EN    EN  
 EUROPEAN 
COMMISSION  
Brussels, XXX   
INF TSI 
[…](2013) XXX  draft 
  
COMMISSION REGULATION (EU) No …/.. 
of XXX  
on the technical specifications for interoperability relating to the ‘infrastructure’ 
subsystem of the rail system in the European Union 
(Text with EEA relevance) 
 EN 2   EN COMMISSION REGULATION (EU) No …/.. 
of XXX  
on the technical specifications for intero perability relating to the ‘infrastructure’ 
subsystem of the rail system in the European Union 
(Text with EEA relevance) 
THE EUROPEAN COMMISSION, 
Having regard to the Treaty on the Functioning of the European Union, Having regard to Directive 2008/57/EC of the Eu ropean Parliament and of the Council of 17 
June 2008 on the interoperability of the rail system within the Community
1, and in particular 
Article 6(1) thereof, 
Whereas: (1) Article 12 of Regulation (EC) No 881/2004 of  the European Parliament and of the 
Council² requires the European Railway Agen cy (‘the Agency’) to ensure that the 
technical specifications for interoperabili ty (‘the TSIs’) are adapted to technical 
progress, market trends and social requi rements and to propose to the Commission the 
amendments to the TSIs which it considers necessary. 
(2) By Decision C(2010) 2576 of 29 April 2010 , the Commission gave the Agency a 
mandate to develop and review the TSI's w ith a view to extendi ng their scope to the 
whole rail system in the Union. Under the terms of that mandate, the Agency was requested to extend th e scope of the TSI  relating to the 'infrastructure' subsystem to the 
whole rail system in the Union. 
(3) On 21 December 2012, the Agency issued a recommendation on amendments to the 
TSI relating to the subsystem “infrast ructure” infrastructure. (ERA/REC/10-
2012/INT). 
(4) In order to keep pace w ith technological progress a nd encourage modernisation, 
innovative solutions should be promoted and their implementation should, under 
certain conditions, be allowed. Where an  innovative solution is proposed, the 
manufacturer or his authorised representativ e should state how it deviates from or how 
it complements to the relevant point of th e TSI, and the innovative solution should be 
assessed by the Commission. If this assessmen t is positive, the Agency should devise 
the appropriate functional and interface sp ecifications of the innovative solution and 
develop the relevant assessment methods. 
(5) The TSI infrastructure established by this Regulation does not deal with all essential 
requirements. In accordance with Article 5(6) of Directive 2008/57/EC, technical 
aspects which are not covered by it should be  identified as "open points" governed by 
national rules applicable in each Member State.  
(6) In accordance with Article 17(3) of Directiv e 2008/57/EC, Member States are to notify 
to the Commission and other Member Stat es of the conformity assessment and 
                                                
 
1 OJ L , , p. .  EN 3   EN verification procedures to be used for the specific cases and the bodies responsible for 
carrying out these procedures. They should be  subject to the same obligation should be 
provided as regards open points. 
(7) Rail traffic currently operates under existing  national, bilateral, multinational or 
international agreements. It is important that these agreements do not hinder current 
and future progress towards interoperability. The Member States should therefore 
notify such agreements to the Commission. 
(8) In accordance with Article 11(5) of Di rective 2008/57/EC, the TSI in the Annex 
should allow, for a limited period of time, for interoperability constituents to be 
incorporated into subsystems without cer tification if certain conditions are met. 
(9) Commission Decisions 2008/217/EC2 and 2011/275/EU3 should hereby be repealed. 
(10) The measures provided for in this Regulation are in conform ity with the opinion of the 
Committee established in accordance with Article 29(1) of Directive 2008/57/EC. 
HAS ADOPTED THIS REGULATION: 
Article 1 
This Regulation establishes the technical specifica tion for interoperability (TSI) relating to the 
'infrastructure' subsystem of the rail syst em in the Union, as set out in the Annex. 
Article 2 
1. The TSI shall apply to all new, upgraded or renewed infrastructure of the rail system 
in the entire European Union as define d in point 2.1 of Annex I to Directive 
2008/57/EC.  
2. The TSI shall apply to the following networks: 
(a) the trans-European conventional rail sy stem network as defined in Annex I, 
point 1.1 of Directive 2008/57/EC; 
(b) the trans-European high-speed rail syst em network (TEN) as defined in Annex 
I, point 2.1 of Directive 2008/57/EC; 
(c) other parts of the network of the whole rail system, following the extension of 
scope as described in Article 1 point 4 of Directive 2008/57/EC. 
Article 3 
The TSI shall apply to networks with  the following nominal track gauges: 1  435 mm, 
1 520 mm, 1  524 mm, 1  600 mm and 1  668 mm. 
Metric gauge is, then, explicitly excluded from the technical scope of the TSI. 
Article 4 
1. With regard to the issues classified as 'open points' referred to in Appendix X of the 
TSI, the conditions to be met for verifying the interoperability in accordance with 
                                                 
2 Commission Decisions 2008/217/EC of  20 December 2007 concerning a  TSI relating to the 
infrastructure sub-system of the tran s-European high-speed rail system 
3 Commission Decision 2011/275/EU of 26 April 2011 concerning a  TSI relating to the infrastructure 
sub-system of the trans-Euro pean conventional rail system. EN 4   EN Article 17(2) of Directive 2008/ 57/EC shall be those in national rules of the Member 
States which authorise the placing in se rvice of the subsyste m covered by this 
Regulation. 
2. Within six months of the entry into force of  this Regulation, each Member State shall 
inform the other Member States and the Commission of the following: 
(a) the national rules referred to in paragraph 1; 
(b) the conformity assessment and verificati on procedures to be  carried out on 
application of  the national legislations referred to in paragraph 1; 
(c) the bodies designated in accord ance with Article 17(3) of 
Directive 2008/57/EC to car ry out the conformity assessment and verification 
procedures with respect to the open points. 
3. The Member States is dispensed of this obligation if it already informed the other 
Member States and the Commission in accordance with Commission Decisions 
2008/217/EC or 2011/275/EU. 
Article 5 
1. With regard to specific cases referred to in  point 7.6 of the Annex to this Regulation, 
the conditions to be met for verifying interoperability in accordance with 
Article 17(2) of Directive 2008/57/EC shall be those national rules of the Member 
State which authorise the placing in serv ice of the subsystem covered by this 
Regulation. 
2. Within six months of the entry into force of  this Regulation, each Member State shall 
send the other Member States and the Commission the following information : 
(a) the national rules referred to in paragraph 1; 
(b) the conformity assessment and verificati on procedures to be  carried out on 
application of the national rules referred to in paragraph 1; 
(c) the bodies designated in accordance with Article 17(3) of 
Directive 2008/57/EC to car ry out the conformity assessment and verification 
procedures in the specific cases set out in point 7.6 of the Annex. 
Article 6 
1. Member States shall notify the Commission, at the latest [within six months of the 
entry into force of this Regulation ], of any existing national, bilateral, multilateral or 
international agreements between Member  States and railway undertaking(s), 
infrastructure managers or non-member c ountries which are required by the very 
specific or local nature of the intended rail  service or which deliver significant levels 
of local or regiona l interoperability. 
2. That obligation does not appl y to agreements which have  already been notified under 
Commission Decision 2008/284/EC.  
3. Member States shall forthwith notify to the Commission of any future agreements or 
changes to existing agreements which the Member State intends to sign.  EN 5   EN Article 7 
The procedures for assessment of conformity, su itability for use and EC verification set out in 
point 6 of the Annex shall be based on the modules established in Commission Decision 
2010/713/EU4. 
Article 8 
1. An 'EC' certificate of verifi cation for a subsystem that contains interoperability 
constituents which do not have an 'EC' decl aration of conformity or suitability for 
use may be issued during a transitiona l period ending on 31 May 2021 provided the 
requirements laid down in point 6.6 of the Annex are met. 
2. The production, upgrade or renewa l of the subsystem with use of the non-certified 
interoperability constituents shall be completed within the transitional period 
provided for in paragraph 1, incl uding its placing  in service. 
3. During the transitional period pr ovided for in paragraph 1: 
(a) the reasons for non-certification of any in teroperability constituents shall be 
properly identified by the notified body before granti ng the 'EC' certificate in 
accordance with Article 18 of Directive 2008/57/EC; 
(b) the national safety authorities sha ll report on the us e of non-certified 
interoperability constituents in the cont ext of authorisation procedures in their 
annual report referred to in Article 18  of Directive 2004/49/EC of the European 
Parliament and of the Council5. 
4. From [one year from the entry into force of this Regulation ], newly produced 
interoperability constituents shall be covere d by the 'EC' declaration of conformity or 
suitability for use. 
Article 9 
Point 7 of the Annex setting out a strategy for migrating towards a fully interoperable 
infrastructure subsystem shall be applied in  conjunction with Article 20 of Directive 
2008/57/EC which specifies the principles for ap plying the TSI to the renewal and upgrading 
projects. Member States shall send to th e Commission a report on the implementation of 
Article 20 of Directive 2008/ 57/EC three years after [the entry into force of this Regulation ]. 
This report shall be discusse d in the Committee set up by Arti cle 29 of Directive 2008/57/EC 
and, where appropriate, the TSI in  the Annex shall be adapted. 
Article 10 
1. In order to keep pace with technologica l progress, innovative solutions may be 
required, which do not comply with the speci fications set out in the Annex or for 
which the assessment methods set out in th e Annex cannot be appl ied. In that case, 
new specifications and/or ne w assessment methods associ ated with those innovative 
solutions may be developed according to the provisions of paragraphs 2 to 5. 
2. Innovative solutions may be related to the in frastructure subsystem, its parts and its 
interoperability constituents. 
                                                 
