# Commission Regulation (EU) No 1299/2014Show full title

Commission Regulation (EU) No 1299/2014 of 18 November 2014 on the technical specifications for interoperability relating            to the ‘infrastructure’ subsystem of the rail system in the European Union (Text with EEA relevance)         

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# Commission Regulation (EU) No 1299/2014                     

# of 18 November 2014

# on the technical specifications for interoperability 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 European 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 Council(2) requires the European Railway Agency (the Agency) to ensure that the technical specifications for interoperability (the TSIs)                              are adapted to technical progress, market trends and social requirements 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 TSIs with a                              view to extending their scope to the whole rail system in the Union. Under the terms of that mandate, the Agency was requested                              to extend the scope of the TSI relating to the subsystem ‘infrastructure’, 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 ‘infrastructure’                              (ERA/REC/10-2012/INT).

(4)In order to keep pace with technological progress and 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 representative should state how it deviates from or how it complements to the relevant section of the TSI,                              and the innovative solution should be assessed by the Commission. If this assessment is positive, the Agency should devise                              the appropriate functional and interface specifications 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 Directive 2008/57/EC, Member States are to notify to the Commission and other Member States                              the conformity assessment and verification procedures to be used for the specific cases as well as the bodies responsible                              for carrying out these procedures. The same obligation should be provided as regards to 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 Directive 2008/57/EC, the TSI on infrastructure should allow, for a limited period of                              time, for interoperability constituents to be incorporated into subsystems without certification if certain conditions are                              met.

(9)Commission Decisions 2008/217/EC(3) and 2011/275/EU(4) should therefore be repealed.

(10)In order to prevent unnecessary additional costs and administrative burden, Decisions 2008/217/EC and 2011/275/EU should continue                              to apply after their repeal to the subsystems and projects referred to in Article 9(1)(a) of Directive 2008/57/EC.

(11)The measures provided for in this Regulation are in conformity with the opinion of the Committee established in accordance                              with Article 29(1) of Directive 2008/57/EC,

HAS ADOPTED THIS REGULATION:

## Article 1U.K.Subject matter

The technical specification for interoperability (TSI) relating to the ‘infrastructure’ subsystem of the rail system in the                     entire European Union, as set out in the Annex, is hereby adopted.                  

## Article 2U.K.Scope

1.The TSI shall apply to all new, upgraded or renewed ‘infrastructure’ of the rail system in the European Union as defined in                        point 2.1 of Annex I to Directive 2008/57/EC.                  

2.Without prejudice to Articles 7 and 8 and point 7.2 of the Annex, the TSI shall apply to new railway lines in the European                        Union, which are placed in service from 1 January 2015.                  

3.The TSI shall not apply to existing infrastructure of the rail system in the European Union, which is already placed in service                        on all or part of the network of any Member State on 1 January 2015, except when it is subject to renewal or upgrading in                        accordance with Article 20 of Directive 2008/57/EC and Section 7.3 of the Annex.                  

4.The TSI shall apply to the following networks:                  

(a)the trans-European conventional rail system network as defined in Annex I, point 1.1 to Directive 2008/57/EC;                  

(b)the trans-European high-speed rail system network (TEN) as defined in Annex I, point 2.1 to Directive 2008/57/EC;                  

(c)other parts of the network of the rail system in the Union;                  

and excludes the cases referred to in Article 1(3) of Directive 2008/57/EC.

5.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.                  

6.Metric gauge is excluded from the technical scope of this TSI.                  

7.The technical and geographical scope of this Regulation is set out in Sections 1.1 and 1.2 of the Annex.                  

## Article 3U.K.Open points

1.With regard to the issues classified as ‘open points’ set out in Appendix R of the TSI, the conditions to be complied with                        for verifying the interoperability pursuant to Article 17(2) of Directive 2008/57/EC shall be the national rules applicable                        in the Member State which authorises the placing in service of the subsystem covered by this Regulation.                  

2.Within six months of the entry into force of this Regulation, each Member State shall send to the other Member States and                        the Commission of the following information, unless such information has already been sent to them under Decisions 2008/217/EC                        or 2011/275/EU:                  

(a)the national rules referred to in paragraph 1;                  

(b)the conformity assessment and verification procedures to be carried out to apply the national rules referred to in paragraph                        1;                  

(c)the bodies designated in accordance with Article 17(3) of Directive 2008/57/EC to carry out the conformity assessment and                        verification procedures with respect to the open points.                  

## Article 4U.K.Specific cases

1.With regard to specific cases referred to in point 7.7 of the Annex to this Regulation, the conditions to be met for the verification                        of interoperability pursuant to Article 17(2) of Directive 2008/57/EC shall be the national rules applicable in the Member                        State which authorises the placing in service of the subsystem covered by this Regulation.                  

2.Within six months of the entry into force of this Regulation, each Member State shall notify to the other Member States and                        the Commission the following information:                  

(a)the national rules referred to in paragraph 1;                  

(b)the conformity assessment and verification procedures to be carried out to apply the national rules referred to in paragraph                        1;                  

(c)the bodies designated in accordance with Article 17(3) of Directive 2008/57/EC to carry out the conformity assessment and                        verification procedures in the specific cases set out in point 7.7 of the Annex.                  

## Article 5U.K.Notification of bilateral agreements

1.Member States shall notify the Commission, not later than 1 July 2015, any existing national, bilateral, multilateral or international                        agreements between Member States and railway undertaking(s), infrastructure managers or non-member countries which are required                        by the very specific or local nature of the intended rail service or which deliver significant levels of local or regional                        interoperability.                  

2.That obligation does not apply to agreements which have already been notified under Decision 2008/217/EC.                  

3.Member States shall forthwith notify to the Commission of any future agreements or amendments to existing agreements.                  

## Article 6U.K.Projects at an advanced stage of development

In accordance with Article 9(3) of Directive 2008/57/EC, each Member State shall communicate to the Commission within one                     year of the entry into force of this Regulation the list of projects being implemented within its territory and are at an                     advanced stage of development.                  

## Article 7U.K.‘EC’ certificate of verification

1.An ‘EC’ certificate of verification for a subsystem that contains interoperability constituents which do not have an ‘EC’                        declaration of conformity or suitability for use, may be issued during a transitional period ending on 31 May 2021 provided                        that the requirements laid down in point 6.5 of the Annex are met.                  

2.The production, upgrade or renewal of the subsystem with use of the non-certified interoperability constituents shall be completed                        within the transitional period set out in paragraph 1, including its placing in service.                  

3.During the transitional period set out in paragraph 1:                  

(a)the reasons for non-certification of any interoperability constituents shall be properly identified by the notified body before                        granting the ‘EC’ certificate pursuant to Article 18 of Directive 2008/57/EC;                  

(b)the national safety authorities, pursuant to Article 16(2)(c) of Directive 2004/49/EC of the European Parliament and of the                        Council(5), shall report on the use of non-certified interoperability constituents in the context of authorisation procedures in their                        annual report referred to in Article 18 of Directive 2004/49/EC.                  

4.From 1 January 2016, newly produced interoperability constituents shall be covered by the EC declaration of conformity or                        suitability for use.                  

## Article 8U.K.Conformity assessment

1.The procedures for assessment of conformity, suitability for use and ‘EC’ verification set out in section 6 of the Annex shall                        be based on the modules established in Commission Decision 2010/713/EU(6).                  

2.The type or design examination certificate of interoperability constituents shall be valid for a seven year period. During                        that period, new constituents of the same type are permitted to be placed into service without a new conformity assessment.                  

3.Certificates referred to in paragraph 2 which have been issued according to the requirements of Decision 2011/275/EU [TSI                        INF CR] or Decision 2008/217/EC [TSI INF HS] remain valid, without a need for a new conformity assessment, until the expiry                        date originally established. In order to renew a certificate the design or type shall be re-assessed only against new or modified                        requirements set out in the Annex to this Regulation.                  

## Article 9U.K.Implementation

1.Section 7 of the Annex sets out the steps to be followed for the implementation of a fully interoperable infrastructure subsystem.                  

Without prejudice to Article 20 of Directive 2008/57/EC, Member States shall prepare a national implementation plan, describing                     their actions to comply with this TSI, in accordance with section 7 of the Annex. Member States shall send their national                     implementation plan to the other Member States and the Commission by 31 December 2015. Member States that have already sent                     their implementation plan do not have to send it again.                  

2.Pursuant to Article 20 of Directive 2008/57/EC, when a new authorisation is required and if the TSI is not fully applied,                        Member States shall notify the following information to the Commission:                  

(a)the reason why the TSI is not fully applied;                  

(b)the technical characteristics applicable instead of the TSI;                  

(c)the bodies responsible for applying the verification procedure referred to in Article 18 of the Directive 2008/57/EC.                  

3.Member States shall send to the Commission a report on the implementation of Article 20 of Directive 2008/57/EC three years                        after 1 January 2015. This report shall be discussed in the Committee set up by Article 29 of Directive 2008/57/EC and, where                        appropriate, the TSI in the Annex shall be adapted.                  

## Article 10U.K.Innovative solutions

1.In order to keep pace with technological progress, innovative solutions may be required, which do not comply with the specifications                        set out in the Annex or for which the assessment methods set out in the Annex cannot be applied.                  

2.Innovative solutions may relate to the infrastructure subsystem, its parts and its interoperability constituents.                  

3.If an innovative solution is proposed, the manufacturer or his authorised representative established within the Union 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 proposed innovative solution. 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 developed 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 solution proposed cannot be used.                  

5.Pending the review of the TSI, the positive opinion delivered by the Commission shall be considered as an acceptable means                        of compliance with the essential requirements of Directive 2008/57/EC and may be used for the assessment of the subsystem.                  

## Article 11U.K.Repeal

Decisions 2008/217/EC and 2011/275/EU are repealed with effect from 1 January 2015.

They shall however continue to apply to:

subsystems authorised in accordance with those Decisions;

projects for new, renewed or upgraded subsystems which, at the date of publication of this Regulation, are at an advanced                              stage of development or are the subject of an on-going contract.                           

## Article 12U.K.Entry into force

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, 18 November 2014.

*For the Commission*                            

*The President*                            

Jean-Claude Juncker                            

## ANNEXU.K.

### 1.INTRODUCTIONU.K.

#### 1.1.**Technical Scope**U.K.

This TSI concerns the infrastructure subsystem and part of the maintenance 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 further defined in Article 2(1), 2(5) and 2(6) of this Regulation.

#### 1.2.**Geographical Scope**U.K.

The geographical scope of this TSI is defined in Article 2(4) of this Regulation.

#### 1.3.**Content of this TSI**U.K.

In accordance with Article 5(3) of Directive 2008/57/EC, this TSI:

indicates its intended scope (section 2);

lays down essential requirements for the infrastructure subsystem (section 3);

establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis other subsystems                                       (section 4);                                    

specifies the interoperability constituents and interfaces which must be covered by European specifications, including European                                       standards, which are necessary to achieve interoperability within the Union rail system (section 5);                                    

states, in each case under consideration, which procedures are to be used in order to assess the conformity or the suitability                                       for use of the interoperability constituents, on the one hand, or the EC verification of the subsystems, on the other hand                                       (section 6);                                    

indicates the strategy for implementing this TSI (section 7);

indicates, for the staff concerned, the professional qualifications 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 Directive 2008/57/EC, provisions for specific cases are indicated in section 7.

Requirements in this TSI are valid for all track gauge systems within the scope of this TSI, unless a paragraph refers to                              specific track gauge systems or to specific nominal track gauges.                           

### 2.DEFINITION AND SCOPE OF SUBSYSTEMU.K.

#### 2.1.**Definition of the infrastructure subsystem**U.K.

This TSI covers:

the infrastructure structural subsystem

the part of the maintenance functional subsystem relating to the infrastructure subsystem (that is: washing plants for external                              cleaning of trains, water restocking, refuelling, fixed installations for toilet discharge and electrical shore supplies).                           

The elements of the infrastructure subsystem are described in Annex II (2.1. Infrastructure) to Directive 2008/57/EC.

The scope of this TSI therefore includes the following aspects of the infrastructure subsystem:

Line layout,

Track parameters,

Switches and crossings,

Track resistance to applied loads,

Structures resistance to traffic loads,

Immediate action limits on track geometry defects,

Platforms,

Health, safety and environment,

Provision for operation,

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**U.K.

Point 4.3 of this TSI sets out the functional and technical specification of the interfaces with the following subsystems,                     as defined in the relevant TSIs:                  

Rolling stock subsystem,

Energy subsystem,

Control command and signalling subsystem,

Traffic operation and management subsystem.

Interfaces with the Persons with Reduced Mobility TSI (PRM TSI) are described in point 2.3 below.

Interfaces with the Safety in Railway Tunnels TSI (SRT TSI) are described in point 2.4 below.

#### 2.3.**Interfaces of this TSI with the Persons with Reduced Mobility TSI**U.K.

All requirements relating to the 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**U.K.

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**U.K.

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.                  

### 3.ESSENTIAL REQUIREMENTSU.K.

The following table indicates basic parameters of this TSI and their correspondence to the essential requirements as set out                     and numbered in Annex III to Directive 2008/57/EC.                  

#### *Table 1*

**Basic Parameters of the infrastructure subsystem corresponding to the essential requirements**

### 4.DESCRIPTION OF THE INFRASTRUCTURE SUBSYSTEMU.K.

#### 4.1.**Introduction**U.K.

The Union rail system, to which Directive 2008/57/EC applies and of which the infrastructure and maintenance subsystems are                              parts, is an integrated system whose consistency needs to be verified. This consistency 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.                           

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.                           

The functional and technical specifications of the subsystem and its interfaces, described in points 4.2 and 4.3, do not impose                              the use of specific technologies or technical solutions, except where this is strictly necessary for the interoperability                              of the Union rail system.                           

Innovative solutions for interoperability 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 methods. In order to allow technological                              innovation, these specifications and assessment methods shall be developed by the process for innovative solutions described                              in Article 10.                           

Where reference is made to EN standards, any variations called ‘national deviations’ in the EN do not apply, unless otherwise                              specified in this TSI.                           

Where line speeds are stated in [km/h] as a category or performance parameter in this TSI, it shall be allowed to translate                              the speed to equivalent [mph] as in Appendix G, for Ireland and for the United Kingdom of Great Britain and Northern Ireland                              networks.                           

#### 4.2.**Functional and technical specifications of subsystem**U.K.

##### 4.2.1.*TSI Categories of Line*U.K.

Annex I to Directive 2008/57/EC recognises that the Union rail network may be subdivided into different categories for the                              Trans-European conventional rail network (point 1.1), the Trans-European high-speed rail network (point 2.1) and the extension                              of the scope (point 4.1). In order to deliver interoperability cost-effectively this TSI defines performance levels for ‘TSI                              categories of line’.                           

These TSI categories of line shall be used for the classification of existing lines to define a target system so that the                              relevant performance parameters will be met.                           

The TSI category of line shall be a combination 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.                           

For the purpose of TSI categorisation, lines are classified generically based on the type of traffic (traffic code) characterised                              by the 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 they directly control the 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 different traffic types and they do not directly impose restrictions on the traffic that may                              run over the line.                           

The performance parameters listed in Table 2 and Table 3 are not intended to be used to directly ascertain the compatibility                              between rolling stock and infrastructure.                           

Information defining the relation between maximum axle load and maximum speed according to type of vehicle is given in Appendix                              E and Appendix F.                           

The performance levels for types of traffic are set out in Table 2 and Table 3 here-under.

###### *Table 2*

**Performance parameters for passenger traffic**

###### *Table 3*

**Performance parameters for freight traffic**

For structures, axle load by itself is not sufficient to define the requirements for infrastructure. Requirements are specified                              for new structures in point 4.2.7.1.1 and for existing structures in point 4.2.7.4.                           

Passenger hubs, freight hubs and connecting lines are included in the above traffic codes, as appropriate.

Article 5(7) of Directive 2008/57/EC states:

‘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 allowed to design new and upgraded lines such that will also accommodate larger gauges, higher axle loads,                              greater speeds, greater usable length of platform and longer trains than those specified.                           

