load) as described in
paragraph 6.

© UIC 01/04/2017 5-1

5.2.2 Heavy goods that are liable to fall from the wagon as a result of vibrations during transit or
impacts during shunting, such as:
- boards thicker than 15 mm,
- heavy scrap such as shredder scrap, cast and wrought iron pieces and fragments, shavings and
chippings, stones, etc.
① should be loaded up to approx. 10 cm below the top of the sides
② Packages of compressed scrap and uncrushed motor cars should be loaded to approx. the top of the
sides.

③ Light and heavy goods of this kind must not be made to protrude in order to increase the effective height
of the walls.

5-2 01/04/2017 © UIC

 5.3 Powdery goods
Goods such as ore, coal, coke, sand, apatite, phosphate, apples, sugar beet, etc. must be evenly spread
over the whole of the loading surface.
5.3.1 Goods loaded in ordinary or special wagons
5.3.1.1 Ordinary wagons
Loading in a cone formation:
① up to a height of approx. 50 cm,
② the goods should be in contact with the wagon sides up to a height of 15 cm
from the top.

Loading without cone formation:

③ up to the top of the wagon sides (including in the middle of the wagon).

5.3.1.2 Special wagons (fitted with cradles or loading hoppers)

④ Cradles and loading hoppers must be filled in a uniform manner both lengthways and crossways.
⑤ It is not permitted to fill and/or unload the cradles/loading hoppers on one side only.
⑤
④

5.3.2 Goods liable to be dispersed by the wind:

- e.g. apatite, phosphate, quartz sand or
- goods subject to the version of the RID in force or
- goods transported under special aerodynamic conditions in long tunnels in accordance with
table 5

must be

• loaded in closed wagons or

• completely sheeted over, see paragraph 6.

© UIC 01/04/2020 5-3

 5.4 Goods loaded in compact or rigid formation
Goods that must not be able to move and goods that are able to withstand impacts.
① Compact= loading without
intermediate space, any
remaining gaps filled in

② Rigid= goods secured

individually or in groups 2
1
To secure the load, either use
wagons with built-in securing devices, for example wagons with lockable partition walls, or adopt one of the
following measures:
5.4.1 Load secured by the walls, sides or stanchions
Crosswise in the wagon the goods should be in direct contact with the walls, sides or stanchions 1).
① Parts used to secure the load either lengthways or crosswise in the wagon must have an effective height
of at least 10 cm.

1
①
1
① 1

①
1

Load units liable to:

- tip must be secured by the sides or walls to at least the height of their centre of gravity,
- roll over the top of the sides or walls must be secured by these sides or walls to at least the height of half
their diameter. An effective height of at least 10 cm must be provided.
② Where the load is secured using two stanchions only, the goods must extend lengthways above the
centre of each stanchion (the centre of the inside stanchion in case of wagons with double stanchions)
by at least:

50 cm 30 cm
or, if the bearing surface is rough, or, if the bearing surface is rough,
30 cm 20 cm

③ The stanchions provided for securing purposes must be positioned at least 80 cm from one another with
regard to the stanchions’ centre lines.

Logs must in all cases be positioned up to a third of the way from the end of the pile.
If this is not possible, two indirect fastenings must be added, one at either end of the pile, at a distance of
approximately 50 cm from the end of the pile (breaking strength at least 4000 daN: straight pull).

④ Stable units formed of a single object that are secured at one end only by two stanchions must be
secured at the other end using wooden guide-pieces.

1)
This distance may not exceed 10 cm.

5-4 01/04/2020 © UIC

⑤ Bound stacks of sawn timber and crates must, if a stanchion is missing, be secured by an additional
fastening at the appropriate end.

2 2 2 2 2 2 3
2 5
5
4 4 4

5.4.2 Securing the load by filling in gaps and using bracing

① To fill in empty spaces, use can be made, for example, of flat pallets (upright) or air cushions. If the gaps
to be filled are larger, bracing made of squared timber (at least two timbers in each direction) with a
minimum cross-section of 10 x 10 cm is required.

② The number of timbers will depend on the mass of the load units and the length of the gap to be filled.
For a gap of 2 m and a load of 10 t, for example, the requirement is as follows:

4 timbers (10 x 10 cm) 2 timbers (10 x 10 cm)

© UIC 01/04/2017 5-5

5.4.3 Securing using timbers, guide-pieces or scotches
① Timbers must be at least 5 cm thick, resting on their broader face and have a right-angled face at the
point of contact.

The effective height of the scotches must be at least:

② 5 cm to prevent longitudinal movement,
③ 3 cm to prevent lateral movement.

2 3

The potential uses of nailed timbers and scotches against longitudinal movement are limited by the maxi-
mum mass of the load as follows:

3t 12 t

The number of nails used, at least two per scotch, is specified in the loading guidelines applicable to the dif-
ferent types of goods and takes account of:
- the mass of the load units to be secured,
- the forces involved,
- the existing friction coefficient.
With nails of approx. 5 mm in diameter and an average friction coefficient (µ = 0.4), load units can be
deemed to be sufficiently secured if the scotches are fixed as follows:
a) lengthways in the wagon at both ends and with at least:

1 nail per 100 kg 1 nail per 400 kg

b) crosswise in the wagon on each side and with at least one nail per 1500 kg of the load unit in question.

5-6 01/04/2017 © UIC

④ Nails must be driven in vertically and as far as possible evenly distributed. They must penetrate to a
depth of at least 40 mm into the floor and/or supporting timbers or inserts.

⑤ Scotches must be cut in a way that ensures that stress is exerted across the grain of the fibres.
The number of nails used for a given scotch must be limited, to avoid splitting the wood. For a scotch width
of up to 100 mm, no more than three nails should be used. Where necessary, the scotches should be further
secured using screws and steel connecting plates.
It is also possible, in the crossways direction, to use smaller-diameter nails if their depth of penetration or
the number of nails in relation to the mass of load is adjusted accordingly.
Grooved nails can withstand higher extraction forces than smooth nails. In terms of strength a grooved nail of
dn = 4.2 mm is comparable to a smooth nail of dn = 5 mm.
For securing goods crossways, the following table applies:
Nail diameter Minimum penetration Mass of load/nail
Type of nail
dn (mm) s (mm) (t)
grooved 4.2 40 1.5
smooth 5.0 40 1.5
smooth 4.6 50 1.5
smooth 4.2 50 1.0
Minimum clearances must be observed between nails and from nails to the edges of scotches/timbers.
These clearances depend on the direction of the forces, the grain of the scotch/timber fibres and the diame-
ter of the nails. A wooden scotch with the minimum dimensions of 120 mm high x 80 mm wide can therefore
take four nails with about 5 mm in diameter. If the number of nails is greater, the width of the scotch must be
increased accordingly.
5 dn
15 dn 12 dn 10 dn
120 mm

90°
Direction of stress
H

35° 90° 55°

s4

dn 80 mm
min 2/3 H
10 dn 10 dn 10 dn
50 mm

90° 90°
dn
s

10 dn 12 dn 12 dn

10 dn 10 dn 10 dn
10dn 10dn 10dn
50 mm

35°
35 °

5cm

90° dn 90°
°

°
s

90

dn
90
s

12dn 12dn 10dn

12 dn 12 dn 10 dn

© UIC 01/04/2017 5-7

5.4.4 Securing the load by direct fastenings
Direct fastenings act in the direction of the stresses and are designed to resist the movement of the goods.
Depending on the type of goods, their mass and the loading method used, round steel chains, steel cables,
woven straps or non-woven straps 1) may be suitable. Steel strip is not permitted because of the particular
risk of accidents in the event of breakage. For goods weighing up to 3 t, it is also possible to use annealed
steel wire.
Where goods are secured by direct fastening only, the bindings must act both lengthways and
crosswise in the wagon. Otherwise, additional securing measures must be taken. In principle, at least two
fastenings should be used in each direction.
In principle, the straps used for direct fastenings must be tensioned without twisting, unless the twisting re-
sults from the position of the strap and/or the fastening points. In this case the maximum twist is 90°.
The following procedures may be used as means of direct fastening:
① Diagonal fastening direct connection with both the wagon and the load,
② Loop fastening direct connection with the wagon,
③ Head-loop fastening direct connection with the wagon.
For procedures ② and ③ additional securing measures may be required, such as indirect fastenings (see
paragraph 5.5.4) or anti-skid strips (see paragraph 5.5.5).

Direct fastenings placed lengthways in the wagon may be considered correctly dimensioned if the breaking
strength 2) (straight pull) of the bindings in each direction is at least:

3200 daN 1000 daN

per 1000 kg of load.

The annealed steel wire must have a diameter of at least 4 mm. Each binding must comprise at least:

4 threads 2 threads

1)
Non-woven straps, as understood here, are made up of parallel threads with high grade polyester filaments, fully encased in high
polymer thermoplastic coating (operational range – 25 °C to + 70 °C).
2)
The minimum breaking strength (straight pull) is equivalent to twice the tensile force (LC). This only applies to synthetic straps, wo-
ven straps and load-securing straps, as well as lashing steel wire ropes and lashing chains.

5-8 01/04/2019 © UIC

Chains, steel cables, woven straps and load-securing straps must be used in conjunction with:
① an integrated tensioning device or
② a separate tightening device with lever.

The locks and buckles of the securing straps must be adapted to the type of strap being used in terms of its
functional properties and strength.
The bindings must be:
③ tensioned as loops or
④ fixed using hooks. Unless used in closed loading spaces, hooks must be equipped with a guard against
unintentional unhooking. Hooks without this protection against unhooking must be held in place at the
securing point or in direct proximity to the securing point, e.g. by means of cable ties, wire, etc. If the
hook is accidentally released, the free end must not infringe the loading gauge.

⑤ Where there are sharp edges, the straps must be protected by inserts, rubber hosing or edge
protections.

⑥ To tension bindings made of annealed steel wire, the wires should be twisted in pairs.

© UIC 01/04/2022 5-9

 5.5 Loading with possibility of sliding lengthways in the wagon
The possibility of sliding should exist in individual wagons and groups of wagons for:
① heavy goods that cannot be secured in a compact or rigid arrangement lengthways in the wagon
(such as steel billets)

② goods that are sensitive to impact, liable to be damaged as a result of the effect of longitudinal stresses
(such as machinery).

To prevent lateral movement of the load and the resulting encroachment of the loading gauge, and/or to en-
sure the 1.25:1 ratio between the loads per wheel is not exceeded, the goods should be secured laterally.
The provisions of paragraphs 5.4.1 and 5.4.3 should also be observed.
5.5.1 Sliding devices
① The skids and shoes of trestles should be placed lengthways on the wagon floor; the bottom edges at
each end should be chamfered to avoid the trestle becoming snagged on uneven parts of the floor.

② The different parts of the trestle should be joined firmly together using tie-pieces or cross-timbers. The
latter should be fixed with through bolts or wood screws. If the parts are, exceptionally, nailed together,
screw nails should be used, these should penetrate the timbers to a depth of at least 40 mm.
The dimensions of these trestles should be set on the basis of the characteristics of the goods.

The goods should be fixed to the sliding timbers or trestles such that they are unable to move on it and are
not in contact with the wagon floor.
If struts or bracing are used for support purposes, these should be fixed to the sliding timbers or to the
trestle.

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5.5.2 Clearances
① Lengthways in the wagon, the following clearances should be provided at each end:
- at least 30 cm for goods with a rough surface (e.g. blocks of stone),
- at least 50 cm for goods greased or with a smooth surface (e.g. painted steel pipes, steel sections, etc.),
- 100 to 150 cm for goods loaded on timbers, sliding timbers or trestles (e.g. packages of steel sheets,
cable drums, machinery, etc.).

It is permitted for sliding loads to displace lengthways in the wagon under the influence of the stresses
caused by carriage, as long as the conditions governing:
- mandatory clearances as per paragraph 4 and/or,
- distribution of load as per paragraph 3.3
are met.
The coverage of the supporting scotches and other timbers must be sufficient (protrusion greater than the
residual sliding distance).
5.5.3 Limitation of sliding distances
Sliding distances must be limited in order to avoid:
- the maximum axle load being exceeded,
- the permissible ratio between the loads per axle or per bogie being exceeded,
- the goods or wagons being damaged,
- the goods encroaching on the clearances required for shunting purposes.
Sliding distances can be limited by the following means:
- indirect fastenings (e.g. woven or synthetic straps),
- timbers or inserts with friction-enhancing capability,
- elastic materials used as cushions in front of the end walls or sides,
- anti-skid packing when the load-bearing surfaces are level. The packing bears the sign
indicated by the opposite diagram ①, the head of the arrow indicating the contact
surface with a higher friction coefficient.

These types of securing can be used individually or in combination.

In some instances, clearance need not be provided when the goods conveyed are not sensitive to impact, for
example, steel sections and steel bars, medium and heavy plates, steel billets, round reinforcing bars, bun-
dles of steel tubes and rails loaded on a wagon.
In most cases, these are indivisible goods requiring virtually the entire loading length of a wagon and for
which the above-mentioned securing measures are not feasible or can only be applied at disproportionate
cost.
In the event of the load being displaced due to impact during shunting and fouling the clearance required for
shunting staff, it must be readjusted in the marshalling yard.

© UIC 01/04/2017 5-11

5.5.4 Securing the load by indirect fastening
The additional vertical force exerted by indirect fastening increases adhesion and improves the stability of
the load units.
The effectiveness of indirect fastenings depends on the following parameters:
- the force of the initial tension,
- the angle of fastening α (measured between the loading surface of the wagon and the fastening).
The smaller the angle of fastening α, the greater the force of initial tension must be in order to obtain the
same force.
① The bindings used should be preferably woven or load-securing straps. These must have an integrated
tensioning device or a separate tightening system.

② Each load unit must have at least two indirect fastenings applied approx. 50 cm from the ends of the
load.

The breaking strength (straight pull) 1) of the bindings depends on the mass, the length and the surface of the
goods: 1000 daN to 4000 daN, with an initial tension meeting the requirements set by the manufacturer.
Steel strip may not be used because of the particular risk of an accident in the event of a breakage.
The buckles and locking devices on the securing straps must be suited to the type of strap used in terms of
its functional properties and strength.
The bindings must, as far as possible, be fixed using hooks or tensioned in loops (loops double the breaking
strength). Unless used in closed loading spaces, hooks must be equipped with a guard against unintentional
unhooking. Hooks without this protection against unhooking must be held in place at the securing point or in
direct proximity to the securing point, e.g. by means of cable ties, wire, etc. If the hook is accidentally re-
leased, the free end must not infringe the loading gauge.
Use of knots reduces the breaking strength of the bindings by approx. 60 %. If knots are used, the dimin-
ished breaking strength must be compensated for by stronger fastenings.

Where there are sharp edges the straps must be protected by inserts, rubber hosing or edge protection (see
also paragraph 5.4.4).
For goods with a smooth surface or a surface likely to deteriorate, in addition to securing devices it is
advisable to use inserts at the ends or between the goods, or packing composed of suitable anti-skid
material increasing the friction coefficient and bearing the sign as per paragraph 5.5.3 .
The straps used for indirect fastenings and bindings to form load units may be twisted upon tensioning. The
total twist on each strap may equal three twists of 360°.
The twist may also be located in those parts of the strap resting on the load, e.g. on the curve of a pile of
logs, or over a dovetailed stack of tubing. No twisting of the strap is permitted in edged areas, e.g. packages
of sawn timber, girders, wagon sides, etc.

1)
Minimum breaking strength (straight pull) corresponds to twice the permissible tensile force (LC) and applies solely to synthetic or
woven straps and load-securing straps, as well as lashing steel wire ropes and lashing chains.

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5.5.5 Securing the load by using friction-enhancing materials
It is necessary to distinguish between the different purposes for which anti-skid materials are used – limiting
sliding distances, reducing the number of securing measures (number of indirect fastenings), and completely
preventing goods from moving (which in practice is only possible laterally).
Subsequently it is advisable to consider on a case-by-case basis whether the available friction torque suits
the sought purpose (immobilising the load or limiting its movement).
Anti-skid materials are necessary:
- to reduce longitudinal movement, if for example the load consists of:
• smooth-coated or greased steel pipes,
• polished stone slabs,
• palletised goods loaded on a smooth floor,
• paper rolls loaded upright or on the roll,
• coated chipboard panels,
- to reduce lateral movement, if for example the load consists of:
• paper rolls loaded eye-to-side or upright,
• coils of steel plate loaded eye-to-side,
• coated chipboard panels.
Goods secured longitudinally may be secured against lateral movement by means of anti-skid materials used
with suitable dimensions.
Anti-skid inserts are not in themselves sufficient to prevent goods from falling from the wagon or fouling the
loading gauge. This function is fulfilled, for example, by the walls, sides, stanchions or indirect fastening.

