EN   EN 
 
 
 EUROPEAN  
COMMISSION   
Brussels, XXX   
INF 
[…](2022) XXX  draft  
ANNEX 2  
 
ANNEX  
to the  
Commission implementing Regulation  
amending Commission Regulations: (EU) No 321/2013, No 1299/2014, No 1300/2014, 
No 1301/2014, No 1302/2014, No 1304/2014 and Commission Implementing 
Regulation  (EU) 2019/777   EN 1  EN ANNEX II 
The Annex to Regulation (EU) No 1 299/2014 is amended as follows : 
(1) point 2.5 is replaced by the following : 
“2.5 Relation to the safety management system  
Necessary processes to manage safety and operations according to the requirements 
in the scope of this TSI, including interfaces to humans, organisations,  or other 
technical systems, shall be designed and imple mented in the infrastructure manager's 
safety management system as required by Directive (EU) 2016/798. ”; 
(2) the following point 2.6 is added:   
“2.6 Relation to the codification  of Combined Transport  
(1) The provisions for structure gauge are laid down  in point  4.2.3.1 . 
(2) The codification  system used for the conveyance of intermodal loading units in 
combined transport can be based:  
(a) on the characteristics of the line and the exact position of the obstacles ; 
(b) on the reference profile of the structure gauge of that li ne; 
(c) on a combination of the methods  referred to in points (a) and (b) .”; 
(3) in point  4.1, point (6) is replaced by the following:  
“(6) Where line speeds are stated in [km/h] as a category or performance parameter 
in this TSI, it shall be allowed to translate the speed to equivalent [mph] as in 
Appendix G, for Ireland and for the networks of the United Kingdom in respect of 
Northern Ireland .”; 
(4) point  4.2.1  is amended as follows:  
(a) points (4) to (8)  are replaced by the following : 
“(4) Lines shall be  classified based on the type of traffic (traffic code) characterised 
by the following performance parameters:  
– structure  gauge,  
– axle load,  
– line speed,  
– train length , 
– usable length of platform.  
The values in the columns for ‘structure gauge’ and ‘axle load’ , which  directly 
affect train  running,  shall be mandatory minimum levels  as per traffic code 
targeted . Notwithstanding TEN -T requirements, the range of values indicated 
in the columns for ‘line speed’, ‘usable length of platform’ and ‘train length’ 
shall be  applied, as long as reasonably practicable.  
(5) The performance parameters listed in Table 2 and Table 3 are not intended to 
be used for compatibility checks between rolling stock and infrastructure . 
Route compatibility checks are subject to point 4.2.2.5  and Appendix D1 of the 
Annex to Implementing Regulation (EU)  2019/773  (OPE TSI) *. EN 2  EN (6) Information defining minimum capability requirements for existing structures 
in relationship to different train types is given in Appendix E. For the network s 
of the Uni ted Kingdom in respect of Northern Ireland , information defining the 
relation between maximum axle load and maximum speed in accordance with  
type of vehicle is given in Appendix F.  
(7) The performance levels for types of traffic are set out in Table 2 and Table  3. 
Table 2  
Performance parameters for  passenger traffic  infrastructure  
– Route compatibility checks are subject to point 4.2.2.5 and Appendix D1 of the OPE TSI  
Traffic code  Structur
e gauge  Axle load [t]  Line speed [km/h]  Usable length of platform [m] 
P1 GC 17(1) / 
21.5(2) 250-350 400 
P2 GB 20(1)/ 22.5(2) 200-250 200-400 
P3 DE3 22,5(3) 120-200 200-400 
P4 GB 22,5(3) 120-200 200-400 
P5 GA 20(3) 80-120 50-200 
P6 G1 12(3) n.a. n.a. 
P1520  S 22,5(3) 80-160 35-400 
P1600  IRL1  22,5(3) 80-160 75-240 
(1) Minimum required values of axle load to be used for dynamic checks of bridges,  based on design mass in working order 
for power heads and locomotives and operational mass under normal payload for vehicles capable of carrying a payload of 
passengers or luggage (mass definitions in accordance with  the specification referenced in Append ix T Index  [1] . 
(2) Minimum required values of axle load to be used for static checks of infrastructure, based on design mass under 
exceptional payload for vehicles capable of carrying a payload of passengers or luggage (mass definitions in accordance wit h 
the specification referenced in Appendix T Index  [1] with regard of the specification referenced in Appendix T Index  [2]). 
This axle load may be linked to limited speed.  
(3) To be used for static checks of infrastructure, based on design mass in working order for power heads and locomotives 
and design mass under exceptional payload for other vehicles  (mass definitions in accordance with  the specification 
referenced in Appendix T Index  [1] with regard of the specification referenced in Appendix T Index  [2]). This axle load may 
be linked to limited speed . 
  EN 3  EN  
Table 3  
Performance parameters  for freight traffic  infrastructure  
 