Without prejudice to Section 7.6 and point 4.2.7.1.2(3), when categorising a new line as P1, it shall be ensured that ‘Class                              I’ trains, according to the HS RST TSI (Commission Decision 2008/232/EC(7)), for a speed greater than 250 km/h, can run on that line up to the maximum speed.                           

It is permissible for specific locations on the line to be designed for any or all of the performance parameters line speed,                              usable length of platform and train length less than those set out in Table 2 and Table 3, where duly justified to meet geographical,                              urban or environmental constraints.                           

##### 4.2.2.*Basic parameters characterising the infrastructure subsystem*U.K.

###### 4.2.2.1.*List of Basic Parameters*U.K.

The Basic Parameters characterising the infrastructure subsystem, grouped according to the aspects listed in point 2.1, are:

**Line layout:**                            

Structure gauge (4.2.3.1),

Distance between track centres (4.2.3.2),

Maximum gradients (4.2.3.3),

Minimum radius of horizontal curve (4.2.3.4),

Minimum radius of vertical curve (4.2.3.5),

**Track parameters:**                            

Nominal track gauge (4.2.4.1),

Cant (4.2.4.2),

Cant deficiency (4.2.4.3),

Abrupt change of cant deficiency (4.2.4.4),

Equivalent conicity (4.2.4.5),

Railhead profile for plain line (4.2.4.6),

Rail inclination (4.2.4.7),

**Switches and crossings**                            

Design geometry of switches and crossings (4.2.5.1),

Use of swing nose crossings (4.2.5.2),

Maximum unguided length of fixed obtuse crossings (4.2.5.3),

**Track resistance to applied loads**                            

Track resistance to vertical loads (4.2.6.1),

Longitudinal track resistance (4.2.6.2),

Lateral track resistance (4.2.6.3),

**Structures resistance to traffic loads**                            

Resistance of new bridges to traffic loads (4.2.7.1),

Equivalent vertical loading for new earthworks and earth pressure effects imposed on new structures (4.2.7.2),

Resistance of new structures over or adjacent to tracks (4.2.7.3),

Resistance of existing bridges and earthworks to traffic loads (4.2.7.4),

**Immediate action limits on track geometry defects**                            

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),

The immediate action limit of track gauge as isolated defect (4.2.8.4),

The immediate action limit for cant (4.2.8.5),

The immediate action limits for switches and crossings (4.2.8.6),

**Platforms**                            

Usable length of platforms (4.2.9.1),

Platform height (4.2.9.2),

Platform offset (4.2.9.3),

Track layout alongside platforms (4.2.9.4),

**Health, safety and environment**                            

Maximum pressure variation in tunnels (4.2.10.1),

Effect of crosswinds (4.2.10.2),

Ballast pick-up (4.2.10.3)

**Provision for operation**                            

Location markers (4.2.11.1),

Equivalent conicity in service (4.2.11.2)

**Fixed installations for servicing trains**                            

General (4.2.12.1),

Toilet discharge (4.2.12.2),

Train external cleaning facilities (4.2.12.3),

Water restocking (4.2.12.4),

Refuelling (4.2.12.5),

Electric shore supply (4.2.12.6),

**Maintenance rules**                            

Maintenance file (4.5.1).

###### 4.2.2.2.*Requirements for Basic Parameters*U.K.

These requirements are described in the following paragraphs, together with any particular conditions that may be allowed                              in each case for the basic parameters and interfaces concerned.                           

The values of basic parameters specified are only valid up to a maximum line speed of 350 km/h.

For Ireland and for the United Kingdom in respect of Northern Ireland network the values of basic parameters specified are                              only valid up to a maximum line speed of 165 km/h.                           

In case of multi-rail track, requirements of this TSI are to be applied separately to each pair of rails designed to be operated                              as separate track.                           

Requirements for lines representing specific cases are described under point 7.7.

A short section of track with devices to allow transition between different nominal track gauges is allowed.

Requirements are described for the subsystem under normal service conditions. Consequences, if any, of the execution of works,                              which may require temporary exceptions as far as the subsystem performance is concerned, are dealt with in point 4.4.                           

The performance levels of trains can be enhanced by adopting specific systems, such as vehicle body tilting. Special conditions                              are allowed for running such trains, provided they do not entail restrictions for other trains not equipped with such systems.                           

##### 4.2.3.*Line layout*U.K.

###### 4.2.3.1.*Structure gauge*U.K.

The upper part of the structure gauge shall be set on the basis of the gauges selected according to point 4.2.1. Those gauges                              are defined in Annex C and in Annex D, point D.4.8 of EN 15273-3:2013.                           

The lower part of the structure gauge shall be GI2 as defined in Annex C of EN 15273-3:2013. Where tracks are equipped with                              rail brakes, structure gauge GI1 as defined in Annex C of EN 15273-3:2013 shall apply for the lower part of the gauge.                           

Calculations of the structure gauge shall be done using 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 15273-3:2013.                           

Instead of points (1) to (3), for the 1 520 mm track gauge system, all traffic codes selected according to point 4.2.1 are                              applied with the uniform structure gauge ‘S’ as defined in Appendix H to this TSI.                           

Instead of points (1) to (3), for the 1 600 mm track gauge system, all traffic codes selected according to point 4.2.1 are                              applied with the uniform structure gauge IRL1 as defined in Appendix O to this TSI.                           

###### 4.2.3.2.*Distance between track centres*U.K.

The distance between track centres shall be set on the basis of the gauges selected according to point 4.2.1.

The nominal horizontal distance between track centres for new lines shall be specified for the design and shall not be smaller                              than the values from the Table 4; it considers margins for aerodynamic effects.                           

###### *Table 4*

**Minimum nominal horizontal distance between track centres**

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 15273-3:2013.                           

Instead of points (1) to (3), for the 1 520 mm track gauge system, the nominal horizontal distance between track centres shall                              be specified 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 1 520 mm track gauge system**

Instead of point (2), for the 1 668 mm track gauge system, the nominal horizontal distance between track centres for new lines                              shall be specified for 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 1 668 mm track gauge system**

Instead of points (1) to (3), for the 1 600 mm track gauge system, the distance between track centres shall be set on the                              basis of the gauges selected according to point 4.2.1. The nominal horizontal distance between track centres shall be specified                              for the design and shall not be less than 3,57 m for gauge IRL1; it considers margins for aerodynamic effects.                           

###### 4.2.3.3.*Maximum gradients*U.K.

Gradients of tracks through passenger platforms of new lines shall not be more than 2,5 mm/m, where vehicles are intended                              to be regularly attached or detached.                           

Gradients of new stabling tracks intended for parking rolling stock shall not be more than 2,5 mm/m unless specific provision                              is made to prevent the rolling stock from running away.                           

Gradients as steep as 35 mm/m are allowed for main tracks on new P1 lines dedicated to passenger traffic at the design phase                              provided the following ‘envelope’ requirements are observed:                           

the slope of the moving average profile over 10 km is less than or equal to 25 mm/m.

the maximum length of continuous 35 mm/m gradient does not exceed 6 km.

###### 4.2.3.4.*Minimum radius of horizontal curve*U.K.

The minimum design radius of horizontal curve shall be selected with regard to the local design speed of the curve.

The minimum horizontal design curve radius for new lines shall not be less than 150 m.

Reverse curves (other those in marshalling yards where wagons are shunted individually) with radii in the range from 150 m                              up to 300 m for new lines shall be designed to prevent buffer locking. For straight intermediate track elements between the                              curves, Table 43 and Table 44 of Appendix I shall apply. For non-straight intermediate track elements, a detailed calculation                              shall be made in order to check the magnitude of the end throw differences.                           

Instead of point (2), for the 1 520 mm track gauge system, reverse curves with radii in the range from 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*U.K.

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.

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.

Instead of point (1), for the 1 520 mm track gauge system the radius of vertical curves (except the marshalling yards) shall                              be at least 5 000 m both on a crest and in a hollow.                           

Instead of point (2), for the 1 520 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*U.K.

###### 4.2.4.1.*Nominal track gauge*U.K.

European standard nominal track gauge shall be 1 435 mm.

Instead of point (1), for the 1 520 mm track gauge system the nominal track gauge shall be 1 520 mm.

Instead of point (1), for the 1 668 mm track gauge system, the nominal track gauge shall be 1 668 mm.

Instead of point (1), for the 1 600 mm track gauge system the nominal track gauge shall be 1 600 mm.

###### 4.2.4.2.*Cant*U.K.

The design cant for lines shall be limited as defined in Table 7.

###### *Table 7*

**Design cant [mm]**

The design cant on tracks adjacent to station platforms where trains are intended to stop in normal service shall not exceed                              110 mm.                           

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.

Instead of points (1) to (3), for the 1 520 mm track gauge system the design cant shall not exceed 150 mm.

Instead of point (1), for the 1 668 mm track gauge system, the design cant shall not exceed 180 mm.

Instead of point (2), for the 1 668 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.                           

Instead of point (3), for the 1 668 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 limit given by the following formula:                           

D ≤ 0,9 * (R – 50)

where D is the cant in mm and R is the radius in m.

Instead of point (1), for the 1 600 mm track gauge system the design cant shall not exceed 185 mm.

###### 4.2.4.3.*Cant deficiency*U.K.

The maximum values for cant deficiency are set out in Table 8.

###### *Table 8*

**Maximum cant deficiency [mm]**

It is permissible for trains specifically designed to travel with higher cant deficiency (for example multiple units with                              axle loads lower than set out in table 2; vehicles with special equipment for the negotiation of curves) to run with higher                              cant deficiency values, subject to a demonstration that this can be achieved safely.                           

Instead of point (1), for all types of rolling stock of the 1 520 mm track gauge system the cant deficiency shall not exceed                              115 mm. This is valid for speeds up to 200 km/h.                           

Instead of point (1), for the 1 668 mm track gauge system, the maximum values for cant deficiency are set out in Table 9.

###### *Table 9*

**Maximum cant deficiency for the 1 668 mm track gauge system [mm]**

###### 4.2.4.4.*Abrupt change of cant deficiency*U.K.

The maximum values of abrupt change of cant deficiency shall be:

130 mm for v ≤ 60 km/h,

125 mm for 60 km/h < v ≤ 200 km/h,

85 mm for 200 km/h < v ≤ 230 km/h

25 mm for v > 230 km/h.

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.                           

Instead of points (1) and (2), for the 1 520 mm track gauge system the maximum values of abrupt change of cant deficiency                              shall be:                           

115 mm for v ≤ 200 km/h,

85 mm for 200 km/h < v ≤ 230 km/h,

25 mm for v > 230 km/h.

Instead of point (1), for the 1 668 mm track gauge system, the maximum design values of abrupt change of cant deficiency shall                              be:                           

110 mm for v ≤ 115 km/h,

(399-v)/2,6 [mm] for 115 km/h < v ≤ 220 km/h,

70 mm for 220 km/h < v ≤ 230 km/h.

Abrupt change of cant deficiency is not allowed for speeds of more than 230 km/h.

###### 4.2.4.5.*Equivalent conicity*U.K.

The limiting values for equivalent conicity quoted in Table 10 shall be calculated for the amplitude (y) of the wheelset's                              lateral displacement:                           

where TG is the track gauge and SR is the distance between the flange contact faces of the wheelset.

No assessment of equivalent conicity is required for switches and crossings.

Design values of track gauge, rail head profile 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**

The following wheelsets shall be modelled passing over the designed track conditions (simulated by calculation according to                              EN 15302:2008+A1:2010):                           

S 1002 as defined in Annex C of EN 13715:2006+A1:2010 with SR1.

S 1002 as defined in Annex C of EN 13715:2006+A1:2010 with SR2.

GV 1/40 as defined in Annex B of EN 13715:2006+A1:2010 with SR1.

GV 1/40 as defined in Annex B of EN 13715:2006+A1:2010 with SR2.

For SR1 and SR2 the following values apply:

For the 1 435 mm track gauge system SR1 = 1 420 mm and SR2 = 1 426 mm.

For the 1 524 mm track gauge system SR1 = 1 505 mm and SR2 = 1 511 mm.

For the 1 600 mm track gauge system SR1 = 1 585 mm and SR2 = 1 591 mm.

For the 1 668 mm track gauge system SR1 = 1 653 mm and SR2 = 1 659 mm.

Instead of points (1) to (4), for the 1 520 mm track gauge system, no assessment of equivalent conicity is required.

###### 4.2.4.6.*Railhead profile for plain line*U.K.

The railhead profile shall be selected from 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 point (2).                           

The design of railhead profiles for plain line shall comprise:

a lateral slope on the side of the railhead angled to between vertical and 1/16 with reference to the vertical axis of the                                       railhead;                                    

the vertical distance between the top of this lateral slope and the top of the rail shall be less than 20 mm;

a radius of at least 12 mm at the gauge corner;

the horizontal distance between the crown of the rail and the tangent point shall be between 31 and 37,5 mm.

*Figure 1*

**Railhead profile**

These requirements are not applicable to expansion devices.

###### 4.2.4.7.*Rail inclination*U.K.

###### 4.2.4.7.1.Plain lineU.K.

The rail shall be inclined towards the centre of the track.

The rail inclination for a given route shall be selected from the range 1/20 to 1/40.

For sections of not more than 100 m between switches and crossings without inclination where the running speed is no more                              than 200 km/h, the laying of rails without inclination is allowed.                           

###### 4.2.4.7.2.Requirements for switches and crossingsU.K.

The rail shall be designed to be either vertical or inclined.

If the rail is inclined, the designed inclination shall be selected from the range 1/20 to 1/40.

The inclination can be given by the shape of the active part of the rail head profile.

Within switches and crossings where the running speed is more than 200 km/h and no more than 250 km/h, the laying of rails                              without inclination is allowed provided that it is limited to sections not exceeding 50 m.                           

For speeds of more than 250 km/h the rails shall be inclined.

##### 4.2.5.*Switches and crossings*U.K.

###### 4.2.5.1.*Design geometry of switches and crossings*U.K.

Point 4.2.8.6 of this TSI defines immediate action limits for switches and crossings that are compatible with geometrical                     characteristics of wheelsets as defined in the rolling stock TSIs. It will be the task of the infrastructure manager to decide                     geometrical design values appropriate to its maintenance plan.                  

###### 4.2.5.2.*Use of swing nose crossing*U.K.

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*U.K.

The design value of the maximum unguided length of fixed obtuse crossings shall be in accordance with the requirements set                     out in Appendix J to this TSI.                  

##### 4.2.6.*Track resistance to applied loads*U.K.

###### 4.2.6.1.*Track resistance to vertical loads*U.K.

The track design, including switches and crossings, shall take into account at least the following forces:

the axle load selected according to point 4.2.1;

maximum vertical wheel forces. Maximum wheel forces for defined test conditions are defined in EN 14363:2005 point 5.3.2.3.

vertical quasi-static wheel forces. Maximum quasi-static wheel forces for defined test conditions are defined in EN 14363:2005                              points 5.3.2.3.                           

###### 4.2.6.2.*Longitudinal track resistance*U.K.

###### 4.2.6.2.1.Design forcesU.K.

The track, including switches and crossings, shall be designed to withstand longitudinal forces equivalent to the force arising                     from braking of 2,5 m/s2 for the performance parameters chosen in accordance with point 4.2.1.                  

###### 4.2.6.2.2.Compatibility with braking systemsU.K.

The track, including switches and crossings, shall be designed to be compatible with the use of magnetic braking systems for                              emergency braking.                           

The requirements for the design of track, including switches and crossings, which are compatible with the use of eddy current                              braking systems are an open point.                           

For the 1 600 mm track gauge system it shall be allowed not to apply point (1).

###### 4.2.6.3.*Lateral track resistance*U.K.

The track design, including switches and crossings, shall take into account at least the following forces:

lateral forces; Maximum lateral forces exerted by a wheel set on the track for defined test conditions are defined in EN 14363:2005                              point 5.3.2.2.                           

quasi-static guiding forces; Maximum quasi-static guiding forces Yqst for defined radii and test conditions are defined in                              EN 14363:2005 point 5.3.2.3.                           