© UIC 01/04/2017 5-13

 5.6 Goods liable to rolling
Goods such as paper rolls, cable drums, wheelsets, other cylindrical load units, vehicles, etc. must be pre-
vented from moving in all directions by fixed walls, sides, stanchions, scotches, trestles or cradles.
5.6.1 Centreline placed across the wagon
- goods with an individual or total mass up to 7 t (individual objects loaded side by side or one behind
another) may not rest directly on the wagon floor, but should be secured with scotches.
- goods with an individual or total mass up to 10 t must be loaded on trestles. If the trestles are made of
wood, they must be firmly screwed in place.
- goods with an individual mass exceeding 10 t must be loaded in wagons or containers fitted with cradles.
5.6.1.1 Individual or grouped loads weighing up to 7 t
Individual or grouped loads must be secured using wooden scotches as follows:
① scotch angle of approx. 35° to the goods, up to 45° for vehicles,
② scotch height (effective height) 1/8 of the diameter, but at least 12 cm,
③ scotch width must be at least 2/3 of the scotch height,
Goods must be secured in each direction of rolling using:
④ at least two scotches or
⑤ one scotch of approx. 3/4 the length of the load.
Crosswise in the wagon, the goods must be secured using:
⑥ timbers approx. 30 cm long and at least 50 mm high or
mechanical devices or

inserts or anti-skid packing for individual loads weighing up to approx. 2 t.

Timbers must be fixed using nails with a diameter of approx. 5 mm

- in each direction of rolling and with a total of

1 nail per 500 kg 1 nail per 2000 kg

of load
- crosswise in the wagon, use one nail per 1500 kg of load.
The nails must, wherever possible, be driven in vertically and penetrate to a depth of at least 40 mm. They
should be evenly distributed on the scotches or timbers, though with at least two nails per scotch or timber.
No more than three nails should be used on scotches that are up to 100 mm wide.
Goods must be secured against tipping
⑦ when their width is less than 5/10 of their diameter (on flat wagons, less than 7/10), for example by binding
the goods assembled to form load units (see paragraph 1.5).

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5.6.1.2 Individual loads weighing less than or equal to 10 t
Each unit must be secured with two scotches forming a cradle, joined with steel sheeting.
① the width of the load must be at least 5/10 of its diameter (7/10 on flat wagons).
② the goods must not be in contact with the floor, nor be able to move on the scotches.
③ scotch angle in relation to the goods: approx. 35°, up to 45° for vehicles.
④ scotch height (effective height) 1/8 of the diameter, but at least 20 cm.
⑤ scotch width: 2/3 of the height, but at least 15 cm.
⑥ each of the timber scotches must be plated on three sides with steel sheet at least 4 mm thick and
screwed in place.

⑦ the base plate must be prevented from moving by fitting it with at least six spikes (2x3), 10 to 15 mm
long.

5.6.1.3 Individual loads weighing over 10 t

Each unit must be loaded onto wagons or containers fitted with cradles.
⑧ The goods must not rest on the floor of the cradle nor be able to move.
⑨ The effective height must be at least 1/8 of the diameter.
⑩ Crosswise in the wagon, the goods must be secured against movement and supported at the level of
their centre of gravity to prevent them from tipping, if their width is less than 4/10 of their diameter.

© UIC 01/04/2017 5-15

5.6.2 Centreline lengthways in the wagon
5.6.2.1 Cylindrical goods such as silos, pipes, etc.
Goods resting on the floor, on bolsters or timbers.
The material used for the timbers must be suitable in terms of its quality and cross-section.
Timbers must
- be of a single piece of wood,
- have a rectangular cross-section (height at least 5 cm, width at least 15 cm),
- rest on their broader face,
- cover the whole width of the load,
- be secured against lateral movement (e.g. by nails, scotches, stanchions or sides),
- be inset at least 50 cm from the end of the load and
- be arranged in pairs, their number depending on the mass, length and nature of the goods.
The goods must be secured using scotches with the following dimensions:
① scotch angle in relation to the goods approx. 35°, up to 45° for vehicles,
② scotch height: at least 1/12 of the diameter, but no less than 12 cm,
③ scotch width identical to that of the timbers.
The scotches must
④ be fixed on the inside and outside with nails of approx. 5 mm in diameter, with a total of one nail per
1500 kg of load, and at least four nails in each direction of rolling.

The nails must wherever possible be driven in vertically (penetrating to a depth of at least 40 mm into the
timbers) and be spread evenly over the scotches.
To prevent longitudinal movement, the goods must be either secured at the wagon ends by the walls, ends
or stanchions or be secured with at least two indirect fastenings (breaking strength at least 4000 daN) fitted
with a tensioning device. A clearance of approx. 50 cm should be maintained from the ends of the goods.
For goods that are stacked, see also paragraph 5.8.

5.6.2.2 Cylindrical goods such as coils of steel sheet, cable drums, etc.
The goods should be loaded
- on wooden cradles when their mass, individually or in a group, is less than or equal to 10 t,
- on metal cradles when their mass, individually or in a group, is greater than 10 t.
⑤ The goods must not be in contact with the floor nor be able to move on the trestle.
⑥ Timbers must be firmly screwed in place.
⑦ Effective height of the crib: 1/12 of its diameter, but at least 12 cm.

5-16 01/04/2017 © UIC

⑧ If the width of the goods is less than:
5/ 4/
10 10

⑨ of their diameter,
⑩ they must be bound together or supported at the level of their centre of gravity or above.
For securing the cradles and the sliding distances to be respected, see paragraph 5.5.

5.6.3 Vehicles and machinery on wheels or caterpillar tracks

Vehicles and machinery should be
- loaded lengthways in the wagon,
- immobilised with the hand-brake on and with the first gear engaged or the gears blocked,
- secured against longitudinal and lateral movements either using scotches or by direct fastening.
If it is not possible to immobilise the vehicles and machinery using the hand-brake, engage the first gear or
block the gears, both scotches and direct fastenings must be applied. Tyres must be inflated at service pres-
sure.
Sufficient clearance must be left between each vehicle or piece of machinery, to avoid any damage. This
clearance shall be determined on the basis of the technical parameters of the vehicles or machinery to be
carried.
Additionally, when vehicles or machinery are placed over the articulated link of coupled wagons, account
must be taken of the mechanical play between the two elements forming the unit and of the relative move-
ments of the vehicles and machinery in curves.
① Securing with scotches (scotch angle approx. 35°, for vehicles up to 45°) and timbers
- lengthways in the wagon
• for a mass of up to 6 t using timber scotches (height: 1/8 of wheel diameter and at least 12 cm),
② • over 6 t using steel spiked scotches (scotch height: at least 17 cm),
• number of scotches in each direction of rolling:
 wheeled vehicles 4 2
 caterpillar vehicles and single-
2 2
axle trailers
- crosswise in the wagon, on each side (inside or outside):
• wheeled vehicles secured with two timber scotches,
• caterpillar vehicles with at least two timbers (height at least: 5 cm).

© UIC 01/04/2022 5-17

③ Securing with direct fastenings at both ends of the vehicle using tensioned bindings acting in both
longitudinal and lateral directions.

④ Heavy vehicles with pneumatic tyres should be scotched using the wagon scotches. The scotches
should act in both longitudinal and lateral directions.

⑤ Light vehicles with pneumatic tyres loaded on car-carrying wagons should be scotched using the wagon
scotches. The scotches should act in both longitudinal and lateral directions.

- Scotches on the wheels of one axle - Scotching of one single wheel is permitted if
there are guide-rails at least 50 mm high to
prevent lateral vehicle movements that
might encroach the most restrictive gauge
on the route and if the scotches remain
effective in the longitudinal direction

- Scotches in front of the front wheels and

behind the rear wheels

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 5.7 Goods liable to tipping
Free-standing goods (round or angular bearing surface)
① with a regular cubic or cylindrical shape,
② with an irregular shape (determine the centre of gravity),
must be secured against tipping if the ratios a:h or b:k are less than:
- lengthways (goods fixed or not)

7/ 6/
10 10

- crosswise 5/10,
7/ for flat and low-loader wagons, if the ratio of the mass of the load unit to the lateral surface area exposed
10
to the wind (product of the length and the height of the goods) is less than 1 t/m2.

These values shall also apply if goods on cradles, sleds, etc. are bound together to form a single load unit.

© UIC 01/04/2017 5-19

Tipping can also be prevented by
- placing several load units in compact formation and binding together,

- direct fastening or supporting props,

- supporting from beneath using trestles

Trestles must be positioned such that they do not tip, attention should be paid to ensuring that the wagon
is not overloaded on one side.

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 5.8 Goods in stacks
① The goods must be spread over as much of the available floor area as possible, to keep the stacks as
low as possible.

Superimposed units must form stable stacks that must be prevented from falling apart, for example by:
- interlocking different tiers (e.g. for metal bars or sacks),
- using timbers or friction-enhancing inserts (e.g. for slabs, sheet metal, sawn timber, paper rolls),
- using cribs (e.g. for pipes or barrels),
- using shrink-fit or stretched plastic sheeting (e.g. for palletised units),
- binding units together (e.g. for metal sheets, chipboard panels),
- indirect fastening using woven or non-woven straps (e.g. for rough logs).
② When the stacks are formed of units of different length and mass, the longer, heavier units or those with
a bigger diameter should be loaded at the bottom of the stack. Units that have ends with different
masses or thicknesses should be loaded alternately.

Stacks formed of cylindrical units may be loaded in flat tiers or in dovetailed formation.
③ As a rule, timbers should be inserted between the different tiers.
④ If the objects loaded in flat tiers are cylindrical, their centrelines must be vertically aligned.
⑤ Dovetailing is only permitted if the diameter of the units in the dovetailed tier is no greater than those in
the supporting tier immediately below.

© UIC 01/04/2017 5-21

For stacks loaded on flat wagons and liable to sway laterally (e.g. metal trellis-work), the minimum horizontal
clearances between the loading gauge and the load should be increased, as shown in tables 2.
⑥ In order to avoid loads tipping over crossways, as a general rule, the height of stacks must be no greater
than their width or else stability against tip over must be provided for by other appropriate measures.

⑦ For goods that are cubic in shape (e.g. crates or bound stacks of sawn timber), a further load unit may be
placed in a central position on top of the load.

⑧ In addition, for goods that are cubic in shape (e.g. crates or bound stacks of sawn timber), a further load
unit may be placed in a central position on top of the load.

⑨ If the load is formed of tubes or pipes, the number of tiers must not exceed the number of pipes per tier,
one dovetailed tier is permitted at the top of the load.

⑩ Where the tubes or pipes are loaded in dovetailed tiers secured by scotches, no more than four tiers may
be formed.

If the load is made up of dovetailed tiers of tubes or pipes leaning against the stanchions, the permissible
load on the stanchions must not be exceeded.

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5.8.1 Timbers and supporting scotches
Timbers and supporting scotches must be made of suitable material and have an appropriate cross-section.
They must generally be of a single piece and cover the full width of the load unit or the load. They must not
be able to tip or roll. Hence timbers and supporting scotches laid crosswise in the wagon must be rectangular
in cross-section and rest on their broader face.
The following are acceptable:
- for bearing purposes (e.g. intermediate timbers for tiers of steel pipes): edge-sawn timber or planks as
defined in standard EN 338, strength class C 24, sharp-edged, with thickness of at least 6 cm and a
minimum cross-section according to the use in question,
- for separation purposes (e.g. intermediate timbers for continuous cast slabs): boards or battens,
thickness 1) according to use from approx. 2 cm upwards, at least 5 cm for single-piece timbers and
supporting scotches that are to accommodate nailed scotches.
The number of timbers and supporting scotches to be used will depend on the mass, length, vibration char-
acteristics, and nature of the goods.
For goods that are not liable to sag, use:
① two timbers or
② pairs of timbers side-by-side (2x2) for extra-long or -heavy loads.
For flexible goods, use at least four timbers, spread evenly along the load.
③ Several loading units are loaded side by side on the wagon; all timbers must be accounted for.
For the loading of rails, the number of timbers and supporting scotches shall depend on the mass,
length, consistency and means of loading of the rails.

④ Timbers and supporting scotches that are placed across the wagon and are liable to slide, for example
during the loading of rails or steel profiles in several layers, must be secured against movement. To
prevent them from hitting the stanchions in the event of longitudinal movement of the goods, timbers and
supporting scotches should be placed approximately half-way between adjacent sets of stanchions.

⑤ The load protrudes past the timbers and supporting scotches by at least:

50 cm 30 cm

for goods with a rough surface:

30 cm 20 cm

1)
If exceptionally several pieces have to be placed one on top of another to obtain the desired thickness, the pieces must be firmly
joined using nails, screws, etc.

© UIC 01/04/2021 5-23

5.8.2 Binding of goods in load units
Stacked loads must be bound together in load units using straps or steel strips (breaking strength depending
on nature of goods from 1400 daN 1) up to 4000 daN).
The straps used for indirect fastenings and bindings for load units may be twisted upon tensioning. The total
twist on each strap may equal three twists of 360°.
The twist may also be located in those parts of the strap resting on the load, e.g. on the curve of a pile of
logs, or over a dovetailed stack of tubing. No twisting of the strap is permitted in edged areas, e.g. packages
of sawn timber, girders, wagon sides, etc.
Goods that lie above the stanchions should be bound together with goods that are secured by the stan-
chions, if no other form of securing is possible.
The number of bindings to be arranged evenly depends on the mass, length, vibration characteristics, and
nature of the goods. Each stack must have at least two bindings (see paragraph 1.5).
① When stacks formed of cylindrical units are secured by scotches and protrude above the stanchions by
more than half their diameter, bindings for load units must always be provided as an additional means of
securing.
Cylindrical load units forming a dovetailed tier should be bound to the supporting tier.

② Where timbers are bound up with the load and laid across the wagon, the bindings should be made in a
groove.

③ The use of steel strips for binding in load units, stacked packages of square-sawn timber, wooden boards
and edge-sawn timber (formation of stacks) is not permitted due to the particular risk of accident posed
by the potential tearing of the strips.

1)
For low-density goods such as sawn timber, bindings with a breaking strength of 700 daN are permitted on an exceptional basis.

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5.8.3 Securing
Stacks must be secured like individual objects both lengthways and crosswise in the wagon against move-
ment, rolling off the wagon and tipping.
Depending on the type of goods, the provisions in paragraphs 5.4, 5.5, 5.6 and 5.7 should be com-
plied with.
Additional indications:
Where use is made of nailed timbers, guide-pieces or scotches, the load mass to consider when calculating
the number of nails is as follows:
- for units stacked in tiers, the mass per tier, plus, as appropriate, the mass of one dovetailed tier,
- for dovetailed stacks, the mass of the whole stack.
① Where load units arranged in tiers are to be secured against lateral movement,scotches should be fixed
to the ends of the timbers to prevent their movement, not least in relation to the underlying tier. For this
reason, the scotches must be attached to both the top and the bottom of the timber.

② When attaching scotches used for cylindrical goods (for example steel pipes), the scotches must be the
same width as the timbers to provide sufficient width for nailing and to prevent the scotches from
splitting. Scotches should be nailed from both inside and outside, to this end, the securing devices
should be prepared prior to loading.

© UIC 01/04/2017 5-25

For heavy cylindrical goods (e.g. steel pipes) that extend above the stanchions by more than half their
diameter,

③ the scotches must also be secured on both sides by steel connecting plates
- above the stanchions if the load is arranged in flat tiers,
- on the underlying timbers if the load is dovetailed.

④ To make the indirect fastenings more effective, the upper profile of dovetailed stacks of cylindrical goods
should be rounded. The height (h) of the rounded section should be at least 20 cm and no more than 1/3
of the width (l) of the load. Exceptions from this rule are permitted for pipes loaded in flat tiers with a
single dovetailed tier

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 5.9 Goods loaded on several wagons
When goods are loaded on several wagons, a distinction should be made between:
- rigid units (e.g. concrete beams) and
- flexible units 1) (e.g. rails, steel rods for concrete, plastic pipes).

Operating conditions
These consignments may not be subject to hump or fly shunting, nor may they collide with other vehicles that
have been fly or hump shunted.
The transport units must be coupled in such a way that the buffers are in slight contact.
Trains including these transport units may not be pushed.
If the brake of a wagon forming part of a transport unit has to be isolated when loading rigid units (swivelling
bolsters/sliding-swivelling bolsters), the brakes on other wagons (carrier wagons, intermediate wagons and
guard wagons) also have to be isolated.

5.9.1 Rigid units

must be loaded on two bogie wagons with swivelling/sliding-swivelling bolsters. They must be transported as
exceptional consignments (see paragraph 7 too).
The goods (long goods, self-supporting goods) should be loaded on two flat bogie wagons of the same type
by using a swivelling bolster, a sliding-swivelling bolster and, if necessary, an intermediate and/or guard
wagon. If necessary, the wagon sides and stanchions must be folded down.
The goods should be fixed to the wagon by means of the swivelling bolster. In addition, the sliding-swivelling
bolster enables the necessary longitudinal compensation between the goods and the wagon when negotiat-
ing curves as well as the longitudinal movement of the buffing and draw gear. In case of an off-centre load,
the maximum permitted load of the wagon (force application points) must be demonstrated through calcula-
tions or tests.
The swivelling/sliding-swivelling bolsters must, as far as possible, be placed in a central position within ± 1 m
of the longitudinal axis of the vehicle and must be secured sufficiently to withstand stresses likely to occur
during transit.
Concerning vibrations, the distance ni/na is optimal at a ratio of 2.67:1. In principle this distance should be
observed during loading.
The load must project above the swivelling bolsters by at least 1 m. For other load units (e.g. concrete sleep-
ers), exemptions are granted when the contact points required by the design must be observed. In these
cases, the necessary measures must be taken to ensure the load unit cannot slide beyond the swivelling bol-
sters.
If so required by the shape of the goods, the swivelling/sliding-swivelling bolsters may be fitted with an addi-
tional device for the purpose of additional securing.
On straight track the centre of gravity of the load must be located between the swivelling/sliding-swivelling
bolsters and above the longitudinal axis of the wagon.