Route compatibility checks are subject to point 4.2.2.5 and Appendix D1 of the 
OPE TSI  
Traffic code  Structur
e gauge  Axle load [t]  Line speed [km/h]  Train length [m]  
F1 GC 22,5(1) 100-120 740-1050  
F2 GB 22,5(1) 100-120 600-1050  
F3 GA 20(1) 60-100 500-1050  
F4 G1 18(1) n.a. n.a. 
F1520  S 25(1) 50-120 1050  
F1600  IRL1  22,5(1) 50-100 150-450 
(1) To be used for static checks of infrastructure, based on design mass in working order for power  heads and 
locomotives and design mass under normal payload for other vehicles (mass definitions in accordance with  the 
specification referenced in Appendix T Index [1] ). This axle load may be linked to limited speed . 
(8) For structures, axle load by itself is not sufficient to set out the requirements 
for infrastructure. Requirements are specified for new structures in point s 
4.2.7.1 and 4.2.7.2, for existing structures i n point  4.2.7.4  and for track in point  
4.2.6 . 
_____________  
* Commission Implementing Regulation (EU) 2019/773  of 16 May 2019  on the 
technical specification for interoperability relating to the operation and traffic 
management subsystem of the rail system within the European Union and repealing 
Decision 2012/757/EU  (OJ L 139I , 27.5.2019, p. 5) .”; 
(b) point (11) is replaced by the following:  
“(11)  (not used)”;  
(5) in point  4.2.3.1 , point s (1), (2) and (3)  are replaced  by the following : 
“(1) The upper part of the structure gauge shall be set on the basis of the gauges 
selected in accordance with  point  4.2.1. Those gauges are set out  in the 
specification referenced in Appendix T Index  [3]. 
(2) The lower part of the structure gauge shall be GI2 as set out in the specification 
referenced in Appendix T Index  [3]. Where tracks are equipped with rail 
brakes, structure gauge GI1 as set out in the same specification  shall apply for 
the lower part of the gauge.  EN 4  EN (3) Calculations of the structure gauge sh all be done using the kinematic method in 
accordance with the requirements of the specification referenced in 
Appendix  T Index  [3].”; 
(6) in point  4.2.3.2 , point (3) is replaced by the following : 
“(3) The distance between track centres shall at least satisfy the requirements for the 
limit installation distance between track centres, defined  in accordance with  the 
specification referenced in Appendix T Index  [3].”; 
(7) in point  4.2.3.4 , point (2) is replaced  by the following : 
“(2) Reverse curves , except in marshalling yards where wagons are shunted 
individually , with small radii for new lines shall be designed to prevent buffer 
locking.  
For straight intermediate track elements between the curves, the specific ation 
referenced in Appendix T, Index  [4] shall apply, whose values are based on the 
reference vehicles defined in the same specification . To prevent buffer locking for 
existing vehicles that do not fulfil the assumptions of the reference vehicles, 
infrast ructure manager may specify l onger lengths of the straight intermediate 
element . . 
For non -straight intermediate track elements, a detailed calculation shall be made in 
order to check the magnitude of the end throw differences. ”; 
(8) in point  4.2.4.5 (4), the first paragraph is replaced by the following : 
“The following wheelsets , as defined in the specification referenced in Appendix T, 
Index  [6], shall be modelled passing over the designed track conditions (simulated by 
calculation in accordance with  the speci fication referenced in Appendix T, 
Index  [5]): 
 (a) S 1002 with SR1.  
 (b) S 1002 with SR2.  
 (c) GV 1/40 with SR1.  
 (d) GV 1/40 with SR2. ”;  
(9) in point  4.2.4.6 , point (1) is replaced by the following : 
“(1) The railhead profile shall be selected from the range set out in one of the 
specifications referenced in Appendix T, Index  [7] and Index  [8], or shall be in 
accordance with point (2). ”; 
(10) in point  4.2.6 .1, points (b) and (c) are replaced by the following : 
“(b) maximum vertical wheel forces. Maximum wheel forces for defined test 
conditions are set out  in the specification referenced in Appendix T, Index  [9]. 
(c) vertical quasi -static wheel forces. Maximum quasi -static wheel forces for 
defined test conditions a re set out  in the specification referenced in 
Appendix  T, Index  [9].”; 
(11) in point  4.2.6.3 , points (a) and (b) are replaced by the following : 
“(a) lateral forces; maximum lateral forces exerted by a wheel set on the track for 
defined test conditions are set out in the speci fication referenced in 
Appendix  T, Index  [9]; EN 5  EN (b) quasi -static guiding forces; maximum quasi -static guiding forces Y qst for 
defined radii and test conditions are set out  in the specification referenced in 
Appendix T, Index  [9].”; 
(12) point 4.2.7 is replaced by the following : 
“4.2.7   Structures resistance to traffic loads  
The requirements of the specifications referenced in Appendix T, Index  [10] and 
Index  [11] specified in this point  of the TSI are to be applied in accordance with the 
correspond ing points in the national annexes to th ose specifications if they exist.  
4.2.7.1.  Resistance of new bridges to traffic loads  
4.2.7.1.1.  Vertical loads  
(1) Bridges  shall be designed to support vertical loads in accordance with the 
following load models, set out  in the specification referenced in Appendix  T, 
Index  [10]: 
(a) Load Model 71, as set out in the specification referenced in Appendix  T, 
Index  [10]; 
(b) in addition, for continuous bridges, Load Model SW/0, as set out in the 
specification referenced in Appe ndix T, Index  [10]. 
(2) The load models shall be multiplied by the factor alpha (α) as set out in the 
specification referenced in Appendix  T, Index  [10]. 
(3) The value of factor alpha (α) shall be equal to or greater than the values set out 
in Table 11.  
 