##### 4.2.7.*Structures resistance to traffic loads*U.K.

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 points in the national annexes to these standards if they                     exist.                  

###### 4.2.7.1.*Resistance of new bridges to traffic loads*U.K.

###### 4.2.7.1.1.Vertical loadsU.K.

Structures shall be designed to support vertical loads in accordance with the following load models, defined in EN 1991-2:2003/AC:2010:

Load Model 71, as set out in EN 1991-2:2003/AC:2010 point 6.3.2 (2)P

In addition, for continuous bridges, Load Model SW/0, as set out in EN 1991-2:2003/AC:2010 point 6.3.3 (3)P

The load models shall be multiplied by the factor alpha (a) as set out in EN 1991-2:2003/AC:2010 points 6.3.2 (3)P and 6.3.3                              (5)P.                           

The value of factor alpha (a) shall be equal to or greater than the values set out in Table 11.

###### *Table 11*

**Factor alpha (a) for the design of new structures**

###### 4.2.7.1.2.Allowance for dynamic effects of vertical loadsU.K.

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 points 6.4.3 (1)P and 6.4.5.2 (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 designed for HSLM defined in EN 1991-2:2003/AC:2010 paragraphs 6.4.6.1.1 (3) to (6)                              inclusive.                           

It is permissible to design new bridges such that they will also accommodate an individual passenger train with higher axle                              loads than covered by HSLM. The dynamic analysis shall be undertaken using the characteristic value of the loading from the                              individual train taken as the design mass under normal payload in accordance with Appendix K with an allowance for passengers                              in standing areas in accordance with Note 1 of Appendix K.                           

###### 4.2.7.1.3.Centrifugal forcesU.K.

Where the track on a bridge is curved over the whole or part of the length of the bridge, the centrifugal force shall be taken                     into account in the design of 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 forcesU.K.

The nosing force shall be taken into account in the design of structures as set out in EN 1991-2:2003/AC:2010 point 6.5.2.

###### 4.2.7.1.5.Actions due to traction and braking (longitudinal loads)U.K.

Traction and braking forces shall be taken into account in the design of structures as set out in EN 1991-2:2003/AC:2010 paragraphs                     6.5.3 (2)P, (4), (5), (6).and (7)P.                  

###### 4.2.7.1.6.Design track twist due to rail traffic actionsU.K.

The maximum total design track twist due to rail traffic actions shall not exceed the values set out in paragraph 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*U.K.

Earthworks shall be designed and earth pressure effects shall be specified taking into account the vertical loads produced                              by the Load Model 71, as set out in EN 1991-2:2003/AC:2010 paragraph 6.3.2(2).                           

The equivalent vertical loading shall be multiplied by the factor alpha (a) as set out in EN 1991-2:2003/AC:2010 paragraph                              6.3.2 (3)P. The value of a 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*U.K.

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 and earthworks to traffic loads*U.K.

Bridges and earthworks shall be brought to a specified level of interoperability according to the TSI category of line as                              defined in point 4.2.1.                           

The minimum capability requirements for structures for each traffic code are given in Appendix E. The values represent the                              minimum target level that structures must be capable of for the line to be declared interoperable.                           

The following cases are relevant:

Where an existing structure is replaced by a new structure then the new structure shall be in accordance with the requirements                                       of point 4.2.7.1 or point 4.2.7.2.                                    

If the minimum capability of the existing structures expressed by the published EN line category in combination with the allowed                                       speed satisfies the requirements in Appendix E then the existing structures satisfy the relevant interoperability requirements.                                    

Where the capability of an existing structure does not satisfy the requirements in Appendix 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 Appendix                                       E.                                    

For the United Kingdom of Great Britain and Northern Ireland networks, in paragraphs (2) and (3) above the EN line category                              may be replaced by Route Availability (RA) number (delivered in accordance with the national technical rule notified for this                              purpose) and consequently reference to Appendix E are replaced by reference to Appendix F.                           

##### 4.2.8.*Immediate action limits on track geometry defects*U.K.

###### 4.2.8.1.*The immediate action limit for alignment*U.K.

The immediate action limits for isolated defects in alignment are set out in point 8.5 of EN 13848-5:2008+A1:2010. Isolated                              defects shall not exceed the limits of wavelength range D1 as set out in Table 6 of the EN Standard                           

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 limit for longitudinal level*U.K.

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 of the EN Standard                           

The immediate action limits for isolated defects 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*U.K.

The immediate action limit for track twist as an isolated defect is given as a zero to peak value. Track twist is defined                              in EN 13848-1:2003+A1:2008 point 4.6.                           

The track twist limit is a function of the measurement base applied according to EN 13848-5:2008+A1:2010 point 8.6.

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 measurement shall include at least one base between 2 and 5                              m.                           

Instead of points (1) and (2), for the 1 520 mm track gauge system the track twist, for a base length of 10 m, shall be not                              more than:                           

16 mm for passenger lines with v > 120 km/h or freight lines with v > 80 km/h

20 mm for passenger lines with v ≤ 120 km/h or freight lines with v ≤ 80 km/h

Instead of point (3), for the 1 520 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                              measurement shall include at least one base of 10 m.                           

Instead of point (2), for the 1 668 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:                           

Twist limit = (20/l + 3) for u ≤ 0,67 × (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

Twist limit = (20/l + 1,5) for 0,67 × (r – 100) < u < 0,9 × (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*U.K.

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**

Instead of point (1), for the 1 520 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 1 520 mm track gauge system**

Instead of point (1), for the 1 600 track gauge system the immediate action limits of track gauge as an isolated defect are:

minimum track gauge: 1 591 mm

maximum track gauge: 1 635 mm.

###### 4.2.8.5.*The immediate action limit for cant*U.K.

The maximum cant allowed in service is 180 mm.

The maximum cant allowed in service is 190 mm for dedicated passenger traffic lines.

Instead of points (1) and (2), for the 1 520 mm track gauge system, the maximum cant allowed in service is 150 mm.

Instead of points (1) and (2), for the 1 600 mm track gauge system, the maximum cant allowed in service is 185 mm.

Instead of points (1) and (2), for the 1 668 mm track gauge system, the maximum cant allowed in service is 200 mm.

###### 4.2.8.6.*The immediate action limits for switches and crossings*U.K.

*Figure 2*

**Point retraction in fixed common crossings**

The technical characteristics of switches and crossings shall comply with the following in-service values:

Maximum value of free wheel passage in switches: 1 380 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.                                    

Minimum value of fixed nose protection for common crossings: 1 392 mm.

This value is measured 14 mm below 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 demonstrate                                       that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP).                                    

Maximum value of free wheel passage at crossing nose: 1 356 mm.

Maximum value of free wheel passage at check rail/wing rail entry: 1 380 mm.

Minimum flangeway width: 38 mm.

Minimum flangeway depth: 40 mm.

Maximum height of check rail: 70 mm.

All relevant requirements for switches and crossings are also applicable to other technical solutions using switch rails,                              for example side modifiers used in multi-rail track.                           

Instead of point (1), for the 1 520 mm track gauge system the technical characteristics of switches and crossings shall comply                              with the following in-service values:                           

Minimum value of bypass at the narrowest location between open switch rail and stock rail is 65 mm.

Minimum value of fixed nose protection for common crossings is 1 472 mm

This value is measured 13 mm below 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 demonstrate that the point retraction is sufficient to guarantee                                       that the wheel will not hit the nose at the actual point (RP).                                    

Maximum value of free wheel passage at crossing nose is 1 435 mm

Minimum flangeway width is 42 mm

Minimum flangeway depth is 40 mm

Maximum height of check rail is 50 mm

Instead of point (1), for the 1 600 mm track gauge system the technical characteristics of switches and crossings shall comply                              with the following in-service values:                           

Maximum value of free wheel passage in switches: 1 546 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.                                    

Minimum value of fixed nose protection for common crossings: 1 556 mm.

This value is measured 14 mm below 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 demonstrate                                       that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP).                                    

Maximum value of free wheel passage at crossing nose: 1 520 mm.

Maximum value of free wheel passage at check rail/wing rail entry: 1 546 mm.

Minimum flangeway width: 38 mm.

Minimum flangeway depth: 40 mm.

Maximum height of check rail above head of running rail: 25 mm.

##### 4.2.9.*Platforms*U.K.

The requirements of this point are only applicable to passenger platforms where trains are intended to stop in normal service.

For the requirements of this point it is permissible to design platforms required for the current service requirement provided                              provision is made for the reasonably foreseeable future service requirements. When specifying the interfaces with trains intended                              to stop at the platform, consideration shall be given to both the current service requirements and the reasonably foreseeable                              service requirements at least 10 years following the bringing into service of the platform.                           

###### 4.2.9.1.*Usable length of platforms*U.K.

The usable length of a platform shall be defined according to point 4.2.1.

###### 4.2.9.2.*Platform height*U.K.

The nominal platform height shall be 550 mm or 760 mm above the running surface for radii of 300 m or more.

For smaller radii the nominal platform height may be adjusted depending on the platform offset to minimise the stepping distance                              between the train and the platform.                           

For platforms where trains, which are outside the scope of the LOC&PAS TSI, are intended to stop, different provisions for                              the nominal platform height might apply.                           

Instead of points (1) and (2), for the 1 520 mm track gauge system the nominal platform height shall be 200 mm or 550 mm above                              the running surface.                           

Instead of points (1) and (2), for the 1 600 mm track gauge system the nominal platform height shall be 915 mm above the running                              surface.                           

###### 4.2.9.3.*Platform offset*U.K.

The distance between the track centre and the platform edge parallel to the running plane (bq), as defined in chapter 13 of EN 15273-3:2013, shall be set on the basis of the installation limit gauge (bqlim). The installation limit gauge shall be calculated on the basis of the gauge G1.                           

The platform shall be built close to the gauge within a maximum tolerance of 50 mm. The value for bq shall therefore respond to:                           

bqlim ≤ bq ≤ bqlim + 50 mm.                           

Instead of points (1) and (2), for the 1 520 mm track gauge system the platform offset shall be:

1 920 mm for platforms with heights of 550 mm and

1 745 mm for platforms with height of 200 mm.

Instead of points (1) and (2), for the 1 600 mm track gauge system the platform offset shall be 1 560 mm.

###### 4.2.9.4.*Track layout alongside platforms*U.K.

Track adjacent to the platforms for new lines shall preferably be straight, but shall nowhere have a radius of less than 300                              m.                           

No values are specified for an existing track alongside new, renewed or upgraded platforms.

##### 4.2.10.*Health, safety and environment*U.K.

###### 4.2.10.1.*Maximum pressure variations in tunnels*U.K.

Any tunnel or underground structure intended to be operated at speeds greater than or equal to 200 km/h has to provide that                              maximum pressure variation, caused by the passage of a train running at the maximum allowed speed in the tunnel, do not exceed                              10 kPa during the time taken for the train to pass through the tunnel.                           

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*U.K.

A line is interoperable from the cross wind point of view if safety is ensured for a reference train running along that line                              under the most critical operational conditions.                           

The rules for proving conformity shall take into account the characteristic wind curves of the reference trains defined in                              the LOC&PAS TSI.                           

If safety cannot be achieved without mitigating 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. 

It shall be demonstrated that safety is achieved after measures taken.

###### 4.2.10.3.*Ballast pick-up*U.K.

The aerodynamic interaction between rolling stock and infrastructure may cause the lifting and further blowing away of ballast                              stones from the track bed.                           

The requirements for the infrastructure subsystem aimed at mitigating the risk for ‘ballast pick up’ apply only to lines with                              maximum speed greater than or equal to 200 km/h.                           

The requirements of point (2) above are an open point.

##### 4.2.11.*Provision for operation*U.K.

###### 4.2.11.1.*Location markers*U.K.

Location markers shall be provided at nominal intervals along the track of not more than 1 000 m.

###### 4.2.11.2.*Equivalent conicity in service*U.K.

If ride instability is reported, the railway undertaking and the infrastructure manager shall localise the section of the                              line in a joint investigation according paragraphs (2) and (3) hereafter.                           

*Note:* This joint investigation is also specified in point 4.2.3.4.3.2 of TSI LOC & PAS for action on rolling stock.U.K.                           

The infrastructure manager shall measure the track gauge and the railhead 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) – (d) mentioned                              in paragraph 4.2.4.5(4) of this TSI in order to check for compliance, for the purpose of the joint investigation, with the                              limit equivalent conicity for the track specified in Table 14.                           

###### *Table 14*

**Equivalent conicity in service limit values for the track (for the purpose of joint investigation)**

If the mean equivalent conicity over 100 m complies with the limit values in Table 14, a joint investigation by the railway                              undertaking and the infrastructure manager shall be undertaken to specify the reason for the instability.                           

##### 4.2.12.*Fixed installations for servicing trains*U.K.

###### 4.2.12.1.*General*U.K.

This point 4.2.12 sets out the infrastructure elements of the maintenance subsystem required for servicing trains.

###### 4.2.12.2.*Toilet discharge*U.K.

Fixed installations for toilet discharge shall be compatible with the characteristics of the retention toilet system specified                     in the rolling stock TSI.                  

###### 4.2.12.3.*Train external cleaning facilities*U.K.

Where a washing plant is provided it shall be able to clean the outer sides of single or double-deck trains between a height                              of:                           

500 to 3 500 mm for a single-deck train,

500 to 4 300 mm for double-deck trains.

The washing plant shall be designed so that trains can be driven through it at any speed between 2 km/h and 5 km/h.

###### 4.2.12.4.*Water restocking*U.K.

Fixed equipment for water restocking shall be compatible with the characteristics of the water system specified in the rolling                              stock TSI.                           

Fixed equipment for drinking water supply on the interoperable network shall be supplied with drinking water meeting the requirements                              of Council Directive 98/83/EC(8).                           

###### 4.2.12.5.*Refuelling*U.K.

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*U.K.

Where provided, electrical shore supply shall be by means of one or more of the power supply systems specified in the rolling                     stock TSIs.                  

#### 4.3.**Functional and technical specification of the interfaces**U.K.

From the standpoint of technical compatibility, the interfaces of the infrastructure subsystem with the other subsystems are                     like described in the following points.                  

##### 4.3.1.*Interfaces with the rolling stock subsystem*U.K.

###### *Table 15*

**Interfaces with the rolling stock subsystem, ‘Locomotives and Passenger Rolling Stock TSI’**

###### *Table 16*

**Interfaces with the rolling stock subsystem, ‘Freight Wagons TSI’**

##### 4.3.2.*Interfaces with the energy subsystem*U.K.

###### *Table 17*

**Interfaces with the energy subsystem**

##### 4.3.3.*Interfaces with the control command and signalling subsystem*U.K.

###### *Table 18*

**Interfaces with the control command and signalling subsystem**

##### 4.3.4.*Interfaces with the operation and traffic management subsystem*U.K.

###### *Table 19*

**Interfaces with the operation and traffic management subsystem**

#### 4.4.**Operating rules**U.K.

Operating rules are developed within the procedures described in the infrastructure manager's safety management system. These                              rules take into account the documentation related to operation which forms 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.                           

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 sections 4 and 5 of this TSI.                           

#### 4.5.**Maintenance rules**U.K.

Maintenance rules are developed within the procedures described in the infrastructure manager's safety management system.

The maintenance file shall be prepared before placing a line into service as the part of the technical file accompanying the                              declaration of verification                           

The maintenance plan shall be drawn up for the subsystem to ensure that the requirements set out in this TSI are maintained                              during its lifetime.                           

##### 4.5.1.*Maintenance file*U.K.

A maintenance file shall contain at least:

a set of values for immediate action limits,

the measures taken (for example speed restriction, repair time) when prescribed limits are not met,

related to track geometric quality and limits on isolated defects.

##### 4.5.2.*Maintenance plan*U.K.

The infrastructure manager shall have a maintenance plan containing the items listed in point 4.5.1 together with at least                     the following items related to the same elements:                  

a set of values for intervention limits and alert limits,

a statement about the methods, professional competences of staff and personal protective safety equipment necessary to be                              used,                           

the rules to be applied for the protection of people working on or near the track,

the means used to check that in-service values are respected.