4 OJ L 319, 4.12.2010, p. 1. 
5 OJ L 164, 30.4.2004, p. 44.  EN 6   EN 3. If an innovative solution is proposed, the manufacturer or  his authorised 
representative established within the Uni on shall declare how it deviates from or 
complements to the relevant provisions of this TSI and submit the deviations to the 
Commission for analysis. The Commission may request the opinion of the Agency 
on the proposed innovative solution. 
4. The Commission shall deliver an opinion on the innovative soluti on proposed. If this 
opinion is positive, the appropriate functional and interface specifications and the assessment method, which need to be included in the TSI in order to allow the use of 
this innovative solution, shall be develope d and subsequently integrated in the TSI 
during the revision process pursuant to Article 6 of Directive 2008/57/EC. If the 
opinion is negative, the innovative so lution proposed cannot be applied. 
5. Pending the review of the TSI, the positive opinion delivered by the Commission 
shall be considered as an acceptable m eans of compliance with the essential 
requirements of Directive 2008/ 57/EC and may be used for the assessment of the 
subsystem. 
Article 11 
Commission Decisions 2008/217/EC  and 2011/275/EU are repeal ed with effect from 1 
January 2015.  
However they shall continue to apply to subsystems authorised in accordance with those 
Decisions. 
Article 12 
This Regulation shall enter into force on the twentieth day following that of its publication in 
the Official Journal of  the European Union. 
It shall apply from 1 January 2015. However, an  authorisation for placing in service may be 
granted in accordance with the TSI as set out in  the Annex to this Regulation before 1 January 
2015. 
This Regulation shall be binding in  its entirety and directly applicable in all Member States. 
Done at Brussels, 
 For the Commission 
 Siim KALLAS  Vice-President EN 7   EN ANNEX  
TECHNICAL SPECIFICATION FOR INTEROPERABILITY 
'Infrastructure' Sub-System 
TABLE OF CONTENTS 
1. Introduction................................................................................................................ 11  
1.1. Technical Scope ......................................................................................................... 11  
1.2. Geographical Scope ................................................................................................... 11  
1.3. Content of this TSI..................................................................................................... 11  
2. Definition and scope of subsystem ............................................................................ 11  
2.1. Definition of the infrastructure subsystem................................................................. 11  
2.2. Interfaces of this TSI with other TSIs........................................................................ 12  
2.3. Interfaces of this TSI with the Pe rsons with Reduced Mobility TSI ......................... 12  
2.4. Interfaces of this TSI with the Safety in Railway Tunnels TSI ................................. 12  
2.5. Relation to the safety management system ................................................................ 12  
3. Essential requirements ............................................................................................... 13  
4. Description of the infrastructure subsystem............................................................... 15  
4.1. Introduction................................................................................................................ 15  
4.2. Functional and technical speci fications of subsystem ............................................... 16  
4.2.1.  TSI Categories of Line............................................................................................... 16  
4.2.2.  Basic parameters characterising th e infrastructure subsystem................................... 18  
4.2.3.  Line layout ................................................................................................................. 20  
4.2.4.  Track parameters........................................................................................................ 23  
4.2.5.  Switches and crossings............................................................................................... 28  
4.2.6.  Track resistance to applied loads ............................................................................... 28  
4.2.7.  Structures resistance to traffic loads .......................................................................... 29  
4.2.8.  Immediate action limits on track geometry defects ................................................... 31  
4.2.9.  Platforms .................................................................................................................... 35  
4.2.10.  Health, safety and environment ................................................................................. 36  
4.2.11.  Provision for operation............................................................................................... 37  
4.2.12.  Fixed installations for servicing trains ....................................................................... 37  
4.3. Functional and technical speci fication of the interfaces ............................................ 38  
4.3.1.  Interfaces with the rol ling stock subsystem ............................................................... 38  
4.3.2.  Interfaces with the energy subsystem ........................................................................ 41  
4.3.3.  Interfaces with the control co mmand and signalling subsystem................................ 42  EN 8   EN 4.3.4.  Interfaces with the operation and traffic management subsystem ............................. 42  
4.4. Operating rules........................................................................................................... 42  
4.5. Maintenance rules ...................................................................................................... 43  
4.5.1.  Maintenance file......................................................................................................... 43  
4.5.2.  Maintenance plan ....................................................................................................... 43  
4.6. Professional competencies ......................................................................................... 43  
4.7. Health and safety conditions ...................................................................................... 43  
5. Interoperability constituents....................................................................................... 43  
5.1. Basis on which interoperability cons tituents have been selected............................... 43  
5.2. List of constituents ..................................................................................................... 44  
5.3. Constituents performances and specifications ........................................................... 44  
5.3.1.  The rail ....................................................................................................................... 44 
5.3.2.  The rail fastening systems.......................................................................................... 44  
5.3.3.  Track sleepers............................................................................................................. 45  
6. Assessment of conformity of interoperability  constituents and EC verification of the 
subsystems ................................................................................................................. 45  
6.1. Interoperability Constituents...................................................................................... 45  
6.1.1.  Conformity assessment procedures............................................................................ 45  
6.1.2.  Application of modules.............................................................................................. 45  
6.1.3.  Innovative solutions for interoperability constituents................................................ 46  
6.1.4.  EC declaration of conformity for interoperability constituents ................................. 46  
6.1.5.  Particular assessment procedures fo r interoperability constituents ........................... 47  
6.2. Infrastructure subsystem ............................................................................................ 47  
6.2.1.  General provisions ..................................................................................................... 47  
6.2.2.  Application of modules.............................................................................................. 48  
6.2.3.  Innovative solutions ................................................................................................... 48  
6.2.4.  Particular assessment procedures for subsystem........................................................ 48  
6.2.5.  Technical solutions giving presumpti on of conformity at design stage..................... 52  
6.3. EC Verification when speed is us ed as a migration criterion .................................... 53  
6.4. Assessment of maintenance file................................................................................. 53  
6.5. Subsystems containing Interoperability cons tituents not holding an EC declaration 53  
6.5.1.  Conditions .................................................................................................................. 53  
6.5.2.  Documentation ........................................................................................................... 54  
6.5.3.  Maintenance of the subsystems certified according to 6.5.1. .................................... 54  
6.6. Subsystem containing serviceable interoperabi lity constituents that are suitable for 
reuse .......................................................................................................................... .5 4 EN 9   EN 6.6.1.  Conditions .................................................................................................................. 54  
6.6.2.  Documentation ........................................................................................................... 55  
6.6.3.  Use of serviceable inte roperability constituents in maintenance ............................... 55  
7. Implementing the infrastructure tsi ............................................................................ 55  
7.1. Application of this TSI to railway lines ..................................................................... 55  
7.2. Application of this TSI to new railway lines ............................................................. 55  
7.3. Application of this TSI to  existing railway lines ....................................................... 56  
7.3.1.  Upgrading of a line..................................................................................................... 56  
7.3.2.  Renewal of a line........................................................................................................ 56  
7.3.3.  Substitution in the framework of maintenance .......................................................... 57  
7.3.4.  Existing lines that are not subject to  a renewal or upgr ading project ........................ 57  
7.4. Application of this TSI to existing platforms............................................................. 57  
7.5. Speed as a migration criterion.................................................................................... 57  
7.6. Ascertain Compatibility of infrastructure and rolling stock after authorisation of 
rolling stock................................................................................................................ 58  
7.7. Specific cases ............................................................................................................. 58  
7.7.1.  Particular features on th e Austrian network............................................................... 58  
7.7.2.  Particular features on th e Bulgarian network............................................................. 58  
7.7.3.  Particular features on the Danish network ................................................................. 59  
7.7.4.  Particular features on th e Estonian network .............................................................. 59  
7.7.5.  Particular features on the Finnish network................................................................. 59  
7.7.6.  Particular features on the French network ................................................................. 63  
7.7.7.  Particular features on the German network................................................................ 63  
7.7.8.  Particular features on the Hellenic network............................................................... 64  
7.7.9.  Particular features on the Italian network .................................................................. 64  
7.7.10.  Particular features on the Latvian network ................................................................ 64  
7.7.11.  Particular features on the Polish network .................................................................. 64  
7.7.12.  Particular features on th e Portuguese network........................................................... 67  
7.7.13.  Particular features on the Re public of Ireland network ............................................. 70  
7.7.14.  Particular features on the Spanish network................................................................ 70  
7.7.15.  Particular features on the Swedish network............................................................... 74  
7.7.16.  Particular features on the UK network for Great Britain ........................................... 74  
7.7.17.  Particular features on the UK ne twork for Northern Ireland ..................................... 75  
Appendix A – Assessment of interoperability constituents ..................................................... 77  
Appendix B - Assessment of the infrastructure subsystem...................................................... 78  
Appendix C - Technical characteristics of track  design and switches and crossings design... 81  EN 10   EN Appendix D - Conditions of use of track de sign and switches and crossings design .............. 83  
Appendix E - Capability requirements for structures according to traffic code ...................... 84  
Appendix F - Capability requirements for stru ctures according to traffic code in United 
Kingdom of Great Britain a nd Northern Ireland........................................................ 87  
Appendix G – Speed conversion to miles pe r hour for Republic of Ireland and United 
Kingdom of Great Britain a nd Northern Ireland........................................................ 90  
Appendix H – Structure gauge for the 1520 mm track gauge system...................................... 91  
Appendix I - Reverse curves with radii in the range from 150 m up to 300 m........................ 93  
Appendix J - Safety assurance over fixed obtuse crossings..................................................... 95  
Appendix K – Basis of minimum requirements for structures for passenger coaches and 
multiple units.............................................................................................................. 99  
Appendix L – Definition of EN line cat egory a12 for traffic code P6................................... 100  
Appendix M – Specific case on the Estonian network........................................................... 101  
Appendix N – Specific cases of the Hellenic network........................................................... 102  
Appendix O – Specific case on the Republic of  Ireland and the United Kingdom of Northern 
Ireland networks....................................................................................................... 102  
Appendix P – Structure gauge for the 1668 mm tr ack gauge on the Spanish network (GHE16, 
GEB16 and GEC16)................................................................................................. 103  
Appendix Q – National technical ru les for UK-GB Specific Cases ...................................... 110  
Appendix X – List of open points .......................................................................................... 111  
Appendix Y - Glossary.......................................................................................................... . 112  
Appendix Z – List of referenced standards ............................................................................ 119  
 EN 11   EN  
1. INTRODUCTION  
1.1. Technical Scope 
This TSI concerns the infrastructure subsystem and part of the mainte nance subsystem of the 
Union rail system in accordance with Article 1 of Directive 2008/57/EC.  
The infrastructure subsystem is defined in Annex II (2.1) to Directive 2008/57/EC. 
The technical scope of this TSI is furthe r defined in Article 3 of this Regulation. 
1.2. Geographical Scope 
The geographical scope of this TSI is defi ned in Article 2(2) of this Regulation. 
1.3. Content of this TSI 
(1) In accordance with Article 5(3) of Directive 2008/57/EC, this TSI: 
(a) indicates its intended scope (section 2); 
(b) lays down essential requirements for the infrastructure subsystem (section 3); 
(c) establishes the functional and technical specifications to be met by the 
subsystem and its interfaces vis-à-vis other subsystems (section 4); 
(d) determines the interoperability constitu ents and interfaces which must be 
covered by European specifications, incl uding European standards, which are 
necessary to achieve interoperability w ithin the Union rail system (section 5); 
(e) states, in each case under consideration, which procedur es are to be used in 
order to assess the conformity or the suit ability for use of the interoperability 
constituents, on the one hand, or the EC verification of the subsystems, on the 
other hand (section 6); 
(f) indicates the strategy for implementing this TSI (section 7); 
(g) indicates, for the staff concerned, the pr ofessional competences and health and 
safety conditions at work required for the operation and maintenance of the subsystem, as well as for the implementation of this TSI (section 4). 
In accordance with Article 5(5) of the Di rective 2008/57/EC, provisions for specific 
cases are indicated in section 7. 
(2) Requirements in this TSI are valid for all track gauge systems within the scope of 
this TSI, unless a paragraph refers to sp ecific track gauge systems or to specific 
nominal track gauges. 
2. D
EFINITION AND SCOPE OF SUBSYSTEM  
2.1. Definition of the infrastructure subsystem 
This TSI covers: 
(a) the infrastructure structural subsystem 
(b) the part of the maintenance functional subsystem relating to the infrastructure 
subsystem (that is: washing plants fo r external cleaning of trains, water 
restocking, refuelling, fixed installations for toilet discharge and electrical 
shore supplies). EN 12   EN The elements of the infrastructure subsystem ar e described in Annex II (2.1.Infrastructure) to 
Directive 2008/57/EC. 
The scope of this TSI therefore includes the fo llowing aspects of the infr astructure subsystem: 
(a) Line layout, 
(b) Track parameters, 
(c) Switches and crossings, 
(d) Track resistance to applied loads, 
(e) Structures resistance to traffic loads, 
(f) Immediate action limits on track geometry defects, 
(g) Platforms, 
(h) Health, safety and environment, 
(i) Provision for operation, 
(j) Fixed installations for servicing trains. 
Further details are set out in  point 4.2.2 of this TSI. 
2.2. Interfaces of this TSI with other TSIs 
Point 4.3 of this TSI sets out the functional an d technical specification of the interfaces with 
the following subsystems, as defined in the relevant TSIs: 
(a) Rolling stock subsystem, 
(b) Energy subsystem, 
(c) Control command and signalling subsystem, 
(d) Traffic operation and management subsystem. 
Interfaces with the Persons with Reduced Mobi lity TSI (PRM TSI) are described in point 2.3 
below. 
Interfaces with the Safety in Railway Tunne ls TSI (SRT TSI) are described in point 2.4 
below. 
2.3. Interfaces of this TSI with the Persons with Reduced Mobility TSI 
All requirements relating to th e infrastructure subsystem for the access of persons with 
reduced mobility to the railway system are set out in the Persons with Reduced Mobility TSI. 
2.4. Interfaces of this TSI with the Safety in Railway Tunnels TSI 
All requirements relating to the infrastructure subsystem for safety in railway tunnels are set 
out in the Safety in Railway Tunnels TSI. 
2.5. Relation to the safety management system 
Necessary processes to manage safety according to  the requirements in the scope of this TSI, 
including interfaces to humans, organisations or  other technical systems, shall be designed 
and implemented in the infrastructure manager’s  safety management system as required by 
Directive 2004/49/EC. EN 13   EN 3. ESSENTIAL REQUIREMENTS  
The following table indicates basic parameters of this TSI and their correspondence to the 
essential requirements as set out and nu mbered in Annex III to Directive 2008/57/EC. 
Table 1: Basic Parameters of the infrastruc ture subsystem corresponding to the essential 
requirements 
TSI 
point  Title of TSI point  Safety
 Reliabili
ty 
Availabi
lity 
 Health 
 Environ
mental 
protectio
n 
 Technical 
compatibil
ity 
 Accessibilit
y 
4.2.3.1 Structure gauge  1.1.1, 
2.1.1    1.5  
4.2.3.2 Distance between track 
centres 1.1.1, 
2.1.1    1.5  
4.2.3.3 Maximum gradients 1.1.1    1.5  
4.2.3.4 Minimum radius of 
horizontal curve 1.1.3    1.5  
4.2.3.5 Minimum radius of 
vertical curve 1.1.3    1.5  
4.2.4.1 Nominal track gauge     1.5  
4.2.4.2 Cant 1.1.1, 
2.1.1    1.5 1.6.1 
4.2.4.3 Cant deficiency 1.1.1    1.5  
4.2.4.4 Abrupt change of cant 
deficiency 2.1.1      
4.2.4.5 Equivalent conicity 1.1.1, 
1.1.2    1.5  
4.2.4.6 Railhead profile for 
plain line 1.1.1, 
1.1.2    1.5  
4.2.4.7 Rail inclination 1.1.1, 
1.1.2    1.5  
4.2.5.1 Design geometry of 
switches and crossings 1.1.1, 
1.1.2 1.1.3    1.5  
4.2.5.2 Use of swing nose 
crossings 1.1.2, 
1.1.3      
4.2.5.3 Maximum unguided 
length of fixed obtuse crossings 1.1.1, 
1.1.2    1.5  
4.2.6.1 Track resistance to 
vertical loads 1.1.1, 
1.1.2, 
1.1.3    1.5  
4.2.6.2 Longitudinal track 
resistance 1.1.1, 
1.1.2, 
1.1.3    1.5  
4.2.6.3 Lateral track resistance 1.1.1, 
1.1.2, 
1.1.3    1.5  EN 14   EN Table 1: Basic Parameters of the infrastruc ture subsystem corresponding to the essential 
requirements 
TSI 
point  Title of TSI point  Safety
 Reliabili
ty 
Availabi
lity 
 Health 
 Environ
mental 
protectio
n 
 Technical 
compatibil
ity 
 Accessibilit
y 
4.2.7.1 Resistance of new 
bridges to traffic loads 1.1.1, 
1.1.3    1.5  
4.2.7.2 Equivalent vertical 
loading for new earthworks and earth pressure effects imposed on new structures 1.1.1, 
1.1.3    1.5  
4.2.7.3 Resistance of new 
structures over or adjacent to tracks 1.1.1, 
1.1.3    1.5  
4.2.7.4 Resistance of existing 
bridges and earthworks to traffic loads 1.1.1, 
1.1.3    1.5  
4.2.8.1 The immediate action 
limit for alignment 1.1.1, 
1.1.2 1.2     
4.2.8.2 The immediate action 
limit for longitudinal level 1.1.1, 
1.1.2 1.2     
4.2.8.3 The immediate action 
limit for track twist 1.1.1, 
1.1.2 1.2     
4.2.8.4 The immediate action 
limit of track gauge as isolated defect 1.1.1, 
1.1.2 1.2     
4.2.8.5 The immediate action 
limit for cant 1.1.1, 
1.1.2 1.2     
4.2.8.6 The immediate action 
limit for switches and crossings 1.1.1, 
1.1.2 1.2   1.5  
4.2.9.1 Usable length of 
platforms 1.1.1, 
2.1.1    1.5  
4.2.9.2 Platform height 1.1.1, 
2.1.1    1.5 1.6.1 
4.2.9.3 Platform offset 1.1.1, 
2.1.1    1.5 1.6.1 
4.2.9.4 Track layout alongside 
platforms 1.1.1, 
2.1.1    1.5 1.6.1 
4.2.10.1 Maximum pressure 
variations in tunnels 1.1.1, 
2.1.1    1.5  
4.2.10.2 Effect of cross winds 1.1.1, 
2.1.1 1.2   1.5  
4.2.10.3 Ballast pick-up 1.1.1 1.2   1.5  EN 15   EN Table 1: Basic Parameters of the infrastruc ture subsystem corresponding to the essential 
requirements 
TSI 
point  Title of TSI point  Safety
 Reliabili
ty 
Availabi
lity 
 Health 
 Environ
mental 
protectio
n 
 Technical 
compatibil
ity 
 Accessibilit
y 
4.2.11.1 Location of markers 1.1.1 1.2     
4.2.11.2 Equivalent conicity in 
service 1.1.1, 
1.1.2    1.5  
4.2.12.2 Toilet discharge 1.1.5 1.2 1.3.1  1.5  
4.2.12.3 Train external cleaning 
facilities  1.2   1.5  
4.2.12.4 Water restocking 1.1.5 1.2 1.3.1  1.5  
4.2.12.5 Refuelling 1.1.5 1.2 1.3.1  1.5  
4.2.12.6 Electric shore supply 1.1.5 1.2   1.5  
4.4 Operating rules  1.2     
4.5 Maintenance rules  1.2     
4.6 Professional 
competencies 1.1.5 1.2     
4.7 Health and safety 
conditions 1.1.5 1.2 1.3 1.4.1   
4. DESCRIPTION OF THE INFRASTRUCTURE SUBSYSTEM  
4.1. Introduction 
(1) The Union rail system, to which Directive 2008/57/EC applies and of which the 
infrastructure and maintenance subsystems ar e parts, is an integrated system whose 
consistency needs to be verified. This consis tency must be checked in particular with 
regard to the specifications of the infrastructure subsystem, its interfaces in relation to the other subsystems of the Union rail system in which it is integrated, as well as the operating and maintenance rules. 
(2) The limiting values set out in this TSI are not intended to be imposed as usual design 
values. However the design values must be within the limits set out in this TSI. 
(3) The functional and technical specifications of the subsystem and its interfaces, 
described in points 4.2 and 4.3, do not impos e the use of specific technologies or 
technical solutions, except where this is stri ctly necessary for the interoperability of 
the Union rail system.  
(4) Innovative solutions for interoperabili ty which do not fulfil the requirements 
specified in this TSI and/or which are not assessable as stated in this TSI require new specifications and/or new assessment me thods. In order to allow technological 
innovation, these specifications and assessm ent methods shall be  developed by the 
process for innovative solutions  described in section 6. 
(5) Where reference is made to EN standards, any variations called ‘national deviations’ 
in the EN do not apply, unless ot herwise specified in this TSI. 
(6) Where line speeds are stated in [km/h] as a category or performance parameter in this 
TSI, it shall be permitted to translate the speed to equivalent [mph] as in Annex G, EN 16   EN for Republic of Ireland and for the United Kingdom of Great Br itain and Northern 
Ireland networks.  
4.2. Functional and technical sp ecifications of subsystem 
4.2.1.  TSI Categories of Line 
(1) Annex I to Directive 2008/ 57/EC recognises that the Union rail network may 
be subdivided into different categorie s for the Trans-European conventional 
rail network (point 1.1), the Trans-Eur opean high-speed rail network (point 
2.1) and the extension of the scope (point 4.1). In order to deliver 
interoperability cost-effectively this TS I defines performance levels for ‘TSI 
categories of line’. 
(2) These TSI categories of line shall be used for the clas sification of existing lines 
to define a target system insofar the relevant performance  parameters  will be 
met. 
(3) The TSI category of line shall be a comb ination of traffic codes. For lines 
where only one type of traffic is carried  (for example a freight only line) a 
single code can be used to  describe the requirements ; where mixed traffic runs 
the category will be described by one or more codes for passenger and freight. The combined traffic codes describe the envelope within which the desired mix of traffic can be accommodated. 
(4) For the purpose of TSI categorisation, lin es are classified generically based on 
the type of traffic (traffic code) characterised by following performance 
parameters: 
• gauge, 
• axle load, 
• line speed, 
• train length 
• usable length of platform. 
The columns for ‘gauge’ and ‘axle load’ shall be treated as minimum 
requirements as these directly control th e trains that may run. The columns for 
‘line speed’, ‘usable length of platform’ and ‘train length’ are indicative of the range of values that are typically applied for differe nt traffic types and in 
themselves do not directly impose restri ctions on the traffic that may travel 
over the line. 
(5) Information defining the relationshi p between maximum axle load and 
maximum speed according to type of vehicle is given in Annex E and Annex F. 
(6) The performance levels for types of tra ffic are set out in Table 2 and Table 3 
here-under. 
Table 2: Performance parame ters for passenger traffic 
Traffic code Gauge Axle load [t] Line speed 
[km/h] Usable length 
of platform 
[m] EN 17   EN P1 GC 17* 250-350 400 
P2 GB 20* 200-250 200-400 
P3 DE3 22.5** 120-200 200-400 
P4 GB 22.5** 120-200 200-400 
P5 GA 20** 80-120 50-200 
P6 G1 12** n.a. n.a. 
P1520 S 22.5** 80-160 35-400 
P1600 IRL1 22.5** 80-160 75-240  
Table 3: Performance parame ters for freight traffic 
Traffic code Gauge Axle load [t] Line speed 
[km/h] Train length 
[m] 
F1 GC 22.5** 100-120 740-1050 
F2 GB 22.5** 100-120 600-1050 
F3 GA 20** 60-100 500-1050 
F4 G1 18** n.a. n.a. 
F1520 S 25** 50-120 1050 
F1600 IRL1 22.5** 50-100 150-450 
* Axle load is based on design mass in working order for power heads (and for P2 locomotives) and operational mass under norm al payload for vehicles capable of 
carrying a payload of passengers or l uggage as defined in point 2.1 of EN 
15663:2009+AC:2010. The corresponding ** axle load values for vehicles capable of carrying a payload for passengers or lugga ge are 21,5t for P1 and 22,5t for P2 as 
defined in Annex K to this TSI. 
** Axle load is based on design mass in working order for power heads and 
locomotives as defined in point 2.1  of EN 15663:2009+AC:2010 and design mass 
under exceptional payload for other vehicles as defined in Annex K to this TSI. 
(7) For structures, axle load by itself is not sufficient to define the requirements for 
infrastructure. Requirements are specifie d for new structures in clause 4.2.7.1.1 
and for existing structures in clause 4.2.7.4. 
(8) Passenger hubs, freight hubs and connecting lines are included in the above 
traffic codes, as appropriate. 
(9) Article 5(7) of Dir ective 2008/57/EC states: EN 18   EN “The TSIs shall not be an impediment  to decisions by the member states 
concerning the use of infrastructures for the movement of vehicles not covered 
by the TSIs.” 
It is therefore permissible to design new a nd upgraded lines such that they will also 
accommodate larger gauges, higher axle loads, greater speeds, greater usable length of platform and longer trains than those specified. 
(10) It is permissible for specific locations on the line to be designed  for any or all 
of the performance parameters line spee d, usable length of platform and train 
length less than those set out in Tabl e 2 and Table 3, wher e duly justified to 
meet geographical, urban or environmental constraints.  
4.2.2.  Basic parameters characterising the infrastructure subsystem 
4.2.2.1.  List of Basic Parameters  
(1) The Basic Parameters characterising the infrastructure subsystem, grouped 
according to the aspects listed in point 2.1, are: 
A. L
INE LAYOUT : 
(a) Structure gauge (4.2.3.1), 
(b) Distance between track centres (4.2.3.2), 
(c) Maximum gradients (4.2.3.3), 
(d) Minimum radius of horizontal curve (4.2.3.4), 
(e) Minimum radius of vertical curve (4.2.3.5), 
B. T RACK PARAMETERS : 
(a) Nominal track gauge (4.2.4.1), 
(b) Cant (4.2.4.2), 
(c) Cant deficiency (4.2.4.3), 
(d) Abrupt change of cant deficiency (4.2.4.4), 
(e) Equivalent conicity (4.2.4.5), 
(f) Railhead profile for plain line (4.2.4.6), 
(g) Rail inclination (4.2.4.7), 
C. S WITCHES AND CROSSINGS  
(a) Design geometry of switches and crossings (4.2.5.1), 
(b) Use of swing nose crossings (4.2.5.2), 
(c) Maximum unguided length of fi xed obtuse crossings (4.2.5.3), 
D. T RACK RESISTANCE TO APPLIED LOADS  
(a) Track resistance to ve rtical loads (4.2.6.1), 
(b) Longitudinal track resistance (4.2.6.2), 
(c) Lateral track resistance (4.2.6.3), EN 19   EN E. S TRUCTURES RESISTANCE TO TRAFFIC LOADS  
(a) Resistance of new bridges to traffic loads (4.2.7.1), 
(b) Equivalent vertical loading for new earthworks and earth pressure effects 
imposed on new structures (4.2.7.2), 
(c) Resistance of new structures ove r or adjacent to tracks (4.2.7.3), 
(d) Resistance of existing bridges and ea rthworks to traffic loads (4.2.7.4), 
F. I MMEDIATE ACTION LIMITS ON TRACK GEOMETRY DEFECTS  
(a) The immediate action limit for alignment (4.2.8.1), 
(b) The immediate action limit fo r longitudinal level (4.2.8.2), 
(c) The immediate action limit for track twist (4.2.8.3), 
(d) The immediate action limit of track gauge as isolated defect (4.2.8.4), 
(e) The immediate action limit for cant (4.2.8.5), 
(f) The immediate action limits for switches and crossings (4.2.8.6), 
G. P LATFORMS  
(a) Usable length of platforms (4.2.9.1), 
(b) Platform height (4.2.9.2), 
(c) Platform offset (4.2.9.3), 
(d) Track layout alongside platforms (4.2.9.4), 
H. H EALTH , SAFETY AND ENVIRONMENT  
(a) Maximum pressure varia tion in tunnels (4.2.10.1), 
(b) Effect of crosswinds (4.2.10.2), 
(c) Ballast pick-up (4.2.10.3) 
I. P ROVISION FOR OPERATION  
(a) Location of markers (4.2.11.1), 
(b) Equivalent conicity in service (4.2.11.2), 
J. F IXED INSTALLATIONS FOR SERVICING TRAINS  
(a) General (4.2.12.1), 
(b) Toilet discharge (4.2.12.2), 
(c) Train external cleaning facilities (4.2.12.3), 
(d) Water restocking (4.2.12.4), 
(e) Refuelling (4.2.12.5), 
(f) Electric shore supply (4.2.12.6), 
K. M AINTENANCE RULES  
(a) Maintenance file (4.5.1).  EN 20   EN 4.2.2.2.  Requirements for Basic Parameters  
(1) These requirements are described in th e following paragraphs , together with 
any particular conditions that may be  allowed in each case for the basic 
parameters and inte rfaces concerned.  
(2) The values of basic parameters specified are only valid up to a maximum line 
speed of 350 km/h. 
(3) For Republic of Ireland and for the Un ited Kingdom in respect of Northern 
Ireland network the values of basic para meters specified are only valid up to a 
maximum line speed of 165 km/h. 
(4) In case of multi-rail track, re quirements of this TSI are to be applied separately 
to each pair of rails designed to be operated as separate track. 
(5) Requirements for lines representing sp ecific cases are described under point 
7.7. 
(6) A short section of track with devices to allow transition between different 
nominal track gauges is permitted. 
(7) Requirements are described for the s ubsystem under normal service conditions. 
Consequences, if any, of the execution of  works, which may require temporary 
exceptions as far as the subsystem perfor mance is concerned, are dealt with in 
point 4.4. 
(8) The performance levels of trains can be enhanced by adopting specific systems, 
such as vehicle body tilting. Special c onditions are permitted for running such 
trains, provided they do not entail restrictions for othe r trains not equipped with 
such systems. 
4.2.3.  Line layout 
4.2.3.1.  Structure gauge  
(1) The upper part of the structure gauge sh all be set on the basis of the gauges 
selected according to clause 4.2.1. Those gauges are defined in Annex C and in 
Annex D, point D4.8 of EN 15273-3:2009. 
(2) The lower part of the structure gauge shall be GIC2 as defined in Annex C of 
EN 15273-3:2009. Where tracks are equipped wi th rail brakes, structure gauge 
GIC1 as defined in Annex C of EN 1 5273-3:2009 shall be applied for the lower 
part of the gauge. 
(3) Calculations of the struct ure gauge shall be done usi ng the kinematic method in 
accordance with the requirements of sections 5, 7, 10 and the Annex C and Annex D, point D.4.8 of EN 15273-3:2009. 
(4) Instead of paragraphs (1) to (3), for the 1520 mm track gauge system, all traffic 
codes selected according to clause 4.2.1 ar e applied with the uniform structure 
gauge ‘S’ as defined in Annex H to this TSI. 
(5) Instead of paragraphs (1) to (3), for the 1600 mm track gauge system, all traffic 
codes selected according to clause 4.2.1 ar e applied with the uniform structure 
gauge IRL1 as defined in Annex O to this TSI.  EN 21   EN 4.2.3.2.  Distance between track centres  
(1) The distance between track centres sh all be set on the basis of the gauges 
selected according to clause 4.2.1. 
(2) The nominal horizontal distance between track centres for new lines shall be 
determined for the design and shall not be smaller than the values from the 
Table 4; it considers margin s for aerodynamic effects. 
Table 4: Minimum nominal horizontal distance 
between track centres  
Maximum permitted speed 
[km/h] Minimum nominal horizontal 
distance between track centres 
[m]  
160 < v ≤ 200 3.80 
200 < v ≤ 250 4.00 
250 < v ≤ 300 4.20 
v > 300 4.50 
(3) The distance between track centres shall at least satisfy the requirements for the 
limit installation distance between track centres, defined according section 9 of 
EN 15273-3:2009. 
(4) Instead of paragraphs (1 ) to (3), for the 1520 mm track gauge system, the 
nominal horizontal distance between track centres shall be determined for the 
design and shall not be smaller than the values from the Table 5; it considers 
margins for aerodynamic effects. 
Table 5: Minimum nominal horizontal distance 
between track centres for the 1520 mm track gauge 
system 
Maximum permitted speed 
[km/h] Minimum nominal horizontal 
distance between track centres 
[m]  
v ≤ 160 4.10 
160 < v ≤ 200 4.30 
200 < v ≤ 250 4.50 
v > 250 4.70 
(5) Instead of paragraph (2), for the 16 68 mm track gauge system, the nominal 
horizontal distance between track centres for new lines shall be determined for EN 22   EN the design and shall not be smaller than the values from the Table 6, it 
considers margins for aerodynamic effects. 
Table 6: Minimum nominal horizontal distance 
between track centres for the 1668 mm track gauge 
system 
Maximum permitted speed 
[km/h] Minimum nominal horizontal 
distance between track centres 
[m]  
160 < V ≤ 200 3.92 
200 < V < 250 4.00 
250 ≤ V ≤ 300 4.30 
300 < V ≤ 350 4.50 
(6) Instead of paragraphs (1 ) to (3), for the 1600 mm track gauge system, the 
distance between track centres shall be set on the basis of the gauges selected 
according to clause 4.2.1. The nomina l horizontal distance between track 
centres shall be determined for the desi gn and shall not be less than 3.57 m for 
gauge IRL1; it considers marg ins for aerodynamic effects. 
4.2.3.3.  Maximum gradients  
(1) Gradients of tracks through passenger plat forms of new lines shall not be more 
than 2.5 mm/m, where vehicles are inte nded to be regularly attached or 
detached. 
(2) Gradients of new stabling tr acks intended for parking ro lling stock shall not be 
more than 2.5 mm/m unless specific provi sion is made to prevent the rolling 
stock from running away. 
4.2.3.4.  Minimum radius of horizontal curve  
The minimum design radius of horizontal curve sh all be selected with regard to the local 
design speed of the curve. 
(1) The minimum horizontal design curve ra dius for new lines shall not be less 
than 150 m.  
(2) Reverse curves (other than  reverse curves in marshalling yards where wagons 
are shunted individually) w ith radii in the range fr om 150 m up to 300 m for 
new lines shall be designed in accordance with Table 38 and Table 39 of Annex I to prevent buffer locking. 
(3) Instead of paragraph (3), for the 1520 mm track gauge system reverse curves 
with radii in the range fro m 150 m up to 250 m shall be designed with a section 
of straight track of at least 15 m between the curves. 
4.2.3.5.  Minimum radius of vertical curve  
(1) The radius of vertical curves (except for humps in marshalling yards) shall be 
at least 500 m on a crest or 900 m in a hollow. EN 23   EN (2) For humps in marshalling yards the radius of vertical curves shall be at least 
250 m on a crest or 300 m in a hollow. 
(3) Instead of paragraph (1), for the 1520 mm track gauge system the radius of 
vertical curves (ex cept the marshall ing yards) shall be at least 5000 m both on a 
crest and in a hollow. 
(4) Instead of paragraph (2), for the 1520 mm track gauge system and for humps in 
marshalling yards the radius of vertical curves shall be at least 350 m on a crest 
and 250 m in a hollow. 
4.2.4.  Track parameters 
4.2.4.1.  Nominal track gauge  
(1) European standard nominal track gauge shall be 1435 mm. 
(2) Instead of paragraph (1), for the 15 20 mm track gauge system the nominal 
track gauge shall be 1520 mm. 
(3) Instead of paragraph (1), for the 16 68 mm track gauge system, the nominal 
track gauge shall be 1668 mm. 
(4) Instead of paragraph (1), for the 16 00 mm track gauge system the nominal 
track gauge shall be 1600 mm. 
4.2.4.2.  Cant  
(1) The design cant for lines shall be  limited as defined in Table 7. 
Table 7: Design cant [mm] 
 Freight and 
mixed traffic Passenger traffic 
Ballasted track 160 180 
Non ballasted track 170 180 
(2) The design cant on tracks adjacent to station platforms where trains are 
intended to stop in normal service shall not exceed 110 mm. 
(3) New lines with mixed or freight traffic on curves with a radius less than 305 m 
and a cant transition steeper than 1 mm/m, the cant shall be restricted to the limit given by the following formula 
D ≤ (R-50)/1.5  
where D is the cant in mm and R is the radius in m. 
(4) Instead of paragraphs (1 ) to (3), for the 1520 mm track gauge system the 
design cant shall no t exceed 150 mm. 
(5) Instead of paragraph (1), for the 1668 mm  track gauge system, the design cant 
shall not exceed 180 mm. 
(6) Instead of paragraph (2), for the 1668 mm  track gauge system, the design cant 
on tracks adjacent to station platforms where trains are intended to stop in 
normal service shall not exceed 125 mm. EN 24   EN (7) Instead of paragraph (3), for the 1668 mm track gauge system, for new lines 
with mixed or freight traffic on curves with a radius less than 250 m, the cant 
shall be restricted to the lim it given by the following formula: 
D ≤ 0.9*(R-50) 
where D is the cant in mm and R is the radius in m. 
(8) Instead of paragraph (1), for the 160 0 mm track gauge system the design cant 
shall not exceed 185 mm. 
4.2.4.3.  Cant deficiency  
(1) The maximum values for cant deficiency are set out in Table 8. 
Table 8: Maximum cant deficiency [mm] 
Design speed [km/h] v ≤ 160 160 < v ≤ 300 v > 300 
For operation of rolling stock 
conforming to the Locomotives 
and Passenger TSI 153 100 
For operation of rolling stock 
conforming to the Freight Wagons 
TSI 130 - - 
(2) It is permissible for trains specifically designed to travel with higher cant 
deficiency (for example multiple units wi th axle loads lower than set out in 
table 2; vehicles with special equipmen t for the negotiation of curves) to run 
with higher cant deficiency values, subjec t to a demonstration that this can be 
achieved safely. 
(3) Instead of paragraph (1), for all ty pes of rolling stock of the 1520 mm track 
gauge system the cant deficiency shall not exceed 115 mm. This is valid for 
speeds up to 200 km/h. 
(4) Instead of paragraph (1), for the 16 68 mm track gauge system, the maximum 
values for cant deficiency are set out in table 9. 
Table 9: Maximum cant deficiency for the 1668 mm track 
gauge system [mm] 
Design speed [km/h] v ≤ 160 160 < v ≤ 300 v > 300 
Rolling stock conforming to the 
Locomotives and Passenger TSI 175 115 
Rolling stock conforming to the 
Freight Wagons TSI 150 - - 
4.2.4.4.  Abrupt change of cant deficiency  
(1) The maximum values of abrupt chan ge of cant deficiency shall be: 
(a) 130 mm for V ≤ 60 km/h, 
(b) 125 mm for 60 km/h < V ≤ 200 km/h, EN 25   EN (c) 85 mm for 200 km/h < V ≤ 230 km/h 
(d) 25 mm for V > 230 km/h. 
(2) Where V ≤ 40 km/h and cant deficiency ≤ 75 mm both before and after an 
abrupt change of curvature, the value of  abrupt change of cant deficiency may 
be raised to 150 mm. 
(3) Instead of paragraphs (1) and (2), fo r the 1520 mm track gauge system the 
maximum values of abrupt change of cant deficiency shall be: 
(a) 115 mm for V ≤ 200 km/h, 
(b) 85 mm for 200 km/h < V ≤ 230 km/h, 
(c) 25 mm for V > 230 km/h. 
(4) Instead of paragraph (1), for the 16 68 mm track gauge system, the maximum 
design values of abrupt change  of cant deficiency shall be: 
(a) 110 mm for V ≤ 115 km/h, 
(b) (399-V)/2.6 [mm] for 115 km/h < V ≤ 220 km/h, 
(c) 70 mm for 220 km/h < V ≤ 230 km/h. 
Abrupt change of cant deficiency is not permitted for speeds of more than 230 km/h. 
4.2.4.5.  Equivalent conicity  
(1) The limiting values for equivalent conicity quoted in Table 8 shall be 
calculated for the amplitude (y) of the wheelset’s lateral displacement: 
()
() mm SR TGif mm ymm SR TG mmifSR TGymm SR TGif mm y
5 , 27) ( 5 ,21) (7 , 3
<− =−<−≤ ⎟⎠⎞⎜⎝⎛ −−=−≥− =−
 