Table 11  
Factor alpha ( α) for the design of new bridges  
Type of traffic  Minimum factor alpha (α)  
P1, P2, P3, P4  1,0 
P5 0,91 
P6 0,83 
P1520  1 
P1600  1,1 
F1, F2, F3  1,0 
F4 0,91 
F1520  1,46 
F1600  1,1 EN 6  EN 4.2.7.1.2.  Allowance for dynamic effects of vertical loads  
(1) The load effects from the Load Model 71 and Load Model SW/0 shall be 
enhanced by the dynamic factor phi ( Φ) as set out in the specification 
referenced in Appendix  T, Index  [10]. 
(2) For bridges for speeds over 200  km/h where the specific ation referenced in 
Appendix  T, Index  [10] requires a dynamic analysis to be carried out , the 
bridge  shall additionally be designed for HSLM defined  in the specification 
referenced in Appendix  T, Index  [10] . 
(3) It is permissible to design new bridges such that they will also accommodate an 
individual passenger train with higher axle loads than covered by HSLM. The 
dynamic analysis shall be undertaken using the characteristic value of the 
loading from the individual train taken as the design mass under normal 
payload in accordance with Appendix K with an allowance for passengers in 
standing areas in accordance with Note 1 of Appendix K.  
4.2.7.1.3.  Centrifugal forces  
Where the track on a bridge is curved over the whole or part of the length of the 
bridge, the centrifugal force shall be taken into account in the design of bridges  as set 
out in the specification referenced in Appendix  T, Index  [10]. 
4.2.7.1.4.  Nosing for ces 
The nosing force shall be taken into account in the design of bridges  as set out in the 
specification referenced in Appendix  T, Index  [10]. 
4.2.7.1.5.  Actions due to traction and braking (longitudinal loads)  
Traction and braking forces shall be taken i nto account in the design of bridges  as set 
out in the specification referenced in Appendix  T, Index  [10]. 
4.2.7.1.6.  Design track twist due to rail traffic actions  
The maximum total design track twist due to rail traffic actions shall not exceed the 
value s set out in the specification referenced in Appendix  T, Index  [11]. 
4.2.7. 2. Equivalent vertical loading for new geotechnical structures, earthworks 
and earth pressure effects  
(1) Geotechnical structures and earthworks  shall be designed and earth pressure  
effects shall be specified taking into account the  vertical loads produced by the 
Load Model 71, as set out in the specification referenced in Appendix  T, Index  
[10]. 
(2) The equivalent vertical loading shall be multiplied by the factor alpha (α) as set 
out in the specification referenced in Appendix  T, Index  [10]. The value of 
αshall be equal to or greater than the values set out in Table 11.  
4.2.7. 3. Resistance of new structures over or adjacent to tracks  
Aerodynamic actions from passing trains shall be taken into account as set out in the 
specification referenced in Appendix  T, Index  [10]. 
4.2.7. 4. Resistance of existing bridges and earthworks to traffic loads  
(1) Bridges and earthworks shall be brought to  a specified level of interoperability 
in accordance with  the TSI category of the line referred to in point  4.2.1.  EN 7  EN (2) The minimum capability requirements for structures for each traffic code are 
given in Appendix E  and must be met for the line to be decla red interoperable . 
(3) The following conditions apply : 
(a) Where an existing structure is replaced by a new structure then the new 
structure shall be in accordance with the requirements of point  4.2.7.1 or 
point  4.2.7.2.  
(b) If the minimum capability of the existi ng structures satisf y the 
requirements in Appendix E then the existing structures satisfy the 
relevant interoperability requirements.  
(c) Where the capability of an existing structure does not satisfy the 
requirements in Appendix E and works (e.g. strengthenin g) are being 
carried out to raise the capability of the structure to meet the 
requirements of this TSI (and the structure is not to be replaced by a new 
structure) then the structure shall be brought into conformity with the 
requirements in Appendix E.  
(4) For the networks of the United Kingdom (Northern Ireland ), in points  (2) and 
(3) the EN line category may be replaced by Route Availability (RA) number 
(delivered in accordance with the national technical rule notified for th at 
purpose) and consequently r eference s to Appendix E are replaced by reference s 
to Appendix F. ”; 
(13) in point  4.2.8.1 , point (1) is replaced by the following : 
“(1) The immediate action limits for isolated defects in alignment are set out in the 
specification referenced in Appendix  T, Index  [12]. Isolated defects shall not 
exceed the limits of wavelength range D1 .”; 
(14) in point  4.2.8.2 , point (1) is replaced by the following : 
“(1) The immediate action limits for isolated defects in longitudinal level are set out 
in the specification refere nced in Appendix  T, Index  [12]. Isolated defects shall 
not exceed th e limits of wavelength range D1.” ; 
(15) point  4.2.8.3  is amended as follows:  
(a) points (1) and (2) are replaced by the following : 
“(1) The immediate action limit for track twist as an isolated defect is given as 
a zero to peak value. Track twist is set out in the specification referenced 
in Appendix  T, Index  [13]. 
(2) The track twist limit is a function of the measurement base applied in 
accordance with  the specification referenced in Appendix  T, 
Index  [12].” ; 
(b) point (6) is replaced by the following : 
“(6) Instead of point (2), for the 1668  mm track gauge system, the track twist 
limit is a function of the measurement base applied in accordance with  
the specification referenced in Appendix  T, Index  [12].” ; 
(16) in point  4.2.9.2 , point (3) is replaced by the following : 
“(3) For platforms where only passenger  trains that are explicitly listed as excluded 
from the scope of the Annex to  Commiss ion Regulation (EU) No 1302/2014 * EN 8  EN (LOC&PAS TSI ) in its point  1.1 are intended to stop in normal service , 
different provisions for the nominal platform height might apply.  
_________  
* Commission Regulation (EU) No 1302/2014  of 18 November 2014 concerning a technical 
specification for interoperability relating to the ‘rolling stock — locomotives and passenger 
rolling stock’ subsystem of the rail system in the European Union (OJ L 356, 12.12.2014, p. 
228). ”; 
(17) in point  4.2.9.3 , point (1) is replaced by the following : 
“(1) The distance between the track centre and the platform edge parallel to the 
running plane (b q), as defined in the specification referenced in Appendix  T, 
Index  [3], shall be set on the basis of the installation limit gauge (b qlim). The 
installation limit gauge shall be calculated on the basis of the gauge G1. ”; 
(18) point 4.2 .10.1 is replaced by the following:  
“4.2.10.1 Maximum pressure variations in tunnels  
(1) Any new tunnel or underground structure falling in the categories described in 
the specif ication referenced in Appendix T, Index [14] , has to provide that 
maximum pressure variation, caused by the passage of a train running at the 
maximum allowed speed in the tunnel, do not exceed 10 kPa during the time 
taken for the train to pass through the tunnel.  
(2) The requirement of point (1) has to be fulfilled along the outside of any train 
complying with the LOC&PAS TSI .  
(3) Assessment of existing tunnel or underground structure  in the scope of this TSI  
intended to be operated at speeds greater than or equal  to 200 km/h has to be 
performed in accord ance with  the specification referenced in Appendix T, 
Index [14] .”;  
(19) point  4.2.12.4  is amended as follows:  
(a) point (2) is replaced by the following : 
“(2) Fixed equipment for the supply of  water intended for human 
consumption shall be supplied with drinking water meeting the 
requirements of Directive (EU) 2020/2184  of the European Parliament 
and of the Council* . 
_____________  
* Directive (EU) 2020/2184  of the European Parliament and of the Council  of 16 
December 2020 on the quality of water intended for human consumption ( OJ L 435, 
23.12.2020, p. 1 ).”; 
(b) the following point (3) is added:  
“(3) The materials used for the supply of water intended for human 
consumption to the rolling stock (e.g. tank, pu mp, piping, water tap and 
sealing material and quality) shall comply with the requirements 
applicable to water intended for human consumption. ”; 
(20) point 4.3.1 is amended as follows:  
(a) in Table 15,  row “Installations for servicing trains”, third column, the text 
“4.2.11.4  Water refilling equipment ” is deleted ; EN 9  EN (b) Table 16 is amended as follows:  
(i) the title is replaced by the following:  
“Interfaces with the rolling stock subsystem,  Regulation (EU) No 
321/2013 ( ‘WAG TSI’)”;  
(ii) in the third column, the heading is replaced by the following:  
“Reference WAG  TSI”; 
(21) in point  5.3.3 , point (2) is replaced by the following : 
“(2) For the nominal track gauge system of 1435  mm, the design track gauge for 
track sleepers in straight alignments and in horizontal curves with radius 
greater than 300 m shall be 1437  mm.”; 
(22) in point  6.1.5.1 , points (a), (b) and (c) are replaced by the follow ing: 
“(a) Rail hardness shall be tested for position RS in accordance with  the 
specification referenced in Appendix  T, Index  [7]. 
(b) Tensile strength shall be tested in accordance with  the specification referenced 
in Appendix  T, Index  [7]. 
(c) Fatigue tes t shall be done in accordance with  the specification referenced in 
Appendix  T, Index  [7].”; 
(23) in point  6.1.5.2 , point (1) is replaced by  the following:  
“(1)  (not used)” ; 
(24) in point  6.2.4.1 , point (1) is replaced by the following : 
“(1) Assessment of structure gauge as a design review shall be done against 
characteristic cross sections using the results of calculations made by 
infrastructure manager or the contracting entity on the basis of the specification 
referenced in Appendix  T, Index [3].”; 
(25) in point  6.2.4.2 , points (1) and (2) are replaced by the following : 
“(1) A design review for assessment of the distance between track centres shall be 
done using the results of calculations made by the Infrastructure Manager or 
the contracting ent ity on the basis of the specification referenced in 
Appendix  T, Index  [3]. The nominal distance between track centres shall be 
checked at the line layout where distances are given in parallel to the horizontal 
plane. The limit installation distance between  track centres shall be checked 
with the radius and relevant cant.  
(2) After assembly before putting into service, distance between track centres shall 
be verified at critical locations where the limit installation distance between 
track centres as defined  in accordance with  the specification referenced in 
Appendix  T, Index  [3] is approached by less than 50  mm.”; 
(26) in point 6.2.4.4 , the following  point (3) is added : 
“(3) At assembly before putting into service, for the review of the minimum 
horizontal curve t he measurement values provided by the applicant or 
infrastructure manager shall be assessed. Rules for acceptance of works 
defined by the infrastructure manager shall be taken into account. ”; EN 10  EN (27) point 6.2.4.6 is replaced by the following : 
“6.2.4.6 Assessment of design values for equivalent conicity  
Assessment of design values for equivalent conicity shall be done using the results of 
calculations made by the infrastructure manager or the contracting entity on the basis 
of the specification referenced in Append ix T, Index  [5].”; 
(28) point 6.2.4.10 is replaced by the following : 
“6.2.4.10 Assessment procedure of existing structures  
(1) Assessment of existing structures against the requirements of point s 
4.2.7.4(3)(b) and (c) shall be done by one of the following methods:  
(a) check that the values of EN line categories, in combination with the 
allowed speed published or intended to be published for the lines 
containing the structures, are in line with the req uirements of 
Appendix  E; 
(b) check that the values of EN line categories, in combination with the 
allowed speed specified for the bridges  or for the design, or alternative 
requirements specified with LM71 and factor alpha ( α) for P1 and P2 , are 
in line with th e requirements of Appendix E ; 
(c) check the traffic loads specified for the structures or for the design 
against the minimum requirements of point s 4.2.7.1.1 , 4.2.7.1.2  and 
4.2.7.2 . When reviewing the value of factor alpha (α) in accordance with  
point s 4.2.7.1 .1 and 4.2.7.2 , it is only necessary to check that the value of 
factor alpha (α) is in line with the value of factor alpha (α) mentioned in 
Table 11 ; 
(d) where the requirement for an existing bridge is specified by reference to 
the design load model HSLM in Appendix E , the assessment of the 
existing bridge shall be done by either of the following items:  
– checking the specification of the design of the existing bridge ,  