#### 4.6.**Professional qualifications**U.K.

The professional qualifications of staff required 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**U.K.

The health and safety conditions of staff required for the operation and maintenance of the infrastructure subsystem shall                              be compliant with the the relevant European and national legislation.                           

The issue is covered by the procedures described in the infrastructure manager's safety management system.

### 5.INTEROPERABILITY CONSTITUENTSU.K.

#### 5.1.**Basis on which interoperability constituents have been selected**U.K.

The requirements of point 5.3 are based on a traditional design of ballasted track with Vignole (flat-bottom) rail on concrete                              or wooden sleepers and fastening providing resistance to longitudinal slip by bearing on the rail foot.                           

Components and subassemblies used for the construction of other designs of track are not considered to be interoperability                              constituents.                           

#### 5.2.**List of constituents**U.K.

For the purposes of this technical specification for interoperability, only the following elements, whether individual components                              or subassemblies of the track are declared to be ‘interoperability constituents’:                           

the rail (5.3.1),

the rail fastening systems (5.3.2),

track sleepers (5.3.3).

The following points describe the specifications applicable to each of these constituents.

Rails, fastenings and sleepers used for short length of track for specific purposes, for example in switches and crossings,                              at expansion devices, transition slabs and special structures, are not considered to be interoperability constituents.                           

#### 5.3.**Constituents performances and specifications**U.K.

##### 5.3.1.*The rail*U.K.

The specifications of the ‘rail’ interoperability constituent concern the following parameters:

railhead profile,

rail steel.

###### 5.3.1.1.*Railhead profile*U.K.

The rail head profile shall fulfil the requirements of point 4.2.4.6 ‘Railhead profile for plain line’.

###### 5.3.1.2.*Rail steel*U.K.

The rail steel is relevant to the requirements of point 4.2.6 ‘Track resistance to applied loads’.

The rail steel shall meet the following requirements:

The rail hardness shall be at least 200 HBW.

The tensile strength shall be at least 680 MPa.

Minimum number of cycles at fatigue test without failure shall be at least 5 × 106.                                    

##### 5.3.2.*The rail fastening systems*U.K.

The rail fastening system is relevant to the requirements of point 4.2.6.1 for ‘Track resistance to vertical loads’, point                              4.2.6.2 for ‘Longitudinal track resistance’ and point 4.2.6.3 for ‘Lateral track resistance’.                           

The rail fastening system shall comply in laboratory test conditions with the following requirements:

the longitudinal force required to cause the rail to begin to slip (i.e. move in an inelastic way) through a single rail fastening                                       assembly shall be at least 7 kN and for speeds of more than 250 km/h shall be at least 9 kN,                                    

the rail fastening shall resist application of 3 000 000 cycles of the typical load applied in a sharp curve, such that the                                       performance of the fastening in terms of clamping force and longitudinal restraint is not degraded by more than 20 % and vertical                                       stiffness 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 inclination, rail pad and type of sleepers with which the fastening system may be used. 

##### 5.3.3.*Track sleepers*U.K.

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 point 4.2.4.1 for ‘Nominal track gauge’, point 4.2.4.7 for ‘Rail inclination’                              and point 4.2.6 for ‘Track resistance to applied loads’.                           

For the nominal track gauge system of 1 435 mm, the design track gauge for track sleepers shall be 1 437 mm.

### 6.ASSESSMENT OF CONFORMITY OF INTEROPERABILITY CONSTITUENTS AND EC VERIFICATION OF THE SUBSYSTEMSU.K.

Modules for the procedures for assessment of conformity and suitability for use and EC verification are defined in Article                     8 of this Regulation.                  

#### 6.1.**Interoperability Constituents**U.K.

##### 6.1.1.*Conformity assessment procedures*U.K.

The conformity assessment procedure of interoperability constituents as defined in section 5 of this TSI shall be carried                              out by application of the relevant modules.                           

Serviceable interoperability constituents that are suitable for reuse are not subject to the conformity assessment procedures.

##### 6.1.2.*Application of modules*U.K.

The following modules for conformity assessment of interoperability constituents are used:

CA ‘Internal production control’

CB ‘EC type examination’

CC ‘Conformity to type based on internal production control’

CD ‘Conformity to type based on quality management system of the production process’

CF ‘Conformity to type based on product verification’

CH ‘Conformity based on full quality management system’

The modules for conformity assessment of interoperability constituents shall be chosen from those shown in Table 20.

###### *Table 20*

**Modules for conformity assessment to be applied for interoperability constitunents**

In the case of products placed on the market 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 and verification of interoperability constituents have been considered successful for previous 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 positively proven in the past, the procedure for                              interoperability constituents placed on the EU market after publication of this TSI applies.                           

The conformity assessment of interoperability constituents shall cover the phases and characteristics as indicated in Table                              36 of Appendix A to this TSI.                           

##### 6.1.3.*Innovative solutions for interoperability constituents*U.K.

If an innovative solution is proposed for an interoperability constituent, the procedure described in Article 10 shall apply.

##### 6.1.4.*EC declaration of conformity for interoperability constituents*U.K.

###### 6.1.4.1.*Interoperability constituents subject to other European Union Directives*U.K.

Article 13(3) of Directive 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.’                           

According to Annex IV (3) of Directive 2008/57/EC, the EC declaration of conformity shall be accompanied by the statement                              setting out the condition of use.                           

###### 6.1.4.2.*EC declaration of conformity for rails*U.K.

No statement setting out the conditions of use is required.

###### 6.1.4.3.*EC declaration of conformity for rail fastening systems*U.K.

The EC declaration of conformity shall be accompanied by statement setting out:

the combination of rail, rail inclination, rail pad and type of sleepers with which the fastening system may be used

the maximum axle load the rail fastening system is designed to accommodate.

###### 6.1.4.4.*EC declaration of conformity for track sleepers*U.K.

The EC declaration of conformity shall be accompanied by statement setting out:

the combination of rail, rail inclination and type of rail fastening system with which the sleeper may be used,

the nominal and design track gauge,

the combinations of axle load and train speed the track sleeper is designed to accommodate.

##### 6.1.5.*Particular assessment procedures for interoperability constituents*U.K.

###### 6.1.5.1.*Assessment of rails*U.K.

Assessment of rail steel shall be done according to the following requirements:

Rail hardness shall be tested for position RS according to EN 13674-1:2011 paragraph 9.1.8, measured using one specimen (control                              sample out of production).                           

Tensile strength shall be tested according to EN 13674-1:2011 paragraph 9.1.9, measured using one specimen (control sample                              out of production).                           

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*U.K.

Until 31 May 2021 a design track gauge for track sleepers below 1 437 mm shall be allowed.

For polyvalent gauge and multiple gauge track sleepers it is allowed not to assess the design track gauge for the nominal                              track gauge of 1 435 mm.                           

#### 6.2.**Infrastructure subsystem**U.K.

##### 6.2.1.*General provisions*U.K.

At the request of the applicant, the notified body carries out the EC verification of the infrastructure subsystem in accordance                              with Article 18 of Directive 2008/57/EC and in accordance with the provisions of the relevant modules.                           

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 notified body shall consider the results of these tests                              and assessments for the EC verification.                           

The EC verification of the infrastructure subsystem shall cover the phases and characteristics indicated in Table 37 in Appendix                              B to this TSI.                           

Performance parameters as set out in point 4.2.1 of this TSI are not subject to the EC verification of the subsystem.

Particular assessment procedures for specific basic parameters of infrastructure subsystem are set out in point 6.2.4.

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*U.K.

For the EC verification procedure of the infrastructure subsystem, the applicant may choose either:

Module SG: EC verification based on unit verification, or

Module SH1: EC verification based on full quality management system plus design examination.

###### 6.2.2.1.*Application of module SG*U.K.

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 obtained using track recording vehicle or other measuring                     devices), the notified body shall take this information into account to assess conformity.                  

###### 6.2.2.2.*Application of module SH1*U.K.

The SH1 module may be chosen only where the activities contributing to the proposed subsystem to be verified (design, manufacturing,                     assembling, installation) are subject to a quality management system for design, production, final product inspection and                     testing, approved and surveyed by a notified body.                  

##### 6.2.3.*Innovative solutions*U.K.

If an innovative solution is proposed for the infrastructure subsystem, the procedure described in Article 10 shall apply.

##### 6.2.4.*Particular assessment procedures for infrastructure subsystem*U.K.

###### 6.2.4.1.*Assessment of Structure gauge*U.K.

Assessment of structure gauge as a design review shall be done against characteristic cross sections using the results of                              calculations made by infrastructure manager or the contracting entity on the basis of sections 5, 7, 10, Annex C and point                              D.4.8 of Annex D of EN 15273-3:2013.                           

Characteristic cross sections are:

track without cant,

track with maximum cant,

track with a civil engineering structure over the line

any other location 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.                                    

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.                           

Instead of point (1), for the 1 520 mm track gauge 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 Appendix H to this TSI.                           

Instead of point (1), for the 1 600 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 Appendix O to this TSI.                           

###### 6.2.4.2.*Assessment of distance between track centres*U.K.

A design review for assessment of the distance between track centres shall be done using the results of calculations made                              by the Infrastructure Manager or the contracting entity on the basis of chapter 9 of EN 15273-3:2013. The nominal distance                              between track centres shall be checked at the line layout where distances are given in parallel to the horizontal plane. The                              limit installation distance between track centres shall be checked with the radius and relevant cant.                           

After assembly before putting into service, distance between track centres shall be verified at critical locations where the                              limit installation distance between track centres as defined according chapter 9 of EN 15273-3:2013 is approached by less                              than 50 mm.                           

Instead of point (1), for the 1 520 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 infrastructure manager or the contracting entity. The nominal                              distance between track centres shall be checked at the line layout where distances are given in parallel to the horizontal                              plane. The limit installation distance between track centres shall be checked with the radius and relevant cant.                           

Instead of point (2), for the 1 520 mm track gauge system after assembly before putting into service, distance between track                              centres shall be verified at critical locations where the limit installation distance between track centres is approached                              by less than 50 mm.                           

###### 6.2.4.3.*Assessment of nominal track gauge*U.K.

Assessment of the nominal track gauge at design review shall be done by checking the self-declaration of the applicant.

Assessment of the nominal track gauge at assembly before putting into service shall be done by checking the interoperability                              constituent sleeper's certificate. For non-certified interoperability constituents assessment of the nominal track gauge shall                              be done by checking the self-declaration of the applicant.                           

###### 6.2.4.4.*Assessment of track layout*U.K.

At design review the curvature, cant, cant deficiency and abrupt change of cant deficiency shall be assessed against the local                              design speed.                           

Assessment of switches and crossings layout is not required.

###### 6.2.4.5.*Assessment of cant deficiency for trains designed to travel with higher cant deficiency*U.K.

Point 4.2.4.3(2) states that ‘It is permissible for trains specifically designed to travel with higher cant deficiency (for                     example multiple units with lower axle loads; vehicles with special equipment for the negotiation 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 infrastructure 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*U.K.

Assessment of design values for equivalent conicity shall be done using the results of calculations made by the infrastructure                     manager or the contracting entity on the basis of EN 15302:2008+A1:2010.                  

###### 6.2.4.7.*Assessment of railhead profile*U.K.

The design profile of new rails shall be checked against point 4.2.4.6.

Reused serviceable rails shall not be subject to the requirements for railhead profile as set out in point 4.2.4.6.

###### 6.2.4.8.*Assessment of switches and crossings*U.K.

Assessment of switches and crossings related to points 4.2.5.1 to 4.2.5.3 shall be done by checking that a self-declaration                     of the infrastructure manager or contracting entity exists.                  

###### 6.2.4.9.*Assessment of new structures, earthworks and earth pressure effects*U.K.

Assessment of new structures shall be done by checking the traffic loads and the track twist limit used for design against                              the minimum requirements of points 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 value of factor alpha used in the design according to point 4.2.7.1 it is only necessary                              to check that the value of factor alpha satisfies Table 11.                           

Assessment of new earthworks and earth pressure effects shall be done by checking the vertical loads used for design according                              to requirements of point 4.2.7.2. When reviewing the value of factor alpha used in the design according to point 4.2.7.2 it                              is only necessary to check that the value 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*U.K.

Assessment of existing structures against the requirements of point 4.2.7.4(3) (b) and (c) shall be done by one of the following                              methods:                           

check that the values of EN line categories, in combination with the allowed speed published or intended to be published for                                       the lines containing the structures, is in line with the requirements of Appendix E of this TSI,                                    

check that the values of EN line categories, in combination with the allowed speed specified for the structures or for the                                       design, is in line with the requirements of Appendix E of this TSI,                                    

check the traffic loads specified for the structures or for the design against the minimum requirements of points 4.2.7.1.1                                       and 4.2.7.1.2. When reviewing the value of factor alpha according to point 4.2.7.1.1 it is only necessary to check that the                                       value of factor alpha is in line with the value of factor alpha mentioned in Table 11.                                    

It is not required to review the design nor carry out any calculations.

For existing structures assessment point 4.2.7.4(4) applies respectively.

###### 6.2.4.11.*Assessment of platform offset*U.K.

Assessment of the distance between the track centre and the platform edge as a design review shall be done using the results                              of calculations made by the Infrastructure Manager or the contracting entity on the basis of chapter 13 of EN 15273-3:2013.                           

After assembly before putting into service clearances shall be verified. The offset is checked at the ends of the platform                              and every 30 m in straight track and every 10 m in curved track.                           

Instead of point (1), for the 1 520 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 point 4.2.9.3. Point (2) applies accordingly.                           

Instead of point (1), for the 1 600 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 point 4.2.9.3(4). Point (2) applies accordingly.                           

###### 6.2.4.12.*Assessment of maximum pressure variations in tunnels*U.K.

Assessment of maximum pressure variation in the tunnel (10 kPa criterion) shall be done using the results of numerical 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 expected operational conditions with the trains complying with the Locomotives and Passengers TSI and intended                              to run at speeds greater than or equal to 200 km/h in the specific tunnel to be assessed.                           

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.                           

The reference cross section areas of the interoperable trains (constant along a train) to be considered is to be, independently                              to each motor or trailer vehicle:                           

12 m2 for vehicles designed for GC and DE3 reference kinematic profile,                                    

11 m2 for vehicles designed for GA and GB reference kinematic profile,                                    

10 m2 for vehicles designed for G1 reference kinematic profiles.                                    

The vehicle gauge to be considered shall be set on the basis of the gauges selected according to point 4.2.1.

The assessment may take into account construction features which reduce the pressure variation if any, as well as the tunnel                              length.                           

The pressure variations due to atmospheric or geographical conditions can be neglected.

###### 6.2.4.13.*Assessment of effect of crosswinds*U.K.

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 the railway undertaking.                  

###### 6.2.4.14.*Assessment of fixed installations for servicing trains*U.K.

Assessment of fixed installations for servicing trains is in the responsibility of the Member State concerned.

##### 6.2.5.*Technical solutions giving presumption of conformity at design stage*U.K.

Presumption of conformity at design stage for technical solutions may be assessed prior and independent from a specific project.

###### 6.2.5.1.*Assessment of track resistance for plain line*U.K.

The demonstration of conformity of the track to the requirements of point 4.2.6 may be done by reference to an existing track                              design which meets the operating conditions intended for the subsystem concerned.                           

A track design shall be defined by the technical characteristics as set out in Appendix C.1 to this TSI and by its operating                              conditions as set out in Appendix D.1 to this TSI.                           

A track design is considered to be existing, if both of the following conditions are met:

the track design has been in normal operation for at least one year and

the total tonnage over the track was at least 20 million gross tons for the period of normal operation.

The operating conditions for an existing track design refer to conditions which have been applied in normal operation.

The assessment to confirm an existing track design shall be performed by checking that the technical characteristics as set                              out in Appendix C.1 to this TSI and conditions of use as set out in Appendix D.1 to this TSI are specified and that the reference                              to the previous use of the track design is available.                           