5.9.2 Flexible units

may be loaded on several wagons with collapsible end boards or stanchions. On certain railways, units
loaded on more than two wagons can be transported in block trains as standard consignments (see para-
graph 7).
When loading flexible units:
- a vertical clearance of at least 50 mm must be left between the load and the folded end boards and/or
the buffer heads
- the maximum load should be no more than
• 75% for axle wagons
• 85% for bogie wagons
of the applicable load limit for the wagon and for the line the train is running on.

1)
A load is considered flexible if it can safely negotiate curves with a minimum radius R of 75 m.

© UIC 01/04/2021 5-27

For the distribution of the load, the provisions of paragraph 3 should be observed.
① Flexible units bound into bundles (steel rods for concrete and similar goods) must not be loaded in more
than four tiers, with a clearance of approx. 10 cm between the load units and the wagon sides or
stanchions, to allow the load to settle.

The load must

- be bound together with straps (breaking strength: 4000 daN) or with wire (Ø 8 mm) between the wagons
and, on wagons fitted only with stanchions, bound approx. 1 m from the ends of the load,
- be at least 50 cm clear of the ends of the loading surface,
- project by approx. 1 m over the timbers at the ends.
Flexible load units that are not bound into bundles (rails and similar goods) must be loaded
- two wagons to a maximum of 4 tiers
- more than two wagons to a maximum of 3 tiers.
② The load units should be secured, e.g. using spacers at a distance of 1.5 to 3 m from the ends of the
load. The spacers must be designed so as to maintain a clearance of approx. 10 cm from the wagon
sides or stanchions. In addition, they must be firmly fixed to the stanchions.
③ Their lower edges must be at least 5 cm lower than the bearing level below the bottom tier of rails.
If timbers are used, they should be secured against movement as shown in paragraph 5.8.1.

5-28 01/04/2021 © UIC

If the upper tier is not completely filled, it can be secured by means of:
⑤ straps tensioned in opposite directions in the vicinity of the spacers (breaking strength at least 4000 daN)
or

⑥ at least two wires (Ø 5 mm) in the vicinity of the spacers. The wires must also be secured to the facing
stanchions, or

⑦ scotches nailed or screwed at the middle of the load to all the timbers and secured by at least two
fastenings (minimum breaking strength: 700 daN, straight pull).

Clearances:
- depending on its length, the load must respect the following clearances from the ends of the loading
surface on the end wagons:

Length of units Minimum clearances

up to 36 m 50 cm

> 36 m up to 60 m 75 cm

> 60 m up to 90 m 100 cm

> 90 m up to 120 m 125 cm

> 120 m up to 180 m 150 cm

- and must project beyond the timbers at its ends by:

• at least 100 cm for loads up to 36 m in length,
• at least 150 cm for loads longer than 36 m.
• at least 200 cm for loads longer than 150 m.
In view of the longitudinal movement that may occur during transit, movement in the clearance is permitted,
provided that the load projects sufficiently beyond the final end timber on the facing side, i.e. by:
• at least 50 cm for rail lengths of up to 60 m
• at least 75 cm for rail lengths of more than 60 m
while complying with the rules set out in paragraph 4.2

© UIC 01/04/2017 5-29

6 Covering of loads
Goods should be covered:
- in compliance with the version of the RID in force and the tariffs and customs regulations applicable,
- for protection against the weather,
- to avoid them being blown away by the wind.
6.1 Covering with sheets/single-use sheets
6.1.1 Sheets should be made as per UIC Leaflet 806
- of coated woven fabric,
- strong and fire-resistant,
- fitted with eyelets for securing purposes.
Placing the sheet on the load
- The owner's mark and the number of the wagon and of each sheet must be visible,
- when using the sliding method of loading, the sheets should be fixed directly to the load or to the sled,
- water must be able to run off the sheets, which should not sag (avoid puddles),
- when using several sheets, the ends should overlap by approx. 50 cm,
- when indirect fastenings are used, no metallic bindings should be applied to the sheets.
Attaching the sheets
- Sheets must be tautly attached using non-metallic bindings (breaking strength approx. 500 daN) to each
ring (eyelet) and to the rings and hooks on the wagon with double knots (to fixed wagon parts only),
sheets must not be nailed in place,
① each binding must be knotted to the closest sheeting ring (eyelet) on the wagon with a double knot,
② when using several sheets, each must be attached in the overlap zone using at least 3 oblique bindings
on each side of the wagon.

③ if an eyelet is missing at the point where the sheets overlap, the third binding may be replaced by a
fastening that encircles the whole sheet

© UIC 01/04/2020 6-1

6.1.2 Composition and use of single-use sheets
When placing single-use sheets on the load, care should be taken to avoid the formation of puddles and en-
sure free run-off of water.
Sheets should be protected against any sharp edges on parts of the wagons or loads by corner pieces.
No overlap of single-use sheets is permitted.
If using indirect fastenings, no metallic bindings should be applied to the sheets.
④ Single-use sheets must be attached using non-metallic bindings (breaking strength approx. 500 daN) on
each eyelet of the sheet, they should be tied to the rings and hooks (on the fixed parts of the wagon only)
with double knots, not nailed in place, and

⑤ must be secured by means of an indirect fastening every 2 m approx.

Fastening ring
on wagon

Technical specification (minimum requirements)

Material UV-stabilised PE tape-grade fabric

- Cut and welded fabric

- Triple hem all the way round, stitched four times
Manufacture - 20 mm galvanised iron eyelets, every 78 cm approx. on the
broad sides and every 100 cm approx. on the long sides
- Inscription label on both sides

Weight 240 g/m² EN ISO 2286-2

Tear strength (warp/weft) 1'200/1'050 N/5 cm EN ISO 1421

Elongation at break (warp/weft) 17/24 % EN ISO 1421

Tear propagation resistance
230/230 N/5 cm DIN 53.363
(warp/weft)
Weld strength 800 N/5 cm
Weld / fabric (force required to detach
22 N/5cm DIN ISO 2411
weld from fabric)
Eyelets pull-out strength 750 N EN ISO 1421
Low-temperature resistance down to -40 °C

High-temperature resistance up to +80 °C

Waterhead 40 cm EN ISO 20811
Flammability B2 DIN 4102

Observation:
Flammability class B1 is obtained only in white, the other values apply to all colours.

6-2 01/04/2017 © UIC

 6.2 Covering using mesh or netting
Composition
- Metallic mesh (chicken-wire) with a mesh width of up to 100 mm,
- Nets made of synthetic materials or natural fibres with a mesh width of up to 30 mm 1)
Attaching the mesh/netting
① The mesh or netting is to be secured at intervals of approx. 2 m, using non-metallic bindings (breaking
strength: approx. 50 daN),
at each end of the wagon: at least two bindings (these should also be made of wire if using chicken-wire
mesh) or secured as per ④.

② All the bindings are to be tied to the net itself or

③ are stretched tight crossways over the net or
④ the net is stretched tight and attached tautly to the wagon hook (hooks are present on e.g. Eaos
wagons).

1)
Longitudinal breaking strength at least 39 daN, transverse breaking strength at least 48 daN (test specimen 10 cm wide, 3 threads)

© UIC 01/04/2017 6-3

7 Exceptional consignments
A consignment is considered an exceptional consignment when it occasions particular difficulties for the fixed
installations or the wagons of one of the railways/RUs used as a result of its outer dimensions, its mass or its
nature and can therefore only be forwarded subject to specific technical or operational conditions.
In particular, the following consignments must be considered exceptional:
- loads which are not secured in accordance with volumes 1 or 2 of the Loading Guidelines and for which
there are no equivalent alternative securing arrangements, e.g. in accordance with information sheets
published on pink or yellow paper (see paragraph 1.2),
- loads which, as a result of the width restrictions imposed, encroach the loading gauge prescribed under
paragraph 4.1 for the line in question,
- rigid load units carried on two or more wagons with swivelling/sliding-swivelling bolsters (see paragraph
5.9.1),
- flexible units loaded on more than two wagons
(see paragraph 5.9.2) 1) see 2)

- units that must be transhipped in order to be forwarded to the destination station when they weigh over
25 t and/or are carried on low-loader wagons (only applicable in case of transhipment on railways with
different gauges),
- consignments to be transhipped to a ferry if they do not meet the regulations of GCU 3), Appendix 14,
- Railway vehicles, loaded on their own wheels, which are themselves the subject of a freight contract if
they bear neither the RIV or RIC marking, the TEN marking (valid in EU Member States) or the
derogation plate in accordance with GCU Appendix 11, Point 2.1 or 2.2
- Wagons with more than 3 axles per bogie, if loaded
- vehicles whose loads exceed the permissible load limit of the lines used,
- vehicles loaded in excess of the maximum load limit indicated (load limit box / additional box), up to the
maximum bearing capacity allowed by their design,
- vehicles without an indicated payload, e.g. construction vehicles,
- vehicles loaded without indication of the load limits,
- vehicles running on their own wheels with technical specificities (motive power units, multiple units, tram
vehicles, construction vehicles) whose carriage requires specific operating measures.
Exceptional consignments may only be accepted under the special conditions agreed on beforehand
between RUs/IMs/railways.

1)
NB: On certain railways such consignments are moved taking into account the loading examples provided in the UIC Loading
Guidelines:
- For block trains: SZDC (CZ), DB, SBB, ZSR (SK), ProRail (NL), MAV, CFL, GySEV
- For wagonload traffic: DB, SBB
- Loaded on three wagons of max. length 36m: RFI (FS)
2)
For BDZ, EWS, FS, HZ, MZ, ZFBH, ZRS, ZS, ÖBB, PKP, ADIF, ASTOC, SNCB, SNCF, SZ and TCDD, load units loaded on more
than two wagons are considered exceptional consignments, even when forwarded in block trains.
3)
General Contract of Use for wagons

© UIC 01/04/2023 7-1

8 Table 1: List of the loading gauges
List of loading gauges
Name of Railway Undertaking Abbreviation Country code Table
International loading gauges 11
Loading gauge (UIC) GA 12
Loading gauge (UIC) GB 13
Finnish Railways VR 10 12, 13, 15
Lithuanian Railways LG 24 14
Albanian Railways HSH 41 12, 13, 14
Raab-Oedenburg-Ebenfurt-Railway GySEV 43 12, 13, 14
Srpska Republic Railways ZRS 44 12, 13, 14
Railways of the Bosnia-Herzegovina Federation ZFBH 50 12, 13, 14
Polish State Railways PKP 51 14
Bulgarian State Railways BDZ 52 12, 13, 14
Romanian Railways CFR 53 14
Grup feroviar roman RO-GFR 53 14
Servtrans Invest RO STI 53 14
Czech Cargo Railways (formerly CD) CDC 54 12, 13, 14
Rail Cargo Hungaria (formerly MAV) RCH 55 12, 13, 14
Slovakian Cargo Railway Company S.A (formerly ZSSK) ZSSKC 56 12, 13, 14
Lötschberg Railways BLS 63 16
Nord-Milano Esercizio Railways FNME 64 12, 17
Former Yugoslav Republic of Macedonia Railways MZ 65 12, 13, 14
Ahaus-Alstätter Railways AAE 68 12, 14
English, Welsh and Scottish Railway International EWS 70 18
Spanish State Railways RENFE 71 12, 19
Serbian Railways (formerly JZ) ZS 72 12, 13, 14
Hellenic Railways (formerly CH) TRAINOSE 73 12, 13, 14
TRAFIKVERKET (Sweden) TRV 74 12, 13,110
Turkish Republic State Railways TCDD 75 14, 112, 113, 114
Cargonet C 76 12, 13, 115
Croatian Railways HZ 78 12, 13, 14
Slovenian Railways SZ 79 12, 13, 14
DB Schenker Rail DB 80 12, 14
Rail Cargo Austria ÖBB 81 12, 14
Luxembourg Railways CFL 82 12, 13, 14
Trenitalia FS 83 17
Railion Nederland NL-RN 84 12, 14
Swiss Federal Railways / CFF Cargo SBB/CFF 85 16
Railion Danmark DSB 86 12, 13, 14
French National Railways SNCF 87 11, 12, 13, 118
Belgian National Railways / B-Cargo B 88 12, 116
Portuguese Railways CP 94 12, 19
Iranian State Railways RAI 96 117
Syrian Railways CFS 97 12, 13, 14
Iraqi Railways IRR 99 14

© UIC 01/04/2018 T1-1

8.1 Table 11 International loading gauge
For all lines except the lines in
- Great Britain (table 18),
- Iran (table 117).

© UIC 01/04/2017 T11-1

Half-widths of the gauge
Height Height Height Height
Corresponding Corresponding Corresponding Corresponding
above rail above above above
half-width half-width half-width half-width
level rail level rail level rail level
mm mm mm mm mm mm mm mm
3 450 1 461 3 750 1 260 4 050 893
430 460 1 456 760 1 252 060 871
3 175 1 575 470 1450 770 1 243 070 850
180 1 573 480 1 445 780 1 234 080 829
190 1 570 490 1 439 790 1 226 090 807
3 200 1 567 3 500 1 434 3 800 1 217 4 100 786
210 1 563 510 1 428 810 1 207 110 764
220 1 560 520 1 422 820 1 198 120 743
230 1 557 530 1 416 830 1 189 130 721
240 1553 540 1410 840 1 179 140 700
3 250 1 549 3 550 1 404 3 850 1 169 4 150 679
260 1 546 560 1 398 860 1 159 160 657
270 1542 570 1392 870 1 149 170 636
280 1 538 580 1 385 880 1 139 180 614
290 1 534 590 1 379 890 1 128 190 593
3 300 1 530 3 600 1 372 3 900 1 118 4 200 571
310 1 526 610 1 366 910 1 107 210 550
320 1 522 620 1 359 920 1 096 220 529
330 1 518 630 1 352 930 1 085 230 507
340 1 513 640 1 345 940 1 073 240 486
3 350 1 509 3 650 1 338 3 950 1 062 4 250 464
360 1 505 660 1 331 960 1 050 260 443
370 1 500 670 1 323 970 1 038 270 421
380 1 495 680 1 316 980 1 025 4 280 400
390 1 491 690 1308 990 1 013
3 400 1 486 3 700 1 301 4 000 1 000
410 1 481 710 1 293 010 979
420 1 476 720 1 285 020 957
430 1 471 730 1 277 030 936
440 1 466 740 1 269 040 914
3 450 1 461 3 750 1 260 4 050 893

T11-2 01/04/2020 © UIC

8.2 Table 12: Loading gauge (UIC) GA
For a list of Railway Undertakings accepting this gauge, see pagesT12-3 to T12-5

© UIC 01/04/2017 T12-1

Half-widths of the gauge
Height Height Height
Height above Corresponding Corresponding Corresponding Corresponding
above rail above rail above rail
rail level half-width half-width half-width half-width
level level level
mm mm mm mm mm mm mm mm
3 450 1 467 3 750 1 326 4 050 1 010
430 460 1 462 760 1 322 060 989
470 1 457 770 1 317 070 969
480 1 453 780 1 312 080 948
1 575 490 1448 790 1308 090 928
3 500 1 443 3 800 1 303 4 100 908
510 1 439 810 1 298 110 887
3 220 520 1 434 820 1 294 120 867
230 1 570 530 1 429 830 1 289 130 847
240 1 565 540 1 425 840 1 284 140 826
3 250 1 560 3 550 1 420 3 850 1 280 4 150 806
260 1 556 560 1 415 860 1 266 160 785
270 1 551 570 1 411 870 1 253 170 765
280 1 546 580 1 406 880 1 239 180 745
290 1 542 590 1401 890 1224 190 724
3 300 1 537 3 600 1 397 3 900 1 212 4 200 704
310 1 532 610 1 392 910 1 199 210 684
320 1 528 620 1 387 920 1 185 220 663
330 1 523 630 1 383 930 1 172 230 643
340 1 518 640 1 378 940 1 158 240 622
3 350 1 514 3 650 1 373 3 950 1 145 4 250 602
360 1 509 660 1 368 960 1 131 260 582
370 1 504 670 1 364 970 1 118 270 561
380 1 500 680 1 359 980 1 104 280 541
390 1 495 690 1 354 990 1 091 290 521
3 400 1 490 3 700 1 350 4 000 1 077 4 300 500
410 1 485 710 1 345 010 1 064 310 480
420 1 481 720 1 340 020 1 050 4 320 460
430 1476 730 1336 030 1037
440 1 471 740 1 331 040 1 023
3 450 1 467 3 750 1 326 4 050 1 010