– checking the specification of the dynamic appraisal ,  
– checking the published load carrying c apacity of the existing bridge 
in the register of infrastructure (RINF) for the parameter 
1.1.1.1.2.4.2 (Compliance of structures with the High Speed Load 
Model (HSLM)) ; 
(e) where the requirement for an existing bridge is specified by reference to 
alternative dynamic loadin g requirements (Appendix E note  8), the 
assessment of the existing bridge shall be done by checking the 
specification of the dynamic appraisal for these alternative loading 
requirements against the requirements in Appendix E note 8.  
(2) It is not required to review the design nor carry out any calculations.  
(3) For existing structures assessment point 4.2.7.4(4) applies respectively. ”; 
(29) in point  6.2.4.11 , point (1) is replaced by the following : 
“(1) Assessment of the distance between the track centre and the platform edge as a 
design review shall be done using the results of calculations made by the EN 11  EN Infrastructure Manager or the contracting entity on the basis of the 
specification referenced in Appendix  T, Index  [3].”; 
(30) point  6.2.4.12  is replaced  by the following : 
“ 6.2.4.12.    Assessment of maximum pressure variations in tunnels  
(1) The assessment of the maximum pressure variation in the tunnel (10 kPa 
criterion) shall be done in accordance with  the specification referenced in 
Appendix T, Index [14] with trains complying with the LOC &PAS TSI and 
that are able to run at maximum line speed in the specific tunnel to be assessed.  
(2)  The input parameters to be used during the assessment shall  be such that the 
reference characteristic pressure s ignature of the trains set out in the 
LOC&PAS  TSI is fulfilled.  
(3)  The reference cross section areas are set out in the specification referenced in 
Appendix T, Index [14].  
(31) point  6.3 is replaced by the following:  
“6.3.  (not used)” ; 
(32) point  6.4 is replaced by the following : 
“6.4  Assessment of maintenance file  
(1) In accordance with  Article 15(4) of Directive (EU) 2016/797, the applicant 
shall be responsible for compiling the technical file, containing the 
documentation requested for maintenance.  
(2) The Notified Bo dy shall verify only that the documentation requested for 
maintenance, as set out  in point  4.5.1, is provided. The Notified Body is not 
required to verify the information contained in the documentation provided. ; 
(33) in point 6.5.1(1) , the introductory phrase  is replaced by the following:  
 “Until the list of interoperability constituents listed in Chapter 5 of this TSI are 
revised , a notified body is allowed to issue an EC certificate of verification for a 
subsystem even if some of the interoperability constit uents incorporated within the 
subsystem are not covered by the relevant EC declarations of conformity and/or 
suitability for use according to this TSI, if the following criteria are complied with: ”; 
(34) in Chapter 7, the  first paragraph  is deleted ; 
(35) points 7.1  to 7.6 are replaced by the following : 
“7.1.  National implementation plan  
Member States shall develop a national plan for the implementation of this TSI, 
targeting  the coherence of the entire rail system of the Union. This p lan shall include 
all projects r egarding new, renewal and upgrading of infrastructure subsystem  and 
shall ensure a gradual migration within a reasonable timescale onwards an 
interoperable target infrastructure subsystem  fully compliant with this TSI . 
7.2. Application of this TSI to a new  infrastructure subsystem   
(1) For a new infrastructure subsystem, the application of this TSI shall be 
compulsory.  
(2) For the purpose of this TSI a ‘new infrastructure subsystem ’ means an 
infrastructure subsystem placed into service after [Publications Office: p lease EN 12  EN insert the date of entry into force of this amending act] that creates a route or a 
part of a route where none currently exists.  
Any other infrastructure subsystems shall be considered as ‘existing 
infrastructure subsystems’.  
(3) At least, the following situations are considered as upgrading and not as the 
placing into service of a new infrastructure subsystem:   
(a) the realignment of part of an existing route ; 
(b) the creation of a bypass ; 
(c) the addition of one or more tracks on an existing route, regardless of th e 
distance between the original tracks and the additional tracks.  
7.3. Application of this TSI to an existing infrastructure subsystem  
7.3.1.   Performance criteria of the subsystem  
‘Upgr ading ’ is a major modification work of an existing infrastructure subsystem 
resulting in at least  compliance with  one additional traffic code  or a change  in the 
declared combination of traffic codes ( referred to Table 2 and Table 3 in point  4.2.1) 
or fulfilling the descriptions  that are included in point 7.2(3).  
7.3.2.  Application of the TSI  
The conformity with this TSI is mandatory for a subsystem or part(s) of it which are 
upgraded or renewed. However, this TSI recognizes that due to the characteristics of 
the inherited railway system, compliance of existing infrastructure subsystem with 
this TSI may be achieved through a gradual improvement of interoperability, 
namely : 
(1) For the upgraded infrastructure subsystem, the application of this TSI shall be 
compulsory, and applied to the upgraded subsystem within the geographical 
coverage of the upgrading.  The geographical coverage of the upgrading shall 
be defined based on locations on tracks and shall result in the compliance of all 
basic parameters of the infrastructu re subsystem associated with the tracks that 
are subject to the upgrading.  
(2) In the event of a change other than an upgrading of the infrastructure 
subsystem, the application of this TSI for each basic parameter ( referred to in 
point 4.2.2) affected by a change shall be compulsory when the change requires 
to carry out a new ‘EC’ verification procedure in accordance with 
Implementing Regulation (EU) 2019/250 . Articles 6 and 7 of Implementing 
Regulation (EU) 2019/250 shall apply.  
(3) In the event of a change other than an upgrading of the infrastructure 
subsystem and for those basic parameters that are not affected by a change, or 
when the change does not require carry ing out a new ‘EC’ verification, the 
demonstration of the level of complian ce with this TSI is voluntary.  
(4) In case of upgrading or renewal of the infrastructure subsystem, the compliance 
with the requirements which are laid down for new lines is not required.  
(5) ‘Substitution in the framework of maintenance’ means any replacement of 
components by parts of identical function and performance in the framework of 
maintenance.  EN 13  EN (6) For a substitution in the framework of maintenance , ’EC’ verification is not 
required.  
(7) In the framework of a ‘renewal’ , which is defined as a major substitution  in 
Article 3(15) of Directive 2016/797 , non TSI -compliant parts  of subsystem s 
shall be replaced with TSI -compliant ones. 
(8) Other substitutions in the framework of maintenance shall  be made in 
accordance with the requirements of this TSI, whenever reasonably and 
economically feasible.  
Beside th e gradual approach  provided for in the first paragraph , the following 
exceptions are permitted for existing infrastructure subsystem, in case of upgrad ing 
or renewal:  
(a) In the case of upgrading or renewal of the infrastructure  subsystem, for 
parameters cant governed by point 4.2.4.2 of this TSI and cant deficiency 
governed by point 4.2.4.3 of this TSI it is permitted to deviate from the limiting 
values as set out in this TSI while respecting the exceptional limit values set 
out in sub point s 6.2 (table 5) and 6.3 (table 7 for non -tilting trains) of EN 
13803:2017 for cant and cant deficiency respectively, and also applying 
specific restrictions and measures, as referred to in the notes inside th ose tables 
(e.g. “b” in table 5) and  also in the text set out in sub point s 6.2 and 6.3 of EN 
13803:2017 (e.g. notes 2 and 3 in both chapters). Applying this exception  shall 
not prevent the access of vehicles authorised for the maximum values required 
in point  4.2.4.3  of this TSI .  
(b) In the case of renewal of the infrastructure subsystem, the following conditions 
related to platform height and offset governed by point s 4.2.9.2 and 4.2.9. 3, 
shall apply:  
– It shall be allowed to apply other nominal platform heights, if the 
compliance to the values set out by point 4.2.9.2 would require structural 
alterations to any load bearing element.  
– It shall be allowed to apply other platform offset than the one defined in 
point  4.2.9.3(2) as long as the value for b q is equal or greater than b qlim. 
7.3.3. Existi ng lines that are not subject to a renewal or upgrading project  
Where an infrastructure manager wishes to demonstrate the level of compliance of  an 
existing line with the basic parameters of this TSI, it shall apply the procedure  
described in Commission R ecommendation 2014/881/EU *.  
7.3.4 Route compatibility checks before the use of authorised vehicles  
The route compatibility check procedure to be applied and the parameters of the 
infrastructure subsystem to be used are set out  in point 4.2.2.5 and Appendix D1 of 
OPE TSI . 
7.4 not used  
7.5 not used  
7.6. not used  
_____________  
* Commission Recommendation 2014/881/EU  of 18 November 2014  on the 
procedure for demonstrating the level of compliance of existing railway lines with EN 14  EN the basic parameters of the t echnical specifications for interoperability  (OJ L 356, 
12.12.2014, p. 520 ).”; 
(36) point 7.7.1.1. is replaced by the following:  
“7.7.1.1. (not used) ”; 
(37) point  7.7.6.7. is replaced by the following : 
“7.7.6.7.  Maximum unguided length of fixed obtuse crossings (4.2.5.3)  
P cases  
In Appendix J, for the nominal track gauge of 1524  mm: 
(a) instead of point  (J.1)(b), the minimum radius through obtuse crossing shall be 
200 m; for radius between 200 -220 m small radius shall be compensated with track 
gauge widening ; 
(b) instead of point (J.1)(c), the minimum check rail height shall be 39  mm.”; 
(38) the following point  7.7.8.2 is added : 
“7.7.8.2 Immediate action limits of track gauge as an isolated defect (4.2.8.4)  
P-case 
Instead of point 4.2.8.4(1), the minimum track gauge fo r all speeds is 1430 mm.” ; 
(39) in point  7.7.10.2 (2), points (a) to (e) are replaced by the following : 
“ (a) S 1002 as defined in Annex C to EN 13715: 2020  with SR1 ; 
 (b) S 1002 as defined in Annex C to EN 13715: 2020  with SR2 ; 
 (c) GV 1/40 as defined in Annex B to EN 13715: 2020  with SR1 ; 
 (d) GV 1/40 as defined in Annex B to EN 13715: 2020  with SR2 ; 
 (e) EPS as defined in Annex D to EN 13715: 2020 with SR1 .”; 
(40) in point 7.7.15 .1 point (1) and point (3) , 7.7.15.2, 7.7.15.7 point (1), 7.7.15.8, 
7.7.16.2, 7.7.6.2, 7.7.6 .3, 7.7.6.11, 13  “EN 15273 -3:2013 ” is replaced by “ EN 15273 -
3:2013+A1:2016 ”; 
(41) point  7.7.17 is replaced by  the following:  
“7.7.17. (not used)” ; 
(42) in Appendix C.1, point (c), second indent, the second sub -indent is replaced by the 
following:  
“– Wood: compliance  with the specification referenced i n Appendix T, Index  [15]” ; 
(43) in Appendix C.2 , point (c) is replaced by the following : 
“(c) Bearer  
– Type  
– Resistance to vertical loads:  
– Concrete: design bending moments  
– Wood: compliance with the specification referenced i n Appendix T, 
Index  [15]  EN 15  EN – Steel: moment of inertia of cross section  
– Resistance to longitudinal and lateral loads: geometry and weight  
– Nominal track gauge” ; 
(44) Appendix E is replaced by the following : 
“Appendix E  
Capability requirements for existing structures  in accordance with  traffic code  
The minimum capability requirements for existing bridges in accordance with  point  4.2.7.4(2) 
are set out  in Table 38A and Table 39A in accordance with  the traffic codes given in Table 2 
and Table 3. Th ose capability requirements are set out using the vertical loading only defined 
by the EN line category with a corresponding speed or by LM71 with the factor alpha. 
Additional dynamic capability requirements are expressed by the dynamic load model HSLM. 
The EN line category and associated speed shall be considered as a single combined quantity.  
The minimum capability requirements for existing earthworks in accordance with  point  
4.2.7.4(2) are set out  in Table 38B and Table 39B in accordance with  the traffic codes given 
in Table 2 and Table 3.  
EN line categor ies are a function of axle load and geometrical aspects relating to the spacing 
of axles  and are set out in the specification referenced in Appendix T, Index  [2]. 
For continuous bridges , the case with most  onerous effects between  Load Model 71  (LM71 ) 
and Load Model SW/0 shall be taken into account. LM71 , Load Model SW/0 and Load 
Model HSLM are  set out in the specification referenced in Appendix T, Index  [10]. 
 