When a previously assessed existing track design is used in a project, the notified body shall only assess that the conditions                              of use are respected.                           

For new track designs that are based on existing track designs, a new assessment can be performed by verifying the differences                              and evaluating their impact on the track resistance. This assessment may be supported for example by computer simulation or                              by laboratory or in situ testing.                           

A track design is considered to be new, if at least one of the technical characteristics set out in Appendix C to this TSI                              or one of conditions of use set out in Appendix D to this TSI is changed.                           

###### 6.2.5.2.*Assessment for switches and crossing*U.K.

The provisions as set out in point 6.2.5.1 are applicable for the assessment of track resistance for switches and crossings.                              Appendix C.2 sets out the technical characteristics of switches and crossings design and Appendix D.2 sets out the conditions                              of use of switches and crossings design.                           

Assessment of design geometry of switches and crossings shall be done according to point 6.2.4.8 of this TSI.

Assessment of maximum unguided length of fixed obtuse crossings shall be done according to point 6.2.4.8 of this TSI.

#### 6.3.**EC Verification when speed is used as a migration criterion**U.K.

Point 7.5 allows a line to be put into service at a lower speed than the ultimate intended speed. This point sets out requirements                              for EC verification in this case.                           

Some limiting values set out in section 4 depend on the intended speed of the route. Conformity should be assessed at the                              intended ultimate speed; however it is permissible to assess speed dependant characteristics at the lower speed at the time                              of placing in service.                           

The conformity of the other characteristics for the intended speed of the route remains valid.

To declare the interoperability at this intended speed, it is only necessary to assess the conformity of the characteristics                              temporarily not respected, when they are brought up to the required level.                           

#### 6.4.**Assessment of maintenance file**U.K.

Point 4.5 requires the infrastructure manager to have for each interoperable line a maintenance file for the infrastructure                              subsystem.                           

The notified body shall confirm that the maintenance file exists and contains the items listed in point 4.5.1. The notified                              body is not responsible for assessing the suitability of the detailed requirements set out in the maintenance file.                           

The notified body shall include a reference to the maintenance file required by point 4.5.1 of this TSI in the technical file                              referred to in Article 18(3) of Directive 2008/57/EC.                           

#### 6.5.**Subsystems containing Interoperability constituents not holding an EC declaration**U.K.

##### 6.5.1.*Conditions*U.K.

Until 31 May 2021, a notified body is allowed 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 suitability for use according to this TSI, if the following criteria are complied with:                           

the conformity of the subsystem has been checked against the requirements of section 4 and in relation to sections 6.2 to                                       7 (except point 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                                    

the interoperability constituents, which are not covered by the relevant EC declaration of conformity 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.                                    

EC declarations of conformity and/or suitability for use shall not be drawn up for the interoperability constituents assessed                              in this manner.                           

##### 6.5.2.*Documentation*U.K.

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.                           

The EC declaration of verification of the subsystem shall indicate clearly:

Which interoperability constituents have been assessed as part of the subsystem;

Confirmation that the subsystem contains the interoperability constituents identical to those verified as part of the subsystem;

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 incorporation into the subsystem, including the application of national rules notified                                       under Article 17 of Directive 2008/57/EC.                                    

##### 6.5.3.*Maintenance of the subsystems certified according to 6.5.1.*U.K.

During and after the transition period and until the subsystem is upgraded or renewed (taking into account the decision of                              Member State on application of TSIs), the interoperability constituents which do not hold an EC Declaration of conformity                              and/or suitability for use and are of the same type are allowed to be used as maintenance related replacements (spare parts)                              for the subsystem, under the responsibility of the body responsible for maintenance.                           

In any case the body responsible for maintenance must ensure that the components for maintenance related replacements are                              suitable for their applications, are used within their area of use and enable 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 rule or any code of practice widely acknowledged in the railway domain.                           

#### 6.6.**Subsystem containing serviceable interoperability constituents that are suitable for reuse**U.K.

##### 6.6.1.*Conditions*U.K.

A notified body is allowed to issue an EC certificate of verification for a subsystem even if some of the interoperability                              constituents incorporated within the subsystem are serviceable interoperability constituents that are suitable for reuse,                              if the following criteria are complied with:                           

the conformity of the subsystem has been checked against the requirements of section 4 and in relation to sections 6.2 to                                       7 (except point 7.7 ‘Specific Cases’) of this TSI by the notified body. Furthermore the conformity of the ICs to 6.1 does                                       not apply, and                                    

the interoperability constituents are not covered by the relevant EC declaration of conformity and/or suitability for use.

EC declarations of conformity and/or suitability for use shall not be drawn up for the interoperability constituents assessed                              in this manner.                           

##### 6.6.2.*Documentation*U.K.

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.                           

The EC declaration of verification of the subsystem shall indicate clearly:

Which interoperability constituents are serviceable interoperability constituents that are suitable for reuse;

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*U.K.

Serviceable interoperability constituents that are suitable for reuse are allowed to be used as maintenance related replacements                              (spare parts) for the subsystem, under the responsibility of the body responsible for maintenance.                           

In any case the body responsible for maintenance must ensure that the components for maintenance related replacements are                              suitable for their applications, are used within their area of use, and enable 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 rule, or any code of practice widely acknowledged in the railway domain.                           

### 7.IMPLEMENTATION OF THE INFRASTRUCTURE TSIU.K.

Member States shall develop a national plan for the implementation of this TSI, considering the coherence of the entire rail                     system of the European Union. This plan shall include all projects subject to renewal and upgrade of infrastructure subsystems,                     in line with the details mentioned in points 7.1 to 7.7 here below.                  

#### 7.1.**Application of this TSI to railway lines**U.K.

Sections 4 to 6 and any specific provisions in points 7.2 to 7.6 here below apply in full to the lines within the geographical                     scope of this TSI, which will be placed in service as interoperable lines after this TSI enters into force.                  

#### 7.2.**Application of this TSI to new railway lines**U.K.

For the purpose of this TSI a ‘new line’ means a line that creates a route where none currently exists.

The following situations, for example to increase speed or capacity, may be considered as an upgraded line rather than a new                              line:                           

the realignment of part of an existing route,

the creation of a bypass,

the addition of one or more tracks on an existing route, regardless of the distance between the original tracks and the additional                                       tracks.                                    

#### 7.3.**Application of this TSI to existing railway lines**U.K.

##### 7.3.1.*Upgrading of a line*U.K.

In accordance with Article 2(m) of Directive 2008/57/EC, ‘upgrading’ means any major modification work on a subsystem or part                              of a subsystem which improves the overall performance of the subsystem.                           

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 point 4.2.1, are changed in order to meet the requirements of another traffic                              code.                           

For other TSI performance parameters, according to Article 20(1) of the Directive 2008/57/EC, Member States decide to what                              extent the TSI needs to be applied to the project.                           

Where Article 20(2) of Directive 2008/57/EC applies because the upgrading is subject of an authorisation of placing into service,                              Member States shall decide which requirements of the TSI must be applied.                           

Where article 20(2) of Directive 2008/57/EC does not apply because the upgrading is not subject of an authorisation of placing                              into service, compliance with this TSI is recommended. Where compliance is not possible to reach, the contracting entity shall                              inform the Member State of the reasons thereof.                           

For a project including elements not being TSI compliant, the procedures for the assessment of conformity and EC verification                              to be applied should be agreed with the Member State.                           

##### 7.3.2.*Renewal of a line*U.K.

In accordance with Article 2(n) of Directive 2008/57/EC, ‘renewal’ means any major substitution work on a subsystem or part                              subsystem which does not change the overall performance of the subsystem.                           

For this purpose major substitution should be interpreted as a project undertaken to systematically replace elements of a                              line or a section of a line. Renewal differs from a substitution in the framework of maintenance, referred to in point 7.3.3                              below, since it gives the opportunity to achieve a TSI compliant route. A renewal is the same case as upgrading, but without                              a change in performance parameters.                           

Where article 20(2) of Directive 2008/57/EC applies because the renewal is subject of an authorisation of placing into service,                              Member States shall decide which requirements of the TSI must be applied.                           

Where article 20(2) of Directive 2008/57/EC does not apply because the renewal is not subject of an authorisation of placing                              into service, the conformity with this TSI is recommended. Where compliance is not possible to reach, the contracting entity                              informs the Member State of the reasons thereof.                           

For a project including elements not being TSI compliant, the procedures for the assessment of conformity and EC verification                              to be applied should be agreed with the Member State.                           

##### 7.3.3.*Substitution in the framework of maintenance*U.K.

Where the parts of a subsystem on a line are maintained, the formal verification and authorisation for placing into service                              is not required in accordance with this TSI. However, maintenance replacements should be, as far as it is reasonably practicable,                              undertaken in accordance with the requirements of this TSI.                           

The objective should be that maintenance replacements progressively contribute the development of an interoperable line.

In order to bring progressively an important part of the infrastructure subsystem in a process towards interoperability, the                              following group of basic parameters should be adapted together:                           

Line layout,

Track parameters,

Switches and crossings,

Track resistance to applied loads,

Structures resistance to traffic loads,

Platforms.

In such cases, it is noted that each of the above elements taken separetly cannot ensure compliance of the whole subsystem.                              The conformity of a subsystem can only be stated when all the elements are compliant with the TSI.                           

##### 7.3.4.*Existing lines that are not subject to a renewal or upgrading project*U.K.

The demonstration of the level of compliance of existing lines with the basic parameters of the TSI is voluntary. The procedure                     for this demonstration shall be in accordance with Commission Recommendation 2014/881/EU of 18 November 2014(9).                  

#### 7.4.**Application of this TSI to existing platforms**U.K.

In case of upgrade or renewal of the infrastructure subsystem, the following conditions related to platform height governed                     by point 4.2.9.2 of this TSI, shall apply:                  

It shall be allowed to apply other nominal platform heights for consistency with a particular upgrade or renewal programme                              of a line or a section of a line.                           

It shall be allowed to apply other nominal platform heights, if the work requires structural alterations to any load bearing                              element.                           

#### 7.5.**Speed as an implementation criterion**U.K.

It is permissible to bring a line into service 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.                           

For example the distance between track centres 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.                           

Requirements for assessment of conformity in this case are set out in section 6.3.

#### 7.6.**Ascertain Compatibility of infrastructure and rolling stock after authorisation of rolling stock**U.K.

Rolling stock complying with the rolling stock TSIs is not automatically compatible with all lines complying with this Infrastructure                              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 Commission Recommendation on the authorisation for the placing in service of structural                              subsystems and vehicles under Directive 2008/57/EC(10).                           

The design of the TSI categories of line as defined in section 4 is generally compatible with the operation of vehicles categorised                              in accordance with EN 15528:2008+A1:2012 at up to the maximum speed as shown in Appendix E. However there may be a risk of                              excessive dynamic effects including resonance in certain bridges which may further impact the compatibility of vehicles and                              infrastructure.                           

Checks, based on specific operational scenarios agreed between the infrastructure manager and the railway undertaking, may                              be undertaken to demonstrate the compatibility of vehicles operating above the maximum speed shown in Appendix E.                           

As stated in point 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**U.K.

The following specific cases may be applied on particular networks. The specific cases are classified as:

:

permanent cases;

:

temporary cases, where it is recommended that the target system is reached by 2020 (an objective set out in Decision No 1692/96/EC                        of the European Parliament and Council(11)).                     

##### 7.7.1.*Particular features on the Austrian network*U.K.

###### 7.7.1.1.*Platform height (4.2.9.2)*U.K.

###### P casesU.K.

For other parts of the Union rail network as set out in Article 2(4) of this Regulation, for renewal and upgrading, the nominal                     platform height of 380 mm above the running surface shall be allowed.                  

##### 7.7.2.*Particular features on the Belgian network*U.K.

###### 7.7.2.1.*Platform offset (4.2.9.3)*U.K.

###### P casesU.K.

For platform heights of 550 mm an 760 mm, the conventional value bq0 of platform offset shall be calculated according to the following formulas:                  

##### 7.7.3.*Particular features on the Bulgarian network*U.K.

###### 7.7.3.1.*Platform height (4.2.9.2)*U.K.

###### P casesU.K.

For upgraded or renewed platforms, the nominal platform height of 300 mm and 1 100 mm above the running surface shall be allowed.

###### 7.7.3.2.*Platform offset (4.2.9.3)*U.K.

###### P casesU.K.

Instead of points 4.2.9.3(1) and 4.2.9.3(2), the platform offset shall be:

1 650 mm for platforms with heights of 300 mm and

1 750 mm for platforms with height of 1 100 mm.

##### 7.7.4.*Particular features on the Danish network*U.K.

###### 7.7.4.1.*Platform height (4.2.9.2)*U.K.

###### P casesU.K.

For S-Tog services the nominal platform height of 920 mm above the running surface shall be allowed.

##### 7.7.5.*Particular features on the Estonian network*U.K.

###### 7.7.5.1.*Nominal track gauge (4.2.4.1)*U.K.

###### P casesU.K.

Instead of point 4.2.4.1(2), for the 1 520 mm track gauge system the nominal track gauge shall be either 1 520 mm or 1 524                     mm.                  

###### 7.7.5.2.*Resistance of new bridges to traffic loads (4.2.7.1)*U.K.

###### P casesU.K.

For the 1 520 mm track gauge system, for lines with an axle load of 30 t, it shall be allowed to design structures to support                     vertical loads in accordance with the load model set out in Appendix M to this TSI.                  

###### 7.7.5.3.*The immediate action limit for switches and crossing (4.2.8.6)*U.K.

###### P casesU.K.

Instead of sub-point 4.2.8.6(3)(a), for the 1 520 mm track gauge system, the minimum value of bypass at the narrowest location                     between open switch rail and stock rail is 54 mm.                  

##### 7.7.6.*Particular features on the Finnish network*U.K.

###### 7.7.6.1.*TSI Categories of line (4.2.1)*U.K.

###### P casesU.K.

Instead of gauges specified in the columns ‘Gauge’ in Table 2 and Table 3 of point 4.2.1(6), for the nominal track gauge of                     1 524 mm, it shall be allowed to use gauge FIN1.                  

###### 7.7.6.2.*Structure gauge (4.2.3.1)*U.K.

###### P casesU.K.

Instead of points 4.2.3.1(1) and 4.2.3.1(2), for the nominal track gauge of 1 524 mm, both the upper and lower part of the                              structure gauge shall be set on the basis of the gauge FIN1. Those gauges are defined in Annex D, section D4.4 of EN 15273-3:2013.                           

Instead of point 4.2.3.1(3), for the nominal track gauge of 1 524 mm, calculations of the structure gauge shall be done using                              the static method in accordance with the requirements of sections 5, 6, 10 and Annex D Section D.4.4 of EN 15273-3:2013.                           

###### 7.7.6.3.*Distance between track centres (4.2.3.2)*U.K.

###### P casesU.K.

Instead of point 4.2.3.2(1), for the nominal track gauge of 1 524 mm, the distance between track centres shall be set on the                              basis of the gauge FIN1.                           

Instead of point 4.2.3.2(2), for the nominal track gauge of 1 524 mm, the nominal horizontal distance between track centres                              for new lines shall be specified for the design and shall not be smaller than the values mentioned in Table 21; it considers                              margins for aerodynamic effects.                           

###### *Table 21*

**Minimum nominal horizontal distance between track centres**

Instead of point 4.2.3.2(3), for the nominal track gauge of 1 524 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                              15273-3:2013.                           

###### 7.7.6.4.*Minimum radius of horizontal curve (4.2.3.4)*U.K.

###### P casesU.K.

Instead of point 4.2.3.4(3), for the nominal track gauge of 1 524 mm, reverse curves (other than reverse curves in marshalling                     yards where wagons are shunted individually) with radii in the range from 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]**a

###### 7.7.6.5.*Nominal track gauge (4.2.4.1)*U.K.

###### P casesU.K.

Instead of point 4.2.4.1(1), the nominal track gauge shall be 1 524 mm.