where TG is the track gauge and SR is the distance between the flange contact 
faces of the wheelset.  
(2) No assessment of equivalent conicity is  required for switches and crossings. 
(3) Design values of track gauge, rail head pr ofile and rail inclination for plain line 
shall be selected to ensure that the equivalent conicity limits set out in Table 10 
are not exceeded. 
Table 10: Equivalent conicity design limit values 
 Wheel profile 
Speed range [km/h] S1002, GV1/40 EPS 
v ≤ 60 Assessment not required 
60 < v ≤ 200 0.25 0.30 EN 26   EN Table 10: Equivalent conicity design limit values 
 Wheel profile 
200 < v ≤ 280 0.20 0.2 
v > 280 0.10 0.15 
(4) The following wheelsets shall be m odelled passing over the designed track 
conditions (simulated by calculati on according to EN 15302:2008+A1:2010): 
(a) S 1002 as defined in Annex C of EN 13715:2006 +A1:2010 with SR1. 
(b) S 1002 as defined in Annex C of EN 13715:2006+A1:2010 with SR2. 
(c) GV 1/40 as defined in Annex B of EN 13715:2006+A1:2010 with SR1. 
(d) GV 1/40 as defined in Annex B of EN 13715:2006+A1:2010 with SR2. 
(e) EPS as defined in Annex D of  EN 13715:2006+A1:2010 with SR1. 
For SR1 and SR2 the following values apply: 
(a) For the 1435 mm track gauge syst em SR1 = 1420 mm and SR2 = 1426 
mm. 
(b) For the 1524 mm track gauge syst em SR1 = 1505 mm and SR2 = 1511 
mm. 
(c) For the 1660 mm track gauge syst em SR1 = 1585 mm and SR2 = 1591 
mm. 
(d) For the 1668 mm track gauge syst em SR1 = 1653 mm and SR2 = 1659 
mm. 
(5) Instead of paragraphs (1) to (4), for the 1520 mm track gauge system, no 
assessment of equivalent  conicity is required. 
4.2.4.6.  Railhead profile for plain line  
(1) The railhead profile shall be selected fr om the range set out in Annex A of EN 
13674-1:2011, Annex A of EN13674-4: 2006+A1:2009 or shall be in 
accordance with as defined in paragraph (2). 
(2) The design of railhead profiles for plain line shall comprise: 
(a) a lateral slope on the side of the rail head angled to between vertical and 
1/16 with reference to the vert ical axis of the railhead; 
(b) the vertical distance between the top of  this lateral slope and the top of 
the rail shall be less than 20 mm; 
(c) a radius of at least 12 mm at the gauge corner; 
(d) the horizontal distance between the cr own of the rail and the tangent 
point shall be between 31 and 37.5 mm. EN 27   EN (e) 1  crown of rail 
2  tangent point 
3  lateral slope 
4  vertical axis of rail head 5  gauge corner 
1
2
3R>125<2031-37.51:∞ to 1:164
Figure 1: Railhead profile 
(3) These requirements are not appl icable to expansion devices. 
4.2.4.7.  Rail inclination  
4.2.4.7.1 Plain line 
(1) The rail shall be inclined towards the centre of the track.  
(2) The rail inclination for a given route sh all be selected from the range 1/20 
to 1/40. 
(3) For sections of not more than 100 m between switches and crossings 
without inclination where the runni ng speed is no more than 200 km/h, 
the laying of rails without inclination is permitted.  
4.2.4.7.2 Requirements for switches and crossings 
(1) The rail shall be designed to be  either vertical or inclined. 
(2) If the rail is inclined, the designed inclination shall be the same as for 
plain line.  
(3) The inclination can be given by the sh ape of the active part of the rail 
head profile. 
(4) Within switches and crossings where th e running speed is more than 200 
km/h and no more than 250 km/h, the laying of rails without inclination 
is permitted provided that it is lim ited to sections not exceeding 50 m. 
(5) For speeds of more than 250 km/h  the rails shall be inclined. EN 28   EN 4.2.5.  Switches and crossings 
4.2.5.1.  Design geometry of switches and crossings  
Clause 4.2.8.6 of this TSI defines immediat e action limits for switches and crossings 
that are compatible with geometrical charac teristics of wheelsets  as defined in the 
rolling stock TSIs. It will be the task of the infrastructure manager to decide geometrical design values appropr iate to its maintenance plan. 
4.2.5.2.  Use of swing nose crossing 
For speeds higher than 250 km/h switches and crossings shall be equipped with 
swing-nose crossings. 
4.2.5.3.  Maximum unguided length of  fixed obtuse crossings 
The design value of the maximum unguided le ngth of fixed obtuse crossings shall be 
in accordance with the requirements set out in Annex J to this TSI. 
4.2.6.  Track resistance to applied loads 
4.2.6.1.  Track resistance to vertical loads  
The track design, including switches and cros sings, shall take into account at least 
the following forces: 
(b) the axle load selected according to clause 4.2.1;  
(c) maximum vertical wheel forces. EN  14363:2005 paragraph 5.3.2.3 provides for 
information about maximum wheel fo rces for defined test conditions.  
(d) the vertical quasi static wh eel forces. EN 14363:2005 paragraph 
5.3.2.3provides for information about maximum quasi static wheel forces for defined test conditions.  
4.2.6.2.  Longitudinal track resistance  
4.2.6.2.1 Design forces 
The track, including switches and crossings , shall be designed to withstand 
longitudinal forces equivalent to the fo rce arising from braking of 2.5 m/s2 for 
the performance parameters chosen in accordance with clause 4.2.1.  
4.2.6.2.2 Compatibility with braking systems 
(1) The track, including switches and cro ssings, shall be designed to be 
compatible with the use of magne tic braking systems for emergency 
braking. 
(2) The requirements for the design of track, including switches and 
crossings, which are compatible w ith the use of eddy current braking 
systems are an open point. 
(3) For the 1600 mm track gauge system it shall be permitted not to apply 
paragraph (1). 
4.2.6.3.  Lateral track resistance  
The track design, including switches and cros sings, shall take into account at least 
the following forces: EN 29   EN (a) lateral forces; EN 14363:2005 paragraph 5.3.2.2 provides for information about 
maximum lateral forces exerted by a wheel set on the track for defined test conditions.  
(b) quasi static guiding forces; EN 14363:2005 paragraph 5.3.2.3 provides for 
information about the maximum quasi st atic guiding force Yqst for defined 
radii and test conditions. 
4.2.7.  Structures resistan ce to traffic loads 
The requirements of EN 1991-2:2003/AC :2010 and Annex A2 to EN 1990:2002 
issued as EN 1990:2002/A1:2005 specified in this section of the TSI are to be 
applied in accordance with the corresponding clauses in the nationa l annexes to these 
standards if they exist. 
4.2.7.1.  Resistance of new bridges to traffic loads  
4.2.7.1.1 Vertical loads 
(1) Structures shall be designed to suppor t vertical loads in  accordance with 
the following load models, defined in EN 1991-2:2003/AC:2010: 
(a) Load Model 71, as set out in  EN 1991-2:2003/AC:2010 paragraph 
6.3.2 (2)P 
(b) In addition, for continuous bridges,  Load Model SW/0, as set out in 
EN 1991-2:2003/AC:2010 paragraph 6.3.3 (3)P 
(2) The load models shall be multiplied by the factor alpha ( α) as set out in 
EN 1991-2:2003/AC:2010 paragraphs 6.3.2 (3)P and 6.3.3 (5)P.  
(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 
structures  
Type of traffic Minimum factor alpha 
(α) 
P1, P2, P3, P4 1.0 
P5 0.91 
P6 0.83 
P1520 Open point 
P1600 1.1 
F1, F2, F3 1.0 
F4 0.91 
F1520 Open point 
F1600 1.1 
 
4.2.7.1.2 Allowance for dynamic effects of vertical loads EN 30   EN (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 EN 1991-
2:2003/AC:2010 paragraphs 6.4.3 (1)P and 6.4.5.2 (2). 
(2) For bridges for speeds over 200 km/h where EN 1991-2:2003/AC:2010 
paragraph 6.4.4 requires a dynamic analysis to be carried out the structure shall additionally be desi gned for HSLM defined in EN 1991-
2:2003/AC:2010 paragraphs 6.4.6.1.1 (3) to (6) inclusive. 
(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 fr om the individual train taken as the 
design mass under normal payload in accordance with Annex K with an allowance for passengers in standing areas in accordance with Note 1 of Annex K. 
4.2.7.1.3 Centrifugal forces 
Where the track on a bridge is curved ove r the whole or part of the length of 
the bridge, the centrifugal force shall be  taken into account in the design of 
structures as set out in EN 1991-2: 2003/AC:2010 paragraphs 6.5.1 (2), (4)P 
and (7).  
4.2.7.1.4 Nosing forces 
The nosing force shall be taken into account  in the design of structures as set 
out in EN 1991-2:2003/AC:2010 clause 6.5.2. 
4.2.7.1.5 Actions due to traction and braking (longitudinal loads) 
Traction and braking forces shall be taken into account in the design of 
structures as set out in EN 1991-2:2003/AC:2010 para graphs 6.5.3 (2)P, (4), 
(5), (6).and (7)P.  
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 values set out in paragr aph A2.4.4.2.2(3)P in Annex A2 to EN 
1990:2002 issued as EN 1990:2002/A1:2005. 
4.2.7.2.  Equivalent vertical loading for new earthworks and earth pressure effects  
(1) Earthworks shall be designe d and earth pressure eff ects shall be determined 
taking into account the vert ical loads produced by the Load Model 71, as set 
out in EN 1991-2:2003/AC:2010 paragraph 6.3.2 (2). 
(2) The equivalent vertical loading shall be multiplied by the factor alpha ( α) as set 
out in EN 1991-2:2003/AC:2010 paragr aph 6.3.2 (3)P. 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 EN 
1991-2:2003/AC:2010 paragraphs  6.6.2 to 6.6.6 inclusive . 
4.2.7.4.  Resistance of existing bridges a nd earthworks to traffic loads  
(1) Bridges and earthworks shall be brought to  a specified level of  interoperability 
according to the TSI category of line as defined in clause 4.2.1. EN 31   EN (2) The minimum capability requirements for structures for each traffic code are 
given in Annex E. The values repres ent the minimum target level that 
structures must be capable of for th e line to be declared interoperable. 
(3) The following cases are relevant: 
(a) Where an existing structure is replaced by a new structure then the new 
structure shall be in accordance with  the requirements of clause 4.2.7.1 or 
clause 4.2.7.2. 
(b) If the minimum capability of the ex isting structures expressed by the 
published EN line category in combination with the permitted speed satisfies the requirements in Annex E then the existing structures satisfy the relevant interopera bility requirements. 
(c) Where the capability of an existi ng structure does not satisfy the 
requirements in Annex E and works (e .g. strengthening) 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 Annex E. 
(4) For the United Kingdom of Great Britain and Northern Ireland networks, in 
paragraphs (2) and (3) above the EN lin e category may be replaced by Route 
Availability (RA) number (delivered in accordance with th e national technical 
rule notified for this purpose) and consequently reference to Annex E are replaced by reference to Annex F. 
4.2.8.  Immediate action limits on track geometry defects 
4.2.8.1.  The immediate action limit for Alignment  
(1) The immediate action limits for isolated defects in alignment are set out in 
point 8.5 of EN 13848-5:2008+A1:2010. Isolat ed defects shall not exceed the 
limits of wavelength range D1  as set out in table 6. 
(2) The immediate action limits for isolated  defects in alignment for speeds of 
more than 300 km/h are an open point. 
4.2.8.2.  The immediate action lim it for Longitudinal level  
(1) The immediate action limits for isolated defects in longitudinal level are set out 
in point 8.3 of EN 13848-5:2008+A1:2010. Isolated defects shall not exceed 
the limits of wavelength range  D1 as set out in table 5. 
(2) The immediate action limits for isolated de fects in longitudinal level for speeds 
of more than 300 km/h  are an open point. 
4.2.8.3.  The immediate action limit for track twist  
(1) The immediate action limit for track twist as an isolated defe ct is given as a 
zero to peak value. Track twist is defined in EN 13848-1:2003+A1:2008 point 
4.6. 
(2) The track twist limit is a function of the measurement base applied according 
to EN 13848-5:2008 + A1:2010 point 8.6. 
(3) 
The infrastructure manager shall set out in the maintenance plan the base-
length on which it will measure the track in order to check compliance with EN 32   EN this requirement. The base-length of m easurement shall include at least one 
base between 2 and 5 m. 
(4) Instead of paragraphs (1) and (2), fo r the 1520 mm track gauge system the 
track twist shall be not more than: 
(a) 16 mm for passenger lines with v > 120 km /h or freight lines with v > 80 
km/h 
(b) 20 mm for passenger lines with v ≤ 120 km/h or freight lines with v ≤ 80 
km/h 
(5) Instead of paragraph (3), for the 1520 mm track gauge system the 
Infrastructure Manager shall set out in the maintenance plan the base-length on 
which it will measure the track in order to check compliance with this requirement. The base-length of measuremen t shall include at least one base of 
20 m. 
(6) Instead of paragraph (2), for the 1668 mm  track gauge system, the track twist 
limit is a function of the measurement base applied according to one of the following equations depending on the cant: 
(a) Twist limit = (20/l+3) for u ≤0,67x(r-100) with a maximum value of: 
7 mm/m for speeds V ≤200 km/h, 5 mm/m for speed V>200 km/h 
(b) Twist limit =(20/l+1,5) for 0,67x(r-100)<u<0,9x(r-50) with a maximum 
value of: 
6 mm/m for l ≤5 m, 3 mm/m for l>13 m 
u = cant (mm), l = twist base length (m), r = horizontal curve radius (m) 
4.2.8.4.  The immediate action limit of track  gauge as an isolated defect  
(1) The immediate action limits of track gauge as an isolated defect are set out in 
Table 12. 
Table 12 : Immediate action  limits of track gauge 
Speed [km/h] Dimensions [mm] 
 Minimum track 
gauge Maximum track 
gauge 
V ≤ 120 1426 1470 
120 < V ≤ 160 1427 1470 
160 < V ≤ 230 1428 1463  
V > 230 1430 1463 
(2) Instead of paragraph (1), for the 1520 track gauge system the immediate action 
limits of track gauge as an isolated  defect are set out in Table 13. 
Table 13 : Immediate action limits of track gauge for 
1520 mm track gauge system 
Speed [km/h] Dimensions [mm] EN 33   EN  Minimum track 
gauge Maximum track 
gauge 
V ≤ 140 1512 1548 
V > 140 1512 1536 
(3) Instead of paragraph (1), for the 1600 track gauge system the immediate action 
limits of track gauge as an isolated defect are: 
(a) minimum track gauge: 1591 mm 
(b) maximum track gauge: 1635 mm. 
4.2.8.5.  The immediate action limit for cant  
(1) The maximum cant permitted in service is 180 mm. 
(2) The maximum cant permitted in service is 190 mm for dedicated passenger 
traffic lines. 
(3) Instead of paragraphs (1) and (2), fo r the 1520 mm track gauge system, the 
maximum cant permitted in service is 150 mm. 
(4) Instead of paragraphs (1) and (2), fo r the 1600 mm track gauge system, the 
maximum cant permitted in service is 185 mm. 
(5) Instead of paragraphs (1) and (2), fo r the 1668 mm track gauge system, the 
maximum cant permitted in service is 200 mm. 
4.2.8.6.  The immediate action limits  for switches and crossings  
  
 1 Intersection point (IP) 2 Theoretical reference 
line 
3 Actual point (RP) 
Figure 2: Point retraction in fixed common crossings 
(1) The technical characteristic s of switches and crossings  shall comply with the 
following in-service values: 
(a) Maximum value of free wheel passage in switches: 1380 mm. 
This value can be increased if the infrastructure manager demonstrates that the 
actuation and locking system of the switch is able to resist the lateral impact 
forces of a wheelset. 
(b) Minimum value of fixed nose prot ection for common crossings: 1392 
mm. 
This value is measured 14 mm below the running surface, and on the 
theoretical reference line, at an appropr iate distance back from the actual point 
(RP) of the nose as indicated in Figure 2. EN 34   EN For crossings with point retraction, this value can be reduced. In this case the 
infrastructure manager shall demonstrate that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP).  
(c) Maximum value of free wheel passa ge at crossing nose: 1356 mm. 
(d) Maximum value of free wheel passage at check rail/wing rail entry: 1380 
mm. 
(e) Minimum flangeway width: 38 mm.  
(f) Minimum flangeway depth: 40 mm. 
(g) Maximum height of check rail: 70 mm. 
(2) All relevant requirements for switches and crossings are also applicable to 
other technical solutions us ing switch rails, for example side modifiers used in 
multi-rail track. 
(3) Instead of paragraph (1), for the 1520 mm track gauge system the technical 
characteristics of switches and crossings shall comply with the following in-service values: 
(a) Minimum value of bypass at the narrowest location between open switch 
rail and stock rail is 65 mm.  
(b) Minimum value of fixed nose protec tion for common crossings is 1472 
mm 
(c) This value is measured 13 mm be low the running surface, and on the 
theoretical reference line, at an appropriate distance back from the actual point (RP) of the nose as indicated in Figure 2. For crossings with point retraction, this  value can be reduced. In this case 
the Infrastructure Manager shall dem onstrate that the point retraction is 
sufficient to guarantee that the wheel will not hit the nose at the actual point (RP). 
(d) Maximum value of free wheel passage  at crossing nose is 1435 mm 
(e) Minimum flangeway width is 42 mm 
(f) Minimum flangeway depth is 40 mm 
(g) Maximum height of check rail is 50 mm 
(4) Instead of paragraph (1), for the 1600 mm track gauge system the technical 
characteristics of switches and crossings shall comply with the following in-service values: 
(a) Maximum value of free wheel passage in switches: 1546 mm. 
This value can be increased if the infrastructure manager demonstrates that the 
actuation and locking system of the switch is able to resist the lateral impact 
forces of a wheelset. 
(b) Minimum value of fixed nose prot ection for common crossings: 1556 
mm. 
This value is measured 14 mm below the running surface, and on the 
theoretical reference line, at an appropr iate distance back from the actual point 
(RP) of the nose as indicated in Figure 2. EN 35   EN For crossings with point retraction, this value can be reduced. In this case the 
infrastructure manager shall demonstrate that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP).  
(c) Maximum value of free wheel passa ge at crossing nose: 1520 mm. 
(d) Maximum value of free wheel passage at check rail/wing rail entry: 1546 
mm. 
(e) Minimum flangeway width: 38 mm.  
(f) Minimum flangeway depth: 40 mm. 
(g) Maximum height of check rail above head of running rail: 25 mm. 
4.2.9.  Platforms 
(1) The requirements of this clause are only applicable to passenger platforms 
where trains are intended to  stop in normal service. 
(2) For the requirements of this clause it is permissible to design platforms 
required for the current service requireme nt provided passive provision is made 
for the reasonably foreseeable future service requirements.
 When determining 
the interfaces with trains intended to st op at the platform, consideration shall be 
given to both the current service requir ements and the reasonably foreseeable 
service requirements at least ten years following the bringing into service of the 
platform. 
4.2.9.1.  Usable length of platforms  
The usable length of a platform shall be defined according to clause 4.2.1.  
4.2.9.2.  Platform height  
(1) The nominal platform height shall be 550 mm or 760 mm above the running 
surface for radii of 300 m or more . 
(2) For smaller radii the nominal platform height may be adjusted depending on 
the platform offset to minimise the st epping distance between the train and the 
platform.  
(3) For platforms where trains, which are out side the scope of the LOC&PAS TSI, 
are intended to stop, different provisions for the nominal platform height might 
apply. 
(4) Instead of paragraphs (1) and (2), fo r the 1520 mm track gauge system the 
nominal platform height shall be 200 mm or 550 mm above the running 
surface. 
(5) Instead of paragraphs (1) and (2), fo r the 1600 mm track gauge system the 
nominal platform height shall be  915 mm above the running surface. 
4.2.9.3.  Platform offset  
(1) The distance between the track centre a nd the platform edge parallel to the 
running plane (bq), as defined in ch apter 13 of EN 15273-3:2009, 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. 
(2) The platform shall be built close to the gauge within a maximum tolerance of 
50 mm. The value for bq sh all therefore respond to: EN 36   EN bqlim ≤ bq ≤ bqlim + 50 mm. 
(3) Instead of paragraphs (1) and (2), fo r the 1520 mm track gauge system the 
platform offset shall be:  
(a) 1920 mm for platforms with  heights of 550 mm and  
(b) 1745 mm for platforms w ith height of 200 mm. 
(4) Instead of paragraphs (1) and (2), fo r the 1600 mm track gauge system the 
platform offset shall be 1560 mm. 
4.2.9.4.  Track layout alongside platforms  
(1) Track adjacent to the platforms for new lines shall preferably be straight, but 
shall nowhere have a radius of less than 300 m. 
(2) No values are specified for an exis ting track alongside new, renewed or 
upgraded platforms. 
4.2.10.  Health, safety and environment 
4.2.10.1.  Maximum pressure variations in tunnels  
(1) Any tunnel or underground structures inte nded to be operated at speeds greater 
than 200 km/h has to provide that ma ximum pressure variation, caused by the 
passage of a train running at the maxi mum permitted speed of the tunnel, do not 
exceed 10 kPa during the time taken for the train to pass through the tunnel.  
(2) Above requirement has to be fulfilled along the outside of any train complying 
with the Locomotives and Passenger TSI. 
4.2.10.2.  Effect of crosswinds  
(1) A line is interoperable from the cross wi nd point of view if safety is ensured 
for a reference train running along that line under the most critical operational 
conditions. 
(2) The rules for proving confor mity shall take into acc ount the characteristic wind 
curves of the reference trains defined in the LOC&PAS TSI.  
(3) If safety cannot be achieved without m itigating measures, either due to the 
geographic situation or to other specific features of the line, the infrastructure manager shall take the necessary measures to maintain the safety, for example by: 
• locally reducing train speeds, possibly temporarily during periods at risk 
of storms, 
• installing equipment to protect the track section concerned from cross 
winds, 
• other appropriate means.  
(4) It shall be demonstrated that safety is achieved after measures taken. 
4.2.10.3.  Ballast pick-up 
(1) The aerodynamic interaction between ro lling stock and infrastructure may 
cause the lifting and further blowing away of ballast stones from the track bed. 
(2) 
The requirements for the infrastructure subsystem aimed at mitigating the risk 
for “ballast pick up” apply only to lines with traffic codes P1 or P2. EN 37   EN (3) The requirements of point (2 ) above are an open point. 
4.2.11.  Provision for operation 
4.2.11.1.  Location markers  
Location markers shall be provided at nominal  intervals along the track of not more 
than 1000 m. 
4.2.11.2.  Equivalent conicity in service 
(1) If ride instability is reported, the ra ilway undertaking and the infrastructure 
manager shall localise the section of th e line in a joint investigation according 
paragraphs (2) and (3) hereafter. 
(2) The infrastructure manager shall measur e the track gauge an d the rail profiles 
at the site in question at a distance of  approximate 10 m. The mean equivalent 
conicity over 100 m shall be calculated by modelling with the wheelsets (a) – 
(e) mentioned in paragraph 4.2.4.5(4) of this TSI in order to check for compliance with the limit equivalent coni city for the track specified in Table 
14. 
Table 14: Equivalent conicity  in service limit values 
for the track 
Speed range [km/h] Maximum value of mean 
equivalent conicity over 
100 m 
v ≤ 60 assessment not required 
60 < v ≤ 120 0.40 
120 < v ≤ 160 0.35 
160 < v ≤ 230 0.30 
v > 230 0.25 
(3) If the track parameters comply with  the limit values in Table 14, a joint 
investigation by the railway undertaking and the infrastructure manager shall 
be undertaken to determine th e reason for the instability. 
4.2.12.  Fixed installations for servicing trains 
4.2.12.1.  General  
This clause 4.2.12 sets out the infrastructure  elements of the maintenance subsystem 
required for servicing trains. 
4.2.12.2.  Toilet discharge  
Fixed installations for toilet discharge shall be compatible with the characteristics of 
the retention toilet system speci fied in the rolling stock TSIs. EN 38   EN 4.2.12.3.  Train external cleaning facilities  
(1) Where a washing plant is provided it shall be able to clean the outer sides of 
single or double-deck trai ns between a height of: 
(a) 500 to 3500 mm for a single-deck train, 
(b) 500 to 4300 mm for double-deck trains. 
(2) The washing plant shall be designed so that  trains can be driv en through it at 
any speed between 2 km/h and 5 km/h. 
4.2.12.4.  Water restocking  
(1) Fixed equipment for water restocking shall be compatible with the 
characteristics of the water system specified in the rolling stock TSIs. 
(2) Fixed equipment for drinking water suppl y on the interoperable network shall 
be supplied with drinking water meeting the requirements of the Directive 98/83/EC. 
4.2.12.5.  Refuelling  
Refuelling equipment shall be compatible with the characteristics of the fuel system 
specified in the rolling stock TSIs . 
4.2.12.6.  Electrical shore supply 
Where provided, electrical shore supply shal l be by means of one or more of the 
power supply systems specified  in the rolling stock TSIs . 
4.3. Functional and technical speci fication of the interfaces 
From the standpoint of technical  compatibility, the in terfaces of the infra structure subsystem 
with the other subsystems are like described in the following clauses. 
4.3.1.  Interfaces with the rolling stock subsystem 
Table 15: Interfaces with the rolling st ock subsystem, ‘Locomotives and Passenger 
Rolling Stock TSI’ 
Interface Reference Infrastructure TSI  Reference Locomotives and 
Passenger Rolling Stock 
TSI 
Track gauge 4.2.4.1 Nominal track gauge 
4.2.5.1 Design geometry of switches and crossings 4.2.8.6 The immediate action limits for switches and crossings 4.2.3.5.2.1 Mechanical and 
geometrical characteristics of wheelset 4.2.3.5.2.3 Variable gauge wheelsets 
Gauge 4.2.3.1 Structure gauge 
4.2.3.2 Distance between track centres 4.2.3.5 Minimum radius of vertical curve 4.2.9.3 Platform offset 4.2.3.1. Gauging EN 39   EN Table 15: Interfaces with the rolling st ock subsystem, ‘Locomotives and Passenger 
Rolling Stock TSI’ 
Interface Reference Infrastructure TSI  Reference Locomotives and 
Passenger Rolling Stock TSI 
Axle load and axle 
spacing 4.2.6.1 Track resistance to 
vertical loads 4.2.6.3 Lateral track resistance 4.2.7.1 Resistance of new bridges to traffic loads 4.2.7.2 Equivalent vertical loading for new earthworks and earth pressure effects imposed on new structures 4.2.7.4 Resistance of existing bridges and earthworks to traffic loads 4.2.2.10 Load conditions and 
weighed mass 4.2.3.2.1 Axle load parameter  
Running characteristics 4.2.6.1 Track resistance to 
vertical loads 4.2.6.3 Lateral track resistance  4.2.7.1.4 Nosing forces 4.2.3.4.2.1 Limit values for 
running safely 4.2.3.4.2.2 Track loading limit values 
Ride stability 4.2.4.4 Equivalent conicity 
4.2.4.6 Railhead profile for plain line4.2.11.2 Equivalent conicity in service  4.2.3.4.3 Equivalent conicity 
4.2.3.5.2.2 Mechanical and geometrical characteristics of wheels  
Longitudinal actions 4.2.6.2 Longitudinal track 
resistance 4.2.7.1.5 Actions due to traction and braking (longitudinal loads) 4.2.4.5 Braking performance 
Minimum horizontal 
curve radius 4.2.3.4 Minimum radius of 
horizontal curve 4.2.3.6 Minimum curve 
radius Annex A, A.1 Buffers 
Running dynamic behaviour 4.2.4.3 Cant deficiency 4.2.3.4.2.
 Running dynamic 
behaviour 
Maximum deceleration 4.2.6.2 Longitudinal track 
resistance 4.2.7.1.5 Actions due to traction and braking 4.2.4.5 Braking performance EN 40   EN Table 15: Interfaces with the rolling st ock subsystem, ‘Locomotives and Passenger 
Rolling Stock TSI’ 
Interface Reference Infrastructure TSI  Reference Locomotives and 
Passenger Rolling Stock TSI 
Aerodynamic effect 4.2.3.2 Distance between track 
centres 4.2.7.3 Resistance of new structures over or adjacent to tracks  4.2.10.1 Maximum pressure variations in tunnels 4.2.10.3 Ballast pick up 4.2.6.2.1 Slipstream effects on 
passengers on platforms and on trackside workers  4.2.6.2.2 Head pressure pulse 4.2.6.2.3 Maximum pressure variations in tunnels  4.2.6.2.5 Aerodynamic effect on ballasted tracks 
Crosswind 4.2.10.2 Effect of crosswinds 4.2.6.2.4 Crosswind 
Installations for 
servicing trains 4.2.12.2 Toilet discharge 
4.2.12.3 Train external cleaning facilities 4.2.12.4 Water restocking 4.2.12.5 Refuelling 4.2.12.6 Electric shore supply 4.2.11.3 Toilet discharge 
system 4.2.11.2.2 Exterior cleaning through a washing plant  4.2.11.4 Water refilling equipment 4.2.11.5 Interface for water refilling 4.2.11.7 Refuelling equipment 4.2.11.6 Special requirements for stabling of trains 
Table 16: Interfaces with the rolling stock subsystem, ‘Freight Wagons TSI’ 
Interface Reference Infrastructure TSI  Reference Conventional 
Rail Freight Wagons TSI  
Track gauge 4.2.4.1 Nominal track gauge 
4.2.4.6 Railhead profile for plain line 4.2.5.1 Design geometry of switches and crossings 4.2.8.6 The immediate action limits for switches and crossings 4.2.3.6.2 4.2.3.6.2 
Characteristics of wheelsets 
4.2.3.6.3
 Characteristics of wheels 
Gauge 4.2.3.1 Structure gauge 
4.2.3.2 Distance between track centres 4.2.3.5 Minimum radius of vertical curve 4.2.9.3 Platform offset 4.2.3.1 Gauging EN 41   EN Table 15: Interfaces with the rolling st ock subsystem, ‘Locomotives and Passenger 
Rolling Stock TSI’ 
Interface Reference Infrastructure TSI  Reference Locomotives and 
Passenger Rolling Stock TSI 
Aerodynamic effect 4.2.3.2 Distance between track 
centres 4.2.7.3 Resistance of new structures over or adjacent to tracks  4.2.10.1 Maximum pressure variations in tunnels  4.2.6.2.1 Slipstream effects on 
passengers on platforms and on workers trackside 4.2.6.2.2 Head pressure pulse   4.2.6.2.3 Maximum pressure variations in tunnels 
 