T12-2 01/04/2020 © UIC

List of Railway Undertakings accepting the (UIC) GA loading gauge

VR JŽ
Transit lines: all Transit lines: all
Stations: all Stations: all

HSH CH
Stations: all Transit lines: all
Stations: all
GySEV
Transit lines: all TRAFIKVERKET (Sweden)
Stations: all Transit lines: all
Stations: all
ZRS
Transit lines: all C (NSB)
Transit lines: all
ZFBH Stations: all
Transit lines: all
Stations: all HZ
Transit lines: all
BDZ Stations: all
Transit lines: all
Stations: all SZ
Transit lines: all
CD Stations: all
Transit lines: all
Stations: all DB
Transit lines: all
MAV Stations: all
Transit lines: all
Stations: all ÖBB
Transit lines: all
ZSSK (ZSR) Stations: all
Transit lines: all
Stations: all CFL
Transit lines: all
FNME Stations: all
Transit lines: all
Stations: all NS
Transit lines: all
MZ Stations: all
Transit lines: all
Stations: all DSB
Transit lines: all
AAE Stations: all
Transit lines: all
Stations: all

RENFE
Transit lines: all
Stations: all

© UIC 01/04/2018 T1 2-3

SNCF
Transit lines: all
Station: all, with the exception of the following
stations:
AMPLEPUIS, AUREC, BAS-MONISTROL,
BASTIDE-ST-LAURENT(LA), BEGAAR, BEL-
AIR-LA-MEDE, BILLOM, BOENS, BRIVES-
CHARENSAC, CABANNES, CANDALE,
CAPDENAC, CHALON-SUR-SAONE (PORT
NORD), CHAMALIERES-SUR-LOIRE,
CHAMBONFEUGEROLLES (LE),
CHARBONNIERES-LES-VARENNES,
CHATEAUNEUF-LES-MARTIGUES,
CHATEAURENARD-DE-PROVENCE, CLAVAUX
(LES), COLOMBIERS-RD, COURZIEU-
BRUSSIEU, DECINES, DEVILLE-LES-ROUEN,
DRAP-CANTARON, FIRMINY, FONTVIEILLE,
FRAISSE-UNIEUX, GRAND-COMBE-LA-PISE,
LANGEAC, LANGOGNE, LESGOR,
LIPOSTHEY, LYON-EST, MACON (PORT
FLUVIAL), MALBOSC, MAURS, MESSEMPRE,
MILLERY-MONTAGNY, NOIRETABLE, NOVES,
OYONNAX, PLAN-D'ORGON, PUYEN-VELAY
(LE), RICAMARIE (LA), RIOUPEYROUX, SAINT-
AMBROIX, SAINT-ANDIOL, TAMARIS, TARTAS,
VIERZY, VIF, VILLEURBANNE,
VILLEURBANNE-GARAGE, VIZILLE-
TERRASSE,YCHOUX.
The loading gauge given in Table 11 is applicable
for these stations.

SNCB
Transit lines: all
Stations: all, with the exception of the following
stations:
BEIGNEE, BERZEE, COUR-SUR-HEURE,
COUVIN, HAM-SUR-HEURE, JAMIOULX,
MARIEMBOURG, PHILIPPEVILLE, PRY,
WALCOURT and YVES-GOMEZÉE.
The loading gauge given in Table 11 is applicable
for these stations.

CP
Stations: all

CFS
Transit lines: all
Stations: all

T12-4 01/04/2018 © UIC

 8.3 Table 13: Loading gauge (UIC) GB
For a list of Railway Undertakings accepting this gauge, see pages T13-3 to T13-5

© UIC 01/04/2017 T13-1

Half-widths of the gauge
Height Height Height Height
Corresponding Corresponding Corresponding Corresponding
above rail above above above
half-width half-width half-width half-width
level rail level rail level rail level
mm mm mm mm mm mm mm mm
3 450 1 496 3 750 1 393 4 050 1 290
430 460 1 492 760 1 389 060 1 286
470 1 489 770 1 386 070 1 283
480 1 485 780 1 382 080 1 280
1 575 490 1 482 790 1 379 090 1 245
3 500 1 478 3 800 1 376 4 100 1 211
510 1 475 810 1 372 110 1 177
3 220 520 1 472 820 1 369 120 1 143
230 1 571 530 1 468 830 1365 130 1 109
240 1 568 540 1 465 840 1362 140 1 075
3 250 1 564 3 550 1 461 3 850 1 358 4 150 1 040
260 1561 560 1 458 860 1355 160 1 006
270 1 557 570 1 454 870 1 352 170 972
280 1 554 580 1 451 880 1 348 180 938
290 1 550 590 1 448 890 1 345 190 904
3 300 1 547 3 600 1 444 3 900 1 341 4 200 870
310 1 544 610 1 441 910 1 338 210 835
320 1 540 620 1 437 920 1 334 220 801
330 1 537 630 1 434 930 1 331 230 767
340 1 533 640 1 430 940 1 328 240 733
3 350 1 530 3 650 1 427 3 950 1 325 4 250 699
360 1 526 660 1 424 960 1 321 260 665
370 1 523 670 1 420 970 1 317 270 630
380 1 520 680 1 417 980 1 314 280 596
390 1 516 690 1 413 990 1 310 290 562
3 400 1 513 3 700 1 410 4 000 1 307 4 300 528
410 1 509 710 1 406 010 1 304 310 494
420 1 506 720 1 403 020 1 300 4 320 460
430 1 502 730 1 400 030 1 297
440 1 499 740 1 396 040 1 293
3 450 1 496 3 750 1 393 4 050 1 290

T13-2 01/04/2020 © UIC

List of Railway Undertakings accepting the (UIC) GB loading gauge

VR, GySEV, ZRS, ZFBH, RCH, MZ, SZ, DSB, CFS, TRAFIKVERKET (Sweden)
Transit lines: all
Stations: all

CDC
Transit lines: all
Stations: none

HSH
Stations: all

BDZ
Transit lines: all
Stations: all, with the exception of
BOROUCHTITZA, CHICHKOVTZI, DEBELETZ, GABROVO, GUECHEVO, KJUSTENDIL, KOPILOVTZI,
KRASTETZ, PLATCHKOVTZI, RADEVTZI, RADOUNTZI, RAJDAVITZA, SAMOVODENE, SOKOLOVO,
VARBANOVO, VELIKO, TRAPEZITZA, TRIAVNA

ZSSKC
Transit lines: all
Stations: all, with the exception of
BANSKA BELA, BANSKA STIAVNICA, KREMNICA, KREMNICKE BANE

ZS
Transit lines: all, with the exception of:
VALJEVO-KALENIC and GRLICA-DJENERAL JANKOVIC
Stations: all

TRAINOSE
Transit lines:
IDOMENI-MESSONISSION, IDOMENI-PROMACHON, MESSONISSION-PROMACHON, ORMENION-
PITHION
Stations:
Via IDOMENI, MESSONISSION and PROMACHON:
ADENDRON, AGRAS, ALEXANDRIA, ALIKI, AMINTEON, ANCHIALOS MAC., ARMENION, ARNISSA,
ASPROS, DOIRANI, DOMOKOS, DOXARAS, EDESSA, EGHINION-KOLINDROS, EPISKOPI,
FILADELPHIA, FLORINA, GALIKOS, GHEFIRA, GIRTONI, IDOMENI, KALINDIA, KASTANAS,
KASTANOUSSA, KATERINI, KILKIS, KOMANOS, KAZANI, KRANON, LACHA-NOKIPI, LAKIA, LARISSA,
LATOMION, LEPTOKARIA, LITOCHORON, MANDRAKION, MAVRODENDRION, MESSONISSION,
METALLIKO, MOURIES, NAOUSSA, N. AGATHOU-POLIS, ORFANA, PALEOFARSALOS, PLATAMON,
PLATI, POLIKASTRON, PROMACHON, PTOLEMAIS, RAPSANI, RODOPOLIS, SERRE, SIDIROKASTRO,
SINDOS, SKIDRA, SKOTOUSSA, STRIMON, TEMPI, THESSALONIKI, VELESTINON, VERIA, VEVI,
VIRONIA, VOLOS, XECHASMENI.
Via ORMENION and PITHION:
ALEXANDROUPOLIS, CHIMONION, DIDIMOTICHON, DIKEA, FERE, LAGHINA, LAVARA, N. ORESTIAS,
N. VISSA, ORMENION, PEPLOS, PITHION, SOUFLION, TICHERON

© UIC 01/04/2018 T13-3

C (NSB)
Transit lines: all
Stations: all, with the exception of ARENDAL

HZ
Transit lines: all
Stations: all, with the exception of
KASTEL STARI, KASTEL SUCURAC, SADINE, SOLIN LUKA, SPLIT, SPLIT PREDGRADE

CFL
Transit lines
BETTEMBOURG-KLEINBETTINGEN, WASSERBILLIG-RODANGE/ATHUS
Stations: all, with the exception of
BELLAIN, BISSEN, CLERVAUX, COLMAR-BERG, COLMAR-USINES, CRUCHTEN, DIEKIRCH, DOM
MELDANGE, DRAUFFELT, ETTELBRUCK, GOEBELSMUEHLE, KAUTENBACH, LINTGEN,
LORENTZWEILLER, MAU LUSM UEHLE, MERSCH, MICHELAU, SCHIEREN, TROISVIERGES,
WALFERDANGE, WILNERWILTZ

SNCF
See table 118

T13-4 01/04/2018 © UIC

 8.4 Table 14: Loading gauge accepted by LG, HSH, GySEV, ZRS, ZFBH, PKP, BDZ, CFR, CD,
MAV 1), ZSSK (ZSR), MZ, AAE, JZ, CH, TCDD 2), HZ, SZ, DB, ÖBB, CFL, NS, DSB, CFS, IRR

For the lower part, see pages T14 -3 and T14 -4

With the exception of following stations:

1)
MAV: BUDAPEST-DELI-PU
The loading gauge given in Table 11 is applicable for this destination station.
2)
TCDD: KAPIKULE, EDIRNE, ALPULLU, LULEBURGAZ, MURATLI, CORLU, CERKEZKOY, HALKALI, KAPIKOY, VAN
The loading gauges given in Tables 112 or 113 or 114 are applicable for these destination stations.

© UIC 01/04/2017 T14-1

Half-widths of the gauge
Height Height Height
Height above Corresponding Corresponding Corresponding Corresponding
above rail above rail above rail
rail level half-width half-width half-width half-width
level level level
mm mm mm mm mm mm mm mm
3 800 1 398 4 100 1 149 4 400 899
430 1 575 805 1395
3 500
510 1 569 810 1 391 110 1 141 410 890
520 1 563 820 1 382 120 1 132 420 882
530 1 557 830 1 374 130 1 124 430 874
540 1 551 840 1 366 140 1 116 440 865
3 550 1 545 3 850 1 357 4 150 1 107 4 450 857
560 1 540 860 1 349 160 1 099 460 849
570 1 534 870 1 341 170 1 090 470 840
580 1528 880 1332 180 1082 480 832
590 1 522 890 1 324 190 1 074 490 823
3 600 1 516 3 900 1 316 4 200 1 065 4 500 815
610 1 510 910 1 307 210 1 057 510 807
620 1 504 920 1 299 220 1 049 520 798
630 1 498 930 1 291 230 1 040 530 790
640 1 492 940 1 282 240 1 032 540 782
3 650 1 486 3 950 1 274 4 250 1 024 4 550 773
660 1 481 960 1 266 260 1 015 560 765
670 1 475 970 1 257 270 1 007 570 757
680 1 469 980 1 249 280 999 580 748
690 1 463 990 1 241 290 990 590 740
3 700 1 457 4 000 1 232 4 300 982 4 600 732
710 1 451 010 1 224 310 974 610 723
720 1 445 020 1 216 320 965 620 715
730 1 439 030 1 207 330 957 630 707
740 1 433 040 1 199 340 949 640 698
750 1 427 4 050 1 191 4 350 940 4 650 690
760 1 422 060 1 182 360 932
770 1 416 070 1 174 370 924
780 1 410 080 1 166 380 915
790 1 404 090 1 157 390 907
3 800 1 398 4 100 1 149 4 400 899

T14-2 01/04/2017 © UIC

Lower part of the loading gauge of Railway Undertakings
GySEV, CFR, MAV, ÖBB, CFL, DSB CH

BDZ, CD, ZSSK (ZSR), AAE, DB

TCDD

LG, PKP, NS, IRR

CFS

ZRS, ZFBH, MZ, JZ, HZ, SZ

HSH

© UIC 01/04/2017 T14-3

 8.5 Table 15: Loading gauge accepted by VR

© UIC 01/04/2017 T15-1

Half-widths of the gauge
Height above rail Corresponding Height above rail Corresponding Height above rail Corresponding
level half-width level half-width level half-width
mm mm mm mm mm mm
330 1 700
4 370
4 380 1 691 - - - -
4 390 1 683
4 400 1 674 4 700 1 416 5 000 1 158
410 1 666 710 1 408 010 1 149
420 1 657 720 1 399 020 1 141
430 1 648 730 1 390 030 1 132
440 1 640 740 1 382 040 1 124
4 450 1 631 4 750 1 373 5 050 1 115
460 1 623 760 1 365 060 1 106
470 1 614 770 1 356 070 1 098
480 1 605 780 1 347 080 1 089
490 1 597 790 1 339 090 1 081
4 500 1 588 4 800 1 330 5 100 1 072
510 1 580 810 1 322 110 1 063
520 1 571 820 1 313 120 1 055
530 1 562 830 1 304 130 1 046
540 1 554 840 1 296 140 1 038
4 550 1 545 4 850 1 287 5 150 1 029
560 1 537 860 1 278 160 1 020
570 1 528 870 1 270 170 1 012
580 1 519 880 1 261 180 1 003
590 1 511 890 1 253 190 995
4 600 1 500 4 900 1 244 5 200 986
610 1 494 910 1 235 210 977
620 1 485 920 1 227 220 969
630 1 476 930 1 218 230 960
640 1 468 940 1 210 240 952
4 650 1 459 4 950 1 201 5 250 943
660 1 451 960 1 192 260 934
670 1 442 970 1 184 270 926
680 1 433 980 1 175 280 917
690 1 425 990 1 167 290 909
- - - - 5 300 900

T15-2 01/04/2017 © UIC

 8.6 Table 16: Loading gauge accepted by BLS, SBB

© UIC 01/04/2017 T16-1

Half-widths of the gauge
Height Height Height
Height above Corresponding Corresponding Corresponding Corresponding
above rail above rail above rail
rail level half-width half-width half-width half-width
level level level
mm mm mm mm mm mm mm mm
3 300 1 575 3 600 1 417 3 900 1 233 4 200 922
310 1 570 610 1 412 910 1 223 210 911
320 1 565 620 1 406 920 1 212 220 901
330 1 559 630 1 401 930 1 202 230 890
340 1 554 640 1 396 940 1 192 240 880
3 350 1 549 3 650 1 390 3 950 1 181 4 250 870
360 1 543 660 1 385 960 1 171 260 859
370 1 538 670 1 380 970 1 160 270 849
380 1 533 680 1 375 980 1 150 280 838
390 1 528 690 1 369 990 1 140 290 828
3 400 1 522 3 700 1 364 4 000 1 129 4 300 818
410 1 517 710 1 359 010 1 119 310 807
420 1 512 720 1 354 020 1 108 320 797
430 1 507 730 1 348 030 1 098 330 787
440 1 501 740 1 343 040 1 088 340 776
3 450 1 496 3 750 1 338 4 050 1 077 4 350 766
460 1 491 760 1 333 060 1 067 360 755
470 1 485 770 1 327 070 1 057 370 745
480 1 480 780 1 322 080 1 046 380 735
490 1 475 790 1 317 090 1 036 390 724
3 500 1 470 3 800 1 311 4 100 1 025 4 400 714
510 1 464 810 1 306 110 1 015 410 703
520 1 459 820 1 301 120 1 005 420 693
530 1 454 830 1 296 130 994 430 683
540 1 449 840 1 290 140 984 440 672
3 550 1 443 3 850 1 285 4 150 973 4 450 662
560 1 439 860 1 275 160 963 460 652
570 1 433 870 1 264 170 953 470 641
580 1 427 880 1 254 180 942 480 631
590 1 422 890 1 243 190 932 490 620
3 600 1 417 3 900 1 233 4 200 922 4 500 610