Table 38A  
Loading capability requirements for bridges and additional requirements due to dynamic 
effects (1) 
Passenger traffic  
Traffic 
code  Traffic with loco hauled trains: 
Passenger trains including Carriages 
(Coaches, Vans and Car Carriers) and 
Light Freight Wagons and 
Locomotives and Power 
Heads(2)(3)(5)(6)(4) Traffic with Electric or Diesel 
Multiple Units, Power Units and 
Railcars (2)(5)(4) 
P1 
n.a.(7) HSLM (8) 
D2-200 
or 
LM71 with  = 1.0(14) 
 
P2 HSLM (8) 
D2-200 HSLM (8) 
D2-200 EN 16  EN or 
LM71 with  = 0.91(14) 
 or 
LM71 with  = 0.91(14) 
 
P3a 
(> 160 
km/h)  L4m D2 -100 
and 
L<4m D2 -200(10)(9)(15) L4m C2 -100 
and 
L<4m C2 -200(9)(15) 
P3b  
(≤ 
160 km/h)  L4m D2 -100 
and 
L<4m D2 -160(11)(9)(15) L4m D2 -100 
and 
L<4m D2 -160(9)(15) 
P4a  
(> 160 
km/h)  L4m D2 -100 
and 
L<4m D2 -200(12)(9) (15) L4m C2 -100 
and 
L<4m C2 -200(9) (15) 
P4b  
(≤ 
160 km/h)  L4m D2 -100 
and 
L<4m D2 -160(13)(9) (15) L4m C2 -100 
and 
L<4m C2 -160(9) (15) 
P5  C2-120 B1-120 
P6 a12 
P1520  Open point  
P1600  Open point  
 