Axle load and axle spacing 4.2.6.1 Track resistance to 
vertical loads 4.2.6.3 Lateral track resistance  4.2.7.1 Resistance of new 
bridges to traffic loads 
4.2.7.2 Equivalent vertical loading for new earthworks and earth pressure effects imposed on new structures 4.2.7.4 Resistance of existing bridges and earthworks to traffic loads 4.2.3.2 Compatibility with 
load carrying capacity of lines 
Running dynamic behaviour 4.2.8 Immediate action limits 
on track geometry defects  4.2.3.5.2 Running 
dynamic behaviour 
Longitudinal actions 4.2.6.2 Longitudinal track 
resistance 4.2.7.1.5 Actions due to traction and braking (logitudinal loads) 4.2.4.3.2 Brake performance 
Minimum curve radius 4.2.3.4 Minimum radius of 
horizontal curve 4.2.2.1. Mechanical interface 
Vertical curve  4.2.3.5 Minimum radius of 
vertical curve 4.2.3.1 Gauging 
Crosswind 4.2.10.2 Effect of crosswinds 4.2.6.3 Cross winds 
4.3.2.  Interfaces with the energy subsystem 
Table 17: Interfaces with the energy subsystem 
Interface Reference Infrastructure TSI  Reference Energy TSI  
Gauge 4.2.3.1 Structure gauge 4.2.10 Pantographs gauge EN 42   EN 4.3.3.  Interfaces with the control command and signalling subsystem 
Table 18: Interfaces with the control command and signalling subsystem 
Interface Reference Infrastructure TSI  Reference Control 
Command and Signalling TSI 
Structure gauge set for 
CCS installations. Visiility of track-side CCS objects. 4.2.3.1 Structure gauge 4.2.5.2 Eurobalise 
communication (space for installation) 4.2.5.3 Euroloop communication (space for installation) 4.2.10 Train detection systems (space for installation) 4.2.15 Visibility of track-side control-command and signalling objects 
4.3.4.  Interfaces with the operation and traffic management subsystem 
Table 19: Interfaces with the operation and traffic management subsystem 
Interface Reference Infrastructure TSI  Reference Operation and 
Traffic Management TSI  
Ride stability 4.2.11.2 Equivalent conicity in 
service 4.2.3.4.4 Operational 
quality  
Use of eddy current brakes 4.2.6.2 Longitudinal track 
resistance 4.2.2.6.2 Braking 
performance 
Crosswinds 4.2.10.2 Effect of crosswinds 4.2.3.6.3 Contingency 
arrangements 
Operating rules 4.4 Operating rules 4.1.2.2.2 Modifications to 
information contained in the route book  4.2.3.6 Degraded operation 
Staff competences  4.6 Professional competences 2.2.1 Staff and trains 
4.4. Operating rules 
(1) Operating rules are developed within the pr ocedures described in the infrastructure 
manager’s safety management system. These rules take into account the 
documentation related to operation which fo rms a part of the technical file as 
required in Article 18(3) and set out in  Annex VI (point I.2.4) of Directive 
2008/57/EC. 
(2) In certain situations involving pre-planned works, it may be necessary to temporarily 
suspend the specifications of the infrastructure subsystem and its interoperability constituents defined in secti ons 4 and 5 of this TSI.  EN 43   EN 4.5. Maintenance rules 
(1) Maintenance rules are developed within  the procedures described in the 
infrastructure manager’s safety management system. 
(2) The maintenance file shall be prepared before placing a line into service as the part 
of the technical file accompanying the declaration of verification 
(3) The maintenance plan shall be drawn up for the subsystem to ensure that the 
requirements set out in this TSI ar e maintained during its lifetime. 
4.5.1.  Maintenance file  
A maintenance file shall contain at least: 
(a) a set of values for immediate action limits, 
(b) the measures taken (for example speed re striction, repair time) when prescribed 
limits are not met, 
related to track geometric quality  and limits on isolated defects. 
4.5.2.  Maintenance plan 
The infrastructure manager shall have a maintenance plan containing the items listed 
in clause 4.5.1 together w ith at least the following it ems related to the same 
elements: 
(a) a set of values for intervention limits and alert limits, 
(b) a statement about the methods, professi onal competences of staff and personal 
protective safety equipment necessary to be used, 
(c) the rules to be applied for the protection of people working on or near the track, 
(d) the means used to check that in-service values are respected.  
4.6. Professional competencies 
The professional competencies of staff requi red for operation and maintenance of the 
infrastructure subsystem are not set out in this TSI but are described in the 
infrastructure manager’s safety management system. 
4.7. Health and safety conditions 
(1) The health and safety cond itions of staff required for the operation and maintenance 
of the infrastructure subsystem shall be in compliance with European Union regulations and the national regulations th at are compatible with European Union 
legislation. 
(2) The issue is covered by the procedures de scribed in the infrastructure manager’s 
safety management system. 
5. I
NTEROPERABILITY CONSTITUENTS  
5.1. Basis on which interoperability co nstituents have been selected 
(1) The requirements of point 5.3 are based on a tr aditional design of ballasted track with 
Vignole (flat-bottom) rail on concrete or wooden sleeper s and fastening providing 
resistance to longitudinal s lip by bearing on the rail foot. 
(2) Components and subassemblies used for the construction of other designs of track 
are not considered to be interoperability constituents. EN 44   EN 5.2. List of constituents 
(1) For the purposes of this technical spec ification for interoperability, only the 
following elements, whether individual components or subassemblies of the track are declared to be “interoperability constituents”:  
(a) the rail (5.3.1), 
(b) the rail fastening systems (5.3.2), 
(c) track sleepers (5.3.3). 
(2) The following clauses describe the specifi cations applicable to each of these 
constituents. 
(3) Rails, fastenings and sleepers used for shor t length of track for specific purposes, for 
example in switches and crossings, at expa nsion devices, transition slabs and special 
structures, are not considered to be  interoperability constituents.  
5.3. Constituents performances and specifications 
5.3.1.  The rail 
The specifications of the “rail” interope rability constituent concern the following 
parameters: 
(a) railhead profile, 
(b) rail steel. 
5.3.1.1.  Railhead profile  
The rail head profile shall fulfil the requi rements of clause 4.2.4.6 “Railhead profile 
for plain line”.  
5.3.1.2.  Rail steel  
(1) The rail steel is relevant to the requi rements of clause 4.2.6 “Track resistance 
to applied loads”. 
(2) The rail steel shall meet the following requirements: 
(a) The rail hardness shall be at least 200 HBW. 
(b) The tensile strength shall be at least 680 MPa. 
(c) Minimum number of cycles at fatigue test without failure shall be at least 
5x10
6. 
5.3.2.  The rail fastening systems 
(1) The rail fastening system is relevant to  the requirements of clause 4.2.6.1 for 
“Track resistance to vertical load s”, clause 4.2.6.2 for “Longitudinal track 
resistance” and clause 4.2.6.3 for “Lateral track resistance”.  
(2) The rail fastening system shall comply in laboratory test conditions with the 
following requirements: 
(a) the longitudinal force required to cause the rail to begin to slip (i.e. move 
in an inelastic way) through a single ra il fastening assembly shall be at 
least 7kN and for speeds of more than  250 km/h shall be at least 9kN,  
(b) the rail fastening shall re sist application of 3 000 000 cycles of the typical 
load applied in a sharp curve, such that the performance of the fastening EN 45   EN in terms of clamping force and longit udinal restraint is not degraded by 
more than 20% and vertical stiffne ss is not degraded by more than 25%. 
The typical load shall be appropriate to: 
– the maximum axle load the rail fastening system is designed to 
accommodate, 
– the combination of rail, rail in clination, rail pad and type of 
sleepers with which the fastening system may be used.  
5.3.3.  Track sleepers 
(1) Track sleepers shall be designed such that when they are used with a specified 
rail and rail fastening system they will have properties that are consistent with the requirements of clause 4.2.4.1 for “Nom inal track gauge”, clause 4.2.4.7 for 
“Rail inclination”, clause 4.2.6 for “Tr ack resistance to applied loads” and 
clause 4.2.4.5 for “Equivalent conicity“. 
(2) For the nominal track gauge system of 1435 mm, the design track gauge for 
track sleepers shall be 1437 mm. 
6. A
SSESSMENT OF CONFORMITY OF INTEROPERABILITY CONSTITUENTS AND EC 
VERIFICATION OF THE SUBSYSTEMS  
Modules for the procedures for assessment of conformity and suitability for use and EC 
verification are defined in Ar ticle 8 of this Regulation. 
6.1. Interoperability Constituents 
6.1.1.  Conformity assessment procedures  
(1) The conformity assessment procedure of interoperability constituents as 
defined in section 5 of this TSI shal l be carried out by application of the 
relevant modules. 
(2) Serviceable interoperability constituents that are suitable for reuse are not 
subject to the conformity  assessment procedures. 
6.1.2.  Application of modules 
(1) The following modules for conformity  assessment of interoperability 
constituents are used: 
(a) CA ‘Internal production control‘  
(b) CB ‘EC type examination’  
(c) CC ‘Conformity to type based on internal production control’ 
(d) CD ‘Conformity to type based on qua lity management system of the 
production process’ 
(e) CF ‘Conformity to type based on product verification’ 
(f) CH ‘Conformity based on full quality management system’ 
(2) The modules for conformity assessment of interoperability constituents shall be 
chosen from those shown in Table 20. EN 46   EN Table 20: Modules for conformity assessment to be applied for interoperability 
constitunents 
Procedures Rail Rail fastening 
system Track sleepers 
Placed on the EU 
market before entry into 
force of relevant TSIs CA or CH 
 Placed on the EU 
market after entry into 
force of relevant TSIs CB+CC or 
CB+CD or  
CB+CF or  
CH 
 CA or CH 
(3) In the case of products placed on the mark et before the publication of relevant 
TSIs, the type is considered to have  been approved and therefore EC type 
examination (module CB) is not necessary, provided that the manufacturer demonstrates that tests a nd verification of interopera bility constituents have 
been considered successful for prev ious applications  under comparable 
conditions and are in conformity with the requirements of this TSI. In this case 
these assessments shall remain valid in the new application. If it is not possible 
to demonstrate that the solution is pos itively proven in the past, the procedure 
for interoperability constituents placed on the EU market after publication of this TSI applies. 
(4) The conformity assessment of interope rability constituents shall cover the 
phases and characteristics as indicated in  Table 31 of Annex A to this TSI. 
6.1.3.  Innovative solutions for inte roperability constituents 
If an innovative solution is proposed for an interoperability constituent, the 
manufacturer or his authorised representative established within the European Union shall apply the procedure described in Article 11. 
6.1.4.  EC declaration of conformity fo r interoperability constituents 
6.1.4.1.  Interoperability constituents subject to other European Union Directives 
(1) Article 13(3) of Directiv e 2008/57/EC, states “Where  the interoperability 
constituents are the subject of other Community Directives  covering other 
aspects, the EC declaration of conformity  or suitability for use shall, in such 
instances, state that the interoperability constituents also meet the requirements 
of those other Directives.” 
(2) According to Annex IV (3) of Direc tive 2008/57/EC, the EC declaration of 
conformity shall be accompanied by th e statement setting out the condition of 
use. 
6.1.4.2.  EC declaration of conformity for rails 
No statement setting out the conditions of use is required. EN 47   EN 6.1.4.3.  EC declaration of conformity  for rail fastening systems 
The EC declaration of conformity shall be accompanied by statement setting out: 
(a) the combination of rail, rail inclinati on, rail pad and type  of sleepers with 
which the fastening system may be used 
(b) the maximum axle load the rail fastening system is designed to accommodate. 
6.1.4.4.  EC declaration of conformity for track sleepers 
The EC declaration of conformity shall be accompanied by statement setting out: (a) the combination of rail, rail inclination and type of rail fastening system with 
which the sleeper may be used, 
(b) the nominal and design track gauge,  
(c) the combinations of axle load and trai n speed the track sleeper is designed to 
accommodate. 
6.1.5.  Particular assessment procedures for interoperability constituents 
6.1.5.1.  Assessment of rails 
Assessment of rail steel shall be done according to the following requirements: 
(a) Rail hardness shall be tested for po sition RS according to EN 13674-1:2011 
paragraph 9.1.8, measured using one specimen (control sample out of production). 
(b) Tensile strength shall be tested according to EN 13674-1:2011 paragraph 9.1.9, 
measured using one specimen (control sample out of production). 
(c) Fatigue test shall be done according to EN 13674-1:2011 paragraph 8.1 and 
paragraph 8.4. 
6.1.5.2.  Assessment of sleepers 
(1) Until 1 June 2021 a design track gauge for track sleepers below 1437 mm shall 
be permitted. 
(2) The assessment of the track sleeper against the requirements of clause 4.2.4.5 
for “Equivalent conicity” shall concern the track configurations mentioned in 
paragraph 6.1.4.4(a) of this TSI. 
(3) For polyvalent gauge and multiple gauge track sleepers it is permitted not to 
assess the design track gauge for th e nominal track gauge of 1435 mm. 
6.2. Infrastructure subsystem 
6.2.1.  General provisions 
(1) At the request of the app licant, the notified body carr ies out the EC verification 
of the infrastructure subsystem in accordance with Article 18 of Directive 
2008/57/EC and in accordance with the pr ovisions of the relevant modules. 
(2) If the applicant demonstrates that tests or assessments of an infrastructure 
subsystem or parts of the subsystem are the same as have been successful for 
previous applications of a design, the no tified body shall consider the results of 
these tests and assessments for the EC verification. 
(3) The EC verification of the infrastructu re subsystem shall cover the phases and 
characteristics indicated in Tabl e 32 in Annex B to this TSI.  EN 48   EN (4) Performance parameters as set out in clau se 4.2.1 of this TSI are not subject to 
the EC verification of the subsystem.  
(5) Particular assessment procedures for speci fic basic parameters of infrastructure 
subsystem are set out in clause 6.2.4. 
(6) The applicant shall draw up the EC declaration of verification for the 
infrastructure subsystem in accordance with Article 18 and Annex V of Directive 2008/57/EC.  
6.2.2.  Application of modules 
For the EC verification proce dure of the infrastructure subsystem, the applicant may 
choose either: 
(a) Module SG: EC verification ba sed on unit verification, or 
(b) Module SH1: EC verification based on full quality management system 
plus design examination. 
6.2.2.1.  Application of module SG 
In the case where EC verification is most effectively undertaken by using 
information collected by the infrastructure manager, contracting entity or the main contractors involved (for example data obt ained using track recording vehicle or 
other measuring devices), the notified body sh all take this information into account 
to assess conformity. 
6.2.2.2.  Application of module SH1 
The SH1 module may be chosen only wher e the activities c ontributing to the 
proposed subsystem to be verified (des ign, manufacturing, assembling, installation) 
are subject to a qu ality management system fo r design, production, final product 
inspection and testing, approved an d surveyed by a notified body. 
6.2.3.  Innovative solutions 
If an innovative solution is proposed fo r the infrastructure subsystem, the 
manufacturer or his authorised representative established within the European Union 
shall apply the procedure described in Article 11 
6.2.4.  Particular assessment procedures for subsystem 
6.2.4.1.  Assessment of Structure gauge 
(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 contracti ng entity on the basi s of sections 5, 7, 
10, Annex C and point D.4.8 of Annex D of EN 15273-3:2009. 
(2) Characteristic cross sections are: 
(a) track without cant, 
(b) track with maximum cant, 
(c) track with a civil engineer ing structure over the line 
(d) any other location where the desi gned installation limit gauge is 
approached by less than 100 mm or th e installation nominal gauge or 
uniform gauge is approached by less than 50 mm. EN 49   EN (3) After assembly before putting into service clearances shall be verified at 
locations where the designed installation limit gauge is approached by less than 
100 mm or the installation nominal gauge or uniform gauge is approached by 
less than 50 mm. 
(4) Instead of paragraph (1), for the 1520 mm track gaue system assessment of 
structure gauge as a design review is to  be made against characteristic cross 
sections using the uniform structure gauge  ‘S’ as defined in Annex H to this 
TSI. 
(5) Instead of paragraph (1), for the 16 00 mm track gauge system assessment of 
structure gauge as a design review is to  be made against characteristic cross 
sections using the structure gauge ‘IRL1’  as defined in Annex O to this TSI. 
6.2.4.2.  Assessment of distance between track centres 
(1) A design review for assessment of the di stance between track centres shall be 
done using the results of calculations ma de by the Infrastructure Manager or 
the contracting entity on the basis of chapter 9 of EN 15273-3:2009. 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 check ed with the radius and 
relevant cant.  
(2) After assembly before putting into service distance between track centres shall 
be verified at critical locations wher e the limit installation distance between 
track centres as defined according chapter 9 of EN 15273-3:2009 is approached 
by less than 50 mm. 
(3) Instead of paragraph (1), for the 1520 mm track gauge system a design review 
for assessment of the distance between track centres is to be made using the results of calculations made by the infr astructure manager or the contracting 
entity. The nominal distance between track  centres shall be checked at the line 
layout where distances are gi ven in parallel to the hor izontal plane. The limit 
installation distance between track centres shall be check ed with the radius and 
relevant cant. 
(4) Instead of paragraph (2), for the 1520 mm track gauge system after assembly 
before putting into service distance between  track centres shall be verified at 
critical locations where the limit insta llation distance betwee n track centres is 
approached by less than 50 mm. 
6.2.4.3.  Assessment of nominal track gauge 
(1) Assessment of the nominal track gauge at design review shall be done by 
checking the self-declaration of the applicant. 
(2) Assessment of the nominal track gauge at  assembly before putting into service 
shall be done by checking the interoperabi lity constituent sleeper’s certificate. 
For non-certified interoperability constitu ents assessment of the nominal track 
gauge shall be done by checking the se lf-declaration of the applicant. 
6.2.4.4.  Assessment of track layout 
(1) 
At design review the curvature, cant, can t deficiency and abrupt change of cant 
deficiency shall be assessed against the local design speed. 
(2) Assessment of switches and cros sings layout is not required. EN 50   EN 6.2.4.5.  Assessment of cant deficiency for trains  designed to travel with higher cant 
deficiency 
Paragraph 4.2.4.3(2) states that ‘It is perm issible for trains specifically designed to 
travel with higher cant deficiency (for exam ple multiple units with  lower axle loads; 
vehicles with special equipment for the ne gotiation of curves) to  run with higher cant 
deficiency values, subject to a demonstration that this can be achieved safely’. This 
demonstration is outside the scope of this TSI and thus not subject to a notified body 
verification of the infrastruc ture subsystem. The demonstration shall be undertaken 
by the RU, if necessary in  cooperation with the IM. 
6.2.4.6.  Assessment of design values for equivalent conicity 
Assessment of design values for equivalent c onicity shall be done using the results of 
calculations made by the infras tructure manager or the contracting entity on the basis 
of EN 15302:2008+A1:2010. 
6.2.4.7.  Assessment of railhead profile 
(1) The design profile of new rails sh all be checked ag ainst clause 4.2.4.6. 
(2) Reused serviceable rails shall not be subject to the requirements for railhead 
profile as set out in clause 4.2.4.6. 
6.2.4.8.  Assessment of switches and crossings 
Assessment of switches and crossings related to clau ses 4.2.5.1 to 4.2.5.3 shall be 
done by checking that a self-dec laration of the infrastructu re manager or contracting 
entity exists.  
6.2.4.9.  Assessment of new structures, earthw orks and earth pressure effects 
(1) Assessment of new structur es shall be done by check ing the traffic loads and 
the track twist limit used for design against the minimum requirements of 
clauses 4.2.7.1 and 4.2.7.3. The notified body is not required to review the 
design nor carry out any calculations. When  reviewing the valu e of factor alpha 
used in the design according to clause 4.2.7.1 it is only necessa ry to check that 
the value of factor al pha satisfies Table 11. 
(2) Assessment of new earthworks and earth pressure effects shall be done by 
checking the vertical loads used for desi gn according to requir ements of clause 
4.2.7.2. When reviewing the value of factor alpha used in the design according 
to clause 4.2.7.2 it is only necessary to check that the valu e of factor alpha 
satisfies Table 11. The notified body is not  required to review the design nor 
carry out any calculations. 
6.2.4.10.  Assessment of Existing structures 
(1) Assessment of existing structures ag ainst the requirements of paragraph 
4.2.7.4(3) cases (b) and (c) shall be done  by any one of the following methods: 
(a) checking that the values of EN line categories in combination with the 
permitted speed published or intended to be published for the lines containing the structures satisfy the re quirements of Annex E of this TSI, 
(b) checking that the values of EN line categories in combination with the 
permitted speed determinded for the structures or specified for the design satisfy the requirements of  Annex E of this TSI, EN 51   EN (c) checking the traffic loads determinded for the structures or specified for 
the design against the minimum re quirements of clauses 4.2.7.1.1 and 
4.2.7.1.2. When reviewing the value of f actor alpha according to clause 
4.2.7.1.1 it is only necessary to check th at the value of factor alpha 
satisfies Table 11. 
(2) It is not required to review the de sign nor carry out any calculations. 
(3) For existing structures assessment pa ragraph 4.2.7.4(4) a pplies respectively. 
6.2.4.11.  Assessment of platform offset 
(1) Assessment of the distance between the tr ack centre and the platform edge as a 
design review shall be done using the results of calculations made by the 
Infrastructure Manager or the contractin g entity on the basis of chapter 13 of 
EN 15273-3:2009. 
(2) After assembly before putting into service clearances shall be verified. The 
offset is checked at the ends of the pl atform and every 30 m in straight track 
and every 10 m in curved track. 
(3) Instead of paragraph (1), for the 15 20 mm track gauge system assessment of 
the distance between the track centre and the platform edge as a design review 
shall be done against requirements of clause 4.2.9.3. Paragraph (2) applies 
accordingly. 
(4) Instead of paragraph (1), for the 16 00 mm track gauge system assessment of 
the distance between the track centre and the platform edge as a design review 
shall be done against requirements of paragraph 4.2.9.3(4). Paragraph (2) 
applies accordingly. 
6.2.4.12.  Assessment of maximum pressure variations in tunnels 
(1) Assessment of maximum pressure variati on in the tunnel ( 10 kPa criterion) 
shall be done using the results of numeri cal simulations according to chapters 4 
and 6 of EN 14067-5:2006+A1:2010 made by the infrastructure manager or the 
contracting entity on the basis of all e xpected operational conditions with the 
trains complying with the rolling stock TSIs and intended to run at speeds of 
greater than 200 km/h in the sp ecific tunnel to be assessed.  
(2) The input parameters to be used are to be such that the reference characteristic 
pressure signature of the trains set out in the locomotives and passenger rolling 
stock TSI is fulfilled. 
(3) The reference cross section areas of th e interoperable trains (constant along a 
train) to be considered is to be, indepe ndently to each motor or trailer vehicle: 
(a) 12 m2 for vehicles designed for GC and DE3 reference kinematic 
profile, 
(b) 11 m2 for vehicles designed for GA and GB reference kinematic 
profile, 
(c) 10 m2 for vehicles designed for G1 reference kinematic profiles. 
The vehicle gauge to be considered sh all be set on the basis of the gauges 
selected according to clause 4.2.1. 
(4) The assessment may take into account construction features which reduce the 
pressure variation if any, as well as the tunnel length. EN 52   EN (5) The pressure variations due to atmos pheric or geographical  conditions can be 
neglected. 
6.2.4.13.  Assessment of effect of crosswinds 
This demonstration of the safety is outside the scope of this TSI and thus not subject 
to a notified body verification. The demonstration shall be undertaken by the infrastructure manager, if necessary in  cooperation with th e railway undertaking.  
6.2.4.14.  Assessment of fixed installa tions for servicing trains 
Assessment of fixed installations for servicin g trains is in the responsibility of the 
member state concerned. 
6.2.5.  Technical solutions giving presumpti on of conformity at design stage 
Presumption of conformity at design stag e for technical solutions may be assessed 
prior and independent fro m a specific project. 
6.2.5.1.  Assessment of track resistance for plain line 
(1) The demonstration of conformity of th e track to the requirements of clause 
4.2.6 may be done by reference to an ex isting track design which meets the 
operating conditions intended fo r the subsystem concerned. 
(2) A track design shall be defined by the technical characteristics as set out in 
Annex C.1 to this TSI and by its operating conditions as set out in  Annex D.1 
to this TSI. 
(3) A track design is considered to be ex isting, if both of the following conditions 
are met: 
(a) the track design has been in norma l operation for at least one year 
and 
(b) the total tonnage over the track was at least 20 million gross tons 
for the period of normal operation. 
(4) The operating conditions for an existing track design refer to conditions which 
have been applied in normal operation. 
(5) The assessment to confirm an existi ng track design shall be performed by 
checking that the technical characteristics as set out in Annex C.1 to this TSI 
and conditions of use as set out in Annex D.1 to this TSI are specified and that 
the reference to the previous use of the track design is available. 
(6) When a previously assessed existing tr ack design is used in a project, the 
notified body shall only assess that the condition s of use are respected. 
(7) For new track designs that are ba sed on existing track designs, a new 
assessement can be performed by verifyi ng the differences and evaluating their 
impact on the track resistance. This assessment may be supported for example by computer simulation or by la boratory or in situ testing. 
(8) A track design is considered to be ne w, if at least one of the technical 
characteristics set out in Annex C to this  TSI or one of conditions of use set out 
in Annex D to this TSI is changed. EN 53   EN 6.2.5.2.  Assessment for switches and crossing 
(1) The provisions as set out in clause 6.2.5.1 are applicable for the assessment of 
track resistance for switches and crossi ngs. Annex C.2 sets out the technical 
characteristics of switches and crossi ngs design and Annex D.2 sets out the 
conditions of use of switc hes and crossings design. 
(2) Assessment of design geometry of switches and crossings shall be done 
according to clause 6.2.4.8 of this TSI. 
(3) Assessment of maximum unguided length of  fixed obtuse crossings shall be 
done according to clause 6.2.4.8 of this TSI. 
6.3. EC Verification when speed is used as a migration criterion 
(1) Point 7.5 permits a line to be put into se rvice at a lower speed than the ultimate 
intended speed. This point sets out requi rements for EC verification in this 
circumstance. 
(2) Some limiting values set out in section 4 de pend on the intended sp eed of the route. 
Conformity should be assessed at the in tended ultimate speed; however it is 
permissible to assess speed dependant characte ristics at the lower speed at the time of 
placing in service. 
(3) The conformity of the other characteristic s for the intended speed of the route 
remains valid. 
(4) To declare the interoperability at this intended speed, it is only necessary to assess 
the conformity of the characteristics te mporarily not respected, when they are 
brought up to the required level. 
6.4. Assessment of maintenance file 
(1) Point 4.5 requires the infrastructure manage r to have for each interoperable line a 
maintenance file for the infrastructure subsystem.  
(2) The notified body shall confirm that the main tenance file exists and contains the 
items listed in clause 4.5.1. The notified body is not responsible for assessing the 
suitability of the detailed requirement s set out in the maintenance file.  
(3) The notified body shall include a reference to  the maintenance file required by clause 
4.5.1 of this TSI in the tec hnical file referred to in Article 18(3) of Directive 
2008/57/EC. 
6.5. Subsystems containing Interoperability  constituents no t holding an EC 
declaration 
6.5.1.  Conditions 
(1) Until 1 June 2021, a notified body is permitte d to issue an EC  certificate of 
verification for a subsystem even if some  of the interoperability constituents 
incorporated within the subsystem are not covered by the relevant EC 
declarations of conformity and/or suitab ility for use according to this TSI, if 
the following criteria are complied with: 
(a) the conformity of the subsyste m has been checked against the 
requirements of section 4 and in re lation to sections 6.2 to 7 (except 
clause 7.7 “Specific Cases”) of  this TSI by the notified body. 
Furthermore the conformity of the ICs to section 5 and 6.1 does not 
apply, and EN 54   EN (b) the interoperability constituents, which are not covered by the relevant 
EC declaration of conform ity and/or suitability for use, have been used in 
a subsystem already approved and put in service in at least one of the Member State before the entry in force of this TSI.  
(2) EC declarations of conformity and/or su itability for use shall not be drawn up 
for the interoperability constituents assessed in this manner. 
6.5.2.  Documentation 
(1) The EC certificate of verification  of the subsystem shall indicate clearly which 
interoperability constituents have been assessed by the notified body as part of 
the subsystem verification. 
(2) The EC declaration of verification of the subsystem shall indicate clearly: 
(a) Which interoperability constituents have been assessed as part of the 
subsystem; 
(b) Confirmation that the subsystem contains  the interoperability constituents 
identical to those verified as part of the subsystem; 
(c) For those interoperability constituents, the reason(s) why the 
manufacturer did not provide an EC Declaration of conformity and/or 
suitability for use before its incorp oration into the subsystem, including 
the application of national rules no tified under Article 17 of Directive 
2008/57/EC. 
6.5.3.  Maintenance of the subsystems  certified according to 6.5.1. 
(1) During the transition period as well as after the transition period has ended, 
until the subsystem is upgraded or renewe d (taking into account the decision of 
member state on application of TSIs), the interoperability constituents which 
do not hold an EC Declaration of confor mity and/or suitability for use and of 
the same type are permitted to be used  as maintenance related replacements 
(spare parts) for the subsystem, under th e responsibility of  the body responsible 
for maintenance.  
(2) In any case the body responsible for maintenance must ensure that the 
components for maintenance related re placements are suitable for their 
applications, are used within  their area of use, and enab le interoperability to be 
achieved within the rail system while at  the same time meeting the essential 
requirements. Such components must be traceable and certified in accordance 
with any national or international ru le, or any code of practice widely 
acknowledged in the railway domain. 
6.6. Subsystem containing serviceable interopera bility constituents that are suitable 
for reuse  
6.6.1.  Conditions 
(1) A notified body is permitted to issue an EC certificate of verification for a 
subsystem even if some of the interopera bility constituents incorporated within 
the subsystem are serviceable interoperability constituents that are suitable for reuse, if the following criteria are complied with: 
(a) the conformity of the subsyste m has been checked against the 
requirements of section 4 and in re lation to sections 6.2 to 7 (except EN 55   EN clause 7.7 “Specific Cases”) of  this TSI by the notified body. 
Furthermore the conformity of the ICs to 6.1 does not apply, and 
(b) the interoperability constituents are not covered by the relevant EC 
declaration of conformity a nd/or suitability for use. 
(2) EC declarations of conformity and/or su itability for use shall not be drawn up 
for the interoperability constituents assessed in this manner. 
6.6.2.  Documentation 
(1) The EC certificate of verification  of the subsystem shall indicate clearly which 
interoperability constituents have been assessed by the notified body as part of 
the subsystem verification. 
(2) The EC declaration of verification of the subsystem shall indicate clearly: 
(a) Which interoperability constituents are serviceable interoperability 
constituents that are suitable for reuse; 
(b) Confirmation that the subsystem contains  the interoperability constituents 
identical to those verified as part of the subsystem. 
6.6.3.  Use of serviceable interoperability constituents in maintenance 
(1) Serviceable interoperability constituents that are suitable for reuse are 
permitted to be used as maintenance related replacements (spare parts) for the subsystem, under the responsibility of the body responsible for maintenance.  
(2) In any case the body responsible for maintenance must ensure that the 
components for maintenance related re placements are suitable for their 
applications, are used within  their area of use, and enab le interoperability to be 
achieved within the rail system while at  the same time meeting the essential 
requirements. Such components must be traceable and certified in accordance 
with any national or international ru le, or any code of practice widely 
acknowledged in the railway domain. 
7. I
MPLEMENTING THE INFRASTRUCTURE TSI  
7.1. Application of this TSI to railway lines 
Sections 4 to 6 and any specific provisions in points 7.2-7.6 below apply in full to the lines 
coming within the geographical scope of this  TSI which will be put into service as 
interoperable lines after this TSI enters into force. 
7.2. Application of this TSI to new railway lines 
(1) For the purpose of this TSI a “new line” m eans a line that creates a route where none 
currently exists. 
(2) The following situations, for example to  increase speed or capacity, may be 
considered as an upgraded line rather than a new line: 
(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 the 
distance between the original tr acks and the additional tracks. EN 56   EN 7.3. Application of this TSI to existing railway lines  
7.3.1.  Upgrading of a line 
(1) In accordance with Directive 2008/57/EC, Article 2 (m), "upgrading" means 
any major modification work on a subsys tem or part of a subsystem which 
improves the overall perform ance of the subsystem. 
(2) The infrastructure subsystem of a line is considered to be upgraded in the 
context of this TSI when at least the performance parameters axle load or 
gauge as defined in clause 4.2.1 are change d in order to meet the requirements 
of another traffic code.  
(3) For other TSI performance parameters , according to arti cle 20.1 of the 
Directive 2008/57, the member state decide to what extent the TSI need to be 
applied to the project. 
(4) Where article 20.2 of the Directive 2008/ 57/EC applies because the upgrading 
is subject of an authorisation of placing into service, the member state decides which requirements of the TSI must be applied. 
(5) Where article 20.2 of th e Directive 2008/57/EC does not apply because the 
upgrading is not subject of an authoris ation of placing into service, the 
conformity with this TSI is recommende d. Where it is not po ssible to achieve 
conformity, the contracting entity info rms the member state of the reasons 
thereof. 
(6) For a project including elements not bei ng TSI conform, the procedures for the 
assessment of conformity and EC verifi cation to be applied should be agreed 
with the member state. 
7.3.2.  Renewal of a line 
(1) In accordance with Directive 2008/57/EC, Article 2 (n), "renewal" means any 
major substitution work on a subsystem or part subsystem which does not 
change the overall performance of the subsystem. 
(2) For this purpose major substitution should be interpreted as a project 
undertaken to systematically replace elemen ts of a line or a section of a line. 
Renewal differs from a substitution in the framework of maintenance, referred 
to in clause 7.3.3 below, in that it gives the opportunity to achieve a TSI 
compliant route. A renewal is effectively the same case as upgrading, but without a change in performance parameters. 
(3) Where article 20.2 of the Directive 2008/57/ EC applies because the renewal is 
subject of an authorisation of placing into service, the member state decides 
which requirements of the TSI must be applied. 
(4) Where article 20.2 of th e Directive 2008/57/EC does not apply because the 
renewal is not subject of an authoris ation of placing into service, the 
conformity with this TSI is recommende d. Where it is not po ssible to achieve 
conformity, the contracting entity info rms the member state of the reasons 
thereof. 
(5) For a project including elements not bei ng TSI conform, the procedures for the 
assessment of conformity and EC verifi cation to be applied should be agreed 
with the member state. EN 57   EN 7.3.3.  Substitution in the framework of maintenance 
(1) Where the parts of a subsystem on a line are maintained, the formal verification 
and authorisation for placing into servic e is not required in accordance with 
this TSI. However, maintenance replacemen ts should be, as far as is reasonably 
practicable, undertaken in accordance w ith the requirements of this TSI.  
(2) The objective should be that mainte nance replacements progressively 
contribute the development of  an interoperable line.  
(3) In order to get a valuable part of the infrastructure subsystem for a progressive 
process towards interoperability, a group of basic parameters should always be 
adapted together. These groups are the following: 
(a) Line layout, 
(b) Track parameters, 
(c) Switches and crossings, 
(d) Track resistance to applied loads, 
(e) Structures resistance to traffic loads, 
(f) Platforms. 
(4) In such cases, account must be taken of the fact that each of these elements 
taken in isolation does not make it possibl e on its own to ensure the conformity 
of the whole: the conformity of a subsys tem can only be stated globally, that is 
when all the elements have been bro ught into conformity with the TSI. 
7.3.4.  Existing lines that are not subjec t to a renewal or upgrading project 
The demonstration of the level of compliance of existing lines with the basic 
parameters of the TSI is vol untary. The procedure for this  demonstration shall be in 
accordance with Commission recommendation 2011/622/EU. 
7.4. Application of this TSI to existing platforms 
In case of upgrade or renewal of the infrastruc ture subsystem, the following conditions related 
to platform height governed by clau se 4.2.9.2 of this TSI, shall apply: 
(a) It shall be permitted to apply other no minal platform heights for consistency 
with a particular upgrade or  renewal programme of a lin e or a section of a line. 
(b) It shall be permitted to apply other nominal platform heights, if the work 
requires structural alterations to any load bearing element. 
7.5. Speed as a migration criterion 
(1) It is permissible to bring a line into servic e as an interoperable line at a lower speed 
than its intended ultimate line speed. However, when it is the case the line should not be constructed in a way that inhibits future adoption of the intended ultimate line speed. 
(2) For example the distance between track cent res shall be suitable for the intended 
ultimate line speed but the cant will need to be appropriate  to the speed at the time 
the line is brought into service. 
(3) 
Requirements for assessment of conformity in this circumstance are set out in point 
6.3. EN 58   EN 7.6. Ascertain Compatibility of infrastructure  and rolling stock after authorisation 
of rolling stock 
(1) Rolling stock conforming to the rolling stoc k TSIs is not automatically compatible 
with all lines complying with this Infras tructure TSI. For example, a GC gauge 
vehicle is not compatible with a GB gauge  tunnel. The process of ascertaining route 
compatibility to be followed shall be in  accordance with clau se 6.2 of Commission 
recommendation 2011/217/EU of 29 March 201 1 on the authorisation for the placing 
in service of structural subsystems a nd vehicles under Directive 2008/57/EC of the 
European Parliament and of the Council (OJ L 95, 8.4.2011, p. 1). 
(2) The design of the TSI categories of line as defined in sect ion 4 is generally 
compatible with the operation of vehicl es categorised in accordance with EN 
15528:2008+A1:2012 at up to the maximum speed as shown in Annex E. However there may be a risk of excessive dynami c effects including resonance in certain 
bridges which may further impact the compa tibility of vehicles and infrastructure. 
(3) Checks, based on specific operational scenarios agreed between the infrastructure 
manager and the railway undertaking, ma y be undertaken to demonstrate the 
compatibility of vehicles operating above the maximum speed shown in Annex E. 
(4) As stated in clause 4.2.1 of this TSI, it  is permissible to design new and upgraded 
lines such that they will also accommodate  larger gauges, higher axle loads, greater 
speeds, greater usable length of platform  and longer trains than those specified. 
7.7. Specific cases 
The following specific cases may be applied on particular networks. Th e specific cases are 
classified as: 
(a) ‘P’ cases: permanent cases; 
(b) ‘T’ cases: temporary cases, where it is r ecommended that the target system is 
reached by 2020 (an objective set out in  Decision No 1692/96/EC of the 
European Parliament and Council of 23 July 1996 on Community guidelines 
for the development of the trans-Eu ropean transport network (OJ L 228, 
9.9.1996, p. 1), as amended by Decision No 884/2004/EC (OJ L 167, 30.4.2004, p. 1.2). 
7.7.1.  Particular features on the Austrian network 
7.7.1.1.  Platform height (4.2.9.2) 
P cases (1) For other parts of the Union rail network as set out in paragr aph 1.2 (c) of this 
TSI, for renewal and upgrading, the nomi nal platform height  of 380 mm above 
the running surface shall be permitted. 
7.7.2.  Particular features on the Bulgarian network 
7.7.2.1.  Platform height (4.2.9.2) 
P cases (1) For upgraded or renewed platforms, th e nominal platform height of 300 mm 
and 1100 mm above the running surface shall be permitted. 
7.7.2.2.  Platform offset (4.2.9.3) 
P cases EN 59   EN (1) Instead of paragraphs 4.2.9.3(1) and 4.2.9.3( 2), the platform offset shall be:  
(a) 1650 mm for platforms with  heights of 300 mm and 
(b) 1750 mm for platforms w ith height of 1100 mm. 
7.7.3.  Particular features on the Danish network 
7.7.3.1.  Platform height (4.2.9.2) 
P cases (1) For S-Bahn services the nominal platfo rm height of 920 mm above the running 
surface shall be permitted. 
7.7.4.  Particular features on the Estonian network 
7.7.4.1.  Nominal track gauge (4.2.4.1) 
P cases (1) Instead of paragraph 4.2.4.1(2), for the 1520 mm track gauge system the 
nominal track gauge shall be  either 1520 mm or 1524 mm. 
7.7.4.2.  Resistance of new bridges to traffic loads (4.2.7.1) 
P cases (1) For the 1520 mm track gauge system, for lines with an axle load of 30 t, it shall 
be permitted to design structures to s upport vertical loads in accordance with 
the load model set out in Annex M to this TSI. 
7.7.4.3.  The immediate action limit fo r switches and crossing (4.2.8.6) 
P cases (1) Instead of sub-paragraph 4.2.8.6(3)(a),  for the 1520 mm track gauge system, 
the minimum value of bypass at the na rrowest location between open switch 
rail and stock rail is 54 mm. 
7.7.5.  Particular features on the Finnish network 
7.7.5.1.  TSI Categories of line (4.2.1) 
P cases 
(1) Instead of gauges specified in the columns ‘Gauge’ in Table 2 and Table 3 of 
paragraph 4.2.1(6), for the nominal track gauge of 1524 mm, it shall be 
permitted to use gauge FIN1. 
7.7.5.2.  Structure gauge (4.2.3.1) 
P cases (1) Instead of paragraphs 4.2.3.1(1) and 4.2.3.1( 2), for the nominal track gauge of 
1524 mm, both the upper and lower part of the structure gauge shall be set on the basis of the gauge FIN1. Those ga uges are defined in Annex D, section 
D4.4 of EN 15273-3:2009. 
(2) Instead of paragraph 4 .2.3.1(3), for the nominal track gauge of 1524 mm, 
calculations of the structure gauge sha ll be done using the static method in 
accordance with the requirements of s ections 5, 6, 10 and Annex D Section 
D.4.4 of EN 15273-3:2009. EN 60   EN 7.7.5.3.  Distance between track centres (4.2.3.2) 
P cases (1) Instead of paragraph 4.2.3.2(1), for the nominal track gauge of 1524 mm, the 
distance between track centres shall be  set on the basis of the gauge FIN1. 
(2) Instead of paragraph 4.2.3.2(2), for the nominal track gauge of 1524 mm, the 
nominal horizontal distance between tr ack centres for new lines shall be 
determined for the design and shall not be smaller than the values from the 
Table 21; it considers margins for aerodynamic effects. 
Table 21: Minimum nominal horizontal distance 
between track centres  
Maximum permitted speed 
[km/h] Minimum nominal horizontal 
distance between track centres 
[m]  
v ≤ 120 4.10 
120 < v ≤ 160 4.30 
160 < v ≤ 200 4.50 
200 < v ≤ 250 4.70 
v > 250 5.00 
(3) Instead of paragraph 4.2.3.2(3), for the nominal track gauge of 1524 mm, the 
distance between track centres shall at least satisfy the requirements for the 
limit installation distance between track centres, defined according Annex D, 
Section D4.4.5 of EN 15273-3:2009. 
7.7.5.4.  Minimum radius of horizontal curve (4.2.3.4) 
P cases (1) Instead of paragraph 4 .2.3.4(3), for the nominal track gauge of 1524 mm, 
reverse curves (oth er than reverse curves in marshalling yards where wagons 
are shunted individually) w ith radii in the range fr om 150 m up to 275 m for 
new lines shall be designed in accordance with Table 22 to prevent buffer locking. 
Table 22: Limits for the length of  a straight intermediate element 
between two long circular curves in the opposite directions [m]* 
Alignment chain * Limits for tracks for mixed traffic 
[m] 
R = 150 m – straight – R = 150 m  16,9 
R = 160 m – straight – R = 160 m  15,0 EN 61   EN R = 170 m - straight – R = 170 m  13,5 
R = 180 m - straight – R = 180 m  12,2 
R = 190 m - straight – R = 190 m  11,1 
R = 200 m - straight – R = 200 m  10,00 
R = 210 m - straight – R = 210 m  9,1 
R = 220 m - straight – R = 220 m  8,2 
R = 230 m - straight – R = 230 m  7,3 
R = 240 m - straight – R = 240 m  6,4 
R = 250 m - straight – R = 250 m  5,4 
R = 260 m - straight – R = 260 m  4,1 
R = 270 m - straight – R = 270 m  2,0 
R = 275 m - straight – R = 275 m  0 
* Note: For reverse curves with different radii the radius of the smaller curve shall be used 
when designing straight element between the curves 
7.7.5.5.  Nominal track gauge (4.2.4.1) 
P cases (1) Instead of paragraph 4.2.4.1(1), the no minal track gauge shall be 1524 mm. 
7.7.5.6.  Cant (4.2.4.2) 
P cases (1) Instead of paragraph 4.2.4.2(1), for the nominal track gauge of 1524 mm, the 
design cant shall not exceed 180 mm fo r ballasted or non-ballasted track. 
(2) Instead of paragraph 4.2.4.2(3), for th e nominal track gauge of 1524 mm, new 
lines with mixed or freight traffic on curves with a ra dius less than 320 m and a 
cant transition steeper than 1 mm/m, the cant shall be restricted to the limit 
given by the following formula 
D ≤ (R-50)× 0,7  
where D is the cant in mm and R is the radius in m. 
7.7.5.7.  Maximum unguided length of fixed obtuse crossings (4.2.5.3) 
P cases (1) In paragraph (1) of Annex J, for the nominal track gauge of 1524 mm: 
(a) Instead of sub-paragrap h (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 EN 62   EN (b) Instead of sub-paragraph (J.1)(c), the minimum check rail height shall be 
39 mm 
7.7.5.8.  The immediate action limit of track ga uge as an isolated defect (4.2.8.4) 
P cases (1) Instead of paragraph 4.2.8.4(1), for the nominal track gauge of 1524 mm, the 
immediate action limits of track gauge as an isolated defect are set out in Table 
23. 
Table 23: Immediate acti on limits of track 
gauge 
for the nominal track gauge of 1524 mm 
Speed [km/h] Dimensions [mm] 
  Minimum 
track gaugeMaximum track 
gauge 
v ≤ 60 1515 1554 
60 < v ≤ 120 1516 1552 
120 < v ≤ 160 1517 1547 
160 < v ≤ 200 1518 1543 
200 < v ≤ 250 1519 1539 
v > 250 1520 1539 
7.7.5.9.  The immediate action limit of cant (4.2.8.5) 
P cases (1) Instead of paragraph 4.2.8.5(1), for the nominal track gauge of 1524 mm, the 
maximum cant permitted in service is 190 mm. 
7.7.5.10.  The immediate action limits for switches and crossings (4.2.8.6) 
P cases (1) Instead of paragraph 4.2.8.6(1), for the nominal track gauge of 1524 mm, the 
technical characteristics of switches and crossings shall comply with the 
following in-service values: 
(a) Maximum value of free wheel passage in switches: 1469 mm. 
This value can be increased if the Infrastructure Manager demonstrates 
that the actuation and locking system of the switch is able to resist the 
lateral impact forces  of a wheel set. 
(b) Minimum value of fixed nose prot ection for common crossings: 1476 
mm. 
This value is measured 14 mm be low the running surface, and on the 
theoretical reference line, at an appropriate distance back from the actual point (RP) of the nose as indicated in Figure 2. EN 63   EN For crossings with point retraction, this  value can be reduced. In this case 
the Infrastructure Manager shall dem onstrate that the point retraction is 
sufficient to guarantee that the wheel will not hit the nose at the actual point (RP).  
(c) Maximum value of free wheel passa ge at crossing nose: 1440 mm. 
(d) Maximum value of free wheel passage at check rail/wing rail entry: 1469 
mm. 
(e) Minimum flangeway width: 42 mm.  
(f) Minimum flangeway depth: 40 mm. 
(g) Maximum excess height of check rail: 55 mm. 
7.7.5.11.  Platform offset (4.2.9.3) 
P cases (1) Instead of paragraph 4.2.9.3(1), for the nominal track gauge of 1524 mm, the 
distance between the track centre and the platform edge, parallel to the running 
plane, shall be set on the ba sis of the installation limit gauge and is defined in 
chapter 13 of EN 15273-3:2009. The instllation limit gauge shall be set on the basis of the gauge FIN1. Th e minimum distance of b
q, calculated as in chapter 
13 of EN15273-3:2009 is hera fter refered to as b qlim. 
7.7.5.12.  Train external cleaning facilities (4.2.12.3) 
P cases (1) Instead of paragraph 4.2.12.3(1), for the nominal track gauge of 1524 mm, 
where a washing plant is provided it shall be able to clean the outer sides of 
single or double-deck trai ns between a height of: 
(a) 330 to 4367 mm for a single-deck train, 
(b) 330 to 5300 mm for double-deck trains. 
7.7.5.13.  Assessment of structure gauge (6.2.4.1) 
P cases 
(1) Instead of paragraph 6 .2.4.1(1), for the nominal track gauge of 1524 mm, 
assessment of structure gauge as a design review shall be done against 
characteristic cross sections using th e results of calculations made by the 
Infrastructure Manager or the contracting entity on the basis of sections 5, 6, 10 
and Annex D, Section D.4.4 of EN 15273-3:2009. 
7.7.6.  Particular features on the French network 
7.7.6.1.  Platform height (4.2.9.3) 
P cases (2) For the rail network of Ile- de-France the nominal platform height of 920 mm 
above the running surfac e shall be permitted. 
7.7.7.  Particular features on the German network 
7.7.7.1.  Platform height (4.2.9.3) 
P cases EN 64   EN (1) For S-Bahn services the nominal platfo rm height of 960 mm above the running 
surface shall be permitted. 
7.7.8.  Particular features on the Hellenic network 
7.7.8.1.  Platform height (4.2.9.2) 
P cases (1) The nominal platform height shall be permitted to be 300 mm above the 
running surface. 
7.7.9.  Particular features on the Italian network 
7.7.9.1.  Platform offset (4.2.9.3) 
P cases (1) Instead of paragraph 4.2.9.3(1), for the pl atforms with the height of 550 mm, 
the distance b
qlim [mm] between the the track centre and the platform edge, 
parallel to the running plane, shal l be calculated from the formula: 
(a) on straight track and inside the curves: 
bqlim = 1650 + 3750/R + (g-1435)/2 + 11,5 
(b) outside the curves: 
bqlim = 1650 + 3750/R + (g-1435)/2 + 11,5 + 220*tan δ 
where R is the radius of the track, in metres, g is the track gauge, δ is the angle 
of the cant with the horizontal line. 
7.7.10.  Particular features on the Latvian network 
7.7.10.1.  Resistance of new bridges to traffi c loads – vertical loads (4.2.7.1.1) 
P cases (1) For sub-paragraph 4.2.7.1.1(1)(a), for th e 1520 mm track gauge system, load 
model 71 shall be applied w ith a distributed load q
vk of 100 kN/m. 
(2) Instead of paragraph 4.2.7.1.1(3), for th e 1520 mm track gauge system, the 
value of factor alpha ( α) shall in all cases be equal to 1.46. 
7.7.11.  Particular features on the Polish network 
7.7.11.1.  TSI Categories of line (4.2.1) 
P cases (1) In paragraph 4.2.1(6), Table 2 line P3, instead of gauge DE3, on upgraded or 
renewed railway lines in Poland gauge G2 is permitted. 
7.7.11.2.  Distance between track centres (4.2.3.2) 
P cases (1) Instead of paragraph 4.2.3.2(4), for 1520 mm track gauge, for station tracks for 
direct reloading of goods from wagon to wagon the nominal horizontal 
minimum distance of 3,60 m shall be permitted. 
7.7.11.3.  Minimum radius of horizontal curve (4.2.3.4) 
P cases EN 65   EN (1) Instead of paragraph 4.2.3.4(4), for th e 1520 mm track gauge, on tracks other 
than main tracks, reverse curves with radii in the range from 150 m up to 250 
m shall be designed with a section of stra ight track of at least 10 m between the 
curves. 
7.7.11.4.  Minimum radius of vertical curve (4.2.3.5) 
P cases (1) Instead of paragraph 4.2.3.5(3), for the 1520 mm track gauge, the radius of 
vertical curves (ex cept the marshall ing yards) shall be at least 2000 m both on a 
crest and in a hollow. 
7.7.11.5.  Cant deficiency (4.2.4.3) 
P cases (1) Instead of paragraph 4.2.4.3(3), for all t ypes of rolling st ock of the 1520 mm 
track gauge the cant deficiency shall not exceed 130 mm. 
7.7.11.6.  Abrupt change of cant deficiency (4.2.4.4) 
P cases (1) Instead of paragraph 4.2.4.4(3), for 1520 mm track gauge, requirements of 
paragraphs 4.2.4.4(1) and 4.2.4.4( 2) shall be applied. 
7.7.11.7.  The immediate action limit for track twist (4.2.8.3) 
P cases (1) Instead of paragraphs 4.2.8.3(4) a nd 4.2.8.3(5), for 1520 mm track gauge 
paragraphs from 4.2.8.3(1) to 4.2.8.3(3) shall be applied. 
7.7.11.8.  The immediate action limit of track ga uge as an isolated defect (4.2.8.4) 
P cases (1) Instead of requirements of Table 13 in  paragraph 4.2.8.4(2) the limit values for 
1520 mm track gauge in Poland ar e given in following table : 
Table 24: Immediate action limits of track gauge for 
1520 mm track gauge in Poland 
Speed [km/h] Dimensions [mm] 
 Minimum track 
gauge Maximum track 
gauge 
V<50 1511 1548 
50≤V ≤ 140 1512 1548 
V > 140 1512 1536 EN 66   EN 7.7.11.9.  The immediate action limits for switches and crossings (4.2.8.6) 
P cases 
(1) Instead of sub-paragraph 4.2.8.6(1)(d), fo r certain types of switches of R=190 
m and crossings with slants of 1:9 and 1:4,444 the maximum value of free 
wheel passage at check rail/wing rail entry of 1385 mm shall be permitted. 
(2) Instead of paragraph 4.2.8.6(3), for the 1520 mm track gauge the technical 
characteristics of switches and crossings shall comply with the following in-service values: 
(a) Maximum value of free wheel passage in switches: 1460 mm. 
This value can be increased if the Infrastructure Manager demonstrates that the 
actuation and locking system of the switch is able to resist the lateral impact 
forces of a wheelset. 
(b) Minimum value of fixed nose prot ection for common crossings: 1472 
mm. 
This value is measured 14 mm below the running surface, and on the 
theoretical reference line, at an appropr iate distance back from the actual point 
(RP) of the nose as indicated in Figure 2. 
For crossings with point retraction, this value can be reduced. In this case the 
Infrastructure Manager shall demonstrate that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP). 
(a) Maximum value of free wheel passa ge at crossing nose: 1436 mm. 
(b) Minimum flangeway width: 38 mm. 
(c) Minimum flangeway depth: 40 mm. 
(d) Maximum excess height of check rail: 55 mm. 
7.7.11.10.  Platform height (4.2.9.2) 
P cases 
(1) For platforms used for urban or s uburban railway serv ices the nominal 
platform height of 960 mm above running surface shall be permitted. 
(2) For upgraded or renewed lines with maximum speed of no more than 160 km/h 
the nominal platform height from 220 mm to 380 mm above running surface shall be permitted. 
7.7.11.11.  Equivalent conicity in service (4.2.11.2) 
T cases (1) Untill introduction of equipment for measurement of elements required for 
calculation of equivalent conicity in service, it is permitted in Poland not to assess this parameter. 
7.7.11.12.  Track sleepers (5.3.3) 
P cases (1) The requirement of paragraph 5.3.3(2) sh all be applied for speeds above 250 
km/h. EN 67   EN 7.7.12.  Particular features on the Portuguese network 
7.7.12.1.  Structure gauge (4.2.3.1) 
P cases (1) Instead of paragraph 4.2.3.1(1), for the nominal track gauge of 1668 mm, the 
upper part of the structure gauge shall be  set on the basis of the gauges set out 
in Table 25 and Table 26, which are de fined in Annex D Section D.4.3 of EN 
15273-3:2009. 
Table 25: Portuguese gauges for 
passenger traffic 
Traffic code Gauge 
P1 PTc 
P2 PTb+ 
P3 PTc 
P4 PTb+ 
P5 PTb 
P6 PTb 
Table 26: Portuguese gauges for freight 
traffic 
Traffic code Gauge 
F1 PTc 
F2 PTb+ 
F3 PTb 
F4 PTb 
(2) Instead of paragraph 4.2.3.1(2), for the nominal track gauge of 1668 mm the 
lower part of the structure gauge shall be in accordance with Annex D Section 
D.4.3.4 of EN 15273-3:2009. 
(3) Instead of paragraph 4 .2.3.1(3), for the nominal track gauge of 1668 mm, 
calculations of the structure gauge shall be done using the kinematic method in 
accordance with the requirements of  Annex D Section D.4.3. of EN 15273-
3:2009. EN 68   EN 7.7.12.2.  Distance between track centres (4.2.3.2) 
P cases 
(1) Instead of paragraph 4.2.3.2(1), for the nominal track gauge of 1668 mm, the 
distance between track centres shall be  set on the basis of the reference 
contours PTb, PTb+ or PTc, which are defined in Annex D Section D.4.3 of 
EN 15273-3:2009. 
7.7.12.3.  The immediate action limit of track ga uge as an isolated defect (4.2.8.4) 
P cases (1) Instead of paragraph 4.2.8.4(1), for the nominal track gauge of 1668 mm, the 
immediate action limits of track gauge as an isolated defect are set out in Table 
27. 
Table 27: Immediate action li mits of Portuguese track 
gauge 
Speed [km/h] Dimensions [mm] 
 Minimum track 
gauge Maximum track 
gauge 
V ≤ 120 1657 1703 
120 < V ≤ 160 1658 1703 
160 < V ≤ 230 1661 1696  
V > 230 1663 1696 
7.7.12.4.  The immediate action limit for switches and crossings (4.2.8.6) 
P cases (1) Instead of paragraph 4.2.8.6(1), for the nominal track gauge of 1668 mm, the 
technical characteristics of switches and crossings shall comply with the 
following in-service values: 
(a) Maximum value of free wheel passage in switches: 1618 mm. 
This value can be increased if the Infrastructure Manager demonstrates that the 
actuation and locking system of the switch is able to resist the lateral impact 
forces of a wheelset. 
(b) Minimum value of fixed nose prot ection for common crossings: 1625 
mm. 
This value is measured 14 mm below the running surface, and on the 
theoretical reference line, at an appropr iate distance back from the actual point 
(RP) of the nose as indicated in Figure 2. 
For crossings with point retraction, this value can be reduced. In this case the 
Infrastructure Manager shall demonstrate that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP). 
(a) Maximum value of free wheel passa ge at crossing nose: 1590 mm. 
(b) Maximum value of free wheel passage  at check rail/wing rail entry: 
1618 mm. EN 69   EN (c) Minimum flangeway width: 38 mm. 
(d) Minimum flangeway depth: 40 mm. 
(e) Maximum excess height of check rail: 70 mm. 
7.7.12.5.  Platform height (4.2.9.2) 
P cases For the nominal track gauge of 1668 mm, for upgraded or renewed platforms the 
nominal platform height of 685 and 900 mm above the running surface for radii of 
more than 300 m shall be permitted. 
7.7.12.6.  Platform offset (4.2.9.3) 
P cases (1) Instead of paragraph 4.2.9.3(1), for the nominal track gauge of 1668 mm, the 
distance between the track centre and the platform edge parallel to the running 
plane (bq), as defined in chapter 13 of EN 15273-3:2009, 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 PTb+  defined in Annex D, section D 4.3 of 
EN 15273-3:2009. 
(2) For a three-rail track, the installation lim it gauge shall be the outside envelope 
resultant from the overlaying of the installation gauge ce ntred on the track 
gauge 1668 mm, and the installation ga uge set in 4.2.9.3(1) centred on the 
track gauge 1435 mm. 
7.7.12.7.  Assessment of structure gauge (6.2.4.1) 
P cases (1) Instead of paragraph 6 .2.4.1(1), for the nominal track gauge of 1668 mm, 
assessment of structure gauge as a design review shall be done against 
characteristic cross sections using th e results of calculations made by the 
Infrastructure Manager or the contractin g entity on the basis of chapters 5, 7, 
10 and section D.4.3 of EN 15273-3:2009. 
7.7.12.8.  Assessment of maximum pressure variations in tunnels (6.2.4.12) 
P cases (1) Instead of paragraph 6.2.4.12(3), for th e nominal track gauge of 1668 mm, the 
reference cross section area (constant along a train) to be considered is to be, 
independently to each moto r or trailer vehicle:  
(a) 12 m2 for vehicles designed for PTc reference kinematic profile, 
(b) 11 m2 for vehicles designed for PT b and PTb+ reference kinematic 
profile. 
The vehicle gauge to be considered shall be set on the basis of the gauge selected 
according to clause 7.7.12.1. EN 70   EN 7.7.13.  Particular features on the Republic of Ireland network 
7.7.13.1.  Structure gauge (4.2.3.1) 
P cases 
(1) Instead of paragraph 4.2.3.1(5), for th e nominal track gauge of 1600 mm, it 
shall be permitted to apply the uniform structure gauge IRL2 as set out in Annex O to this TSI. 
7.7.13.2.  Distance between track centres (4.2.3.2) 
P cases (1) Instead of paragraph 4.2.3.2(6), for th e 1600 mm track gauge, the distance 
between track centres shall be set on th e basis of the gauges selected according 
to clause 7.7.13.1. The nominal horizontal distance between track centres shall 
be determined for the design and shall not be less than 3.47 m for gauge IRL2; 
it considers margins for aerodynamic effects. 
7.7.13.3.  Assessment of structure gauge (6.2.4.1) 
P cases (1) Instead of paragraph 6.2.4.1(5), for th e 1600 mm track gauge, assessment of 
structure gauge as a design review is to  be made against characteristic cross 
sections using the structure gauge ‘IRL2’  as defined in Annex O to this TSI. 
7.7.14.  Particular features on the Spanish network 
7.7.14.1.  Structure gauge (4.2.3.1) 
P cases (1) Instead of paragraph 4.2.3.1(1), for the nominal track gauge of 1668 mm, the 
upper part of the structure gauge for new lines shall be set on the basis of the 
gauges set out in Table 28 and Table 29 according to Annex P to this TSI. 
Table 28: Gauges for passenger traffic on 
the Spanish network 
Traffic code Gauge of upper parts 
P1 GEC16 
P2 GEB16 
P3 GEC16 
P4 GEB16 
P5 GEB16 
P6 GHE16 EN 71   EN Table 29: Gauges for freight traffic on the 
Spanish network  
Traffic code Gauge of upper parts 
F1 GEC16 
F2 GEB16 
F3 GEB16 
F4 GHE16 
For renewed or upgraded lines the upper pa rt of the structure gauge shall be set 
on the basis of the gauge GHE16 according to Annex P to this TSI. 
(2) Instead of paragraph 4.2.3.1(2), for the nominal track gauge of 1668 mm the 
lower part of the structure gauge shall be  GEI2 as set out in Annex P to this 
TSI. Where tracks are equipped with rail brakes, structure gauge GEI1 shall be 
applied for the lower part of the gauge,  as set out in Annex P to this TSI. 
(3) Instead of paragraph 4.2.3.1(3), for th e nominal track gauge of 1668 mm 
calculations of the structure gauge shall be done using the kinematic method in 
accordance with the rules as set out in Annex P to this TSI. 
7.7.14.2.  Distance between track centres (4.2.3.2) 
P cases (1) Instead of paragraph 4.2.3.2(1), for the nominal track gauge of 1668 mm, the 
distance between track centres shall be se t on the basis of gauges of upper parts 
according to Annex P to this TSI. 
7.7.14.3.  Design track twist due to ra il traffic actions (4.2.7.1.6) 
P cases (1) Instead of paragraph 4.2.7.1.6(1), for th e nominal track gauge of 1668 mm, the 
maximum total design track twist due to rail traffic actions shall not exceed 
8mm/3m. 
7.7.14.4.  The immediate action limit of track ga uge as an isolated defect (4.2.8.4) 
P cases (1) Instead of paragraph 4.2.8.4(1), for the nominal track gauge of 1668 mm, the 
immediate action limits of track gauge as an isolated defect are set out in Table 
30. EN 72   EN Table 30: Immediate action limits of 1668 mm track gauge  
Dimensions [mm] 
Speed [km/h] Minimum track gauge Maximum track gauge 
V ≤ 80 1659 1698 
80 < V ≤ 120 1659 1691 
120 < V ≤ 160 1660 1688 
160 < V ≤ 200 1661 1686 
200 < V ≤ 240 1663 1684 
240 < V ≤ 280 1663 1682 
280 < V ≤ 320 1664 1680 
320 < V ≤ 350 1665 1679 
7.7.14.5.  The immediate action limits for switches and crossings (4.2.8.6) 
P cases (1) Instead of paragraph 4.2.8.6(1), for the nominal track gauge of 1668 mm, the 
technical characteristics of switches and crossings shall comply with the 
following in-service values: 
(a) Maximum value of free wheel passage in switches: 1618 mm. 
This value can be increased if the Infrastructure Manager demonstrates that the 
actuation and locking system of the switch is able to resist the lateral impact 
forces of a wheelset. 
(b) Minimum value of fixed nose prot ection for common crossings: 1626 
mm. 
This value is measured 14 mm below the running surface, and on the 
theoretical reference line, at an appropr iate distance back from the actual point 
(RP) of the nose as indicated in Figure 2. 
For crossings with point retraction, this value can be reduced. In this case the 
Infrastructure Manager shall demonstrate that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP).  
(a) Maximum value of free wheel passa ge at crossing nose: 1590 mm. 
(b) Maximum value of free wheel passage  at check rail/wing rail entry: 
1620 mm. 
(c) Minimum flangeway width: 38 mm.  
(d) Minimum flangeway depth: 40 mm. 
(e) Maximum height of check rail: 70 mm. EN 73   EN 7.7.14.6.  Platform height (4.2.9.2) 
P cases (1) The nominal platform height dedicated for: 
(a) commuter or regional traffic or 
(b) commuter and long-distance traffic 
(c) regional traffic and long-distance traffic 
Stopping in normal service, shall be pe rmitted to be 680 mm for radii of 300 m 
and more above the running surface. 
7.7.14.7.  Platform offset (4.2.9.3) 
P cases (1) Instead of paragraph 4.2.9.3(1), for the nominal track gauge of 1668 mm, the 
distance between the track centre and the platform edge, parallel to the running 
plane (b
q), as defined in ch apter 13 of EN 15273-3: 2009, 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 ga uges of upper parts GHE16 or GEC16 
according to Annex P to this TSI. 
(2) For a three-rail track, the installation lim it gauge shall be the outside envelope 
resultant from the overlaying of the in stallation limit gauge centred on the track 
gauge 1668 mm, and the installation limit gauge set in 4.2.9.3(1) centred on the track gauge 1435 mm. 
7.7.14.8.  Assessment of structure gauge (6.2.4.1) 
P cases (1) Instead of paragraph 6 .2.4.1(1), for the nominal track gauge of 1668 mm, 
assessment of structure gauge as a design review shall be done against 
characteristic cross sections using th e results of calculations made by the 
Infrastructure Manager or the contractin g entity on the basis of chapters 5, 7 
and 10 of EN 15273-3:2009 and Annex P to this TSI. 
7.7.14.9.  Assessment of maximum pressure variations in tunnels (6.2.4.12) 
P cases (1) Instead of paragraph 6.2.4.12(3), for th e nominal track gauge of 1668 mm, the 
reference cross section area to be considered is to be, independently to each motor or trailer vehicle: 
(a) 12 m2 for vehicles designed for GE C16 reference kinematic profile, 
(b) 11 m2 for vehicles designed for GEB16, and GHE16 reference kinematic 
profile. 
The vehicle gauge to be considered shall be set on the basis of the gauge selected 
according to clause 7.7.14.1. EN 74   EN 7.7.15.  Particular features on the Swedish network 
7.7.15.1.  General 
P cases 
(1) On infrastructure with direct conn ection to the Finnish network and for 
infrastructure in harbours, the particul ar features of the Finnish network as 
specified in clause 7.7.5 of this TS I may be applied on tracks, which are 
dedicated for 1524 mm nominal track gauge vehicles. 
7.7.15.2.  Platform offset (4.2.9.3) 
P cases (1) As set out in paragraph 4 .2.9.3(1), the distance between the track centre and the 
platform edge parallel to the running plane (b
q), as defined in chapter 13 of EN 
15273-3:2009, shall be calculated with the following values for allowed additional overthrow (S
kin): 
(a) on the inside of the curve: S kin = 40,5/R, 
(b) on the outside of the curve: S kin = 31,5/R. 
7.7.16.  Particular features on the UK network for Great Britain 
7.7.16.1.  TSI categories of line (4.2.1) 
P cases (1) Where line speeds are stated in kilometr es per hour [km/h] as a category or 
performance parameter in this TSI, it shall be permitted to translate the speed to equivalent miles per hour [mph] as  in Annex G, for the United Kingdom 
national network in Great Britain.
 