###### 7.7.6.6.*Cant (4.2.4.2)*U.K.

###### P casesU.K.

Instead of point 4.2.4.2(1), for the nominal track gauge of 1 524 mm, the design cant shall not exceed 180 mm for ballasted                              or non-ballasted track.                           

Instead of point 4.2.4.2(3), for the nominal track gauge of 1 524 mm, new lines with mixed or freight traffic on curves with                              a radius 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.

###### 7.7.6.7.*Maximum unguided length of fixed obtuse crossings (4.2.5.3)*U.K.

###### P casesU.K.

In paragraph (1) of Appendix J, for the nominal track gauge of 1 524 mm:

Instead of subparagraph (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                           

Instead of subparagraph (J.1)(c), the minimum check rail height shall be 39 mm

###### 7.7.6.8.*The immediate action limit of track gauge as an isolated defect (4.2.8.4)*U.K.

###### P casesU.K.

Instead of point 4.2.8.4(1), for the nominal track gauge of 1 524 mm, the immediate action limits of track gauge as an isolated                     defect are set out in Table 23.                  

###### *Table 23*

**Immediate action limits of track gauge for the nominal track gauge of 1 524 mm**

###### 7.7.6.9.*The immediate action limit of cant (4.2.8.5)*U.K.

###### P casesU.K.

Instead of point 4.2.8.5(1), for the nominal track gauge of 1 524 mm, the maximum cant allowed in service is 190 mm.

###### 7.7.6.10.*The immediate action limits for switches and crossings (4.2.8.6)*U.K.

###### P casesU.K.

Instead of point 4.2.8.6(1), for the nominal track gauge of 1 524 mm, the technical characteristics of switches and crossings                     shall comply with the following in-service values:                  

Maximum value of free wheel passage in switches: 1 469 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.                           

Minimum value of fixed nose protection for common crossings: 1 476 mm.

This value is measured 14 mm below 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 demonstrate                              that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP).                           

Maximum value of free wheel passage at crossing nose: 1 440 mm.

Maximum value of free wheel passage at check rail/wing rail entry: 1 469 mm.

Minimum flangeway width: 42 mm.

Minimum flangeway depth: 40 mm.

Maximum excess height of check rail: 55 mm.

###### 7.7.6.11.*Platform offset (4.2.9.3)*U.K.

###### P casesU.K.

Instead of point 4.2.9.3(1), for the nominal track gauge of 1 524 mm, the distance between the track centre and the platform                     edge, parallel to the running plane, shall be set on the basis of the installation limit gauge and is defined in chapter 13                     of EN 15273-3:2013. The instllation limit gauge shall be set on the basis of the gauge FIN1. The minimum distance of bq, calculated as in chapter 13 of EN15273-3:2013 is herafter refered to as bqlim.                  

###### 7.7.6.12.*Train external cleaning facilities (4.2.12.3)*U.K.

###### P casesU.K.

Instead of point 4.2.12.3(1), for the nominal track gauge of 1 524 mm, where a washing plant is provided it shall be able                     to clean the outer sides of single or double-deck trains between a height of:                  

330 to 4 367 mm for a single-deck train,

330 to 5 300 mm for double-deck trains.

###### 7.7.6.13.*Assessment of structure gauge (6.2.4.1)*U.K.

###### P casesU.K.

Instead of point 6.2.4.1(1), for the nominal track gauge of 1 524 mm, assessment of structure gauge as a design review shall                     be done against characteristic cross sections using the 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 15273-3:2013.                  

##### 7.7.7.*Particular features on the French network*U.K.

###### 7.7.7.1.*Platform height (4.2.9.2)*U.K.

###### P casesU.K.

For the rail network of Ile-de-France the nominal platform height of 920 mm above the running surface shall be allowed.

##### 7.7.8.*Particular features on the German network*U.K.

###### 7.7.8.1.*Platform height (4.2.9.3)*U.K.

###### P casesU.K.

For S-Bahn services the nominal platform height of 960 mm above the running surface shall be allowed.

##### 7.7.9.*Particular features on the Hellenic network*U.K.

###### 7.7.9.1.*Platform height (4.2.9.2)*U.K.

###### P casesU.K.

The nominal platform height shall be allowed to be 300 mm above the running surface.

##### 7.7.10.*Particular features on the Italian network*U.K.

###### 7.7.10.1.*Platform offset (4.2.9.3)*U.K.

###### P casesU.K.

Instead of point 4.2.9.3(1), for the platforms with the height of 550 mm, the distance bqlim [mm] between the the track centre and the platform edge, parallel to the running plane, shall be calculated from the formula:                  

on straight track and inside the curves:

bqlim = 1 650 + 3 750/R + (g – 1 435)/2 + 11,5                           

outside the curves:

bqlim = 1 650 + 3 750/R + (g – 1 435)/2 + 11,5 + 220 * tanδ                           

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.

###### 7.7.10.2.*Equivalent conicity (4.2.4.5)*U.K.

###### P casesU.K.

Instead of point 4.2.4.5.(3) design values of track gauge, rail head profile and rail inclination for plain line shall be                              selected to ensure that the equivalent conicity limits set out in Table 24 are not exceeded.                           

###### *Table 24*

**Equivalent conicity design limit values**

Instead of point 4.2.4.5. (4) the following wheelsets shall be modelled passing over the designed track conditions (simulated                              by calculation according to EN 15302:2008+A1:2010):                           

S 1002 as defined in Annex C of EN 13715:2006+A1:2010 with SR1.

S 1002 as defined in Annex C of EN 13715:2006+A1:2010 with SR2.

GV 1/40 as defined in Annex B of EN 13715:2006+A1:2010 with SR1.

GV 1/40 as defined in Annex B of EN 13715:2006+A1:2010 with SR2.

EPS as defined in Annex D of EN 13715:2006+A1:2010 with SR1.

For SR1 and SR2 the following values apply:

For the 1 435 mm track gauge system SR1 = 1 420 mm and SR2 = 1 426 mm.

###### 7.7.10.3.*Equivalent conicity in service (4.2.11.2)*U.K.

###### P casesU.K.

Instead of point 4.2.11.2.(2) the infrastructure manager shall measure the track gauge and the railhead 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 7.7.10.2 (2) of this TSI in order to check for compliance, for the purpose                     of the joint investigation, with the limit equivalent conicity for the track specified in Table 14.                  

##### 7.7.11.*Particular features on the Latvian network*U.K.

###### 7.7.11.1.*Resistance of new bridges to traffic loads — vertical loads (4.2.7.1.1)*U.K.

###### P casesU.K.

For sub-point 4.2.7.1.1(1)(a), for the 1 520 mm track gauge system, load model 71 shall be applied with a distributed load                              qvk of 100 kN/m.                           

Instead of point 4.2.7.1.1(3), for the 1 520 mm track gauge system, the value of factor alpha (α) shall in all cases be equal                              to 1,46.                           

##### 7.7.12.*Particular features on the Polish network*U.K.

###### 7.7.12.1.*TSI Categories of line (4.2.1)*U.K.

###### P casesU.K.

In point 4.2.1(7), Table 2 line P3, instead of gauge DE3, on upgraded or renewed railway lines in Poland gauge G2 is allowed.

###### 7.7.12.2.*Distance between track centres (4.2.3.2)*U.K.

###### P casesU.K.

Instead of point 4.2.3.2(4), for 1 520 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 allowed.                  

###### 7.7.12.3.*Minimum radius of horizontal curve (4.2.3.4)*U.K.

###### P casesU.K.

Instead of point 4.2.3.4(3), for the 1 520 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 straight track of at least 10 m between the curves.                  

###### 7.7.12.4.*Minimum radius of vertical curve (4.2.3.5)*U.K.

###### P casesU.K.

Instead of point 4.2.3.5(3), for the 1 520 mm track gauge, the radius of vertical curves (except the marshalling yards) shall                     be at least 2 000 m both on a crest and in a hollow.                  

###### 7.7.12.5.*Cant deficiency (4.2.4.3)*U.K.

###### P casesU.K.

Instead of point 4.2.4.3(3), for all types of rolling stock of the 1 520 mm track gauge the cant deficiency shall not exceed                     130 mm.                  

###### 7.7.12.6.*Abrupt change of cant deficiency (4.2.4.4)*U.K.

###### P casesU.K.

Instead of point 4.2.4.4(3), for 1 520 mm track gauge, requirements of points 4.2.4.4(1) and 4.2.4.4(2) shall be applied.

###### 7.7.12.7.*The immediate action limit for track twist (4.2.8.3)*U.K.

###### P casesU.K.

Instead of point 4.2.8.3(4) and 4.2.8.3(5), for 1 520 mm track gauge points from 4.2.8.3(1) to 4.2.8.3(3) shall be applied.

###### 7.7.12.8.*The immediate action limit of track gauge as an isolated defect (4.2.8.4)*U.K.

###### P casesU.K.

Instead of requirements of Table 13 in point 4.2.8.4(2) the limit values for 1 520 mm track gauge in Poland are given in following                     table:                  

###### *Table 25*

**Immediate action limits of track gauge for 1 520 mm track gauge in Poland**

###### 7.7.12.9.*The immediate action limits for switches and crossings (4.2.8.6)*U.K.

###### P casesU.K.

Instead of sub-point 4.2.8.6(1)(d), for 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 1 385 mm shall be allowed.                           

Instead of point 4.2.8.6(3), for the 1 520 mm track gauge the technical characteristics of switches and crossings shall comply                              with the following in-service values:                           

Maximum value of free wheel passage in switches: 1 460 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.                                    

Minimum value of fixed nose protection for common crossings: 1 472 mm.

This value is measured 14 mm below 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 demonstrate                                       that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP).                                    

Maximum value of free wheel passage at crossing nose: 1 436 mm.

Minimum flangeway width: 38 mm.

Minimum flangeway depth: 40 mm.

Maximum excess height of check rail: 55 mm.

###### 7.7.12.10.*Platform height (4.2.9.2)*U.K.

###### P casesU.K.

For platforms used for urban or suburban railway services the nominal platform height of 960 mm above running surface shall                              be allowed.                           

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 allowed.                           

###### 7.7.12.11.*Equivalent conicity in service (4.2.11.2)*U.K.

###### T casesU.K.

Until introduction of equipment for measurement of elements required for calculation of equivalent conicity in service, it                     is allowed in Poland not to assess this parameter.                  

###### 7.7.12.12.*Track sleepers (5.3.3)*U.K.

###### P casesU.K.

The requirement of point 5.3.3(2) shall be applied for speeds above 250 km/h.

##### 7.7.13.*Particular features on the Portuguese network*U.K.

###### 7.7.13.1.*Structure gauge (4.2.3.1)*U.K.

###### P casesU.K.

Instead of point 4.2.3.1(1), for the nominal track gauge of 1 668 mm, the upper part of the structure gauge shall be set on                              the basis of the gauges set out in Table 26 and Table 27, which are defined in Annex D Section D.4.3 of EN 15273-3:2013.                           

###### *Table 26*

**Portuguese gauges for passenger traffic**

###### *Table 27*

**Portuguese gauges for freight traffic**

Instead of point 4.2.3.1(2), for the nominal track gauge of 1 668 mm the lower part of the structure gauge shall be in accordance                              with Annex D Section D.4.3.4 of EN 15273-3:2013.                           

Instead of point 4.2.3.1(3), for the nominal track gauge of 1 668 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 15273-3:2013.                           

###### 7.7.13.2.*Distance between track centres (4.2.3.2)*U.K.

###### P casesU.K.

Instead of point 4.2.3.2(1), for the nominal track gauge of 1 668 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 15273-3:2013.                  

###### 7.7.13.3.*The immediate action limit of track gauge as an isolated defect (4.2.8.4)*U.K.

###### P casesU.K.

Instead of point 4.2.8.4(1), for the nominal track gauge of 1 668 mm, the immediate action limits of track gauge as an isolated                     defect are set out in Table 28.                  

###### *Table 28*

**Immediate action limits of Portuguese track gauge**

###### 7.7.13.4.*The immediate action limit for switches and crossings (4.2.8.6)*U.K.

###### P casesU.K.

Instead of point 4.2.8.6(1), for the nominal track gauge of 1 668 mm, the technical characteristics of switches and crossings                     shall comply with the following in-service values:                  

Maximum value of free wheel passage in switches: 1 618 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.                           

Minimum value of fixed nose protection for common crossings: 1 625 mm.

This value is measured 14 mm below 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 demonstrate                              that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP).                           

Maximum value of free wheel passage at crossing nose: 1 590 mm.

Maximum value of free wheel passage at check rail/wing rail entry: 1 618 mm.

Minimum flangeway width: 38 mm.

Minimum flangeway depth: 40 mm.

Maximum excess height of check rail: 70 mm.

###### 7.7.13.5.*Platform height (4.2.9.2)*U.K.

###### P casesU.K.

For the nominal track gauge of 1 668 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 allowed.                  

###### 7.7.13.6.*Platform offset (4.2.9.3)*U.K.

###### P casesU.K.

Instead of point 4.2.9.3(1), for the nominal track gauge of 1 668 mm, the distance between the track centre and the platform                              edge parallel to the running plane (bq), as defined in chapter 13 of EN 15273-3:2013, shall be set on the basis of the installation limit gauge (bqlim). The installation limit gauge shall be calculated on the basis of the gauge PTb+ defined in Annex D, Section D 4.3 of EN 15273-3:2013.                           

For a three-rail track, the installation limit gauge shall be the outside envelope resultant from the overlaying of the installation                              gauge centred on the track gauge 1 668 mm, and the installation gauge set in 4.2.9.3(1) centred on the track gauge 1 435 mm.                           

###### 7.7.13.7.*Assessment of structure gauge (6.2.4.1)*U.K.

###### P casesU.K.

Instead of point 6.2.4.1(1), for the nominal track gauge of 1 668 mm, assessment of structure gauge as a design review shall                     be done against characteristic cross sections using the results of calculations made by the Infrastructure Manager or the                     contracting entity on the basis of chapters 5, 7, 10 and section D.4.3 of EN 15273-3:2013.                  

###### 7.7.13.8.*Assessment of maximum pressure variations in tunnels (6.2.4.12)*U.K.

###### P casesU.K.

Instead of point 6.2.4.12(3), for the nominal track gauge of 1 668 mm, the reference cross section area (constant along a                     train) to be considered is to be, independently to each motor or trailer vehicle:                  

12 m2 for vehicles designed for PTc reference kinematic profile,                           

11 m2 for vehicles designed for PTb and PTb+ reference kinematic profile.                           

The vehicle gauge to be considered shall be set on the basis of the gauge selected according to point 7.7.13.1.

##### 7.7.14.*Particular features on the Ireland network*U.K.

###### 7.7.14.1.*Structure gauge (4.2.3.1)*U.K.

###### P casesU.K.

Instead of point 4.2.3.1(5), for the nominal track gauge of 1 600 mm, it shall be allowed to apply the uniform structure gauge                     IRL2 as set out in Appendix O to this TSI.                  

###### 7.7.14.2.*Distance between track centres (4.2.3.2)*U.K.

###### P casesU.K.

Instead of point 4.2.3.2(6), for the 1 600 mm track gauge, the distance between track centres shall be set on the basis of                     the gauges selected according to point 7.7.14.1. The nominal horizontal distance between track centres shall be specified                     for the design and shall not be less than 3,47 m for gauge IRL2; it considers margins for aerodynamic effects.                  

###### 7.7.14.3.*Assessment of structure gauge (6.2.4.1)*U.K.

###### P casesU.K.

Instead of point 6.2.4.1(5), for the 1 600 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 Appendix O to this TSI.                  

##### 7.7.15.*Particular features on the Spanish network*U.K.

###### 7.7.15.1.*Structure gauge (4.2.3.1)*U.K.

###### P casesU.K.

Instead of point 4.2.3.1(1), for the nominal track gauge of 1 668 mm, the upper part of the structure gauge for new lines                              shall be set on the basis of the gauges set out in Table 29 and Table 30 which are defined in Annex D, Section D.4.11 of EN                              15273-3:2013.                           