  EN 17  EN  
Table 39A  
Loading capability requirements for bridges expressed by EN Line Category –
Associated Speed  (1) 
Freight traffic  
Traffic code  Freight trains including freight wagons, other vehicles and 
locomotives(2) 
F1 
 D4 – 120 
 
F2 
 D2 – 120 
 
F3 
 C2 – 100 
F4 
 B2 – 100 
F1520  Open point  
F1600  Open point  
 
Notes:  
(1) The indicated speed value in the tables  represents the maximum requirement  for the 
line and may be lower in accordance with the requirements in point 4.2.1(12). When checking 
individual structures on the line, it is acce ptable to take account of the local allowed speeds.   
(2) Passenger Carriages (including Coaches, Vans, Car Carriers), Other Vehicles, 
Locomotives, Power Heads, Diesel and Electric Multiple Units, Power Units and Railcars are 
defined in the LOC&PAS TSI. Light Freight Wagons are defined as vans except that they are 
allowed to be conveyed in formations which are n ot intended to convey passengers.  
(3) The requirements for structures set out using EN line categories or load model LM71 
are compatible with up to two adjacent coupled locomotives and/or power heads. The 
requirements for structures are compatible with a maximum speed of 120  km/h for three or 
more adjacent coupled locomotives and/or power heads (or a train of locomotives and/or 
power heads) subject to the locomotives and/or power heads satisfying the corresponding 
limits for freight wagons.  
(4) For traffic  codes P2, P3 and P4 , the requirements for both traffic with loco hauled 
trains and traffic with multiple units shall apply. For traffic code P5 , the Member State may 
indicate whether the requirements for locomotives and power heads apply.  
(5) The requirem ents for structures are compatible with carriages, light freight wagons 
and electric or diesel multiple units with an average mass per unit length over the length of EN 18  EN each vehicle of 2.45 t/m for EN line category A, 2.75  t/m for EN line category B1, 3.1 t/m  for 
EN line category C2 and 3.5 t/m for EN line category D2 (not for P5).  
(6) The requirements for structures are compatible with 4 axle locomotive and power 
heads with a spacing of the axles in a bogie of at least 2.6  m and the average mass per unit 
length over the length of the vehicle of up to 5.0  t/m.  
(7)  Taking into account the state of the art of operation there is no need to define 
harmonized requirements to deliver an adequate level of interoperability for this type of 
vehicles for P1 traffic cod es. 
(8) For P1 and P2 lines, compliance with HSLM in accordance with  the specification 
referenced in Appendix  T, Index [10] shall be stated (see procedure in point  6.2.4.10  of this 
TSI). If HSLM compliance cannot be shown, for the purpose of dynamic compat ibility checks 
in accordance with  the route compatibility check in Appendix D.1 to the TSI OPE (RINF 
parameter 1.1.1.1.2.4.4), the dynamic loading, to which the compatibility with existing 
bridges should be checked, shall be provided in the documents with the procedure(s) as in 
RINF parameter 1.1.1.1.2.4.4 (see also procedure in point  6.2.4.10  of this TSI ). When a 
dynamic analysis has to be undertaken with models based on individual trains, the 
characteristic value of the loading shall be in accordance with  the design mass under normal 
payload in accordance with Appendix K  to this TSI . 
(9) For avoiding excessive dynamic effects including resonance, currently it is not 
possible to specify harmonized minimum bridge properties to obviate the need for a dynamic 
appraisal. The dynamic loading from vehicles satisfying the bridge static loading 
requirements (specified as either a Line Category in accordance with  the specification 
referenced in Appendix T , Index [2] or in terms of load model LM71) can in a number of 
cases exceed these normal bridge static loading requirements (when these static loadi ngs are 
enhanced by normal industry allowances for dynamic factors for bridge recalculation or 
bridge design). This risk to compatibility between vehicles and bridges is managed by the 
dynamic compatibility checks as in Appendix D.1 to the TSI OPE (RINF pa rameter 
1.1.1.1.2.4.4). In case dynamic analysis has to be undertaken with models based on individual 
trains, the characteristic value of the loading shall be in accordance with the design mass 
under normal payload in accordance with Appendix K  to this TSI . 
(10) The requirements for loco hauled passenger trains are valid for carriages and light 
freight wagons satisfying EN line category A for speeds up to 200 km/h (local speed) or EN 
line category C2 for speeds up to 160 km/h (local speed).  
(11) The require ments for loco hauled passenger trains are valid for carriages and light 
freight wagons coaches satisfying EN line category C2 for speeds up to 160 km/h (local 
speed).  
(12) The requirements for loco hauled passenger trains are valid for carriages and light  
freight wagons satisfying line EN category A for speeds up to 200 km/h (local speed) or EN 
line category B1 for speeds up to 160 km/h (local speed).  
(13) The requirements for loco hauled passenger trains are valid for carriages and light 
freight wagons sa tisfying EN line category B1 for speeds up to 160 km/h (local speed).  
(14) The requirements set out using EN line categories or load model LM71 can be 
fulfilled either via EN line category with the corresponding speed or with LM71 with the 
factor alpha in accordance with  the specification referenced in Appendix T, Index [10]. The 
decision between the two available options, not necessarily the most onerous, is to be made 
exclusively by the applicant. EN line category with the corresponding speed is based on static 
loading multiplied by a dynamic amplification factor.  EN 19  EN (15) Where the minimum capability requirements for a traffic code given in Table 38A are 
given for example in the form L>=4m D2 -100* and L<4m D2 -200** , the relevant criteria in 
accordance with  the loaded length L of the bridge element being considered shall be satisfied. 
EN line category with the corresponding speed is based on static loading multiplied by a 
dynamic amplification factor.  
*For local allowable speeds up to 100km/h the minimum requir ed loading capability is 
D2 at the local allowable speed. For local allowable speeds exceeding 100km/h the 
minimum required loading capability is D2 at 100km/h.  
** For local allowable speeds up to 200km/h the minimum required loading capability 
is D2 at th e local allowable speed.  
 