(2) Instead of the column ‘Gauge’ in Tabl e 2 and Table 3 of paragraph 4.2.1(6), 
for the gauge of all lines except new, de dicated high speed lines of traffic code 
P1, it shall be permitted to use national technical rules as set out in Annex Q. 
7.7.16.2.  Structure gauge (4.2.3.1) 
P cases 
(1) Instead of clause 4.2.3.1, for national gauges selected according to paragraph 
7.7.16.1(2), the structure gauge shall be set according to Annex Q. 
7.7.16.3.  Distance between track centres (4.2.3.2) 
P cases (1) Instead of clause 4.2.3.2, the nominal dist ance between track centres shall be 
3400 mm on straight track a nd curved track with a radi us of 400 m or greater. 
(2) Where topographical constraints prev ent a nominal distance of 3400 mm 
between track centres being achieved, it is permissible to reduce the distance between track centres provided special m easures are put in place to ensure a 
safe passing clearance between trains. 
(3) Reduction in the distance between track centres shall be in accordance with the 
national technical rule set out in Annex Q. EN 75   EN 7.7.16.4.  Maximum unguided length of fixed obtuse crossings (4.2.5.3) 
P cases 
(1) Instead of clause 4.2.5.3, the the design value of the maximum unguided length 
of fixed obtuse crossing shall be in acco rdance with the national technical rule 
set out in Annex Q. 
7.7.16.5.  The immediate action limits for switches and crossings (4.2.8.6) 
P cases (1) Instead of paragraph 4.2.8.6( 1)(b), for the ‘CEN56 Vert ical’ design of switches 
and crossings, a minimum value of fi xed nose protection for common crossings 
of 1388 mm is permitted (measured 14 mm below the running surface, and on the theoretical reference line, at an a ppropriate distance back from the actual 
(RP) of the nose as indicated in figure 2). 
7.7.16.6.  Platform height (4.2.9.2) 
P cases (1) Instead of clause 4.2.9.2, for platform hei ght, national technical rules as set out 
in Annex Q shall be permitted. 
7.7.16.7.  Platform offset (4.2.9.3) 
P cases (1) Instead of clause 4.2.9.3, for platform offs et, national technical rules as set out 
in Annex Q shall be permitted. 
7.7.16.8.  Assessment of structure gauge (6.2.4.1) 
P cases (1) Instead of clause 6.2.4.1, it shall be permitted to assess structure gauge in 
accordance with the national technica l rules as set out in Annex Q. 
7.7.16.9.  Assessment of distance betw een track centres (6.2.4.2) 
P cases 
(1) Instead of clause 6.2.4.2, it shall be permitted to assess distance between track 
centres in accordance with the national te chnical rules as set out in Annex Q. 
7.7.16.10.  Assessment of platform offset (6.2.4.11) 
P cases (1) Instead of clause 6.2.4.11, it shall be pe rmitted to assess platform offset in 
accordance with the national technica l rules as set out in Annex Q. 
7.7.17.  Particular features on the UK network for Northern Ireland 
7.7.17.1.  Structure gauge (4.2.3.1) 
P cases (1) Instead of paragraph 4.2.3.1(5), for th e nominal track gauge of 1600 mm, it 
shall be permitted to apply the uniform structure gauge IRL3 as set out in Annex O to this TSI. EN 76   EN 7.7.17.2.  Distance between track centres (4.2.3.2) 
P cases (1) Instead of paragraph 4.2.3.2(6), for th e 1600 mm track gauge, the distance 
between track centres shall be set on th e basis of the gauges selected according 
to clause 7.7.16.1. The nominal horizontal distance between track centres shall 
be determined for the design and sh all consider margins for aerodynamic 
effects. The minimum permitted value for the uniform structure gauge IRL3 is an open point. 
7.7.17.3.  ASSESSMENT OF STRUCTURE GAUGE (6.2.4.1) 
P cases (1) Instead of paragraph 6.2.4.1(5), for th e 1600 mm track gauge, assessment of 
structure gauge as a design review is to  be made against characteristic cross 
sections using the structure gauge ‘IRL3’  as defined in Annex O to this TSI. EN 77   EN Appendix A – Assessment of inte roperability constituents  
The characteristics of the intero perability constituents to be  assessed by the notified body or 
the manufacturer in accordance with the select ed module, in the different phases of design, 
development and production, are marked by “X” in Table 31. Where no assessment is 
required, this is marked by “n.a.” in the table. 
There are no particular assessment procedures required for interoperability constituents  
of the infrastructure subsystem. 
Table 31: Assessment of interoperability co nstituents for the EC declaration of 
conformity  
Assessment in the following phase 
Design and development phase Production 
phase 
Manufacturing 
process + 
product test Characteristics to be assessed 
Design 
review Review of 
manufacturi
ng process Type test Product 
quality 
(series) 
5.3.1 The rail     
5.3.1.1 Railhead profile X n.a.  X X 
5.3.1.2 Rail hardness X X X X 
5.3.2 The rail fastening 
systems n.a. n.a. X X 
5.3.3 Track sleepers X X n.a. X EN 78   EN Appendix B - Assessment of the infrastructure subsystem  
The characteristics of the subsystem to be assessed in the different phases of design, 
construction and operation are marked by “X” in Table 32.  
Where no assessment by a notified body is required, this is marked by  “n.a.” in the table. This 
does not prevent the need for other assessments to be performed in the framework of other 
phases. 
Definition of assessment phases: 
(1) “Design review”: it includes checking of correctness of values/parameters 
against applicable TSI requirement s related to the final design. 
(2) “Assembly before putting into service”: checking on site that the actual product 
or subsystem complies with the relevant design parameters just before putting 
it into operation. 
Column 3 gives references to clause 6.2.4 ‘Parti cular assessment procedures for subsystem’ 
and to clause 6.2.5 ‘Technical solutions giving pr esumption of conformity at design stage’. 
Table 32: Assessment of the infrastructure subs ystem for the EC verification of conformity  
New line or upgrading/renewal 
project 
Design review  Assembly 
before putting 
into service Particular 
assessment 
procedures 
Characteristics to be assessed 
 1  2 3 
Structure gauge (4.2.3.1) X X 6.2.4.1 
Distance between track centres (4.2.3.2) X X 6.2.4.2 
Maximum gradients (4.2.3.3) X n.a.  
Minimum radius of horizontal curve (4.2.3.4) X X 6.2.4.4 
Minimum radius of vertical curve (4.2.3.5) X n.a. 6.2.4.4 
Nominal track gauge (4.2.4.1) X X 6.2.4.3 
Cant (4.2.4.2) X X 6.2.4.4 
Cant deficiency (4.2.4.3) X n.a. 6.2.4.4 
6.2.4.5 
Abrupt change of cant deficiency (4.2.4.4) X n.a. 6.2.4.4 
Assessment of design values for equivalent 
conicity (4.2.4.5) X n.a. 6.2.4.6 EN 79   EN Table 32: Assessment of the infrastructure subs ystem for the EC verification of conformity  
New line or upgrading/renewal 
project 
Design review  Assembly 
before putting 
into service Particular 
assessment 
procedures 
Characteristics to be assessed 
 1  2 3 
Railhead profile for plain line (4.2.4.6) X n.a. 6.2.4.7 
Rail inclination (4.2.4.7) X n.a.  
Design geometry of switches and crossings 
(4.2.5.1) X n.a. 6.2.4.8 
Use of swing nose crossings (4.2.5.2) X n.a. 6.2.4.8 
Maximum unguided length of fixed obtuse 
crossings (4.2.5.3) X n.a. 6.2.4.8 
Track resistance to verti cal loads (4.2.6.1) X n.a. 6.2.5 
Longitudinal track resi stance (4.2.6.2) X n.a. 6.2.5 
Lateral track resistance (4.2.6.3) X n.a. 6.2.5 
Resistance of new bridges to traffic loads 
(4.2.7.1) X n.a. 6.2.4.9 
Equivalent vertical loading for new earthworks 
and earth pressure effects (4.2.7.2) X n.a. 6.2.4.9 
Resistance of new structures over or adjacent to 
tracks (4.2.7.3) X n.a. 6.2.4.9 
Resistance of existing bridges and earthworks to 
traffic loads (4.2.7.4) X n.a. 6.2.4.10 
The immediate action limit for alignment 
(4.2.8.1) n.a. n.a.  
The immediate action limit for longitudinal level 
(4.2.8.2) n.a. n.a.  
The immediate action limit for track twist 
(4.2.8.3) n.a. n.a.  
The immediate action limit of track gauge as an n.a. n.a.  EN 80   EN Table 32: Assessment of the infrastructure subs ystem for the EC verification of conformity  
New line or upgrading/renewal 
project 
Design review  Assembly 
before putting 
into service Particular 
assessment 
procedures 
Characteristics to be assessed 
 1  2 3 
isolated defect (4.2.8.4) 
The immediate action limit for cant (4.2.8.5) n.a n.a.  
The immediate action limit for switches and 
crossings (4.2.8.6) n.a. n.a.  
Usable length of platforms (4.2.9.1) X n.a.  
Platform height (4.2.9.2) X X  
Platform offset (4.2.9.3) X X 6.2.4.11 
Track layout along platforms (4.2.9.4) X n.a.  
Maximum pressure variation in tunnels 
(4.2.10.1) X n.a. 6.2.4.12 
Effect of crosswinds (4.2.10.2) n.a. n.a. 6.2.4.13 
Location markers (4.2.11.1) n.a. n.a.  
Equivalent conicity in service (4.2.11.2) n.a. n.a.  
Toilet discharge (4.2.12.2) n.a. n.a 6.2.4.14 
Train external cleaning faci lities (4.2.12.3) n.a. n.a. 6.2.4.14 
Water restocking (4.2.12.4) n.a. n.a. 6.2.4.14 
Refuelling (4.2.12.5) n.a. n.a. 6.2.4.14 
Electric shore supply (4.2.12.6) n.a. n.a 6.2.4.14 
Application of Interoperability Constituents n.a. X  EN 81   EN Appendix C - Technical characteristics of track design and switches and crossings 
design  
Appendix C.1 – Technical char acteristics of track design 
Track design shall be at l east defined by the technical characteristics as follows: 
(a) Rail 
• Profile(s) & grades 
• Continuous welded rail or length of rails (for jointed track sections) 
(b) Fastening system 
• Type 
• Pad stiffness 
• Clamping force 
• Longitudinal restraint 
(c) Sleeper 
• Type 
• Resistance to vertical loads:  
– Concrete: design bending moments 
– Wood: compliance to EN 13145:2001 
– Steel: moment of inertia of cross section 
• Resistance to longitudinal and late ral loads: geometry and weight 
• Nominal and design track gauge 
(d) Rail inclination 
(e) Ballast cross sections (ballast  shoulder – ballast thickness) 
(f) Ballast type (gradi ng = granulometrie) 
(g) Sleeper spacing 
(h) Special devices: for example sleeper anchors, third/ fourth rail, … 
Appendix C.2 – Technical characteristics of switches and crossings design 
Switches and crossings design shal l be at least defined by the technical characteristics as 
follows: 
(a) Rail 
• Profile(s) & grades (switch rail, stock rail) 
• Continuous welded rail or length of rails (for jointed track sections) 
(b) Fastening system 
• Type 
• Pad stiffness EN 82   EN • Clamping force 
• Longitudinal restraint 
(c) Sleeper 
• Type 
• Resistance to vertical loads:  
– Concrete: design bending moments 
– Wood: compliance to EN 13145:2001 
– Steel: moment of inertia of cross section 
• Resistance to longitudinal and late ral loads: geometry and weight 
• Nominal and design track gauge 
(d) Rail inclination 
(e) Ballast cross sections (ballast  shoulder – ballast thickness) 
(f) Ballast type (gradi ng = granulometrie) 
(g) Type of crossing (fixed or movable point) 
(h) Type of locking (switch pannel,  movable point of crossing) 
(i) Special devices: for example sleeper anchors, third/ fourth rail, … 
(j) Generic switches and cro ssings drawing indicating 
• Geometrical diagram (triangle) descri bing the length of the turnout and 
the tangents at the end of the turnout 
• Main geometrical characteristics like the main radii in switch, closure 
and crossing panel, crossing angle 
• Sleeper spacing EN 83   EN Appendix D - Conditions of use of track design and switches and crossings design  
Appendix D.1 – Conditions of use of track design 
Conditions of use of track design are defined to be as follows: 
(a) Maximum axle load [t] 
(b) Maximum line speed [km/h] 
(c) Minimum horizontal curve radius [m] 
(d) Maximum cant [mm] 
(e) Maximum cant deficiency [mm] 
Appendix D.2 – Conditions of use of switches and crossings design 
Conditions of use of switche s and crossings design are defined to be as follows: 
(f) Maximum axle load [t] 
(g) Maximum line speed [km/h] on through rout e and diverging track of switches 
(h) Rules for curved turnouts based on generic designs, giving minimum 
curvatures (for through route a nd diverging track of switches) EN 84   EN Appendix E - Capability requirements for structures according to traffic code  
The minimum capability requirements for struct ures are defined in Table 33 and Table 34 
according to the traffic codes given in Table 2 and Table 3. The capability requirements are 
defined in Table 33 and Table 34 by a combined qua ntity comprising of th e EN line category 
and a corresponding maximum speed. The EN line category and associat ed speed shall be 
considered as a single combined quantity. 
EN line category is a function of  axle load and geometrical aspects relating to the spacing of 
axles. EN line categories are set out  in Annex A of EN 15528:2008+A1:2012.  
Table 33: EN Line Category –Associated Speed (1)(6) [km/h] – Passenger traffic  
Traffic code Passenger Carriages 
(including Coaches, Vans and Car Carriers) and Light Freight Wagons 
(2) (3) Locomotives and 
Power Heads (2) (4) Electric or Diesel 
Multiple Units, Power Units and Railcars 
(2) (3) 
P1 
P2 Open point  
P3a (> 160 km/h) A – 200 
B1 - 160 D2 – 200 (11) Open point  
P3b (≤ 160 km/h) 
B1 – 160 D2 – 160 C2 (8) – 160 
D2 (9) - 120 
P4a (> 160 km/h) A – 200 
B1 - 160 D2 – 200 (11) Open point  
P4b (≤ 160 km/h) 
A – 160 
B1 - 140 D2 - 160 B1(7) – 160 
C2 (8) – 140 
D2 (9) - 120 
P5 B1 - 120 C2 - 120 (5) B1(7) - 120  
P6 a12 (10) 
P1520 Open point 
P1600 Open point EN 85   EN  
Table 34: EN Line Category –Associated Speed (1)(6) [km/h] – Freight traffic  
Traffic code Freight wagons and other 
vehicles Locomotives (2)  
F1 D4 – 120 D2 – 120 
F2 D2 – 120 D2 – 120 
F3 C2 -100 C2 – 100 
F4 B2 - 100 B2 - 100 
F1520 Open point 
F1600 Open point 
Notes  
(1) The indicated speed value in the table re presents the maximum requirement for the 
line and may be lower in accordance with the requirements in clause 4.2.1(10). When 
checking individual structures on the line, it is acceptable to take  account of the type 
of vehicle and local permitted speed. 
(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 RST TSI. Light  Freight Wagons are defined as vans 
except that they are permitted to be conveye d in formations which are not intended to 
convey passengers. 
(3) The requirements for structures are comp atible with Passenger Coaches, Vans, Car 
Carriers, Light Freight Wagons and vehicles  in Diesel and Electric Multiple Units 
and Power Units with a leng th of; 18m to 27.5m for c onventional and articulated 
vehicles and with a length of 9m to 14m for regular single axles. 
(4) The requirements for structures are compa tible with up to two adjacent coupled 
locomotives and / or power heads. The re quirements for structures are compatible 
with a maximum speed of 120 km/h for thr ee or more adjacent coupled locomotives 
and / or power heads (or a train of locomotiv es and / or power heads) subject to the 
locomotives and / or power heads satisf ying the corresponding limits for freight 
wagons. 
(5) For traffic code P5 the member state may indicate whether the requirements for 
locomotives and power heads apply. 
(6) When checking the compatibility of individual  trains and structures, the basis of the 
compatibility check shall be in accordance with Annex K to this TSI. 
(7) The requirements for structures are compa tible with an average mass per unit length 
over the length of each coach / vehicle of 2.75 t/m 
(8) The requirements for structures are compa tible with an average mass per unit length 
over the length of each coach / vehicle of 3.1 t/m EN 86   EN (9) The requirements for structures are compa tible with an average mass per unit length 
over the length of each coach / vehicle of 3.5 t/m 
(10) See Appendix L to this TSI 
(11) Only 4 axle vehicles permitted. The spacing of the axles in a bogi e shall be at least 
2.6 m. The average mass per unit length over the length of the vehicle shall not 
exceed 5.0 t/m. EN 87   EN Appendix F - Capability requirements for stru ctures according to traffic code in United 
Kingdom of Great Britain and Northern Ireland  
The minimum capability requirements for struct ures are defined in Table 35 and Table 36 
according to the traffic codes given in Table 2 and Table 3. The capability requirements are 
defined in Table 35 and Table 36 by a combined quantity comprising of the Route Availability number and a co rresponding maximum speed. The Route Availability number 
and associated speed shall be considered as a single combined quantity. 
The Route Availability number is  a function of axle load and geometrical aspects relating to 
the spacing of axles. Route Availability numbers  are defined in the national technical rules 
notified for this purpose. 
Table 35: Route Availability number –Associated Speed 
(1) (5) [miles per hour] – 
Passenger traffic  
Traffic code Passenger Carriages 
(including Coaches, Vans and Car Carriers) and Light Freight Wagons 
(2) (3) (6) Locomotives and 
Power Heads (2) (4) Electric or Diesel 
Multiple Units, Power Units and Railcars 
(2) (3) (6) 
P1 
P2 Open point 
P3a (> 160 km/h) 
RA1 – 125 RA2 – 90 RA7 – 125 
(7) 
RA8 – 110 (7) 
RA8 – 100 (8) 
RA5 – 125 (9) Open point  
P3b (≤ 160 km/h) RA1 – 100 
RA2 – 90 RA8 – 100 (8) 
RA5 – 100 (9) RA3 – 100 
P4a (> 160 km/h) 
RA1 – 125 
RA2 – 90 RA7 – 125 (7) 
RA7 – 100 (8) 
RA4 – 125 (9) Open point  
P4b (≤ 160 km/h) RA1 – 100 
RA2 – 90 RA7 – 100 (8) 
RA4 – 100 (9) RA3 – 100 
P5 
RA1 – 75 RA5 – 75 (8) (10) 
RA4 – 75 (9) (10) RA3 – 75 
P6 RA1 
P1600 Open point EN 88   EN Table 36: Route Availability number – Associated Speed (1)(5) [miles per hour] – 
Freight traffic  
Traffic code Freight wagons and other 
vehicles Locomotives 
(2) (4) (8) 
F1 RA8 – 75 RA7 – 75 
F2 RA7 – 75 RA7 – 75 
F3 RA5 – 60 RA7 – 60 
F4 RA4 – 60 RA5 – 60 
F1600 Open point 
Notes  
(1) The indicated speed value in the table re presents the maximum requirement for the 
line and may be lower in accordance with the requirements in clause 4.2.1(10). When 
checking individual structures on the line, it is acceptable to take  account of the type 
of vehicle and local permitted speed. 
(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 RST TSI. Li ght Freight Wagons are defined as vans 
except that they are permitted to be conveye d in formations which are not intended to 
convey passengers. 
(3) The requirements for structures are comp atible with Passenger Coaches, Vans, Car 
Carriers, Light Freight Wagons and vehicles  in Diesel and Electric Multiple Units 
and Power Units with a leng th of; 18m to 27.5m for c onventional and articulated 
vehicles and with a length of 9m to 14m for regular single axles. 
(4) The requirements for structures are compa tible with up to two adjacent coupled 
locomotives and / or power heads. The requi rements for structures are compatible up 
to a maximum speed of 75mph for up to five adjacent coupled locomotives and / or power heads (or a train of locomotives and / or power heads) subject to the 
locomotives and / or power heads satisf ying the corresponding limits for freight 
wagons. 
(5) When checking the compatibility of individual  trains and structures, the basis of the 
compatibility check shall be in accordance with Annex K except where modified by 
the national technical rules notified for this purpose. 
(6) The requirements for structures are compa tible with an average mass per unit length 
over the length of each coach / vehicle of 3.0 t/m 
(7) Only 4 axle vehicles permitted. The spacing of the axles in a bogi e shall be at least 
2.6 m. The average mass per unit length over the length of the vehicle shall not 
exceed 4.6 t/m. 
(8) 4 or 6 axle vehicles permitted. EN 89   EN (9) Powerhead, only 4 axle vehicles permitted. Also includes locomotives where 
difference in length between locomotive and hauled vehicles is less than 15% of 
length of hauled vehicles for speeds over 90mph. 
(10) For traffic code P5 the member state may indicate whether the requirements for 
locomotives and power heads apply. EN 90   EN Appendix G – Speed conversion to miles per hour for Republic of Ireland and United 
Kingdom of Great Britain and Northern Ireland  
Table 37: Speed conversion from [km/h] to [mph] 
Speed [km/h] Speed [mph] 
2 1 
3 1 
5 3 
10 5 
15 10 
20 10 
30 20 
40 25 
50 30 
60 40 
80 50 
100 60 
120 75 
140 90 
150 95 
160 100 
170 105 
180 110 
190 120 
200 125 
220 135 
225 140 
230 145 
250 155 
280 175 
300 190 
320 200 
350 220 EN 91   EN Appendix H – Structure gauge for the 1520 mm track gauge system  
 