###### *Table 29*

**Gauges for passenger traffic on the Spanish network**

###### *Table 30*

**Gauges for freight traffic on the Spanish network**

For renewed or upgraded lines the upper part of the structure gauge shall be set on the basis of the gauge GHE16 which is                              defined in Annex D, Section D.4.11 of EN 15273-3:2013.                           

Instead of point 4.2.3.1(2), for the nominal track gauge of 1 668 mm the lower part of the structure gauge shall be GEI2 as                              set out in Appendix 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 Appendix P to this TSI.                           

Instead of point 4.2.3.1(3), for the nominal track gauge of 1 668 mm calculations of the structure gauge shall be done using                              the kinematic method in accordance with the requirements of Annex D, Section D.4.11 of EN 15273-3:2013 for the upper parts                              and Appendix P to this TSI for the lower parts.                           

###### 7.7.15.2.*Distance between track centres (4.2.3.2)*U.K.

###### P casesU.K.

Instead of point 4.2.3.2(1), for the nominal track gauge of 1 668 mm, the distance between track centres shall be set on the                     basis of gauges of upper parts GHE16, GEB16 or GEC16, which are defined in Annex D, Section D.4.11 of EN 15273-3:2013.                  

###### 7.7.15.3.*Design track twist due to rail traffic actions (4.2.7.1.6)*U.K.

###### P casesU.K.

Instead of point 4.2.7.1.6, for the nominal track gauge of 1 668 mm, the maximum total design track twist due to rail traffic                     actions shall not exceed 8mm/3m.                  

###### 7.7.15.4.*The immediate action limit of track gauge as an isolated defect (4.2.8.4)*U.K.

###### P casesU.K.

Instead of point 4.2.8.4(1), for the nominal track gauge of 1 668 mm, the immediate action limits of track gauge as an isolated                     defect are set out in Table 31.                  

###### *Table 31*

**Immediate action limits of 1 668 mm track gauge**

###### 7.7.15.5.*The immediate action limits for switches and crossings (4.2.8.6)*U.K.

###### P casesU.K.

Instead of point 4.2.8.6(1), for the nominal track gauge of 1 668 mm, the technical characteristics of switches and crossings                     shall comply with the following in-service values:                  

Maximum value of free wheel passage in switches: 1 618 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.                           

Minimum value of fixed nose protection for common crossings: 1 626 mm.

This value is measured 14 mm below 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 demonstrate                              that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP).                           

Maximum value of free wheel passage at crossing nose: 1 590 mm.

Maximum value of free wheel passage at check rail/wing rail entry: 1 620 mm.

Minimum flangeway width: 38 mm.

Minimum flangeway depth: 40 mm.

Maximum height of check rail: 70 mm.

###### 7.7.15.6.*Platform height (4.2.9.2)*U.K.

###### P casesU.K.

The nominal platform height dedicated for:

commuter or regional traffic or

commuter and long-distance traffic

regional traffic and long-distance traffic

stopping in normal service, shall be allowed to be 680 mm for radii of 300 m and more above the running surface.

###### 7.7.15.7.*Platform offset (4.2.9.3)*U.K.

###### P casesU.K.

Instead of point 4.2.9.3(1), for the nominal track gauge of 1 668 mm, the distance between the track centre and the platform                              edge, parallel to the running plane (bq), as defined in chapter 13 of EN 15273-3:2013, shall be set on the basis of the installation limit gauge (bqlim). The installation limit gauge shall be calculated on the basis of the gauges of upper parts GHE16 or GEC16 defined in Annex D,                              Section D.4.11 of EN 15273-3:2013.                           

For a three-rail track, the installation limit gauge shall be the outside envelope resultant from the overlaying of the installation                              limit gauge centred on the track gauge 1 668 mm, and the installation limit gauge set in 4.2.9.3(1) centred on the track gauge                              1 435 mm.                           

###### 7.7.15.8.*Assessment of structure gauge (6.2.4.1)*U.K.

###### P casesU.K.

Instead of point 6.2.4.1(1), for the nominal track gauge of 1 668 mm, assessment of structure gauge as a design review shall                     be done against characteristic cross sections using the results of calculations made by the Infrastructure Manager or the                     contracting entity on the basis of chapters 5, 7, 10 and Annex D, Section D.4.11 of EN 15273-3:2013 for the upper parts and                     Appendix P to this TSI for the lower parts.                  

###### 7.7.15.9.*Assessment of maximum pressure variations in tunnels (6.2.4.12)*U.K.

###### P casesU.K.

Instead of point 6.2.4.12(3), for the nominal track gauge of 1 668 mm, the reference cross section area to be considered is                     to be, independently to each motor or trailer vehicle:                  

12 m2 for vehicles designed for GEC16 reference kinematic profile,                           

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 point 7.7.15.1.

##### 7.7.16.*Particular features on the Swedish network*U.K.

###### 7.7.16.1.*General*U.K.

###### P casesU.K.

On infrastructure with direct connection to the Finnish network and for infrastructure in harbours, the particular features                     of the Finnish network as specified in point 7.7.6 of this TSI may be applied on tracks, which are dedicated for 1 524 mm                     nominal track gauge vehicles.                  

###### 7.7.16.2.*Platform offset (4.2.9.3)*U.K.

###### P casesU.K.

As set out in point 4.2.9.3(1), the distance between the track centre and the platform edge parallel to the running plane                     (bq), as defined in chapter 13 of EN 15273-3:2013, shall be calculated with the following values for allowed additional overthrow                     (Skin):                  

on the inside of the curve: Skin = 40,5/R,                           

on the outside of the curve: Skin = 31,5/R.                           

##### 7.7.17.*Particular features on the UK network for Great Britain*U.K.

###### 7.7.17.1.*TSI categories of line (4.2.1)*U.K.

###### P casesU.K.

Where line speeds are stated in kilometres per hour [km/h] as a category or performance parameter in this TSI, it shall be                              allowed to translate the speed to equivalent miles per hour [mph] as in Appendix G, for the United Kingdom national network                              in Great Britain.                           

Instead of the column ‘Gauge’ in Table 2 and Table 3 of point 4.2.1(7), for the gauge of all lines except new, dedicated high                              speed lines of traffic code P1, it shall be allowed to use national technical rules as set out in Appendix Q.                           

###### 7.7.17.2.*Structure gauge (4.2.3.1)*U.K.

###### P casesU.K.

Instead of point 4.2.3.1, for national gauges selected according to point 7.7.17.1(2), the structure gauge shall be set according                     to Appendix Q.                  

###### 7.7.17.3.*Distance between track centres (4.2.3.2)*U.K.

###### P casesU.K.

Instead of point 4.2.3.2, the nominal distance between track centres shall be 3 400 mm on straight track and curved track                              with a radius of 400 m or greater.                           

Where topographical constraints prevent a nominal distance of 3 400 mm between track centres being achieved, it is permissible                              to reduce the distance between track centres provided special measures are put in place to ensure a safe passing clearance                              between trains.                           

Reduction in the distance between track centres shall be in accordance with the national technical rule set out in Appendix                              Q.                           

###### 7.7.17.3.bis*Equivalent conicity (4.2.4.5)*U.K.

###### P casesU.K.

Instead of point 4.2.4.5.(3) design values of track gauge, rail head profile and rail inclination for plain line shall be                              selected to ensure that the equivalent conicity limits set out in Table 32 are not exceeded                           

###### *Table 32*

**Equivalent conicity design limit values**

Instead of point 4.2.4.5. (4) the following wheelsets shall be modelled passing over the designed track conditions (simulated                              by calculation according to EN 15302:2008+A1:2010):                           

S 1002 as defined in Annex C of EN 13715:2006+A1:2010 with SR1.

S 1002 as defined in Annex C of EN 13715:2006+A1:2010 with SR2.

GV 1/40 as defined in Annex B of EN 13715:2006+A1:2010 with SR1.

GV 1/40 as defined in Annex B of EN 13715:2006+A1:2010 with SR2.

EPS as defined in Annex D of EN 13715:2006+A1:2010 with SR1.

For SR1 and SR2 the following values apply:

For the 1 435 mm track gauge system SR1 = 1 420 mm and SR2 = 1 426 mm.

###### 7.7.17.4.*Maximum unguided length of fixed obtuse crossings (4.2.5.3)*U.K.

###### P casesU.K.

Instead of point 4.2.5.3, the design value of the maximum unguided length of fixed obtuse crossing shall be in accordance                     with the national technical rule set out in Appendix Q.                  

###### 7.7.17.5.*The immediate action limits for switches and crossings (4.2.8.6)*U.K.

###### P casesU.K.

Instead of point 4.2.8.6(1)(b), for the ‘CEN56 Vertical’ design of switches and crossings, a minimum value of fixed nose protection                     for common crossings of 1 388 mm is allowed (measured 14 mm below the running surface, and on the theoretical reference line,                     at an appropriate distance back from the actual (RP) of the nose as indicated in Figure 2).                  

###### 7.7.17.6.*Platform height (4.2.9.2)*U.K.

###### P casesU.K.

Instead of point 4.2.9.2, for platform height, national technical rules as set out in Appendix Q shall be allowed.

###### 7.7.17.7.*Platform offset (4.2.9.3)*U.K.

###### P casesU.K.

Instead of point 4.2.9.3, for platform offset, national technical rules as set out in Appendix Q shall be allowed.

###### 7.7.17.8.*Equivalent conicity in service (4.2.11.2)*U.K.

###### P casesU.K.

Instead of point 4.2.11.2.(2) the infrastructure manager shall measure the track gauge and the railhead 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 7.7.17.3(2) of this TSI in order to check for compliance, for the purpose of                     the joint investigation, with the limit equivalent conicity for the track specified in Table 14.                  

###### 7.7.17.9.*Assessment of structure gauge (6.2.4.1)*U.K.

###### P casesU.K.

Instead of point 6.2.4.1, it shall be allowed to assess structure gauge in accordance with the national technical rules as                     set out in Appendix Q.                  

###### 7.7.17.10.*Assessment of distance between track centres (6.2.4.2)*U.K.

###### P casesU.K.

Instead of point 6.2.4.2, it shall be allowed to assess distance between track centres in accordance with the national technical                     rules as set out in Appendix Q.                  

###### 7.7.17.11.*Assessment of platform offset (6.2.4.11)*U.K.

###### P casesU.K.

Instead of point 6.2.4.11, it shall be allowed to assess platform offset in accordance with the national technical rules as                     set out in Appendix Q.                  

##### 7.7.18.*Particular features on the UK network for Northern Ireland*U.K.

###### 7.7.18.1.*Structure gauge (4.2.3.1)*U.K.

###### P casesU.K.

Instead of point 4.2.3.1(5), for the nominal track gauge of 1 600 mm, it shall be allowed to apply the uniform structure gauge                     IRL3 as set out in Appendix O to this TSI.                  

###### 7.7.18.2.*Distance between track centres (4.2.3.2)*U.K.

###### P casesU.K.

Instead of point 4.2.3.2(6), for the 1 600 mm track gauge, the distance between track centres shall be set on the basis of                     the gauges selected according to point 7.7.17.1. The nominal horizontal distance between track centres shall be specified                     for the design and shall consider margins for aerodynamic effects. The minimum allowed value for the uniform structure gauge                     IRL3 is an open point.                  

###### 7.7.18.3.*Assessment of structure gauge (6.2.4.1)*U.K.

###### P casesU.K.

Instead of point 6.2.4.1(5), for the 1 600 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 Appendix O to this TSI.                  

##### 7.7.19.*Particular features on the Slovak network*U.K.

###### 7.7.19.1.*TSI categories of line (4.2.1)*U.K.

###### P casesU.K.

For the Traffic Code F1520 as defined in Table 3 of point 4.2.1(7), for the 1 520 mm track gauge system, it shall be allowed                     to use axle load 24,5 t and train length in the range from 650 m up to 1 050 m.                  

###### 7.7.19.2.*Minimum radius of horizontal curve (4.2.3.4)*U.K.

###### P casesU.K.

Instead of point 4.2.3.4(2), reverse curves (other than reverse curves in marshalling yards where wagons are shunted individually)                              with radii in the range from 150 m up to 300 m for new lines shall be designed in accordance with Table 33 and Table 34 to                              prevent buffer locking.                           

Instead of paragraph 4.2.3.4(3), for the 1 520 mm track gauge system, for main tracks, reverse curves with radii in the range                              from 150 m up to 250 m shall be designed with a section of straight track of at least 15 m between the curves.                           

Instead of point 4.2.3.4(3), for the 1 520 mm track gauge system, for tracks other than main tracks, reverse curves with radii                              in the range from 150 m up to 250 m shall be designed in accordance with Table 33 and Table 34.                           

###### *Table 33*

**Limits for length of a straight intermediate element between two long circular curves in the opposite directions (m)**

###### *Table 34*

**Limits for length of a straight intermediate element between two long circular curves in the opposite directions (m); for                                    passenger trains with speeds up to 40 km/h for other tracks than main tracks**

###### 7.7.19.3.*Minimum radius of vertical curve (4.2.3.5)*U.K.

###### P casesU.K.

Instead of point 4.2.3.5(1), only for side track with maximum speed up to 10 km/h, the radius of vertical curves (except for                              humps in marshalling yards) shall be at least 500 m in both in a crest and in a hollow.                           

Instead of point 4.2.3.5(3), for 1 520 mm track gauge system, the radius of vertical curves (except the marshalling yards)                              shall be at least 2 000 m both on a crest and in a hollow, in cramped conditions (e.g. insufficient space) at least 1 000                              m both on a crest and in hollow.                           

For side track with maximum speed up to 10 km/h, it shall be allowed to use the radius of vertical curves at least 500 m both                              on a crest and in a hollow.                           

Instead of point 4.2.3.5(4), for the 1 520 mm track gauge system for humps in marshalling yards the radius of vertical curves                              shall be at least 300 m on a crest and 250 m in a hollow.                           

###### 7.7.19.4.*Cant deficiency (4.2.4.3)*U.K.

###### P casesU.K.

Instead of point 4.2.4.3(3), for all types of rolling stock of the 1 520 mm track gauge system the cant deficiency shall not                     exceed 137 mm. For passenger traffic, this limit is valid for speeds up to 230 km/h. For mixed traffic, this limit is valid                     for speed up to 160 km/h.                  

###### 7.7.19.5.*The immediate action limit for track twist (4.2.8.3)*U.K.

###### P casesU.K.

Instead of point 4.2.8.3(4) and 4.2.8.3(5), for the 1 520 mm track gauge system, points from 4.2.8.3(1) to 4.2.8.3(3) shall                     be applied.                  

###### 7.7.19.6.*The immediate action limit of track gauge as an isolated defect (4.2.8.4)*U.K.

###### P casesU.K.

Instead of point 4.2.8.4(2), for 1 520 mm track gauge system, the immediate action limits of track gauge as an isolated defects                     are set out in Table 35.                  

###### *Table 35*

**Immediate action limits of track gauge for 1 520 mm track gauge system in Slovak republic**

###### 7.7.19.7.*The immediate action limit for cant (4.2.8.5)*U.K.

###### P casesU.K.

Instead of point 4.2.8.5(3), for the 1 520 mm track gauge system, the maximum cant allowed in service is 170 mm.

###### 7.7.19.8.*The immediate action limits for switches and crossings (4.2.8.6)*U.K.

###### P casesU.K.

Instead of point 4.2.8.6(3), for the 1 520 mm track gauge system, the technical characteristics of switches and crossings                     shall comply with the following in-service values:                  

Minimum value of bypass at the narrowest location between open switch rail and stock rail is 60 mm.

Minimum value of fixed nose protection for common crossings is 1 472 mm. This value is measured 14 mm below 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                              demonstrate that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point                              (RP).                           

Maximum value of free wheel passage at crossing nose is 1 436 mm

Minimum flangeway width is 40 mm

Minimum flangeway depth is 40 mm

Maximum excess height of check rail is 54 mm

###### 7.7.19.9.*Platform height (4.2.9.2)*U.K.

###### P casesU.K.

For renewed lines with maximum speed of no more than 120 km/h the nominal platform height shall be allowed from 200 mm to                     300 mm above the running surface.                  