Table 38B  
Loading capability requirements for earthworks(1) (2) 
Passenger traffic  
Traffic code  Traffic with loco hauled 
trains: Passenger trains 
including Carriages (Coaches, 
Vans and Car Carriers) and 
Light Freight Wagons and 
Locomotives and Power 
Heads(3) Traffic with Electric or 
Diesel Multiple Units, 
Power Units and 
Railcars(3) 
P1 n.a.(4) D2 
P2 D2 D2 
P3a (> 160  km/h)  D2 C2 
P3b (≤ 160  km/h)  D2 D2 
P4a (> 160  km/h)  D2 C2 
P4b (≤ 160  km/h)  D2 C2 
P5 C2 B1 
P6 a12 
P1520  open point  
P1600  open point  
 
  EN 20  EN  
Table 39B  
Loading capability requirements for earthworks  
Freight traffic  (2) 
Traffic code  Freight trains including freight 
wagons, other vehicles and 
Locomotives  
F1 D4 
F2 D2 
F3 C2 
F4 B2 
F1520  open point  
F1600  open  point  
Notes:  
(1) The published line categories of the section of line including earthworks take account 
of the local allowed speeds.  
(2) Passenger Carriages (including Coaches, Vans, Car Carriers), Other Vehicles, 
Locomotives, Power Heads, Diesel and Electric Multiple Units, Power Units and Railcars are 
defined in point  2.2 of the LOC&PAS TSI. Light Freight Wagons are defined as vans except  
that they are allowed to be conveyed in formations which are not intended to convey 
passengers.  
(3) For traffic codes P2, P3 and P4 the requirements for both traffic with loco hauled 
trains and traffic with multiple units shall apply. For traffic code P5 the Member State may 
indicate whether the requirements for locomotives and power heads apply.  
(4)  Taking into account the state of the art of operation there is no need to define 
harmonized requirements to deliver an adequate level of interoperability for  this type of 
vehicles for P1 traffic codes.  
Notes 3 and 4 are only informative. ”; 
(45) Appendix F  is amended as follows:  
(a) the title is replaced by the following:  
“Capability requirements for structures according to traffic code in the United 
Kingdom (Northern Ireland )”; 
(b) in Table 41, all notes are deleted ;  
(c) in Appendix G, the  title is replaced by the following:  
“Speed conversion to miles per hour for Ireland and United Kingdom 
(Northern Ireland )”; EN 21  EN (46) Appendix I is replaced by the following:  
“Appendix I  
(not used)” ; 
(47) Appendix K is replaced by the following : 
“Appendix K  
Basis of minimum requirements for structures for passenger coaches and multiple units  
The following mass definitions for passenger carriages and multiple units form the basis of 
the minimum dynamic requirements for structures and checking the compatibility of 
structures with passenger coaches and multiple units.  
Where checks on the dynamic response of rail bridges are required to specify the load 
carrying capacity of the bridge, the load capacity of the bridge shall  be specified and 
expressed in terms of the design mass under normal payload in accordance with  the 
specification referenced in Appendix  T, Index  [1], taking into account the values for 
passenger payload in standing areas given in Table 45.  
Mass definitions for static compatibility are based upon the design mass under exceptional 
payload  established  in accordance with  the specification referenced in Appendix  T, Index  [1], 
taking into account  the specification referenced in Appendix  T, Index  [2].  
 
Table 45  
Passenger payload in standing areas in kg/m2 in accordance with  the specification referenced 
in Appendix  T, Index  [1] 
Type of trains  Normal payload  
to specify  
Dynamic Compatibility  
High speed and long distance trains  
 160 
High speed and long distance trains  
Reservation Obligatory  
 0 
Others  
(regional, commuter, suburban trains)  
 280 
(1) Normal payload of the specification referenced in Appendix  T, Index  [1] plus an additional 
160 kg/m2 for standing areas  
”; EN 22  EN (48) Appendix N is replaced by the following:  
“Appendix N  
(not used)” ; 
(49) in Appendix P, the second paragraph is replaced by the following : 
“Calculations of structure gauge shall be done using the kinematic method in 
accordance with the requirements of the specification referenced in Appendix  T, 
Index  [3] with the kinematic reference profiles and associated rules defined in this 
Appendix. ”; 
(50) Appendix Q is replaced by the following:  
“Appendix Q  
(not used)” ; 
(51) in Appendix R , point (4) is replaced by the following:  
“(4) (not used)” ; 
(52) in Appendix S, Table 48 , third column  is amended as follows:  
(a) the fourteenth row is replaced by the following:  
“The result of the classification process set out in  the specification referenced 
in Appendix T, Index [2]  and referred to in that standard as ‘Line  Category’. It 
represents the ability of the infrastructure to withstand the vertical loads 
imposed by vehicles on the line or section of line for regular (‘normal’) 
service. ”; 
(b) rows from the sixteenth to the twenty -first are replaced by the following:  
“ 
”; Dimension between the crossing nose and check rail (see dimension No 2 on Figure 1 4). 
Dimension between the running surface and the bottom of flangeway (see dimension No 6 on 
Figure 1 4). 
Dimension between a running rail and an adjacent check or wing rail ( see dimension No 5 on 
Figure 1 4). 
Dimension between the working face of the crossing check rail or wing rail and the gauge face 
of the running rail opposite across the gauge measured at entry to check rail or wing rail 
respectively.  
(see dimensions No 4 on Figure 1 4). The entry to the check rail or wing rail is the point at 
which the wheel is allowed to contact the check rail or wing rail.  
Dimension between the working face of the crossing wing rail and check rail opposite across 
the gauge (see dimension  No 3 on Figure 1 4). 
Dimension from the gauge face of one switch rail to the back edge of the opposite switch rail 
(see dimension No 1 on Figure 1 4). EN 23  EN (c) the twenty -third  row is replaced by the following : 
“The non SI unit for steel hardness defined in  the specification referenced in 
Appendix  T, Index  [16].”; 
(d) the twenty -sixth  row is replaced by the following : 
“As defined in Article 3(2) of Directive  2012/34/EU of the European 
Parliament and of the Council of 21 November 2012  establishing a single 
Europe an railway area  (OJ L 343 , 14.12.2012, p. 32) .”; 
(e) the fifty -third  row is replaced by the following : 
“Portion of obtuse crossing where there is no guidance of the wheel described 
as ‘unguided length ’ in the specification referenced in Appendix T , 
Index  [17].”; 
(53) Appendix T is replaced by the following : 
“Appendix T  
List of referenced standards  
Table 49  
List of referenced standards  
Index  TSI Parameter  TSI Point   Standard Point  
[1] EN 15663 :2017+A1:2018  
Railway applications – Vehicle reference masses  
[1.1]  Mass definition of 
rolling stock  4.2.1(7) , Table 2  
Appendix K  4.5 
[1.2]  Mass definition of 
rolling stock  4.2.1(7) , Table  3 4.5 and 7.4  
[1.3[  Passenger payload for 
high speed and long 
distance trains  Appendix K, Table  
45 Table 7  
[1.4]  Passenger payload for 
other trains  Appendix K, Table  
45 Table 8  
[2] EN 15528 :202 
1Railway applications – Line categories for managing the interface 
between load limits of vehicles and infrastructure  
[2.1]  Mass definition of 
rolling stock  4.2.1(7) , Table  2 
Appendix K  6.4 
[2.2]  Capability requirements 
for existing structures Appendix E  Annex A  EN 24  EN in accordance with  
traffic code  
[2.3]  Line categories  Appendix E – note 
9  
[2.4]  Definition of line 
category  Appendix S  5 
[3] EN 15273 -3:2013 +A1 :2016  
Railway applications – Gauges  – Part 3: structure gauges  
 
[3.1]  Structure gauge  4.2.3.1(1)  Annex C and in Annex 
D, point D.4.8  
[3.2]  Structure gauge  4.2.3.1(2)  Annex C  
[3.3]  Structure gauge  
Assessment  4.2.3.1(3)  
6.2.4.1  5, 7, 10  
Annex C and in Annex 
D, point D.4.8  
[3.4]  Distance  between track 
centres  
Assessment  4.2.3.2(3)  
6.2.4.2  9 
[3.5]  Platform offset  
Assessment  4.2.9.3 (1) 
6.2.4.11 (1) 13 
[3.6]  Calculation of the 
structure gauge for the 
lower parts for the 1668 
mm track gauge  Appendix P  5, 7 and 10  
[4] EN 13803:2017  
Railway applications – Track – Track alignment design parameters 
– Track gauges 1435mm and wider  
[4.1]  Minimum radius of 
horizontal curve  
 