T16-2 01/04/2017 © UIC

 8.7 Table 17: Loading gauge accepted by FNME, FS

© UIC 01/04/2017 T17-1

Half-widths of the gauge
Height Height Height Height
Corresponding Corresponding Corresponding Corresponding
above rail above rail above rail above rail
half-width half-width half-width half-width
level level level level
mm mm mm mm mm mm mm mm
3 500 1 498 3 800 1 375 4 100 880
510 1 494 810 1 359 110 864
520 1 490 820 1 342 120 847
530 1 485 830 1 326 130 831
370 1 600 540 1 481 840 1 309 140 814
3 250 3 550 1 477 3 850 1 293 4 150 798
260 1 596 560 1 473 860 1 276 160 781
270 1 592 570 1 469 870 1 260 170 765
280 1 588 580 1 465 880 1 243 180 748
290 1 584 590 1 461 890 1 227 190 732
3 300 1 580 3 600 1 457 3 900 1 210 4 200 715
310 1 575 610 1 453 910 1 194 210 699
320 1 571 620 1 449 920 1 177 220 682
330 1 567 630 1 445 930 1 161 230 666
340 1 563 640 1 440 940 1 144 240 649
3 350 1 559 3 650 1 436 3 950 1 128 4 250 633
360 1 555 660 1 432 960 1 111 260 616
370 1 551 670 1 428 970 1 095 270 600
380 1 547 680 1 424 980 1 078 280 583
390 1 543 690 1 420 990 1 062 290 567
3 400 1 539 3 700 1 416 4 000 1 045 4 300 550
410 1535 710 1412 010 1029
420 1530 720 1408 020 1012
430 1 526 730 1 404 030 996
440 1 522 740 1 400 040 979
3 450 1 518 3 750 1 395 4 050 963
460 1 514 760 1 391 060 946
470 1 510 770 1 387 070 930
480 1 506 780 1 383 080 913
490 1 502 790 1 379 090 897
3 500 1 498 3 800 1 375 4 100 880 -

T17-2 01/04/2020 © UIC

 8.8 Table 18: Loading gauge accepted in Great Britain

© UIC 01/04/2017 T18-1

Half-widths of the gauge
Height above Corresponding Height above Corresponding Height above Corresponding
rail level half-width rail level half-width rail level half-width
mm mm mm mm mm mm
3 370 1 283 3 670 905
3 080 1 410 3 380 1 274 3 680 891
3 090 1 407 3 390 1 265 3 690 877
3 100 1 404 3 400 1 256 3 700 864
3 110 1 401 3 410 1 247 3 710 850
3 120 1 398 3 420 1 238 3 720 836
3 130 1 395 3 430 1 229 3 730 822
3 140 1 392 3 440 1 220 3 740 809
3 150 1 389 3 450 1 207 3 750 795
3 160 1 386 3 460 1 193 3 760 765
3 170 1 383 3 470 1 179 3 770 735
3 180 1 379 3 480 1 165 3 780 706
3 190 1 376 3 490 1 151 3 790 676
3 200 1 373 3 500 1 138 3 800 646
3 210 1 371 3 510 1 124 3 810 616
3 220 1 368 3 520 1 110 3 820 586
3 230 1 366 3 530 1 097 3 830 556
3 240 1 363 3 540 1 083 3 840 526
3 250 1 360 3 550 1 069 3 850 496
3 260 1 357 3 560 1 055 3 860 466
3 270 1 354 3 570 1 042 3 870 436
3 280 1 351 3 580 1 028 3 880 407
3 290 1 348 3 590 1 014 3 890 377
3 300 1 345 3 600 1 001 3 900 347
3 310 1 336 3 610 987 3 910 317
3 320 1 327 3 620 973 3 920 287
3 330 1 318 3 630 960 3 930 257
3 340 1 309 3 640 946 3 940 227
3 350 1 300 3 650 932 3 950 197
3 360 1 291 3 660 918 3 965 152.5

T18-2 01/04/2017 © UIC

 8.9 Table 19: Loading gauge accepted by RENFE, CP

© UIC 01/04/2017 T19- 1

Half-widths of the gauge
Height Height Height
Height above Corresponding Corresponding Corresponding Corresponding
above rail above rail above rail
rail level half-width half-width half-width half-width
level level level
mm mm mm mm mm mm mm mm
430 1 650
3 290
3 300 1 646 3 600 1 532 3 900 1 312 4 200 913
310 1 642 610 1 528 910 1 304 210 893
320 1 638 620 1 524 920 1 296 220 873
330 1 635 630 1 520 930 1 287 230 853
340 1 631 640 1 516 940 1 279 240 834
350 1 627 650 1 513 950 1 270 250 814
360 1 623 660 1 509 960 1 262 260 794
370 1 619 670 1 505 970 1 254 270 774
380 1 616 680 1 497 980 1 245 280 755
390 1 612 690 1 488 990 1 237 290 735
3 400 1 608 3 700 1 480 4 000 1 229 4 300 715
410 1 604 710 1 471 010 1 220
420 1 600 720 1 463 020 1 212
430 1597. 730 1 455 030 1 203
440 1 593 740 1 446 040 1 195
450 1 589 750 1 438 050 1 187
460 1 585 760 1 430 060 1 178
470 1 581 770 1 421 070 1 170
480 1 577 780 1 413 080 1 150
490 1 574 790 1 404 090 1 130
3 500 1 570 3 800 1 396 4 100 1 111
510 1 566 810 1 388 110 1 091
520 1 562 820 1 379 120 1 071
530 1 558 830 1 371 130 1 051
540 1 555 840 1 363 140 1 031
550 1 551 850 1 354 150 1 012
560 1 547 860 1 346 160 992
570 1 543 870 1 337 170 972
580 1 539 880 1 329 180 952
590 1 535 890 1 321 190 933
3 600 1 532 3 900 1 312 4 200 913 -

T19- 2 01/04/2017 © UIC

 8.10 Table 110: Loading gauge accepted by TRAFIKVERKET (Sweden)

© UIC 01/04/2018 T110-1

Half-widths of the gauge
Height Height Height
Height above Corresponding Corresponding Corresponding Corresponding
above rail above rail above rail
rail level half-width half-width half-width half-width
level level level
mm mm mm mm mm mm mm mm
3 900 1 440 4 200 1 140 4 500 840
430 1 575 910 1 430 210 1 130 510 830
1 200 920 1 420 220 1 120 520 820
1 200 1 700 930 1 410 230 1 110 530 810
3 640 940 1 400 240 1 100 540 800
3 650 1 690 3 950 1 390 4 250 1 090 4 550 790
660 1 680 960 1 380 260 1 080 560 780
670 1 670 970 1 370 270 1 070 570 770
680 1 660 980 1 360 280 1 060 580 760
690 1 650 990 1 350 290 1 050 590 750
3 700 1 640 4 000 1 340 4 300 1 040 4 600 740
710 1 630 010 1 330 310 1 030 610 730
720 1 620 020 1 320 320 1 020 620 720
730 1 610 030 1 310 330 1 010 630 710
740 1 600 040 1 300 340 1 000 640 700
3 750 1 590. 4 050 1 290 4 350 990 4 650 690
760 1 580 060 1 280 360 980
770 1 570 070 1 270 370 970
780 1 560 080 1 260 380 960
790 1 550 090 1 250 390 950
3 800 1 540 4 100 1 240 4 400 940
810 1 530 110 1 230 410 930
820 1 520 120 1 220 420 920
830 1 510 130 1 210 430 910
840 1 500 140 1 200 440 900
3 850 1 490 4 150 1 190 4 450 890
860 1 480 160 1 180 460 880
870 1 470 170 1 170 470 870
880 1 460 180 1 160 480 860
890 1 450 190 1 150 490 850
3 900 1 440 4 200 1 140 4 500 840

T110-2 01/04/2017 © UIC

 8.11 Table 111: reserved

© UIC 01/04/2018 T111-1

 8.12 Table 112: Loading gauge accepted by TCDD
For the following
- line: KAPIKULE-EDIRNE
- destination stations: KAPIKULE, EDIRNE

For other stations see tables 14, 113 and 114

© UIC 01/04/2017 T112-1

Half-widths of the gauge
Height above rail level Corresponding half-width Height above rail level Corresponding half-width
mm mm mm mm
430 1 600
835
835 1 650
4 200 4 450 1 435
210 1 640 460 1 428
220 1 630 470 1 421
230 1 620 480 1 414
240 1 610 490 1 407
4 250 1 600 4 500 1 400
260 1 590 510 1 390
270 1 580 520 1 380
280 1 570 530 1 370
290 1 560 540 1 360
4 300 1 550 4 550 1 350
310 1 540 560 1 340
320 1 530 570 1 330
330 1 520 580 1 320
340 1 510 590 1 310
4 350 1 500 4 600 1 300
360 1 490 610 1 290
370 1 480 620 1 280
380 1 470 630 1 270
390 1 460 640 1 260
4 400 1 450 4 650 1 250
410 1 445 660 1 240
420 1 440 670 1 230
430 1 435 680 1 220
440 1 430 690 1 210
4 450 1 435 4 700 1 200

T112-2 01/04/2017 © UIC

 8.13 Table 113: Loading gauge accepted by TCDD
For the following
- line: EDIRNE-HALKALI
- destination stations: ALPULLU, LULEBURGAZ, MURATLI, CORLU, CERKEZKOY, HALKALI

For other stations see tables 14, 112 and 114

© UIC 01/04/2017 T113-1

Half-widths of the gauge
Height Height Height
Height above Corresponding Corresponding Corresponding Corresponding
above rail above rail above rail
rail level half-width half-width half-width half-width
level level level
mm mm mm mm mm mm mm mm
430 1 575
3 500 3 800 1 422 4 100 1 262 4 400 985
510 1 570 810 1 417 110 1 252 410 975
520 1 565 820 1 412 120 1 243 420 966
530 1 560 830 1 407 130 1 234 430 957
540 1 555 840 1 402 140 1 225 440 948
3 550 1 550 3 850 1 397 4 150 1 215 4 450 938
560 1 544 860 1 392 160 1 206 460 929
570 1 539 870 1 387 170 1 197 470 920
580 1 534 880 1 382 180 1 188 480 911
590 1 529 890 1 377 190 1 178 490 902
3 600 1 524 3 900 1 372 4 200 1 169 4 500 892
610 1 519 910 1 366 210 1 160 510 883
620 1 514 920 1 361 220 1 151 520 874
630 1 509 930 1 356 230 1 142 530 865
640 1 504 940 1 351 240 1 132 540 855
3 650 1 499 3 950 1 346 4 250 1 123 4 550 846
660 1 494 960 1 341 260 1 114 560 837
670 1 489 970 1 336 270 1 105 570 828
680 1 483 980 1 331 280 1 095 580 818
690 1 478 990 1 326 290 1 086 590 809
3 700 1 473 4 000 1 321 4 300 1 077 4 600 800
710 1 468 010 1 316 310 1 068 610 791
720 1 463 020 1 311 320 1 058 620 782
730 1 458 030 1 305 330 1 049 630 772
740 1 453 040 1 300 340 1 040 640 763
3 750 1 448 4 050 1 295 4 350 1 031 4 650 754
760 1 443 060 1 290 360 1 022
770 1 438 070 1 285 370 1 012
780 1 433 080 1 280 380 1 003
790 1 428 090 1 271 390 994
3 800 1 422 4 100 1 262 4 400 985

T113-2 01/04/2017 © UIC

 8.14 Table 114: Loading gauge accepted by TCDD
For the following
- line: VAN-KAPIKOY
- destination stations: VAN, KAPIKOYI

For other stations see tables 14, 112 and 113

© UIC 01/04/2017 T114-1

Half-width of the gauge
Height above rail Corresponding Height above rail Corresponding Height above rail Corresponding
level half-width level half-width level half-width
mm mm mm mm mm mm
830 1 600
835
835 1 800
900 4 200 1 660 4 500 1 400
910 1 795 210 1 658 510 1 380
920 1 787 220 1 656 520 1 360
930 1 780 230 1 654 530 1 340
940 1 774 240 1 652 540 1 320
950 1 760 4 250 1 650 4 550 1 300
960 1 756 260 1 648 560 1 280
970 1 752 270 1 646 570 1 260
980 1 748 280 1 644 580 1 240
990 1 744 290 1 642 590 1 220
000 1 740 4 300 1 640 4 600 1 200
010 1 738 310 1 636 610 1 180
020 1 736 320 1 632 620 1 160
030 1 734 330 1 628 630 1 140
040 1 732 340 1 624 640 1 120
050 1 730 4 350 1 620 4 650 1 100
060 1 726 360 1 616
070 1 722 370 1 612
080 1 718 380 1 608
090 1 714 390 1 604
100 1 710 4 400 1 600
110 1 708 410 1 580
120 1 706 420 1 560
130 1 704 430 1 540
140 1 702 440 1 520
150 1 700 4 450 1 500
160 1 692 460 1 480
170 1 684 470 1 460
180 1 676 480 1 440
190 1 668 490 1 420
1 200 1 660 4 500 1 400

T114-2 01/04/2017 © UIC

 8.15 Table 115: Loading gauge accepted by C (NSB)

© UIC 01/04/2017 T115-1

Half-widths of the gauge
Height Height Height
Height above Corresponding Corresponding Corresponding Corresponding
above rail above above
rail level half-width half-width half-width half-width
level rail level rail level
mm mm mm mm mm mm mm mm
3 550 1 500 3 850 1 200 4 150 900
560 1 490 860 1 190 160 890
570 1 480 870 1 180 170 880
430 1 575 580 1 470 880 1 170 180 870
1 200 590 1 460 890 1 160 190 860
3 600 1 450 3 900 1 150 4 200 850
610 1 440 910 1 140 210 840
620 1 430 920 1 130 220 830
1 200 1 700 630 1 420 930 1 120 230 820
3 350 640 1 410 940 1 110 240 810
3 350 1 700 3 650 1 400 3 950 1 100 4 250 800
360 1 690 660 1 390 960 1 090 260 790
370 1 680 670 1 380 970 1 080 270 780
380 1 670 680 1 370 980 1 070 280 770
390 1 660 690 1 360 990 1 060 290 760
3 400 1 650 3 700 1 350 4 000 1 050 4 300 750
410 1 640 710 1 340 010 1 040 310 740
420 1 630 720 1 330 020 1 030 320 730
430 1 620 730 1 320 030 1 020 330 720
440 1610 740 1 310 040 1 010 340 710
3 450 1 600 3 750 1 300 4 050 1 000 4 350 700
460 1 590 760 1 290 060 990
470 1 580 770 1 280 070 980
480 1 570 780 1 270 080 970
490 1 560 790 1 260 090 960
3 500 1 550 3 800 1 250 4 100 950
510 1 540 810 1 240 110 940
520 1 530 820 1 230 120 930
530 1 520 830 1 220 130 920
540 1 510 840 1 210 140 910
3 550 1 500 3 850 1 200 4 150 900

T115-2 01/04/2017 © UIC

 8.16 Table 116: Loading gauge accepted by SNCB

With the exception of the stations:

BEIGNEE, BERZEE, COUR-SUR-HEURE, COUVIN, HAM-SUR-HEURE, JAMIOULX, MARIEMBOURG,
PHILIPPEVILLE, PRY, WALCOURT and YVES-GOMEZEE
For other stations see table 11.