outside stations in stations
zone where structures may be allowed (e.g. signals, ballast profile, etc.)
Figure 3: Structure gauge S for the 1520 mm track gauge system [dimensions in mm] 
Clarifications for figure 3:  
All horizontal dimensions shall be measured fr om the centre of the track, and all vertical 
dimensions shall be measured from the top of the rail head level. 
Left side of contour – applications for tracks in the railway station, st op/halt and for branch 
tracks/industry track (except contour Ia, Ib, IIa, IIIa), 
Right side of contour – applicati ons for tracks on the plain line. 
Application of specific parts of the contour:  
1,I – 1, I – contour of structure gauge for non-electrified tracks, 
1,I – II – III – II – 1,I – contour of structure gauge for electrif ied tracks - for tracks on the 
plain (open) line and for tracks in the railway station and for branch/industry tracks, where 
standing of vehicles  is not expected, 
Ia – Ib – IIa – IIIa - contour of structure gauge  for electrified tracks - for other station tracks 
and other branch/industry tracks  
Note : Values of 1000 mm, 1020 mm, 6900 mm and 6400 mm given in the numerators are for 
contact system with carrying cable. EN 92   EN Values of 1100 mm, 1120 mm,  6750 mm and 6250 mm given in the denominator are for 
contact system wit hout carrying cable, 
11 – 10 – 3 - contour of structure gauge for stru ctures and equipment (except tunnel, bridge, 
platform, ramp) on the outside of „edge“ tracks; 
9 – 4a - contour of structure gauge for tunnel, fo r railing on the bridge, el evated track (ballast 
profile), signals, embankment wa ll and for railing on the other st ructures of railway subgrade, 
12-12 – contour from which (on track between stat ions or in stations within usale length of 
track) any device could not be above (highe r), except level crossi ng covering, locomotive 
signaling inductors, switches mechanism and th eir near situated signaling and safety 
equipment 
14-14 – contour of building (or foundation), underground cables, st eel cables, pipes and other 
not railway structures (except signalling and safety equipment) 
For nominal track gauge of 1520 mm a 1 = 670 mm and a 2 = 760 mm. 
For nominal track gauge of 1524 mm a1 = 672 mm and a 2 = 762 mm. 
 