Definition of reference 
vehicle  4.2.3.4(2)  Tables N.1 and N.2  
N.2 
[4.2]  Upgrading or renewal 
of the infrastructure, for 
parameters cant and 
cant deficiency  7.3.2  6.2 ( Table  5) and 6.3 
(table 7 for non -tilting 
trains)  
(see also e.g. notes 2 EN 25  EN and 3 in both chapters).  
[5] EN 15302: 2021  
Railway applications – Method for determining the equivalent 
conicity  
[5.1]  Equivalent conicity  
 4.2.4.5(4)  
 6, 8, 9, 12  
[5.2]  Assessment  6.2.4.6  6, 8, 9, 12  
[6] EN 13715:2020  
Railway applications – Wheelsets and bogies – Wheels – Tread 
profile  
[6.1]  Equivalent conicity  4.2.4.5(4)(a) and 
(b) Annex C  
[6.2]  Equivalent conicity  4.2.4.5(4)(c) and 
(d) Annex B  
[7] EN 13674 -1:2011+A1:2017  
Railway applications – Track – Rail – Part 1: Vignole railway rails 
46 kg/m and above  
[7.1]  Railhead profile for 
plain line  4.2.4.6(1)  Annex A  
[7.2]  Assessment of rails  6.1.5.1(a)  9.1.8  
[7.3]  Assessment of rails  6.1.5.1(b)  9.1.9  
[7.4]  Assessment of rails  6.1.5.1(c)  8.1 and 8.4  
[8] EN 13674 -4:2006+A1:2009  
Railway applications – Track – Rail – Part 4: Vignole railway rails 
from 27 kg/m to, but excluding 46 kg/m  
[8.1]  Railhead profile for 
plain line  4.2.4.6(1)  Annex A  
[9] EN 14363:2016  
Railway applications – Testing and Simulation for the acceptance of 
running characteristics of railway vehicles – Running Behaviour 
and stationary tests  
[9.1]  Track resistance to 
vertical loads  4.2.6.1(b) and (c)  
4.2.6.3(b)  5.3.2.3  EN 26  EN Lateral track resistance  
[9.2]  Lateral track resistance  4.2.6.3(a)  5.3.2.2  
[10] EN 1991 -2:2003/AC:2010  
Eurocode 1  : Actions on structures – Part 2  : Traffic loads on 
bridges  
[10.1]  Structures resistance to 
traffic loads  4.2.7   
[10.2]  Resistance of new 
bridges to traffic loads  
Vertical loads  
Equivalent vertical 
loading for new 
geotechnical structures, 
earthworks and earth 
pressure effects  
Capability requirements 
for existing structu res 
in accordance with  
traffic code  4.2.7.1.1(1) (a) 
 
4.2.7.2 (1) 
 
Appendix E - – 
Load Model 71  6.3.2 (2)P (1) 
[10.3]  Resistance of new 
bridges to traffic loads  
Vertical loads  
Equivalent vertical 
loading for new 
geotechnical structures, 
earthworks and earth 
pressure effects  
Capability requirements 
for existing structures 
in accordance with  
traffic code  4.2.7.1.1(1) (b) 
 
4.2.7.2  
 
Appendix E – 
Load model SW/0  6.3.3 (3)P  
[10.4]  Resistance of new 
bridges to traffic loads  
Vertical loads  4.2.7.1.1(2)  6.3.2 (3)P and 6.3.3 
(5)P 
[10.5]  Allowance for dynamic 
effects of vertical loads  4.2.7.1.2(1)  6.4.3 (1)P and 6.4.5.2 
(2) 
[10.6]  Allowance for dynamic 
effects of vertical loads  4.2.7.1.2(2)  6.4.4  EN 27  EN [10.7]  Allowance for dynamic 
effects of vertical loads  
Capabilit y requirements 
for existing structures 
in accordance with  
traffic code  4.2.7.1.2(2)  
 
Appendix E – 
Load model 
HSLM  6.4.6.1.1 (3) to (6)  
[10.8]  Centrifugal forces  4.2.7.1.3  6.5.1 (2), (4)P and (7)  
[10.9]  Nosing forces  4.2.7.1.4  6.5.2  
[10.10]  Actions due to traction 
and braking 
(longitudinal loads)  4.2.7.1.5  6.5.3 (2)P, (4), (5), 
(6).and (7)P  
[10.11]  Resistance of new 
structures over or 
adjacent to tracks  4.2.7.3  6.6.2 to 6.6.6  
[11] Annex A2 to EN 1990:2002 issued as EN 1990:2002/A1:2005  
Eurocode – Basis of structural design  
[11.1]  Structures resistance to 
traffic loads  4.2.7   
[11.2]  Design track twist due 
to rail traffic actions  4.2.7.1.6  A2.4.4.2.2(3)P  
[12] EN 13848 -5:2017  
Railway applications – Track – Track geometry quality – Part 5: 
Geometric  quality levels – Plain line, switches and crossings  
[12.1]  The immediate action 
limit for alignment  4.2.8.1(1)  7.5 
Limits of wavelength 
range D1 set out in 
table 5  
[12.2]  The immediate action 
limit for longitudinal 
level  4.2.8.2(1)  7.3 
Limits of wavelength 
range D1 set out in 
table 4  
[12.3]  The immediate action 
limit for track twist  4.2.8.3(2)  7.6 
[12.4]  The immediate action 
limit for track twist - 
1668 mm track gauge 
system  4.2.8.3(6)  Annex C  EN 28  EN [13] EN 13848 -1:2019  
Railway applications – Track – Track geometry quality – Part 1: 
Characterization of track geometry  
[13.1]  The immediate action 
limit for track twist  4.2.8.3(1)  6.5 
[14] EN 14067 -5:2021  
Railway applications – Aerodynamics – Part 5: Requirements and 
test procedures for aerodynamics in tunnels  
[14.1]  Criterium for new 
tunnels  4.2.10.1(1)  6.1.3 Table 10  
[14.2]  Criterium for existing 
tunnels  4.2.10.1(3)  6.1.4  
[14.3]  Assessment procedure  6.2.4.12(1)  6.1, 7.4  
[14.4]  Reference cross section  6.2.4.12(3)  6.1.2.1  
    
[15] EN 13145:2001  
Railway applications – Track – Wood sleepers and bearers  
[15.1]  Resistance to vertical 
loads  Appendix C.1 , 
point  (c) 
Appendix C.2 , 
point  (c)  
[16] EN ISO 6506 -1:2014  
Metallic materials – Brinell hardness test. Test method.  
[16.1]  Definition of steel 
hardness  Appendix S   
[17] EN 13232 -3:2003  
Railway applications – Track – Switches and crossings – Part 3: 
Requirements for wheel/rail interaction  
[17.1]  Definition of the 
‘unguided length of an 
obtuse crossing’  Appendix S  4.2.5  
(1) If agreed by the NSA,  it is permitted to design geotechnical structures, earthworks and calculate 
earth pressure effects using line loads or point loads, where their load effects correspond to the Load 
Model 71 with factor alpha. ”.