© UIC 01/04/2017 T116-1

Half-widths of the gauge
Height above rail Corresponding Height above rail Corresponding Height above rail Corresponding
level half-width level half-width level half-width
mm mm mm mm mm mm
710 1 374 210 1 009
400 1 575 720 1 369 220 998
3 230 730 1 363 230 986
240 1 572 740 1 358 240 975
3 250 1 568 3 750 1 353 4 250 963
260 1 565 760 1 348 260 951
270 1 562 770 1 342 270 939
280 1 558 780 1 337 280 926
290 1 554 790 1 332 290 913
3 300 1 551 3 800 1 326 4 300 900
310 1 547 810 1 321 310 886
320 1 544 820 1 315 320 873
330 1 540 830 1 310 330 858
340 1 536 840 1 305 340 844
3 350 1 532 3 850 1 299 4 350 829
360 1 529 860 1 293 360 814
370 1 525 870 1 287 370 798
380 1 521 880 1 281 380 782
390 1 517 890 1 275 390 765
3 400 1 513 3 900 1 269 4 400 748
410 1 509 910 1 262 410 731
420 1 505 920 1 256 420 712
430 1 501 930 1 249 430 694
440 1 497 940 1 243 440 674
3 450 1 493 3 950 1 236 4 450 654
460 1 489 960 1 229 460 633
470 1 485 970 1 222 470 611
480 1 481 980 1 215 480 588
490 1 476 990 1 207 490 564
3 500 1 472 4 000 1 200 4 500 538
510 1 468 010 1 192 510 512
520 1 464 020 1 185 520 483
530 1 459 030 1 177 530 453
540 1 455 040 1 169 540 420
3 550 1 450 4 050 1 161 4 550 384
560 1 446 060 1 153 560 344
570 1 441 070 1 144 570 298
580 1 437 080 1 136 580 244
590 1 432 090 1 127 590 173
3 600 1 427 4 100 1 118 4 600 -
610 1 423 110 1 109
620 1 418 120 1 100
630 1 413 130 1 090
640 1 408 140 1 081
3 650 1 404 4 150 1 071
660 1 399 160 1 061
670 1 394 170 1 051
680 1 389 180 1 041
690 1 384 190 1 030
3 700 1 379 4 200 1 020

T116-2 01/04/2017 © UIC

 8.17 Table 117: Loading gauge accepted by RAI

© UIC 01/04/2017 T117-1

Half-widths of the gauge
Height Height Height
Height above Corresponding Corresponding Corresponding Corresponding
above rail above rail above rail
rail level half-width half-width half-width half-width
level level level
mm mm mm mm mm mm mm mm
3 300 1 575 3 600 1 410 3 900 1 200 4 200 900
310 1 570 610 1 405 910 1 190 210 890
320 1 564 620 1 399 920 1 180 220 880
330 1 559 630 1 394 930 1 170 230 870
340 1 553 640 1 388 940 1 160 240 860
3 350 1 548 3 650 1 383 3 950 1 150 4 250 850
360 1 542 660 1 377 960 1 140 260 840
370 1 537 670 1 372 970 1 130 270 830
380 1 531 680 1 366 980 1 120 280 820
390 1 526 690 1 361 990 1 110 290 810
3 400 1 520 3 700 1 355 4 000 1 100 4 300 800
410 1 515 710 1 350 010 1 090 310 790
420 1 509 720 1 344 020 1 080 320 780
430 1 504 730 1 339 030 1 070 330 770
440 1 498 740 1 333 040 1 060 340 760
3 450 1 493 3 750 1 328 4 050 1 050 4 350 750
460 1 487 760 1 322 060 1 040 360 740
470 1 482 770 1 317 070 1 030 370 730
480 1 476 780 1 311 080 1 020 380 720
490 1 471 790 1 306 090 1 010 390 710
3 500 1 465 3 800 1 300 4 100 1 000 4 400 700
510 1 460 810 1 290 110 990
520 1 454 820 1 280 120 980
530 1 449 830 1 270 130 970
540 1 443 840 1 260 140 960
3 550 1 438 3 850 1 250 4 150 950
560 1 432 860 1 240 160 940
570 1 427 870 1 230 170 930
580 1 421 880 1 220 180 920
590 1 416 890 1 210 190 910
3 600 1 410 I 3 900 1 200 4 200 I 900

T117-2 01/04/2017 © UIC

 8.18 Table 118: SNCF
Wagons loaded to the GB gauge shall be accepted as special consignments in accordance with UIC Leaflet
502 covered by permanent authorisation ATE 40 00 481 045 via the following frontier points: TOURCOING,
FEIGNIES, JEUMONT, ZOUFFTGEN, APACH, FORBACH, LAUTERBOURG et KEHL, destined for the fol-
lowing stations:
ABBEVILLE AUXERRE-SAINT-GERVAIS BOISLEUX
ACHERES-TRIAGE AVALLON BOLLENE-LA-CROISIERE
ACHIET AVESNES BON-ENCONTRE
AGEN AVIGNON BONNARD-BASSOU
AIGREFEUILLE-LE-THOU AYTRE BONNEVAL
AIGUEBELLE BACCARAT BONNIERES
AIGUEPERSE BACOUEL BORDEAUX-BASTIDE
AIGUES-VIVES BAIGTS-DE-BEARN BORDEAUX-HOURCADE
AILLEVILLERS BAINS-LES-BAINS BORDEAUX-PASSERELLE
AILLY-SUR-NOYE BALE BORDEAUX-SAINT-JEAN
AIRVAULT-GARE BALE-MARCHANDISES BORDEAUX-SAINT-LOUIS
AIX-MARCHANDISES BALE-SAINT-JEAN BOUCAU
ALBERT BALE-VOYAGEURS BOUCHAIN
ALBERTVILLE BANNALEC BOULOU-PERTHUS (LE)
ALBI-VILLE BANYULS-DELS-ASPRES BOURG-EN-BRESSE
ALENCON BAPAUME BOURGET (LE)
ALIXAN-CHATEAUNEUF- BARBENTANE-ROGNONAS BOURGET-TRIAGE (LE)
D'ISERE BADDYS (LES) BOURGOIN-JALLIEU
ALLONNES-BOISVILLE BAR-LE-DUC BOURG-SAINT-MAURICE
ALTKIRCH BARONCOURT BOURRON-MARLOTTE
AMAGNE-LUCQUY BASSENS-APPONTEMENTS BOUSSENS
AMBAZAC BASTA-LES-FORGES BOUZONVILLE
AMBERIEU BATHIE (LA) BRAM
AMBOISE BAYONNE BRAY-DUNES (FRONTIERE)
AMBRONAY-PRIAY BAZANCOURT BRAZEY-EN-PLAINE
AMIENS BAZEILLES BREAUTE-BEUZEVILLE
AMIFONTAINE BAZIEGE BREST-BASSINS
ANGERS-SAINT-LAUD BEAUCAIRE-MARCHANDISES BRETEUIL-EMBRANCHEMENT
ANGOULEME BEAUGENCY BRETIGNY
ANOR BEAULIEU-LE-COUDRAY BRETONCELLES
APACH (Moselle) BEAUNE BRICY-BOULAY
APACH-FRONTIERE BEAUVAIS BRIENON
ARAMON BEGLES BRIVE-LA-GAILLARDE
ARCHES BELFORT BROHINIERE (LA)
ARGAGNON BELLENAVES BRUGES
ARGENTAN BELLEVILLE BRUMATH
ARGENTEUIL BELLEVILLE-SUR-SAONE BRUYERES (Vosges)
ARGENTON-SUR-CREUSE BENESTROFF BRY-SUR-MARNE
ARLES BENING BUISSON (LE)
ARMENTIERES BERGERAC BULLY-GRENAY
ARNAGE BERGUES BUZY (Meuse)
ARQUES (Pas-de-Calais) BERLAIMONT CALAIS-VILLE
ARRAS BERRE CAMBRAI-ANNEXE
ARRAS-MEAULENS BETHUNE CAMBRAI-VILLE
ARS-SUR-MOSELLE BEZIERS CARBONNE
ARTENAY (Loiret) BIACHE-SAINT-VAAST CARCASSONNE
ARTIX BIARRITZ CARIGNAN
ATTIN (GARAGE) BISCHEIM CARLING
AUBAGNE BITCHE-LE-CAMP CARPENTRAS
AUBERGENVILLE- BLAGNY CASTELNAU D'ESTREFONDS
ELISABETHVILLE AUBIGNE- BLAINVILLE-DAMELEVIERES CASTELNAUDARY
RACAN BLAISY-BAS CASTELSARRASIN
AUBIGNY-SUR-NERE BLANC-MESNIL (LE) CASTRES (Tarn)
AUBRAIS-ORLEANS (LES) BLANGY-SUR-BRESLE CATEAU (LE)
AULNAT BLANQUEFORT CAUDERAN-MERIGNAC
AULNOYE-AYMERIES BLEUSE-BORNE (LA) (Garage) CAUDRY
AUMALE BLOIS CAVAILLON
AUNEAU BOBIGNY-G.C.
AURAY BOHAIN

© UIC 01/04/2018 T118-1

CAZERES COSNE FAULQUEMONT
CERBERE COUCY-LES-EPPES FEIGNIES-FRONTIERE
CERCY-LA-TOUR COUDEKERQUE-BRANCHE FENOUILLET
CHAGNY COUHE-VERAC FERE (LA)
CHALONS-EN-CHAMPAGNE COULANGES-SUR-YONNE FERRIERES-FONTENAY
CHALON-SUR-SAONE COULOMBIERS FERTE-HAUTERIVE (LA)
CHALON-SUR-SAONE (PORT- COURNEUVE-DUGNY (LA) FERTE-SAINT-AUBIN (LA)
NORD) COURONNE (LA) FERTE-SOUS-JOUARRE (LA)
CHAMBERY-CHALLES-LES- COURVILLE-SUR-EURE FERTOT (Garage)
EAUX COUTRAS FLAVY-LE-MARTEL
CHAMPAGNE CRAVANT-BAZARNES FLIXECOURT
CHAMPIGNEULLES CREIL FOIX
CHANDIEU-TOUSSIEU CREPY-COUVRON FOLLIGNY
CHANGIS-SAINT-JEAN CREPY-EN-VALOIS FONTAINEBLEAU-AVON
CHAPELLE-SUR-ERDE (LA) CREUSOT (LE) FORBACH
CHARITE (La) CREUTZWALD FORBACH-FRONTIERE
CHARMANT CROTELLES FORGENEUVE (Garage)
CHARMES (Vosges) CROUY FOUG
CHARS CRUAS FOUQUEREUIL
CHARTRES CULOZ FOURCHAMBAULT
CHASSENEUIL (Vienne) CUPERLY FOURMIES
CHATEAUBRIANT DAMMARTIN-JUILLY-SAINT- FRESNOY-LE-GRAND
CHATEAU-DU-LOIR MARD FREYMING-MERLEBACH
CHATEAUDUN DAOURS FRONTENEX
CHATEAU-GONTIER DARCEY (Côte-d'Or) FRONTIGNAN
CHATEAULIN- DAX FROUARD
EMBRANCHEMENT DECIZE GAILLAC
CHÂTEAUNEUF-SUR- DERCY-MORTIERS GAILLON-AUBEVOYE
CHARENTE CHATEAUROUX DIEMERINGEN GANDRANGE-AMNEVILLE
CHATEAU-THIERRY DIEPPE GANNAT
CHÂTELAUDREN-PLOUAGAT DIEULOUARD GANNES
CHATEL-CENSOIR DIJON-PORTE-NEUVE GARGENVILLE
CHATELET (LE) DINAN GAZINET-CESTAS
CHATELLERAULT DIRINON GENNES-LONGUEFUYE
CHATEL-NOMEXY DOCELLES-CHENIMENIL GENNEVILLIERS
CHATILLON-SUR-LOIRE DOL GENSAC-LA-PALLUE
CHAULNES DOMPIERRE-SUR-MER GERZAT
CHECY-MARDIE DONCHERY GEVREY-CHAMBERTIN
CHELLES-GOURNAY DONGES GEVREY-TRIAGE
CHEMILLY-APPOIGNY DON-SAINGHIN GIEN
CHEVIGNY-SAINT-SAUVEUR DOUAI GISORS-EMBRANCHEMENT
(Garage) DOULON GIVORS-VILLE
CHEVRIERES DOURDAN GOUSSAINVILLE
CHOCQUES DOURGES GRAFFENSTADEN
CHOISY-LE-ROI DREUX GRANVILLE
CINTEGABELLE DUNKERQUE GRENOBLE
CLAMECY EBANGE GRISOLLES
CLERMONT-FERRAND ECOUFLANT GUIGNICOURT (Aisne)
CLISSON EMPALOT (Garage) GUILLAUCOURT
COCHEREN ENNEZAT-CLERLANDE GUINGAMP
COGNAC ENTRAIGUES-SUR -LA-SORGUE HAGONDANGE
COLAYRAC ENTRESSEN HAM (SOMME)
COLLONGES-FONTAINES EPERNAY HANGEST
COLMAR EPIERRE-SAINT-LEGER HARGARTEN-FALCK
COLOMBIERS EPINAL HAUBOURDIN
COMMERCY EPLUCHES HAUSBERGEN
COMPIEGNE EPONE-MEZIERES HAUTMONT
CONDAT-LE-LARDIN ERAGNY-NEUVILLE HAVRE (Le) HAYANGE
CONFLANS-FIN-D’OISE ESCALQUENS HAZEBROUCK
CONFLANS-JARNY ESTAQUE (L') HELLEMMES-LILLE
CONNERRE-BEILLE ETAMPES HEMING
CORBEHEM ETAPLES-LE-TOUQUET HENDAYE
CORBEIL-ESSONNES EU HENIN-BEAUMONT
CORBIE FACTURE
CORDEMAIS FARGNIERS (Garage)

T118-2 01/04/2018 © UIC

HENNEBONT LEROUVILLE LESCAR MASSY-PALAISEAU-GRANDE-
HERBERGEMENT-LES- LESQUIN CEINTURE MAUBEUGE
BROUZILS LEYMENT MAZAMET
HERICOURT (L') LEZIGNAN-AUDE MAZIERES-VERRUYES
HERICY LEZOUX MEAUX
HERMITAGE-MORDELLES (L') LIANCOURT-RANTIGNY MELUN MER
HERRLISHEIM (BAS-RHIN) LIBERCOURT LIBOURNE MERREY (HAUTE-MARNE)
HESDIN LIEUSAINT-MOISSY MERU
HETTANGE-GRANDE LILLE-CHAMP-DE-MARS METZ-CHAMBRIERE
HEYRIEUX LILLE-DELIVRANCE METZ-DEVANT-LES-PONTS
HOCHFELDEN LILLE-FLANDRES METZ-SABLON
HOUDAN LILLE-GAROLILLE METZ-VILLE
HUTTE-COULOMBIERS (LA) LILLE-PORT-FLUVIAL (Garage) MEUNG-SUR-LOIRE
IMPHY LILLERS MEUX-LA-CROIX-SAINT-OUEN
INCHEVILLE LILLE-SAINT-SAUVEUR (LE)
INGRANDES-SUR-VIENNE LILLE-SUD MEXIMIEUX-PEROUGES
IRUN LIMOGES-BENEDICTINS MEZY
ISBERGUES LIMOGES-PUY-IMBERT MIRAMAS
ISLE-FONTAINE-DE-VAUCLUSE LOISON MIRIBEL
ISSOUDUN (L') LOISY-SUR-MARNE MISSON-HABAS
IS-SUR-TILLE LOMME MITRY-CLAYE
IVRY-SUR-SEINE-FRET LONGJUMEAU MODANE
JALONS-LES-VIGNES LONGPRE-LES-CORPS-SAINTS MODANE-FRONTIERE
JANZE LONGROY-GAMACHES MOHON MONNAIE
JARNAC-CHARENTE LONGUEAU MONSEMPRON-LIBROS
JARVILLE-LA-MALGRANGE LONGUEIL-SAINTE-MARIE MONTAIGU-VENDEE
JAUNEY-CLAN LONGUYON MONTARGIS
JEANDELIZE LORIENT LOUHANS MONTATAIRE
JEUMONT LOURCHES MONTAUBAN-DE-BRETAGNE
JEUMONT-FRONTIERE LUCE MONTAUBAN-VILLE-BOURBON
JOEUF LUCON MONTBARD
JOIGNY LUMES MONTBARTIER MONTCHANIN
JOUE-LES-TOURS LUNEL MONT-DE-MARSAN
JUSSEY LUNEVILLE MONTEREAU
JUVISY LUSIGNAN MONTEROLIER-BUCHY
KEHL-FRONTIERE LYON-GUILLOTIERE MONTESCOURT
KERHUON LYON-GUILLOTIERE-PORT- MONTEUX
KUNTZIG HERRIOT MONTFAVET
LYON-PERRACHE MONTFORT-L’AMAURY-MERE
LABARTHE-INARD
LYON-PERRACHE-MIN MONTIERCHAUME
LABENNE
LYON-VAISE MONTIERES MONTUEL
LABOUHEYRE
MACON-PORT-FLUVIAL MONTMELIAN
LABRUGUIERE
MACON-VILLE MONTOIR-DE-BRETAGNE
LACQ
MADELEINE (Nord) (LA) MONTPELLIER
LACS (LES)
MAILLY-LE-CAMP MONTREJEAU-GOURDAN-
LALUQUE
MAISONS-ALFORT- POLIGNAN MORCENX
LAMBALLE
POMPADOUR MAISSE MORHANGE MORLAIX
LAMOTTE-BEUVRON
MALAUSE MOTHE-SAINT-HERAY (La)
LANDEBIA
MALESHERBES MOTTEVILLE MOUESSE (Ga-
LANDERNEAU
MANS (LE) rage)
LANDIVISIAU
MANTES-LA-JOLIE MOULIN-NEUF (Garage)
LANDRECIES
MARAINVILLER MOULINS-SUR-ALLIER (Oise)
LANGEAIS
MARAIS-DE-LOMME (Garage) MOURMELON-LE-PETIT
LANGON
MARCHEPRIME MOUY-BURY
LAON
MARCHEZAIS-BROUE MULHOUSE-DORNACH
LAROCHE-MIGENNES
MARCK MULHOUSE-VILLE
LAUMES-ALESIA (LES)
MARESQUEL MUREAUX (LES)
LAUTERBOURG
MARGUT-FROMY MURET
LAUTERBOURG-FRONTIERE
MARLE-SUR-SERRE MYENNES
LAVAL
LAVANNES-CAUREL (Garage) MARLY-LES-VALENCIENNES NAINTRE-LES-BARRES
LAVAUR MARMANDE NANCOIS-TRONVILLE
LAVILLEDIEU MAROEUIL NANCY-SAINT-GEORGES
LEDENON MARSEILLE-MARITIME-ARENC NANCY-VILLE
LEFFRINCKOUCKE MARSEILLE-PRADO NANTES-ETAT
LENS MARSEILLE-SAINT-CHARLES NANTEUIL-LE-HAUDOUIN