Figure 4: Reference profile of the lower pa rts on tracks fitted with double slip  
Clarification for Figure 4:   
The distance of 760 mm is fo r track gauge 1520 mm, and 762 mm for track gauge 1524 mm. 
 
Figure 5: Reference profile of  the lower parts on marsha lling yards fitted with rail 
brakes EN 93   EN Appendix I - Reverse curves with rad ii in the range from 150 m up to 300 m  
Table 38: Limits for the length of a straig ht intermediate element between two long 
circular curves in the opposite directions [m]  
R1 
R2 150 155 160 165 170 175 180 185 190 195 200 205 210 215 220 
150 11,47 11,23 11,01 10,79 10,57 10,35 10,14 9,94 9,74 9,54 9,34 9,15 8,96 8,77 8,58 
160 11,01 10,54 10,14 9,90 9,66 9,43 9,20 8,98 8,75 8,54 8,32 8,11 7,90 7,70 7,49 
170 10,57 10,09 9,66 9,28 8,94 8,69 8,45 8,21 7,97 7,74 7,51 7,28 7,06 6,84 6,62 
180 10,14 9,65 9,20 8,80 8,45 8,13 7,84 7,58 7,33 7,09 6,84 6,59 6,34 6,09 5,83 
190 9,74 9,22 8,75 8,34 7,97 7,64 7,33 7,06 6,77 6,49 6,20 5,91 5,61 5,30 4,98 
200 9,34 8,80 8,32 7,89 7,51 7,16 6,84 6,52 6,20 5,87 5,53 5,18 4,81 4,42 4,01 
210 8,96 8,40 7,90 7,46 7,06 6,70 6,34 5,98 5,61 5,22 4,81 4,38 3,91 3,40 2,80 
220 8,58 8,01 7,49 7,04 6,62 6,23 5,83 5,41 4,98 4,51 4,01 3,45 2,80 1,97 0 
230 8,22 7,62 7,10 6,62 6,19 5,75 5,29 4,81 4,29 3,71 3,05 2,23 0,84 0 0 
240 7,86 7,25 6,71 6,22 5,75 5,25 4,72 4,15 3,50 2,73 1,68 0 0 0 0 
250 7,51 6,89 6,33 5,82 5,29 4,72 4,10 3,39 2,53 1,19 0 0 0 0 0 
260 7,17 6,53 5,96 5,40 4,80 4,15 3,39 2,46 0,84 0 0 0 0 0 0 
270 6,84 6,18 5,59 4,97 4,28 3,50 2,53 0,84 0 0 0 0 0 0 0 
280 6,51 5,84 5,20 4,50 3,71 2,73 1,19 0 0 0 0 0 0 0 0 
290 6,19 5,50 4,80 4,00 3,05 1,68 0 0 0 0 0 0 0 0 0 
300 5,88 5,16 4,37 3,44 2,22 0 0 0 0 0 0 0 0 0 0 
310 5,57 4,79 3,90 2,80 0 0 0 0 0 0 0 0 0 0 0 
320 5,26 4,41 3,39 1,97 0 0 0 0 0 0 0 0 0 0 0 
330 4,95 4,00 2,80 0 0 0 0 0 0 0 0 0 0 0 0 
340 4,62 3,55 2,06 0 0 0 0 0 0 0 0 0 0 0 0 
360 3,90 2,45 0,84 0 0 0 0 0 0 0 0 0 0 0 0 
380 3,04 0 0 0 0 0 0 0 0 0 0 0 0 0 0 
400 1,88 0 0 0 0 0 0 0 0 0 0 0 0 0 0 
420 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 EN 94   EN Table 39: Limits, for dedicated freight lines, for the length of a straight intermediate 
element between two long circular cu rves in the opposite directions [m]  
R1 
R2 150 155 160 165 170 175 180 185 190 195 200 
150 6,79 6,61 6,43 6,25 6,09 5,92 5,76 5,60 5,44 5,28 5,13 
160 6,43 6,20 6,01 5,82 5,63 5,45 5,26 5,07 4,89 4,70 4,51 
170 6,09 5,85 5,63 5,42 5,20 4,98 4,76 4,54 4,31 4,08 3,84 
180 5,76 5,51 5,26 5,01 4,76 4,51 4,25 3,98 3,70 3,40 3,09 
190 5,44 5,16 4,89 4,60 4,31 4,01 3,70 3,36 3,01 2,61 2,15 
200 5,13 4,82 4,51 4,18 3,84 3,48 3,09 2,65 2,15 1,51 0 
210 4,82 4,47 4,11 3,73 3,32 2,88 2,37 1,73 0,68 0 0 
220 4,50 4,11 3,69 3,25 2,75 2,15 1,35 0 0 0 0 
230 4,17 3,73 3,24 2,70 2,04 1,07 0 0 0 0 0 
240 3,83 3,32 2,74 2,04 0,96 0 0 0 0 0 0 
250 3,47 2,87 2,15 1,07 0 0 0 0 0 0 0 
260 3,08 2,36 1,35 0 0 0 0 0 0 0 0 
270 2,65 1,73 0 0 0 0 0 0 0 0 0 
280 2,16 0,68 0 0 0 0 0 0 0 0 0 
290 1,51 0 0 0 0 0 0 0 0 0 0 
300 0 0 0 0 0 0 0 0 0 0 0 
 EN 95   EN Appendix J - Safety assurance over fixed obtuse crossings   
(J.1) The fixed obtuse crossings should be desi gned in order not to have a too long unguided 
length. In obtuse crossing check rails cannot be  constructed to assure guidance over the whole 
length. This unguided length can be accepted up to  a certain limit, defined by a reference 
situation defining: 
(a) Minimum crossing angle: tangent 1 in 9 (tg α=0.11, α=6°20’) 
(b) Minimum radius through obtuse crossing: 450 m 
(c) Minimum height of check rail: 45 mm 
(d) Nose shape as defined in the figure below 
RECF
t
r
a
c
kn
o
s
e
 
p
rn
o
se
 
prα
CF
CF
RE
RE = running edge
CF = check fa ce (guiding edge)RE RE
CF
Figure 6: Obtuse crossing EN 96   EN 
 
Figure 7: Point retraction X on check face 
X = 3 mm (over a length of 150 mm). Y = 8 mm (over a length of 200 to 500 mm approximatly) (J.2) If one or more of the a bove requirements is not respecte d, the design shal l be checked, 
verifying either the equivalence of the ungui ded length or acceptance of the interference 
between wheel and nose when they get in contact. 
(J.3) The design shall be checked for wheel s with diameter between 630 mm and 840 mm. 
For wheel diameters between 330 mm and 630 mm specific demonstrations are required. 
(J.4) The following graphs permit simple verifi cation of unguided length for specific situation 
with different crossing angles, height of ch eck rail and different crossing curvature. 
The graphs consider the follo wing maximum track tolerances: 
(a) Track gauge between 1433 mm and 1439 mm inclusive 
(b) Nose protection between 1393 mm and 1398 mm inclusive 
(c) Free wheel passage ≤ 1356 mm 
Figure 8 permits to determine the minimum whee l diameter that can run on curved obtuse 
crossings with a radius of 450 m, Figure 9 permits it for straig ht obtuse crossings. 
For other situations specific calculations can be performed. 
(J.5) For track gauge systems other than 1435 mm,  specific calculations shall be performed. EN 97   EN 
 
1 Minimum wheel diameter [mm] 
2 N for crossing angle tangent 1 in N 3 Height of check rail [mm] (Z3) Figure 8: Minimum wheel diamet er against crossing angle for 450 m radius of obtuse crossing EN 98   EN 
 
1 Minimum wheel diameter [mm] 
2 N for crossing angle tangent 1 in N 3 Height of check rail [mm] (Z3) Figure 9: Minimum wheel diameter against cr ossing angle for straight obtuse crossing EN 99   EN 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 requirements for structures and ch ecking the compatibility of structures with 
passenger coaches and multiple units. 
The EN line categories in Annex E are based upon the design mass under exceptional payload 
according to section 2.1 of EN 15663:2009+AC:2010 taking the values for passenger payload in standing areas given in Table 40 into account. 
Where checks on the dynamic response of rail bridges are required to  determine the load 
carrying capacity of the bridge, the load capac ity of the bridge should be determined and 
expressed in terms of the design mass under normal payload according to section 2.1 of EN 15663:2009+AC:2010 taking the values for passenge r payload in standing areas given in 
Table 40 into account. 
It is anticipated that the next revision of EN15528+A1:2012 will specify that these mass 
definitions shall be used when checking the comp atibility of infrastructure and rolling stock. 
Table 40: Passenger payload in standing areas in kg/m
2 
Type of trains Normal payload 
to determine 
Dynamic 
Compatibility Exceptional payload  
to determine 
Line Category 
(Static Compatibility) 
High speed and long distance trains 
Table 3 in EN 15663:2009+AC:2010 160 (1) 320 
High speed and long distance trains 
Reservation Obligatory 
Table 3 in EN 15663:2009+AC:2010 0 320 
Others 
(regional, commuter, suburban 
trains)  
Table 4 in EN 15663:2009+AC:2010 280 500 (2) 
Notes  
(1) Normal payload of Table 3 of EN 15663:2009+AC:2010 plus an additional 160 
kg/m2 for standing areas 
(2) For certain types of commuter services (e .g. RATP Paris) the passenger payload in 
standing areas is 700 kg/m2 EN 100   EN Appendix L – Definition of EN line category a12 for traffic code P6  
Traffic code P6 is defined by EN line category a12. 
EN line category a12 is defined by a load model comprising of an unlimited number of the 
reference wagon a12 as defined in Figure 11. The reference wagon a12 is defined by axle 
load, the geometrical characteri stics of the spacing of axles and the mass per unit length as 
defined in Figure 10. 
Reference 
wagon  Axle 
load P 
(t) Mass per 
unit 
length p 
(t/m) Geometrical characteristics 
a12 12,0 2,4 
 
Figure 10: Reference wagon of EN line category a12 
Line 
category Arrangement of reference wagons 
n ….unlimited number 
a12 
 
Figure 11: Load model of EN line category a12 
For the classification of infrastructure, EN line category a12 shall be used in accordance with 
chapter 5 of EN 15528:2008+A1:2012.  
General information concerning the use of EN line category a12 for the categorisation of 
vehicles into EN line categor ies is given in chapter 6.1 of EN 15528:2008+A1:2012 and shall 
be read in conjunction with  Annex K of this TSI.  
It is anticipated that the next revision of EN15528+A1:2012 will include line category a12. EN 101   EN Appendix M – Specific case on the Estonian network  
(1) Locomotive 
 18,9 m 2,0 2,0 
2,0 
2,0 2,0 2,0 2,0 2,0 
2,9 350 kN 
350 kN 330 kN 
330 kN 
330 kN 330 kN 
330 kN 
330 kN  
(2) Distributed load: 140 kN/m 
(3) Wagon 
 34,94 m1,21 1,54 
1,36 
12,54 1,36 1,21 1,36 1,36 
1,80 330 kN 
350 kN 330 kN 
330 kN 
330 kN 330 kN 
330 kN 
330 kN 
350 kN 350 kN 350 kN 
350 kN 
350 kN 
350 kN 
350 kN 
350 kN 1,36 
1,36 1,21 1,36 1,80 1,36 1,21 
1,54 
 EN 102   EN Appendix N – Specific cases of the Hellenic network  
Deleted 
 