###### 7.7.19.10.*Equivalent conicity in service (4.2.11.2)*U.K.

###### T casesU.K.

Until introduction of equipment for measurement of elements required for calculation of equivalent conicity in service, it                     is allowed in Slovak republic not to assess this parameter.                  

###### 7.7.19.11.*Track sleepers (5.3.3)*U.K.

###### P casesU.K.

The requirement of point 5.3.3(2) shall be applied for speeds above 250 km/h.

### Appendix AAssessment of interoperability constituents

The characteristics of the interoperability constituents to be assessed by the notified body or the manufacturer in accordance                     with the selected module, in the different phases of design, development and production, are marked by ‘X’ in Table 36. 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 36*

**Assessment of interoperability constituents for the EC declaration of conformity**

### Appendix BAssessment 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 37.                  

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:

:

it includes checking of correctness of values/parameters against applicable TSI requirements related to the final design.

:

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 point 6.2.4 ‘Particular assessment procedures for subsystem’ and to point 6.2.5 ‘Technical solutions                     giving presumption of conformity at design stage’.                  

#### *Table 37*

**Assessment of the infrastructure subsystem for the EC verification of conformity**

### Appendix CTechnical characteristics of track design and switches and crossings design

#### Appendix C.1Technical characteristics of track design

Track design shall be at least defined by the technical characteristics as follows:

Rail
                -  Profile(s) & grades 
                -  Continuous welded rail or length of rails (for jointed track sections) 

Fastening system
                -  Type 
                -  Pad stiffness 
                -  Clamping force 
                -  Longitudinal restraint 

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 lateral loads: geometry and weight 
                -  Nominal and design track gauge 

Rail inclination

Ballast cross sections (ballast shoulder — ballast thickness)

Ballast type (grading = granulometrie)

Sleeper spacing

Special devices: for example sleeper anchors, third/fourth rail, ...

#### Appendix C.2Technical characteristics of switches and crossings design

Switches and crossings design shall be at least defined by the technical characteristics as follows:

Rail
                -  Profile(s) & grades (switch rail, stock rail) 
                -  Continuous welded rail or length of rails (for jointed track sections) 

Fastening system
                -  Type 
                -  Pad stiffness 
                -  Clamping force 
                -  Longitudinal restraint 

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 lateral loads: geometry and weight 
                -  Nominal and design track gauge 

Rail inclination

Ballast cross sections (ballast shoulder — ballast thickness)

Ballast type (grading = granulometrie)

Type of crossing (fixed or movable point)

Type of locking (switch pannel, movable point of crossing)

Special devices: for example sleeper anchors, third/fourth rail, ...

Generic switches and crossings drawing indicating
                -  Geometrical diagram (triangle) describing 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 

### Appendix DConditions of use of track design and switches and crossings design

#### Appendix D.1Conditions of use of track design

Conditions of use of track design are defined to be as follows:

Maximum axle load [t]

Maximum line speed [km/h]

Minimum horizontal curve radius [m]

Maximum cant [mm]

Maximum cant deficiency [mm]

#### Appendix D.2Conditions of use of switches and crossings design

Conditions of use of switches and crossings design are defined to be as follows:

Maximum axle load [t]

Maximum line speed [km/h] on through route and diverging track of switches

Rules for curved turnouts based on generic designs, giving minimum curvatures (for through route and diverging track of switches)

### Appendix ECapability requirements for structures according to traffic code

The minimum capability requirements for structures are defined in Table 38 and Table 39 according to the traffic codes given                     in Table 2 and Table 3. The capability requirements are defined in Table 38 and Table 39 by a combined quantity comprising                     of the EN line category and a corresponding maximum speed. The EN line category and associated 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.                  

*Notes:*                   

### Appendix FCapability requirements for structures according to traffic code in the United Kingdom of Great Britain and Northern Ireland

The minimum capability requirements for structures are defined in Table 40 and Table 41 according to the traffic codes given                     in Table 2 and Table 3. The capability requirements are defined in Table 40 and Table 41 by a combined quantity comprising                     of the Route Availability number and a corresponding 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.                  

*Notes:*                   

### Appendix GSpeed conversion to miles per hour for Ireland and the United Kingdom of Great Britain and Northern Ireland

#### *Table 42*

**Speed conversion from [km/h] to [mph]**

### Appendix HStructure gauge for the 1 520 mm track gauge system

*Figure 3*

**Structure gauge S for the 1 520 mm track gauge system [dimensions in mm]**

*Clarifications for Figure 3:*                   
          -  All horizontal dimensions shall be measured from 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, stop/halt and for branch tracks/industry track (except                           contour Ia, Ib, IIa, IIIa),                         
          -  Right side of contour — applications 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 electrified 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 1 000 mm, 1 020 mm, 6 900 mm and 6 400 mm given in the numerators are for contact system with carrying cable.U.K.                          Values of 1 100 mm, 1 120 mm, 6 750 mm and 6 250 mm given in the denominator are for contact system without carrying cable, 
          -  11 — 10 — 3 — contour of structure gauge for structures and equipment (except tunnel, bridge, platform, ramp) on the outside                           of ‘edge’ tracks;                         
          -  9 — 4a — contour of structure gauge for tunnel, for railing on the bridge, elevated track (ballast profile), signals, embankment                           wall and for railing on the other structures of railway subgrade,                         
          -  12-12 — contour from which (on track between stations or in stations within usale length of track) any device could not be                           above (higher), except level crossing covering, locomotive signaling inductors, switches mechanism and their near situated                           signaling and safety equipment                         
          -  14-14 — contour of building (or foundation), underground cables, steel cables, pipes and other not railway structures (except                           signalling and safety equipment)                         

For nominal track gauge of 1 520 mm a1 = 670 mm and a2 = 760 mm.                  

For nominal track gauge of 1 524 mm a1 = 672 mm and a2 = 762 mm.                  

*Figure 4*

**Reference profile of the lower parts on tracks fitted with double slip**

*Clarification for Figure 4:*                   

The distance of 760 mm is for track gauge 1 520 mm, and 762 mm for track gauge 1 524 mm.

*Figure 5*

**Reference profile of the lower parts on marshalling yards fitted with rail brakes**

### Appendix IReverse curves with radii in the range from 150 m up to 300 m

The values in Table 43 are based on a reference vehicle (basic passenger coach with a distance between bogie pivots a = 19                     m and distance between the buffer face and the bogie pivot nt = 3,7 m, buffer width Δ = 635 mm and transversal play of the                     vehicle w = +/– 60 mm) and an end throw difference of 395 mm for two adjacent basic passenger coaches.                  

The values in Table 44 are based on a reference vehicle (basic freight wagon with a distance between end axles or bogie pivots                     12 m and distance between the buffer face and the end axle or bogie pivot 3 m) and an end throw difference of 225 mm for two                     adjacent basic freight wagons.                  

Due to local settings it can be necessary to require a longer length of the intermediate element or special operational conditions                     or a bigger width of the buffer to prevent buffer locking for existing vehicles that do not fulfil these assumptions.                  

#### *Table 43*

**Minimum length of a straight intermediate element between two long circular curves in the opposite directions [m]**

#### *Table 44*

**Limits, for dedicated freight lines, for the length of a straight intermediate element between two long circular curves in                           the opposite directions [m]**

### Appendix JSafety assurance over fixed obtuse crossings

#### (J.1)The fixed obtuse crossings should be designed 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:U.K.

Minimum crossing angle: tangent 1 in 9 (tgα = 0,11, α = 6°20′)

Minimum radius through obtuse crossing: 450 m

Minimum height of check rail: 45 mm

Nose shape as defined in the figure below

*Figure 6*

**Obtuse crossing**

*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 approximately)

#### (J.2)If one or more of the above requirements is not respected, the design shall be checked, verifying either the equivalence of                        the unguided length or acceptance of the interference between wheel and nose when they get in contact.U.K.

#### (J.3)The design shall be checked for wheels with diameter between 630 mm and 840 mm. For wheel diameters between 330 mm and 630                        mm specific demonstrations are required.U.K.

#### (J.4)The following graphs allow simple verification of unguided length for specific situation with different crossing angles, height                        of check rail and different crossing curvature.U.K.

The graphs consider the following maximum track tolerances:

Track gauge between 1 433 mm and 1 439 mm inclusive

Nose protection between 1 393 mm and 1 398 mm inclusive

Free wheel passage ≤ 1 356 mm

Figure 8 allows to specify the minimum wheel diameter that can run on curved obtuse crossings with a radius of 450 m, Figure                     9 allows it for straight obtuse crossings.                  

For other situations specific calculations can be performed.

#### (J.5)For track gauge systems other than 1 435 mm, specific calculations shall be performed.U.K.

*Figure 8*

**Minimum wheel diameter against crossing angle for 450 m radius of obtuse crossing**

Minimum wheel diameter [mm]

N for crossing angle tangent 1 in N

Height of check rail [mm] (Z3)

*Figure 9*

**Minimum wheel diameter against crossing angle for straight obtuse crossing**

Minimum wheel diameter [mm]

N for crossing angle tangent 1 in N

Height of check rail [mm] (Z3)

### Appendix KBasis 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 checking the compatibility of structures with passenger coaches and multiple units.                  

The EN line categories in Appendix 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 45 into account.                  

Where checks on the dynamic response of rail bridges are required to specify the load carrying capacity of the bridge, the                     load capacity of the bridge should be specified 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 passenger payload in standing areas given in Table 45 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 compatibility of infrastructure and rolling stock.                  

#### *Table 45*

**Passenger payload in standing areas in kg/m2**

### Appendix LDefinition 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 characteristics of the spacing of axles and the mass per unit length as defined                     in Figure 10.                  

#### *Figure 10***Reference wagon of EN line category a12**U.K.

#### *Figure 11***Load model of EN line category a12**U.K.

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 categories is given in chapter 6.1 of EN 15528:2008+A1:2012 and shall be                     read in conjunction with Appendix K of this TSI.                  

It is anticipated that the next revision of EN 15528+A1:2012 will include line category a12.

### Appendix MSpecific case on the Estonian network

#### (1)LocomotiveU.K.

                    

#### (2)Distributed load: 140 kN/mU.K.

#### (3)WagonU.K.

                    

### Appendix NSpecific cases of the Hellenic network

Deleted

### Appendix OSpecific case on the Ireland and United Kingdom of Northern Ireland networks

Rules and drawings related to gauges IRL1, IRL2 and IRL3 are an open point.

### Appendix PStructure gauge for the lower parts for the 1 668 mm track gauge on the Spanish network

Structures gauges shall be obtained on the basis 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 15273-3:2013 with the kinematic reference profiles and associated rules defined in this Appendix.                  

#### P.1.REFERENCE PROFILESU.K.

##### P.1.1.**Kinematic reference profile GEI1**U.K.

Figure 12 shows the reference profile for kinematic gauge GEI1 for vehicles which can pass over rail brakes in an active position.

*Figure 12*

**Reference profile of lower parts of kinematic gauge GEI1 for vehicles which can pass over rail brakes in an active position                           (l = track gauge)**

(Dimensions in millimeters)

Running surface.

##### P.1.2.**Kinematic reference profile GEI2**U.K.

Figure 13 shows the reference profile for kinematic gauge GEI2 for vehicles which may pass over rail brakes in a non-active                     position.                  

*Figure 13*

**Reference profile of lower parts of kinematic gauge GEI2 for vehicles which may pass over rail brakes in a non-active position                           (l = track gauge)**

(Dimensions in millimeters)

Running surface.

#### P.2.ASSOCIATED RULESU.K.

Table 46 shows the additional overthrows for gauges GEI1 and GEI2.

##### *Table 46*

**Rules for additional overthrows S for gauges GEI1 and GEI2**

#### P.3.VERTICAL LOWERINGU.K.

The heights of the lower part must be reduced by the value 50/Rv (m), the radius being in metres.

**The vertical curve radius Rv is limited to 500 m. Heights not exceeding 80 mm shall be considered as zero within a radius                        Rv between 500 m and 625 m**                   

### Appendix QNational technical rules for UK-GB Specific Cases

The National Technical Rules for UK-GB specific cases referred to in point 7.7.17 of this TSI are contained in the documents                     listed in Table 47. All documents are available on www.rgsonline.co.uk.                  

#### *Table 47*

**Notified national technical rules for UK-GB Specific Cases**

### Appendix RList of open points

Requirements for the design of track, including switches and crossings, which are compatible with the use of eddy current                              braking systems (4.2.6.2.2)                           

Minimum factor alpha (a) for Traffic codes P1520 and F1520 (4.2.7.1.1)

Immediate action limits for isolated defects in alignment for speeds of more than 300 km/h (4.2.8.1)

Immediate action limits for isolated defects in longitudinal level for speeds of more than 300 km/h (4.2.8.2)

The minimum allowed value of distance between track centres for the uniform structure gauge IRL3 is an open point (7.7.18.2)

EN Line Category –Associated Speed [km/h] for Traffic codes P1, P2, P3a, P4a, P1520, P1600, F1520 and F1600 (Appendix E, Tables                              38 and 39)                           

EN Line Category –Associated Speed [km/h] for Traffic codes P1, P2, P1600 and F1600 (Appendix F, Tables 40 and 41)

Rules and drawings related to gauges IRL1, IRL2 and IRL3 are an open point (Appendix O)

Requirements for mitigating the risk related to the ‘ballast pick up’ phenomenon (point 4.2.10.3) (open point also in the                              LOC&PAS TSI)                           

### Appendix SGlossary

#### *Table 48*

**Terms**

*Figure 14*

**Geometry of switches and crossings**

1 Free wheel passage in switches

Fixed nose protection

Free wheel passage at crossing nose

Free wheel passage at check rail/wing rail entry

Flangeway width

Flangeway depth

Height of check rail

### Appendix TList of referenced standards

#### *Table 49*

**List of referenced standards**

1

OJ L 191, 18.7.2008, p. 1.                           

2

Regulation (EC) No 881/2004 of the European Parliament and of the Council of 29 April 2004 establishing a European Railway                              Agency (OJ L 164, 30.4.2004, p. 1).                           

3

Commission Decision 2008/217/EC of 20 December 2007 concerning a TSI relating to the infrastructure sub-system of the trans-European                              high-speed rail system (OJ L 77, 19.3.2008, p. 1).                           

4

Commission Decision 2011/275/EU of 26 April 2011 concerning a TSI relating to the infrastructure sub-system of the trans-European                              conventional rail system (OJ L 126, 14.5.2011, p. 53).                           

5

Directive 2004/49/EC of the European Parliament and of the Council of 29 April 2004 on safety on the Community's railways                              and amending Council Directive 95/18/EC on the licensing of railway undertakings and Directive 2001/14/EC on the allocation                              of railway infrastructure capacity and the levying of charges for the use of railway infrastructure and safety certification                              (Railway Safety Directive) (OJ L 164, 30.4.2004, p. 44).                           

6

Commission Decision 2010/713/EU of 9 November 2010 on modules for the procedures for assessment of conformity, suitability                              for use and EC verification to be used in the technical specifications for interoperability adopted under Directive 2008/57/EC                              of the European Parliament and of the Council (OJ L 319, 4.12.2010, p. 1.)                           

7

Commission Decision 2008/232/EC of 21 February 2008 concerning a technical specification for interoperability relating to                              the rolling stock sub-system of the trans-European high-speed rail system (OJ L 84, 26.3.2008, p. 132).                           

8

Council Directive 98/83/EC of 3 November 1998 on the quality of water intended for human consumption (OJ L 330, 5.12.1998, p. 32).                           

9

Commission Recommendation 2014/881/EU of 18 November 2014 on the procedure for demonstrating the level of compliance of existing                              railway lines with the basic parameters of the technical specifications for interoperability (See page 520 of this Official                              Journal).                           

10

Not yet published in the Official Journal.

11

Decision No 1692/96/EC of the European Parliament and of the Council of 23 July 1996 on Community guidelines for the development                              of the trans-European 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).