© UIC 01/04/2017 T118-3

NARBONNE POIX-DE-PICARDIE ROSNY-SUR-SEINE
NEAU POLIENAS ROSPORDEN
NEMOURS-SAINT-PIERRE POMBLIERE-SAINT-MARCEL ROUBAIX-WATTRELOS
NESLE (Somme) POMPEY ROUEN-MARTINVILLE
NEUF-BRISACH PONT-A-MOUSSON ROUEN-ORLEANS
NEUFCHATEAU PONT-A-VENDIN ROUGEBARRE (Garage)
NEUILLY-SUR-MARNE NEUVY- PONT-D’ARDRES RUE
PAILLOUX PONT-DE-DORE RUFFEC (Charente)
NEUVY-SUR-LOIRE PONT-DE-L’ARCHE RUNGIS
NEVERS PONT-DE-LA-DEULE SABLE
NICOLE PONT-DE-VEYLE SAINCAIZE
NIMES PONT-DU-CHATEAU SAINT-AMAND-DE-VENDOME
NIORT PONTET (LE) SAINT-AMAND-LES-EAUX
NISSAN PONTMORT SAINT-AMOUR
NOGENT-L’ARTAUD-CHARLY PONT-REMY SAINT-ANDRE-LE-GAZ
NOGENT-LE-PERREUX PONT-SAINTE-MAXENCE SAINT-AVOLD
NOGENT-LE-ROTROU PORT-BOULET SAINT-AVRE-LA-CHAMBRE
NOGENT-SUR-VERNISSON PORT-D’ATELIER-AMANCE SAINT-BRIEUC SAINT-CESAIRE
NOISY-LE-SEC PORT-DE-BONEUIL SAINT-CHAMAS
NOTRE-DAME-D'OE PORT-DE-PILES SAINT-CYR
NOTRE-DAME-DE-BRIANCON PORTES SAINT-CYR-EN-VAL
NOVEANT PORTET-SAINT-SIMON SAINT-CYR-GRANDE-CEINTURE
NOYELLES PORT-LA-NOUVELLE SAINT-DENIS
NOYON PORT-SAINTE-MARIE SAINT-DENIS-JARGEAU
NUISEMENT PORT-VENDRES-VILLE SAINT-DIE
NUITS-SAINT-GEORGES POUILLY-SUR-LOIRE SAINT-DIZIER
NUITS-SOUS-RAVIERES POUZIN (LE) SAINTE-COLOMBE-LES-VIENNE
OIRY PROUVY-THIANT SAINT-ROMAIN-EN-GAL
OISSEL PUYOO SAINTE-CROIX
ORANGE QUEMENEVEN QUESTEMBERT SAINT-EGREVE-SAINT-ROBERT
ORGON QUIMPER SAINTE-MAURE-NOYANT
ORLEANS QUIMPERLE SAINT-ERME
ORMES-SUR-VIENNE (LES) RAISMES (Nord) SAINTES
ORMOY-VILLERS RECQUIGNIES SAINT-ETIENNE-DE-MONTLUC
OULLINS REDING REDON SAINT-ETIENNE-DU-ROUVRAY
PAGNY-SUR-MEUSE REICHSTETT (Garage) SAINT-FLORENTIN-VERGIGNY
PAGNY-SUR-MOSELLE PANTIN REIMS SAINT-FONS
PARIS-BERCY-RAPEE REIMS-SAINT-LEONARD (Ga- SAINT-GAUDENS
PARIS-LA-CHAPELLE rage) SAINT-GERMAIN-AU-MONT-
PARIS-TOLBIAC REMILLY D’OR
PARTHENAY PATAY REMOULINS-PONT-DU-GARD SAINT-GERMAIN-DES-FOSSES
PAU RENNES SAINT-GERVASY-BEZOUCE
PAUILLAC RETHEL SAINT-HILAIRE-AU-TEMPLE
PELTRE RETIERS SAINT-HILAIRE-SAINT-NAZAIRE
PENNE (LOT-ET-GARONNE) REVIGNY SAINT-JEAN-DE-LOSNE
PERIGUEUX RIBECOURT SAINT-JEAN-DE-MAURIENNE-
PERPIGNAN-SAINT-CHARLES RICHWILLER ARVAN
PERRIGNY RIEUX-ANGICOURT SAINT-JORY
PERSAN-BEAUMONT RIOM SAINT-JULIEN-CLENAY
PETIT-COURONNE RIS-ORANGIS SAINT-JULIEN-DU-SAULT
PETIT-QUEVILLY RIVES SAINT-JULIEN-ECUISSES
PEYROUTON RIVESALTES SAINT-JULIEN-MONTRICHER
PEZOU ROCHEFORT SAINT-JUST-EN-CHAUSSEE
PIERRELATTE ROCHELLE-PALLICE (LA) SAINT-LEGER-SUR-DHEUNE
PLANCOET ROCHELLE-VILLE (LA) SAINT-LOUBES SAINT-LOUIS
PLANT-CHAMPIGNY (LE) ROCHE-SUR-YON (LA) (Haut-Rhin)
PLEINE-FOUGERES ROCHY-CONDE SAI NT-LOUIS-LES-AYGALADES
PLENEE-JUGON ROESCHWOOG SAINT-MALO
PLESSIS-BELLEVILLE (LE) ROGNAC SAINT-MARCEL
PLEYBER-CHRIST ROMANS-BOURG-DE-PEAGE SAINT-MARTIN-DE-CRAU
PLOUNERIN RONCHIN SAINT-MICHEL-SUR-CHARENTE
POINTE-BOUCHEMAINE (LA) RONCQ SAINT-MICHEL-VALLOIRE
POIRIER (LE) ROSIERES SAINT-NAZAIRE
POISSY ROSIERES-AUX-SALINES SAINT-OMER
POITIERS ROSNY-SOUS-BOIS SAINT-OUEN-DU-BREUIL

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SAINT-OUEN-LES-DOCKS TERGNIER VIERZON
SAINT-PIERRE-D’ALBIGNY TERRASSON VIERZY
SAINT-PIERRE-DES-CORPS THAON VILLEFRANCHE-SUR-SAONE
SAINT-PIERRE-DU-VAUVRAY THEIL-LA-ROUGE (LE) VILLENEUVE-D’INGRE
SAINT-PIERRE-LA-COUR THENISSEY VILLENEUVE-LE-ROI
SAINT-PIERRE-LE-MOUTIER THIONVILLE VILLENEUVE-SAINT-GEORGES-
SAINT-POL-SUR-TERNOISE THIVIERS TRIAGE VILLEPARISIS
SAINT-PRIEST THOUARS VILLEPERDUE
SAINT-QUENTIN THOUROTTE VILLERS-COTTERETS
SAINT-QUENTIN-FALLAVIER TIERCE VILLERS-SAINT-SEPULCRE (Ga-
SAINT-RAMBERT-D’ALBON TONNAY-CHARENTE rage)
SAINT-ROCH (Somme) TONNEINS VINCEY
SAINT-SAVINIEN-SUR- TOUL VITRE
CHARENTE TOULOUSE-MAGASINS- VITRY-LA-VILLE
SAINT-SAVIOL GENERAUX VITRY-LE-FRANCOIS
SAINT-SULPICE-AUTEUIL TOULOUSE-RAYNAL VITRY-SUR-SEINE
SAINT-SULPICE-LAURIERE TOURCOING VOIRON
SAINT-VALLIER-SUR-RHONE TOURCOING-FRONTIERE VOREPPE
SAINT-VARENT TOURNES VOULTE-SUR-RHONE (LA)
SAINT-VINCENT-DE-TYROSSE TOURNUS VOUTRE
SAINT-YRIEIX TOURS VOVES
SALBRIS TOURY WISSOUS
SALEUX TRACY-SANCERRE WOIPPY
SANTES TRAPPES WOIPPY-TRIAGE
SARREBOURG TREBES XERTIGNY
SARREGUEMINES TREPORT-MERS (LE)
YCHOUX YFFINIAC
SAUJON TRICHERIE (LA)
SAULCY TRILPORT ZOUFFTGEN-FRONTIERE
SAULON TRITH-SAINT-LEGER
SAUMUR-RIVE-DROITE TROMPELOUP
SECLIN UCKANGE
SEDAN VAIRES-TORCY
SELESTAT VALBONNE (LA)
SENAS VALENCE-D’AGEN
SENNECEY-LE-GRAND VALENCIENNES
SENS-LYON VALENTON-LOCAL
SERMIZELLES-VEZELAY VALENTON-MULTITECHNIQUE
SETE VALLEROY-MOINEVILLE
SEURRE VANNES
SIBELIN VARANGEVILLE-SAINT-
SIERCK-LES-BAINS NICOLAS
SILLE-GUILLAUME VARENNES-CHENNEVIERES
SILLERY (LA)
SOISSONS VARENNES-SUR-ALLIER
SOLFERINO VAUTRY
SOMAIN VAUMOISE
SOMMESOUS VAUX-SOUS-AUBIGNY
SORCY VAYRES
SORGUES-CHATEAUNEUF-DU- VELAUX-COUDOUX
PAPE VENDOME
SOTTEVILLE VENISSIEUX
SOUPPES SOUS-LE-BOIS VERBERIE
SOUYS (LA) VERDON (LE)
STAINS VERDUN
STRASBOURG-CRONENBOURG VERGEZE-CODOGNAN
STRASBOURG-NEUDORF VERNEUIL-SUR-AVRE
STRASBOURG-PORT-DU-RHIN VERNON (EURE)
SUCY-BONNEUIL VERNOUILLET-VERNEUIL
SUIPPES VERNOU-SUR-SEINE
SULLY-SUR-LOIRE VERSAILLES-MATELOTS
SURDON VERTAIZON
SURGERES VERTOU
SURVILLIERS-FOSSES VERVINS
TARASCON VEUVE (LA)
TEIL (LE) (Ardèche) VICHY

© UIC 01/04/2018 T118-5

 9 Table 2: Loading Tables
9.1 Table 21: Restrictions on load width on lines on the Continent 1)
Minimum horizontal distances, in cm, to be reserved on each side between the gauge and those parts of the
load situated between the end axles or the pivots.
Distance be-
tween the end
axles or between
Distance from the section in question to the nearest end axle or to the nearest pivot
the pivots
m 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7 7,5 8 9 10 11 12 13 14 15
7,5 0 0 0 0 0 0 0 0
8 0 0 0 0 0 1 1 1
9 0 0 0 0 1 1 1 2 2
10 0 0 0 1 1 2 2 2 3 3
11 0 0 0 1 2 2 3 3 3 4 4
12 0 0 1 2 2 3 4 4 4 5 5 5
13 0 0 1 2 3 4 4 5 5 6 6 6 6
14 0 0 1 2 3 4 5 6 6 7 7 7 7 7
15 0 0 2 3 4 5 6 6 7 8 8 8 9 9 9
16 0 1 2 3 4 5 6 7 8 9 9 10 10 10 10 10
17 0 1 2 4 5 6 7 8 9 10 10 11 11 12 12 12 12
18 0 1 3 4 5 7 8 9 10 11 11 12 13 13 13 14 14
19 0 1 3 4 6 7 8 10 11 12 12 13 14 14 15 15 16 16
19,5 0 1 3 5 6 7 9 10 11 12 13 14 14 15 16 16 16 17
20 0 1 3 5 6 8 9 10 12 13 14 14 15 16 16 17 17 18
20,5 0 1 3 5 7 8 9 11 12 13 14 15 16 16 17 18 19 19 19
21 0 2 3 5 7 8 10 11 12 14 15 16 16 17 18 19 20 21 21
21,5 0 2 4 5 7 9 10 12 13 14 15 16 17 18 19 20 22 23 23
22 0 2 4 6 7 9 11 12 13 15 16 17 18 19 21 22 23 24 25
24 0 2 4 6 8 10 12 14 15 17 18 20 22 24 26 27 29 31 32 32
26 0 3 5 7 9 11 13 15 17 19 22 24 27 29 31 32 35 38 39 40 41
28 0 3 6 8 10 13 15 17 20 23 26 28 31 33 36 38 41 44 47 48 49 50
30 1 3 6 9 11 14 16 19 23 26 29 32 35 38 41 43 47 51 54 56 58 59 59
For dimensions, which are not given in the table, the nearest values above are to be used.

1)
For lines in Finland (VR) see Table 26

© UIC 01/04/2017 T21-1

Observations
1. The minimum horizontal distances are to be increased by 5 cm for those parts of the load situated less
than 430 mm above rail level.
2. For load units liable to tip over sideways, the minimum horizontal distances must be increased by
• 10 cm for stacks (e.g. metal trellis work) extending beyond the stanchions,
• 5 cm for those parts of tyred vehicles without fastenings extending beyond 3200 mm (does not
apply to vehicles loaded on the upper deck of double-decker wagons).
3. For loads on wagons with bogies, the minimum horizontal distances are to be increased (for those parts
of the load placed between the pivots) for a distance between the axles of the bogies
• over 4m up to 6m by 1 cm
• over 6 m by 2 cm
4. When guard wagons or an intermediate wagon are used, see also 4.3 and Table 25.
5. In addition to be above, the following provisions shall apply in respect of (UIC) GA (Table 12) and (UIC)
GB (Table 13) gauges: For parts of the load positioned more than 3320 mm (GA) or 3360 mm (GB)
above the rails, the minimum horizontal distances shall be reduced in accordance with the table below.
(UIC) GA gauge
Above height of 3 320 3 420 3 510 3 610 3 710 3 810 mm
1 2 3 4 5 6 cm
(UIC) GB gauge
Above height of 3 360 3 490 3 620 3 750 3 890 4 020 mm
1 2 3 4 5 6 cm
N.B.: When this produces a negative figure, use the value: “0”.

T21-2 01/04/2017 © UIC

 9.2 Table 22: (reserved)

© UIC 01/04/2017 T22-1

 9.3 Table 23: Restrictions on load width on lines on the Continent
Minimum horizontal distances, in cm, to be reserved on each side between the gauge and those parts of the
load situated beyond the end axles or the pivots.

Distance
between the
Distance from the section in question to the nearest end axles
end Axles or
or to the nearest pivot
between the
pivots
m 0.5 1 1.5 1.75 2 2.25 2.5 3 3.5 4 4.5 5 5.5 6 6.5 7 7.5 8 8.5 9 9.5 10
7.5 0 0 2 3 3 4 5 7 9 11 13 16 18 21 23 26 29 32 37 42 46 52
8 0 0 2 3 4 4 5 7 9 11 14 16 18 21 23 26 29 33 38 42 47 53
9 0 0 2 3 4 5 6 7 10 12 14 16 19 21 24 27 30 35 39 44 49 55
10 0 0 2 3 4 5 6 8 10 12 14 17 19 22 25 27 32 36 41 46 52 57
11 0 0 2 3 4 5 6 8 10 13 15 17 20 23 25 29 34 38 43 49 54 59
12 0 1 2 3 4 5 6 9 11 13 15 18 21 23 26 31 36 41 46 51 56 62
13 0 1 3 4 5 6 7 9 11 14 16 19 21 24 28 33 38 43 48 53 59 65
14 0 1 3 4 5 6 7 9 12 14 17 19 22 25 30 35 40 45 50 56 62 68
15 0 1 3 4 5 6 8 10 12 15 18 20 23 27 32 37 42 47 53 59 65 71
16 0 1 3 4 6 7 8 10 13 16 18 21 24 29 34 39 44 50 55 61 67 74
17 0 1 4 5 6 7 8 11 13 16 19 22 25 30 36 41 46 52 58 64 70 77
18 0 2 4 5 6 7 9 11 14 17 20 23 27 32 38 43 49 55 61 67 73 80
19 0 2 4 5 7 8 9 12 15 18 21 24 29 34 40 45 51 57 63 70 76 83
19.5 0 2 4 5 7 8 9 12 15 18 21 24 30 35 41 46 52 58 65 71 77 84
20 0 2 4 6 7 8 10 12 15 18 21 25 30 36 42 47 53 60 66 72 79 86
20.5 0 2 5 6 7 8 10 13 16 19 22 26 31 37 43 48 55 61 67 74 80 87
21 0 2 5 6 7 9 10 13 16 19 22 27 32 38 44 50 56 62 68 75 82 89
21.5 0 2 5 6 7 9 10 13 16 19 23 28 33 39 45 51 57 63 70 77 83 90
22 0 2 5 6 8 9 11 13 17 20 23 28 34 40 46 52 58 65 71 78 85 92
24 0 3 5 7 8 10 11 15 18 21 26 31 37 44 50 56 63 70 77 84 91 98
26 0 3 6 8 9 11 12 16 19 23 29 35 41 47 54 61 68 75 82 89 97 105
28 0 3 7 8 10 12 13 17 20 25 31 38 44 51 58 65 72 80 87 95 103 111
30 0 4 7 9 11 12 14 18 22 28 34 41 48 55 62 70 77 85 93 101 109 118

For dimensions, which are not given in the table, the nearest values above are to be used.