Appendix O – Specific case on the Republic of Ireland and the United Kingdom of 
Northern Ireland networks  
Rules and drawings related to gauges IRL1, IRL2 and IRL3 are an open point. EN 103   EN Appendix P – Structure gauge for the 1668 mm track gauge on the Spanish network 
(GHE16, GEB16 and GEC16)  
Structures gauges shall be obtained on the ba sis of the kinematic reference profiles and 
associated rules. 
Calculations of structure gauge shall be done using the kinematic method in accordance with 
the requirements of chapters 5, 7 and 10 of  EN 15273-3:2009 with the kinematic reference 
profiles and associated rule s defined in this annex. 
P.1. Main parameters 
The following values are taken into consider ation when applying the associated rules: 
L = 1,733 m L
N = 1,668 m 
s0 = 0,4 for gauges GHE16 and GEC16. For gauge  GEB16, this value is dependent 
on the height (defined in table 43). 
hc0 = 0,5 m 
I0 = D 0 = 0,05 m 
I’0 = D’ 0 = 0,066 m 
h’c0 = 0,5 m 
s’0= 0,225  
Upper verification height: h’ 0 = 6,5 m 
Lower verification height: h’ u = 5 m 
ep0= 0,170 m 
epu= 0,110 m 
P.2. Reference profiles 
P.2.1. Kinematic gauge GHE16 P.2.1.1. Kinematic reference profiles fo r the lateral parts and upper parts   
Figure 12 shows the reference pr ofile for kinematic gauge GHE16. EN 104   EN Dimensions en millimetres 
 
Running surface 
NOTE Lower parts according to figure 13 or 14 Figure 12: Reference profile for kinematic gauge GHE16 
P.2.1.2. Kinematic reference prof iles for the lower parts 
Figure 13 shows the reference profile for kinema tic gauge GEI1 for vehicles which can pass 
over rail brakes in an active position. 
Dimensions en millimetres 
 EN 105   EN Running surface 
Figure 13: Reference profile of lower parts of kinematic gauge GEI1 for vehicles which can 
pass over rail brakes in an active position 
Figure 14 shows the reference profile for kinema tic gauge GEI2 for vehicles which may pass 
over rail brakes in a non-active position. 
Dimensions en millimetres 
 
Running surface 
Figure 14: Reference profile of lower parts of kinematic gauge GEI2 for vehicles which may 
pass over rail brakes in a non-active position 
P.2.2 Kinematic gauge GEB16 
The reference profile for the lower parts of kinematic gauge GEB16 is the same that the 
kinematic gauge GHE16. 
Figure 15 shows the reference profile for the upper parts of kinematic gauge GEB16. 
Dimensions en millimetres EN 106   EN 
 
Running surface 
NOTE Lower parts according to figure 13 or 14 Figure 15: Reference profile of the u pper parts of kinematic gauge GEB16 
P.2.3. Kinematic gauge GEC16 
The reference profile for the lower parts of kinematic gauge GEC16 is the same that the 
kinematic gauge GHE16. 
Figure 16 shows the reference profile for the upper parts of kinematic gauge GEC16. 
Dimensions en millimetres EN 107   EN 
 
Running surface 
NOTE Lower parts according to figure 11 or 12 Figure 16: Reference profile for the u pper parts of kinematic gauge GEC16 
P.3. Associated rules 
Table 41 shows the additional overt hrows for gauges GHE16 and GEC16. 
Table 41: Rules for additional overt hrows S for gauges GHE16 and GEC16 EN 108   EN Additional overthrows for track gauge “l” and height “h” compared to the running surface 
h > 0,4 m  
Gauges Radius h ≤ 0,4 m 
0,4 m < h ≤ 3,32 m h > 3,32 m Pantographs 
zone  
250 ≤ R < ∞ 26681 52 ,l
R,
acinSicinS−+==
26681 753 ,l
R,
acinSicinS−+==  
GHE16 
and 
GEC16 150 ≤ R < 
250 2668119050 ,l,
RicinS−+−=
2668123060 ,l,
RacinS−+−=26681185050 ,l,
RicinS−+−=  
26681225060 ,l,
RacinS−+−=  26681 52 ,l
R,
icinS−+=  
 
26681 52 ,l
R,
acinS−+=
Table 42 shows the additional overthrows for gauge GEB16. 
Table 42: Rules for additional overthrows S for gauge GEB16 
Additional overthrows for track gauge “l” and height “h” compared to the running surface  
Radius  
h ≤ 0,4 m 
 0,4 m < h ≤ 3,32 m 0,4 m < h 
≤ 4,11 m h > 4,11 m  Pantographs 
zone  
250 ≤ R < ∞ 
26681 52 ,l
R,
acinSicinS−+==  
26681 753 ,l
R,
aSiS−+==
26681 20 ,l
RacinSicinS−+==  
150 ≤ R < 
250 2668119050 ,l,
RicinS−+−=  
2668123060 ,l,
RacinS−+−=  26681185050 ,l,
RiS−+−=
26681225060 ,l,
RaS−+−=Point h 
3,320 
shall be 
connected 
by a 
straight 
line to 
points h 
4,11 26681120050 ,l,
R acinSicinS−+−==
 26681 52 ,l
R,
icinS−+=  
 
26681 52 ,l
R,
acinS−+=  
with the following values: EN 109   EN Table 43: Values for the calculations  
Gauge Height (m) s0 
GHE16 and 
GEC16,  Any height  0,4 
h ≤ 3,32 0,4 
3,32 < h < 4,11 9,748,6 h− GEB16 
h ≥ 4,11 0,3 
Table 44: Quasi-static effect. Kinematic gauges GHE16 and GEC16 
qsi (inside of the curve) [m]  qsa (outside of the curve) [m]  
[] 05,0D733,14,0− >0 [] 5,0h−>0 [] 05,0I733,14,0− >0 []5,0h−>0 
Table 45: Quasi-static effect. Kinematic gauge GEB16 
Height h qsi (curve interior) [m]  qsa (curve exterior) [m]  
h ≤ 3,32 m [] 05,0D733,14,0− >0 []5,0h−>0 [] 05,0I733,14,0− >0 [] 5,0h−>0 
3,32 m < h < 4,11  A value will be adopted as linear interpolation of what is obtained 
for the values of h = 3,32 m and h = 4,11 m  
h ≥ 4,11  [] 05,0D733,13,0− >0 []5,0h−>0 [] 05,0I733,13,0− >0 [] 5,0h−>0 
P.4. Vertical superelevation/lowering 
The heights of the upper part must be increased by the value 50/R v (m), the radius being in 
metres. 
The heights of the lower part must be reduced by same value. The vertical curve radius R
v is limited to 500m. Heights not exceeding 80 mm shall be 
considered as zero within a radius Rv between 500 m and 625 m. EN 110   EN Appendix Q – National technical rules for UK-GB Specific Cases  
The National Technical Rules for UK-GB specific cases referred to in clause 7.7.16 of this 
TSI are contained in the documents listed in  Table 46. All documents  are available on 
www.rgsonline.co.uk. 
Table 46: Notified national technica l rules for UK-GB Specific Cases 
Specific 
Case TSI Clause Requirement NTR Ref NTR Title 
GC/RT5212 Requirements for 
Defining and Maintaining Clearances 
GE/RT8073 Requirements for the 
Application of Standard Vehicle Gauges 7.7.16.1 4.2.1: Table 
2 & Table 3 Categories of line: 
Gauge 
GI/RT7016 Interface between 
Station Platforms, Track and Trains 
GC/RT5212 Requirements for 
Defining and Maintaining Clearances 
GE/RT8073 Requirements for the 
Application of Standard Vehicle Gauges 7.7.16.2 
& 
7.7.16.8 4.2.3.1 & 
6.2.4.1 Structure gauge 
GI/RT7016 Interface between 
Station Platforms, Track and Trains 
7.7.16.3 
& 
7.7.16.9 4.2.3.2: 
Table 4 
& 6.2.4.2 Distance between 
track centres GC/RT5212 Requirements for 
Defining and Maintaining Clearances 
GC/RT5021 Track System 
Requirements 7.7.16.4 4.2.5.3 & 
Annex J Maximum unguided 
length of fixed obtuse crossings  GM/RT2466 Railway Wheelsets 
7.7.16.6 4.2.9.2 Platform height GI/RT7016 Interface between 
Station Platforms, Track and Trains 
GI/RT7016 Interface between 
Station Platforms, Track and Trains 7.7.16.7 
& 
7.7.16.10 4.2.9.3 & 
6.2.4.11 Platform offset 
GC/RT5212 Requirements for 
Defining and Maintaining Clearances EN 111   EN Appendix X – List of open points  
(1) Requirements for the design of  track, including switches and crossings, which are 
compatible with the use of e ddy current braking systems (4.2.6.2.2) 
(2) Minimum factor alpha ( α) for Traffic codes P1520 and F1520 (4.2.7.1.1) 
(3) Immediate action limits for isolated defects in alignment for speeds of more than 300 
km/h (4.2.8.1) 
(4) Immediate action limits for isolated defects in longitudinal level for speeds of more 
than 300 km/h (4.2.8.2) 
(5) The minimum permitted value of distance between track centres for the uniform 
structure gauge IRL3 is an open point (7.7.17.2) 
(6) EN Line Category –Associated Speed [km/h]  for Traffic codes P1, P2, P3a, P4a, 
P1520, P1600, F1520 and F1600 (Annex E, tables 33 and 34) 
(7) EN Line Category –Associated Speed [km/ h] for Traffic codes P1, P2, P1600 and 
F1600 (Annex F, tables 35 and 36) 
(8) Rules and drawings related to gauges IR L1, IRL2 and IRL3 are an open point 
(Annex O) 
(9) Requirements for mitigating the risk related to the “ballast pick up” phenomenon 
(clause 4.2.10.3) (open point also in the LOC&PAS TSI) EN 112   EN Appendix Y - Glossary  
Table 47: Terms 
Defined term TSI 
clause Definition 
Actual point (RP) / 
Praktischer Herzpunkt / Pointe de coeur 4.2.8.6 Physical end of a crossing vee. See Figure 2, which shows 
the relationship between the actual point (RP) and the intersection point (IP). 
Alert limit / 
Auslösewert /  
Limite d’alerte 4.5.2 Refers to the value which, if exceeded, requires that the 
track geometry condition is analysed and considered in the 
regularly planned maintenance operations. 
Axle load/ 
Achsfahrmasse/ Charge à l’essieu 4.2.1, 
4.2.6.1 Sum of the static vertical wh eel forces exerted on the track 
through a wheelset or a pair of independent wheels divided by acceleration of gravity. 
Braking systems independent of wheel-rail adhesion conditions” 4.2.6.2.2  
Cant /  
Überhöhung /  Dévers de la voie 4.2.4.2 
4.2.8.5 Difference in height, relative to  the horizontal, of the two 
rails of one track at a partic ular location, measured at the 
centrelines of the heads of the rails. 
Cant deficiency / 
Überhöhungsfehlbetrag / Insuffisance de devers 4.2.4.3 Difference between the applied cant and a higher 
equilibrium cant. 
Common crossing / 
Starres Herzstück / Coeur de croisement 4.2.8.6 Arrangement ensuring intersection of two opposite 
running edges of turnouts or diamond crossings and having one crossing vee and two wing rails. 
Crosswind / 
Seitenwind / Vents traversiers 4.2.10.2 Strong wind blowing latera lly to a line which may 
adversely affect the safety of trains running. 
Design value /  Planungswert /  
Valeur de conception 4.2.3.4, 
4.2.4.2, 4.2.4.5, 4.2.5.1, 
4.2.5.3 Theoretical value without manufacturing, construction or 
maintenance tolerances. 
Design track gauge / 5.3.3 A single value whic h is obtained when all the components EN 113   EN Table 47: Terms 
Defined term TSI 
clause Definition 
Konstruktionsspurweite / 
Ecartement de conception 
de la voie of the track conform precisely  to their design dimensions 
or their median design dimension when there is a range. 
Distance between track centres / 
Gleisabstand /  
Entraxe de voies 4.2.3.2 The distance between points of  the centre lines of the two 
tracks under consideration, m easured parallel to the 
running surface of the reference track namely the less 
canted track. 
Dynamic lateral force / 
Dynamische Querkraft /  
Effort dynamique 
transversal 4.2.6.3 The sum of dynamic forces exerted by a wheelset on the 
track in lateral direction. 
Earthworks/ 
Erdbauwerke/ Ouvrages en terre 4.2.7.2, 
4.2.7.4 Soil structures and soil-retaining structures that are subject 
to railway traffic loading. 
EN Line Category / 
EN Streckenklasse / EN Catégorie de ligne 4.2.7.4, 
Annex E The result of the classifica tion process set out in EN 
15528:2008+A1:2012 Annex A 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 service. 
Equivalent conicity /  
Äquivalente Konizität /  Conicité équivalente 4.2.4.5, 
4.2.11.2The tangent of the cone angl e of a wheelset with coned 
wheels whose lateral movement has the same kinematic wavelength as the given wheel set on straight track and 
large-radius curves. !! 
Fixed nose protection / 
Leitweite / Cote de protection de pointe 4.2.5.3, 
Annex JDimension between the crossing nose and check rail (see 
dimension No. 2 on Figure 10 below). 
Flangeway depth / 
Rillentiefe / Profondeur d’ornière 4.2.8.6. Dimension between the running surface and the bottom of 
flangeway (see dimension No. 6 on Figure 10 below). 
Flangeway width / 
Rillenweite / Largeur d’ornière 4.2.8.6. Dimension between a running rail and an adjacent check 
or wing rail (see dimensi on No. 5 on Figure 10 below). EN 114   EN Table 47: Terms 
Defined term TSI 
clause Definition 
Free wheel passage at check 
rail/wing rail entry/ Freier Raddurchlauf im Radlenker-Einlauf /Flügelschienen-Einlauf/ Côte d’équilibrage du contre-rail 4.2.8.6. Dimension between the working face of the crossing 
check rail or wing rail and th e gauge face of the running 
rail opposite across the gauge me asured at entry to check 
rail or wing rail respectively. 
(see dimensions No.4 on Figure 10 below). The entry to 
the check rail or wing rail is  the point at which the wheel 
is permitted to contact the check rail or wing rail. 
Free wheel passage at crossing nose/  
Freier Raddurchlauf im 
Bereich der Herzspitze/ 
Cote de libre passage dans 
le croisement 4.2.8.6. Dimension between the working face of the crossing wing 
rail and check rail opposite across the gauge (see dimension No.3 on Figure 10 below). 
Free wheel passage in switches/ Freier Raddurchlauf im Bereich der Zungen-vorrichtung / Côte de libre passage de l’aiguillage 4.2.8.6. Dimension from the gauge face of one switch rail to the 
back edge of the opposite switch rail (see dimension No.1 on Figure 10 below). 
Gauge / 
Begrenzungslinie / Gabarit 4.2.1, 
4.2.3.1 Set of rules including a re ference contour and its 
associated calculation rule s allowing definition of the 
outer dimensions of the vehicl e and the space to be cleared 
by the infrastructure. 
HBW/HBW/HBW 5.3.1.2 The non SI unit for steel hardness defined in EN ISO 
6506-1:2005 Metallic material s – Brinell hardness test. 
Test method. 
Height of check rail / 
Radlenkerüberhöhung / Surélévation du contre rail 4.2.8.6, 
Annex JHeight of the check rail a bove the running surface (see 
dimension 7 on Figure 10 below).  
 
Immediate Action Limit / 
Soforteingriffsschwelle /  
Limite d’intervention 
immédiate 4.2.8, 
4.5  The value which, if exceeded, requires taking measures to 
reduce the risk of derailment to an acceptable level.  
 
Infrastructure Manager/ Betreiber der Infrastruktur/ Gestionnaire de 4.2.5.1, 
4.2.8.3, 4.2.8.6, As defined in Article 2h) of Directive 2001/14/EC of 26 
February 2001 on the allocation of railway infrastructure capacity and the levying of charges for the use of railway EN 115   EN Table 47: Terms 
Defined term TSI 
clause Definition 
l‘Infrastructure 4.2.11.2 
4.4, 
4.5.2, 
4.6, 4.7, 
6.2.2.1, 
6.2.4, 
6.4  infrastructure and safety  certification (OJ L 75, 15.3.2001, 
p.29) 
In service value / 
Wert im Betriebszustand / Valeur en exploitation 4.2.8.5, 
4.2.11.2 Value measured at any time after the infrastructure has 
been placed into service. 
Intersection point (IP) / 
Theoretischer Herzpunkt / Point d’intersection 
théorique 4.2.8.6 Theoretical intersection point  of the running edges at the 
centre of the crossing (see figure 2). 
Intervention Limit / 
Eingriffsschwelle /  
Valeur d’intervention 4.5.2 The value, which, if exceeded, requires corrective 
maintenance in order that th e immediate action limit shall 
not be reached before the next inspection; 
Isolated defect /  
Einzelfehler /  Défaut isolé 4.2.8  A discrete track geometry fault.  
Line speed / 
Streckengeschwindigkeit / Vitesse de la ligne 4.2.1 Maximum speed for which a line has been designed. 
Maintenance file / 
Instandhaltungsdossier / Dossier de maintenance 4.5.1 Elements of the technical f ile relating to conditions and 
limits of use and instructions for maintenance.  
Maintenance plan / 
Instandhaltungsplan / Plan de maintenance 4.5.2 A series of documents setting out the infrastructure 
maintenance procedures adopted by an Infrastructure Manager. 
Multi-rail track/ 
Mehrschienengleis/ Voie à multi écartement 4.2.2.2 Track with more than two rails , where at least two pairs of 
respective rails are designed to be operated as separate single tracks, with or wit hout different track gauges. EN 116   EN Table 47: Terms 
Defined term TSI 
clause Definition 
Nominal track gauge / 
Nennspurweite /  
Ecartement nominal de la 
voie 4.2.4.1 A single value which identifies the track gauge but may 
differ from the design track gauge. 
Normal service / 
Regelbetrieb / 
Service régulier 4.2.2.2 
4.2.9 The railway operating to a pl anned timetable service. 
Passive provision / 
Vorsorge für künftige 
Erweiterungen / Réservation pour extension future 4.2.9 Provision for the future construction of a physical 
extension to a structure (for example: increased platform 
length). 
Performance Parameter/ 
Leistungskennwert/ Paramètre de performance 4.2.1 Parameter describing a TSI Category of Line used as the 
basis for the design of infrastructure subsystem elements and as the indication of the performance level of a line. 
Plain line /  
Freie Strecke /  Voie courante 4.2.4.5 
4.2.4.6 4.2.4.7 Section of track without switches and crossings. 
Point retraction / 
Spitzenbeihobelung / Dénivelation de la pointe de 
coeur 4.2.8.6 The reference line in a fixe d common crossing can deviate 
from the theoretical reference line. From a certain distance to the crossing point, the refe rence line of the vee can, 
depending on the design, be retracted from this theoretical line away from the wheel flange in order to avoid contact between both elements. This situation is described in 
Figure 2. 
Rail inclination / Schienenneigung /  
Inclinaison du rail 4.2.4.5 
4.2.4.7 An angle defining the inclina tion of the head of a rail 
when installed in the track relative to the plane of the rails (running surface), equal to the angle between the axis of 
symmetry of the rail (or of an  equivalent symmetrical rail 
having the same rail head prof ile) and the perpendicular to 
the plane of the rails. 
Rail pad /  
Schienenzwischenlage /  Semelle sous rail 5.3.2 A resilient layer fitted betw een a rail and the supporting 
sleeper or baseplate.  EN 117   EN Table 47: Terms 
Defined term TSI 
clause Definition 
Reverse curve / 
Gegenbogen /  Courbes et contre-courbes 4.2.3.4 Two abutting curves of opposite flexure or hand  
Structure gauge /  
Lichtraum /  Gabarit des obstacles 4.2.3.1 Defines the space in relation to the reference track that 
shall be cleared of all object s or structures and of the 
traffic on the adjacent tracks, in order to allow safe 
operation on the reference trac k. It is defined on the basis 
of the reference contour by a pplication of the associated 
rules. 
Swing nose 4.2.5.2  
Switch / 
Zungenvorrichtung / aiguillage 4.2.8.6 A unit of track comprising two fixed rails (stock rails) and 
two movable rails (switch rails)  used to direct vehicles 
from one track to another track. 
Switches and crossings / 
Weichen und Kreuzungen / Appareil de voie 4.2.4.5, 
4.2.4.7, 
4.2.5, 
4.2.6, 
4.2.8.6, 
5.2, 
6.2.4.4, 6.2.4.8, 6.2.5.2, 
7.3.3, 
Annexes
C and 
D,  Track constructed from sets of switches and individual 
crossings and the ra ils connecting them. 
Through route /  
Stammgleis / Voie directe  Annex 
D In the context of switches and crossings a route which 
perpetuate the general alignment of the track. 
Track design 4.2.6, 
6.2.5, 
Annex 
C and D
 The track design consists of cross-section defining basic 
dimensions and track component s (for example rail, rail 
fastenings, sleepers, ballast) us ed together with operating 
conditions with an impact on forces related to 4.2.6., such 
as axle load, speed and radi us of horizontal curvature. 
Track gauge /  4.2.4.1, The smallest distan ce between lines perpendicular to the EN 118   EN Table 47: Terms 
Defined term TSI 
clause Definition 
Spurweite /  
Ecartement de la voie 4.2.4.5, 
4.2.8.4, 
5.3.3, 
6.1.5.2, 6.2.4.3,
Annex 
H running surface intersecting each  rail head profile in a 
range from 0 to 14 mm be low the running surface. 
Track twist /  
Gleisverwindung /  Gauche 4.2.7.1.6 
4.2.8.3, 6.2.4.9, Track twist is defined as th e algebraic difference between 
two cross levels taken at a de fined distance apart, usually 
expressed as a gradient betw een the two points at which 
the cross level is measured. 
Train length/ 
Zuglänge/ Longueur du train 4.2.1 
 The length of a train, which can run on a certain line in 
normal operation.  
Unguided length of an obtuse crossing /  
Führungslose Stelle /  Lacune dans la traversée 4.2.5.3, 
Annex JPortion of obtuse crossing wher e there is no guidance of 
the wheel described as “ unguided distance” in EN 13232-
3:2003..  
Usable length of a platform / Bahnsteignutzlänge /  
Longueur utile de quai 4.2.1, 
4.2.9.1 The maximum continuous length of that part of platform 
in front of which a train is inte nded to remain stationary in 
normal operating conditions for passengers to board and alight from the train, making appropriate allowance for stopping tolerances. 
Normal operating conditions means that railway is 
operating in a non-degraded m ode (e.g. rail adhesion is 
normal, signals are working, everything is working as planned). 
Figure 17: Geometry of switches and crossings 
(1) 1 Free wheel passage in switches 
(2) Fixed nose protection 
(3) Free wheel passage at crossing nose 
(4) Free wheel passage at check rail/wing rail entry 
(5) Flangeway width 
(6) Flangeway depth 
(7) Height of check rail  EN 119   EN Appendix Z – List of referenced standards  
Table 48: List of referenced standards 
Index 
No. Reference Document name Versi
on 
(year) BP(s) concerned 
1 EN 13674-1 Railway applications 
― Track ― Rail 
Part 1: Vignole 
railway rails 46 kg/m 
and above 2011 Railhead profile for plain line 
(4.2.4.6), Assessment of rails (6.1.5.1) 
2 EN 13674-4 Railway applications - 
Track - Rail - Part 4: 
Vignole railway rails 
from 27 kg/m to, but 
excluding 46 kg/m 
(with Amendment 
A1:2009) 
 2006 
 Railhead profile for plain line (4.2.4.6)
3 EN 13715 Railway applications 
– Wheelsets and boogies – Wheels – Wheels tread 
(with Amendment 
A1:2012) 2006 
A1:20
10 Equivalent conicity (4.2.4.5)  
4 EN 13848-1 Track geometry 
quality – Part 1: Characterisation of track geometry  (with Amendment A1:2008) 2003 The immediate action limit for track 
twist (4.2.8.3), Assessment of minimum value of mean track gauge (6.2.4.5) 
5 EN 13848-5 Railway applications - 
Track - Track geometry quality - Part 5: Geometric quality levels - Plain line (with Amendment A1:2010) 2008 The immediate action limit for 
alignment (4.2.8.1), The immediate action limit for longitudinal level (4.2.8.2), The immediate action limit for track twist (4.2.8.3)  
6 EN 14067-5 Railway applications - 
Aerodynamics - Part 5: Requirements and test procedures for aerodynamics in 2006 Assessment of maximum pressure 
variations in tunnels (6.2.4.12) EN 120   EN tunnels (with 
Amendment A1:2010) 
7 EN 15273-3 Railway applications 
– Gauges – Part 3: Structure gauges 2009 Structure gauge (4.2.3.1), Distance 
between track centres (4.2.3.2), Platform offset (4.2.9.3), Assessment of structure gauge (6.2.4.1), Assessment of distance between track centres (6.2.4.2), Assessment of platform offset (6.2.4.11) 
8 EN 15302  Railway applications 
– Method for determining the equivalent conicity (with Amendment A1:2010) 2008 Equivalent conicity (4.2.4.5), 
Assessment of design values for equivalent conicity (6.2.4.6) 
9 EN 15528 Railway applications 
– Line categories for managing the interface between load limits of vehicles and infrastructure (with Amendment A1:2012) 2008 Ascertain compatibility of 
infrastructure and rolling stock after authorisation of ro lling stock (7.6), 
Capability requirements for structures according to traffic code (Annex E), Basis of minimum requirements for structures for passenger coaches and multiple units (Annex K), Definition of line category a12 for traffic code p6 (Annex L) 
10 EN 15663 Railway applications - 
Definition of vehicle reference masses (with Corrections AC:2010) 2009 TSI categories of line (4.2.1), Basis of 
minimum requirements for structures for passenger coaches and multiple units (Annex K) 
11 EN 1990 Eurocode – Basis of 
structural design (with Amendment A1:2005 and Correction AC:2010) 2002 
 Structures resistance to traffic loads 
(4.2.7), Resistance of new bridges to traffic loads (4.2.7.1) 
12 EN 1991-2 Eurocode 1 – Actions 
on structures – Part 2: Traffic load on bridges (with Correction AC:2010) 2003 
 Structures resistance to traffic loads 
(4.2.7), Resistance of new bridges to traffic loads (4.2.7.1), Equivalent vertical loading for new earthworks and earth pressure effects (4.2.7.2), Resistance of new structures over or adjacent to tracks (4.2.7.3)