Observations
1. The minimum horizontal distances are to be increased by 5 cm for those parts of the load situated less
than 430 mm above rail level.
2. For load units liable to tip over sideways, the minimum horizontal distances must be increased by:
• 10 cm for stacks (e.g. metal trellis work) extending beyond the stanchion,
• 5 cm for tyred vehicles without fastenings on the parts extending beyond 3200 mm (does not ap-
ply to vehicles loaded on the upper deck of double-decker wagons).
3. When guard wagons or an intermediate wagon are used, see also paragraph 4.3 and Table 25.
4. In addition to the above, the following provisions shall apply in respect of (UIC) GA (Table 12) and (UIC)
GB (Table 13) gauges:
For parts of the load positioned more than de 3320 mm (GA) or 3360 mm (GB) above the rails, the mini-
mum horizontal distances shall be reduced in accordance with the table below:
(UIC) GA gauge
Above height of 3 320 3 420 3 510 3 610 3 710 3 810 mm
1 2 3 4 5 6 cm
(UIC) GB gauge
Above height of 3 360 3 490 3 620 3 750 3 890 4 020 mm
1 2 3 4 5 6 cm
N.B.: When this produces a negative figure, use the value: “0”.

© UIC 01/04/2017 T23-1

 9.4 Table 24: (reserved)

© UIC 01/04/2017 T24-1

 9.5 Table 25 Restrictions on load width on lines on the Continent

Minimum horizontal distances, in cm, to be reserved on each side, between the loads and the side walls or
stanchions of guard wagons or intermediate wagons.

Distance between Distance, in cm, from the load to the side walls or stanchions 1)
the end axles or
the pivots of the guard wagons for a distance, from the section in question to the end axle of the

From the in-

termediate
carrying wagon carrying wagon or to the nearest pivot

wagon
m 3 4 5 6 6,5 7 8 9 10

4 26
6 26 31 38 45 49 53 61 70 80
8 26 32 39 47 50 55 63 72 83
10 28 34 41 49 54 58 67 77 88 24
12 29 36 44 52 57 61 71 81 93 28
14 31 38 47 56 60 65 76 86 98 33
16 33 41 50 59 64 69 80 92 104 38
18 34 43 53 63 68 73 85 97 110 44
20 36 46 56 67 72 78 90 102 116 51
25 41 52 64 76 83 89 103 117 132 71
30 46 58 72 86 93 100 116 131 148 95

For those dimensions, which are not given in the table, the nearest values above are to be used.

1)
Loads for which the minimum horizontal distances are given in bold type are to be considered special consignments (number 7)

© UIC 01/04/2020 T25-1

 9.6 Table 26: Restrictions on load width on lines in Finland (VR)
Minimum horizontal distances, in cm, to be reserved on each side between the gauge and those parts of the
load situated beyond the end axles or the pivots.
Distance between the
end axles or between Distance from the section in question to the nearest end axle or to the nearest pivot
the pivots

m 5,0 5,5 6,0 6,5 7,0 7,5 8,0 8,5 8,75 9,0 9,5 10,0

17,0 0 0 0 0 0 0 0 0

17,5 0 0 0 0 0 0 0 0 0

18,0 0 0 0 0 0 0 1 1 1 1

19,0 0 0 0 1 2 3 4 4 4 4 4

20,0 0 1 2 3 5 5 6 7 7 7 7 8

For dimensions, which are not given in the table, the nearest values above are to be used.

Observations
1. The minimum horizontal distances are to be increased by 7.5 cm for those parts of the load situated less
than 330 mm above rail level.
2. For load units liable to tip over sideways, the minimum horizontal distances must be increased by
• 10 cm for stacks (e.g. metal trellis work) extending beyond the stanchions,
• 5 cm for those parts of tyred vehicles without fastenings extending beyond 3200 mm (does not
apply to vehicles loaded on the upper deck of double-decker wagons)

© UIC 01/04/2017 T26-1

 9.7 Table 27: Restrictions on load width on lines in Finland (VR)
Minimum horizontal distances, in cm, to be reserved on each side between the gauge and those parts of the
load situated beyond the end axles or the pivots.
Distance between the
end axles or between the Distance from the section in question to the nearest end axle or to the nearest pivot
pivots
m 1,2 1,5 2,0 2,5 3,0 3,5 4,0 4,5 5,0 5,5 6,0 6,5

6,0 0 1 2 2 3

7,0 0 0 1 2 3 3

8,0 0 0 1 1 2 3 3

9,0 0 0 0 1 2 2 3 3

10,0 0 0 0 1 1 2 2 3 4

11,0 0 0 0 0 1 1 2 2 5 9

12,0 0 0 0 0 1 1 2 2 7 11 15

13,0 0 0 0 0 0 1 1 4 7 12 17 21

14,0 0 0 0 0 0 1 1 5 9 14 18 23

15,0 0 0 0 0 0 0 2 6 11 15 20 25

16,0 0 0 0 0 0 0 3 7 12 17 22 27

17,0 0 0 0 0 0 0 4 9 14 18 23 29

18,0 0 0 0 0 0 1 6 10 15 20 25 31

19,0 0 0 0 0 0 2 7 11 17 22 27 33

20,0 0 0 0 0 0 3 8 13 18 23 30 35

For dimensions, which are not given in the table, the nearest values above are to be used.

Observations
1. The minimum horizontal distances are to be increased by 7.5 cm for those parts of the load situated less
than 330 mm above rail level.
2. For load units liable to tip over sideways, the minimum horizontal distances must be increased by
• 10 cm for stacks (e.g. metal trellis work) extending beyond the stanchions,
• 5 cm for those parts of tyred vehicles without fastenings extending beyond 3200 mm (does not
apply to vehicles loaded on the upper deck of double-decker wagons)

© UIC 01/04/2017 T27-1

10 Table 3: Flaps on flat wagons which can be lowered without infringing the
international gauge

Wagons Number of flaps per side

UIC code Railway Un-
No dertaking which must be
Letter code Serial n°s Total
lowered
51 PKP Kbkk 300 0 000 - 301 3 999 6 all
K/Kbkk 321 0 000 - 321 7 999 6 all
K/Kbkk 322 1 000 - 322 2 999 6 4 centre
Ks 330 0 000 - 330 9 999 6 4 centre
Ks/Kbkks 341 5 000 - 341 7 999 5 4 centre
52 BDZ Ras 393 .. 8 all
54 CD Kbkks 341 5 ... - 341 6 ... 7 all
Res 394 1 ... - 394 4 ... 9 all
55 MAV Ks 330 0 000 - 330 7 999 6 all
Lg 441 6 ... 6 all
56 ZSSK Kbkks 341 5 ... - 341 6 ... 7 all
Res 394 1 ... - 394 4 ... 9 all
Res 394 7 000 - 394 7 999 9 all
64 FNME Kkklm 328 3 000 - 328 3 010 4 all
65 MZ Kbs 333 0 200 - 333 0 245 6 4 centre
71 RENFE Ks 330 1 000 - 330 1 049 6 all
Ks 330 0 000 - 330 0 412 6 all
72 JZ Kbs 333 0 200 - 333 0 249 6 4 centre
73 CH - - - -

79 SZ Kgs 332 9 000 - 332 9 079 7 all

Regs-z 392 4 002 - 392 4 112 8 all
80 DB Ks 446 330 0 000 - 330 1 191 6 4 centre
Ks 447 330 1 500 - 330 1 799 6 4 centre
Kbs 443 333 0 000 - 333 6 785 6 4 centre
Kbs 442 333 7 000 - 334 8 599 6 4 centre
Kbs 442 335 0 650 - 335 0 999 6 4 centre
Kls 443 336 0 000 - 336 3 399 6 4 centre
Kls 442 336 5 000 - 336 9 999 6 4 centre
Klps 444 339 0 000 - 339 0 129 4 1) 4 centre
Kls-x 448 346 7 000 - 346 8 361 6 4 centre
Res 675 394 2 000 - 394 2 499 8 6 outer
Res 677 394 2 500 - 394 2 749 9 6 outer
Res 676 394 2 750 - 394 2 751 9 all
Res 677 394 2 752 - 394 2 886 9 6 outer
Res 676 394 2 887 - 394 2 999 9 all
Res 676 394 3 000 - 394 3 999 9 all
Res 676 394 4 000 - 394 4 134 9 all
Res 678 399 7 000 - 399 7 543 9 all
Samms-u 454 486 0 000 - 486 0 999 6 all
Samms-u 454 486 6 000 - 486 6 599 6 all
Samms-u 453 486 7 000 - 486 7 765 7 all

1)
outer flaps missing

© UIC 01/04/2021 T3-1

 UIC code Railway Un- Wagons Number of flaps per side
No dertaking Letter code Serial n°s
81 OBB Ks 330 0 ... 6 4 centre
Ks 331 0 ... 6 4 centre
Ks 331 0 ... 6 4 centre
Kbs 333 0 ... 6 4 centre
Kbs 334 0 ... 6 4 centre
Kbs 334 1 ... 6 4 centre
82 CFL Ks 330 0 101 - 330 0 250 6 4 centre
Ks 330 1 101 - 330 1 200 6 4 centre
Kkks 340 4 001 - 340 4 067 6 4 centre
Res 393 6 101 - 393 6 210 9 4 outer
Renns 399 0 001 - 399 0 080 9 4 outer
83 FS Ks 330 0 000 - 330 1 499 6 4 centre
Ks 332 0 000 - 332 0 199 6 4 centre
Km 310 0 000 - 310 0 398 6 4 centre
Kkkm 320 5 000 - 320 5 391 6 4 centre
Kms/Kkms 340 0 000 - 340 0 098 6 4 centre
85 SBB/CFF Ks 330 0 ... - 330 1 ... 6 4 centre
86 DSB Ks 330 0 000 - 330 0 299 6 4 centre
Kbs 333 0 000 - 333 0 449 6 4 centre
87 SNCF Ks 330 6 700 - 330 9 199 6 4 centre
Ks 331 0 400 - 331 1 399 6 4 centre
Ks 331 2 000 - 332 0 499 6 4 centre
Ks 332 1 875 - 332 2 999 6 4 centre
Ks 332 3 550 - 332 4 099 6 4 centre
Ks 332 4 100 - 332 4 249 6 4 centre
Ks 332 8 850 - 332 8 999 6 4 centre 1)
Res 393 8 500 - 394 2 799 9 2 outer
Res 394 7 950 - 394 7 999 9 2 outer
Lfls 414 5 200 - 414 5 299 6 all
88 SNCB Ks 330 4 000 - 330 5 149 6 all
Ks 330 0 000 - 330 0 899 5 all

1)
The two centre flaps only for wagons forwarded to Spain or to Portugal

T3-2 01/04/2017 © UIC

11 Table 4: Impact test for loading methods and loose fastenings
11.1 Purpose
The purpose of these tests is to check whether the loading methods used, and loose fastenings stand up to
the longitudinal stresses exerted during railway operating.
11.2 Test conditions
11.2.1 Impact wagon
The wagon shall be:
- a high-sided open bogie wagon,
- fitted with category A sided buffers in accordance with UIC leaflet 526-1,
- loaded to a total mass of 80 t, preferably with bulk goods,
- kept stationary on flat straight track in the unbraked position by means of stop blocks positioned at a
distance of approximately one meter.
11.2.2 Wagon loaded according to the method requiring testing
The wagon must be:
- loaded as far as possible to maximum capacity (part load: insufficient), in order to limit investment in
means of fastening,
- fitted in principle with categories A and B side buffers, in accordance with UIC leaflets 526-1 or 526-2.
The results of tests carried out with wagons with buffers in accordance with UIC leaflet 526-1, category C, or
UIC leaflet 526-3 may not be transposed to wagons fitted with conventional buffers (UIC leaflet 526-1,
categories A and B, and UIC leaflet 526-2).
The floor of the wagon shall be
- clean,
- free from any load debris, fastenings, snow or ice.
The state of the floor (e.g. wet or dry) must be stated in the report.
11.2.3 Position of the impact wagon
For testing purposes, the impact wagon may also impact the wagon loaded according to the method which is
being tested.
11.2.4 Impact programme
The speeds given in the tolerance ranges hereafter are reference speeds, the results recorded are to be
interpreted in line with paragraph 11.3.
11.2.4.1 Full wagons fly or gravity shunted
2 impacts in the same direction,
- 1st impact at 5-7 km/h
- 2nd impact at 8-9 km/h
followed, without any adjustment of the load fastenings, by
- counter-shock at 8-9 km/h.
The need to carry out a counter-shock must be assessed on the basis of the results of the two previous
impacts with account taken, where appropriate, of the features of the goods carried and loading type.
11.2.4.2 Full wagons not fly or gravity shunted (block trains)
Two impacts in the same direction, both at 3-4 km/h.

© UIC 01/04/2018 T4-1

11.2.5 Measurement of impact speeds
- Measurement track section preferably to be marked with primer caps,
- End of the section situated approximately 10 m from the buffers on the impact wagon,
- Measurement by means of a chronometer and conversion using the “time/impact speed concordance
table given under paragraph 11.5 of the tolerance ranges given under paragraph 11.2.4.1.
• Stopping testing:
skids placed between the measurement track section and the impact wagon to act as an emergency
brake which can stop testing if required.
Scenario 1: if the impact speed as per paragraph 11.3 hereafter is not considered useable, the skids
are to be left in place.
Scenario 2: if the impact speed is considered correct, then the skids are to be removed immediately
(e.g. using a wire).
• It is also possible to apply more sophisticated measurement techniques.
11.3 Analysis of results
After the impact programme has been carried out in accordance with paragraph 11.2.4

- operating safety must be preserved

- the fastenings, wagon gear and load must be free of damage.
In the case of loads likely to move about freely in the lengthwise direction across the wagon, the analysis will
focus on the distance covered by the load during the second impact.
The result of the test must be recorded in accordance with template 1.
11.4 Dangerous goods (RID)
For the purposes of impact tests, RID goods are assimilated to other transported goods. Other conditions
which apply are set out in the version of the RID in force.
11.5 Conversion table

Impact speed
Measurement section
km/h
5m 6m 7m 8m 9m 10 m
Second"
3 6.00 7.20 8.40 9.60 10.80 12.00
4 4.50 5.40 6.30 7.20 8.10 9.00
5 3.60 4.32 5.04 5.76 6.48 7.20
7 2.57 3.09 3.60 4.11 4.63 5.14
8 2.25 2.70 3.15 3.60 4.05 4.50
9 2.00 2.40 2.80 3.20 3.60 4.00

T4-2 01/04/2020 © UIC

12 Table 5: Goods transported under special aerodynamic conditions in long
tunnels

ISO-3166-2 Tunnel from-to (both directions) Goods forming the load

country code
CH Gotthard Base Rynächt – Pollegio North Bulk goods with grain size
< 16/32 (except ore
pellets)
CH Ceneri Base Giubiasco – Vezia Bulk goods with grain size
< 16/32 (except ore
pellets)

© UIC 01/04/2023 T5-1

13 Template 1
Issuing Railway Undertaking
0002)
Loading method:
00003)-0004)-005)

Title (type of goods)

Single wagons and groups of wagons Wagons in block trains or combined transport
Wagons with long-stroke shock absorbers

Type of goods

Wagon

Method of loading

Securing
- lengthways

- crossways

Additional indications

© UIC 01/04/2019 M1-1

For loading examples (pink sheets), indicate derogations from UIC Loading Guidelines, volume 1:

Behaviour of load during buffing impacts as per table 4

- strongest impact:..................km/h
- (condition of the load, the securing elements and where appropriate the wagon components following the
next impact)
- (where appropriate: the extent of displacement of the goods)
- (where appropriate: why were no buffing tests carried out or why did the tests not comply with table 4)

Information on a loading example

Loading example, approved by ............................................................................................................................
..............................................................................................................................................................................
Issuing Railway Undertaking:
This sheet replaces
0002) 0002)
Sheet sheet
0000)3-0004)-005) 0000)3-0004)-005)

1) Paper colour:
- blue, information on a loading method compliant with volume 1,
- pink, information on a loading method not fully compliant with volume 1 which is the subject of an
agreement between RUs,
- yellow, information on a loading method for domestic traffic which is not fully compliant with volume 1.
2) Chapter number as per table of contents of volume 2 (e.g.: 001=Metal, 002=Wood, etc.)
3) RICS Code number of issuing RU
4) Registration in edition year
- serial number for blue sheets (starting with 001),
- serial number for pink sheets (starting with 101),
- letter selected in alphabetical order for yellow sheets.
5) Edition year

M1-2 01/04/2017 © UIC

 Warning

Any copies, reproductions or distributions, in full or partial, by any means, including electronic means, for
use other than private and individual, are prohibited without the express consent of the International Union
of Railways. The same shall apply to translations, adaptations or transformations, arrangements or
reproduction by any technique or process whatsoever. “Analyses and short quotations justified by the
critical, polemical, educational, scientific or informatory nature of the work in which they are incorporated"
(Articles L 122-4 and L122-5 of the French Intellectual Property Code) are permitted on condition that the
name of the author and the source are clearly stated.
© Copyright International Union of Railways (UIC) - Paris, 2023
Published by the International Union of Railways (UIC)
16 rue Jean Rey, 75015 Paris - France
Registration of copyright January 2023
ISBN 978-2-7461-3251-1

© UIC 01/04/2023