2002D0732 — EN — 24.01.2013 — 001.001

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►B COMMISSION DECISION of 30 May 2002 concerning the technical specification for interoperability relating to the infrastructure subsystem of the trans-European high-speed rail system referred to in Article 6(1) of Council Directive 96/48/EC (notified under document number C(2002) 1948) (Text with EEA relevance) (2002/732/EC) (OJ L 245, 12.9.2002, p.143)

Amended by:

Official Journal No page date ►M1 COMMISSION DECISION of 23 July 2012 L 217 1 14.8.2012





Corrected by:









▼B

COMMISSION DECISION

of 30 May 2002

concerning the technical specification for interoperability relating to the infrastructure subsystem of the trans-European high-speed rail system referred to in Article 6(1) of Council Directive 96/48/EC

(notified under document number C(2002) 1948)

(Text with EEA relevance)

(2002/732/EC)







THE COMMISSION OF THE EUROPEAN COMMUNITIES, Having regard to the Treaty establishing the European Community, Having regard to Council Directive 96/48/EC of 23 July 1996 on the interoperability of the trans-European high-speed rail network ( 1 ), and in particular Article 6(1) thereof, Whereas: (1) In accordance with Article 2(c) of Directive 96/48/EC, the trans-European high-speed rail system is subdivided into structural or functional subsystems. These subsystems are described in Annex II to the Directive. (2) In accordance with Article 5(1) of the Directive, each of the subsystems shall be covered by a technical specification for interoperability (TSI). (3) In accordance with Article 6(1) of the Directive, draft TSIs shall be drawn up by the joint representative body. (4) The Committee set up under Article 21 of Directive 96/48/EC has appointed the European Association for Railway Interoperability (AEIF) as the joint representative body in accordance with Article 2(h) of the Directive. (5) The AEIF has been given a mandate to draw up a draft TSI for the infrastructure subsystem in accordance with Article 6(1) of the Directive. This mandate has been established in accordance with the procedure laid down in Article 21(2) of the Directive. (6) The AEIF has drawn up the draft TSI, together with an introductory report containing a cost-benefit analysis as provided for in Article 6(3) of the Directive. (7) The draft TSI has been examined by the representatives of the Member States, in the framework of the Committee set up by the Directive, in the light of the introductory report. (8) As specified in Article 1 of Directive 96/48/EC, the conditions for achieving interoperability of the trans-European high-speed rail system concern the design, construction, upgrading and operation of the infrastructures and rolling stock contributing to the functioning of the system to be put into service after the date of entry into force of the Directive. With regard to the infrastructures already in service at the time of entry into force of this TSI, the TSI should be applied from the time when work is envisaged on these infrastructures. However, the degree to which the TSI is applied will vary according to the scope and extent of the works foreseen and the costs and the benefits generated by the intended applications. In order for such partial works to concur into achieving full interoperability, they need to be underpinned by a coherent implementation strategy. In this context, a distinction should be made between upgrading, renewal and maintenance-related replacement. (9) It is recognised that Directive 96/48/EC and the TSIs do not apply to renewals or maintenance-related replacement. It is desirable however that the TSIs should apply to renewals, as will be the case for the TSIs for the conventional rail system under Directive 2001/16/EC. In the absence of a mandatory requirement and taking into account the extent of the renewal work, Member States are encouraged, where they are able to do so, to apply the TSIs to renewals and maintenance-related replacement. (10) In its current version, the TSI, which is the subject of this Decision, covers features specific to the high-speed system; as a general rule, it does not address the common aspects of the high-speed and conventional rail system. The interoperability of the latter is the subject of another Directive ( 2 ). Given that verification of interoperability has to be established by reference to the TSIs, in accordance with Article 16(2) of Directive 96/48/EC, it is necessary, during the transition period between the publication of this Decision and the publication of the Decisions adopting the ‘conventional rail’ TSIs, to lay down the conditions to be complied with in addition to the TSI attached. For these reasons it is necessary that each Member State informs the other Member States and the Commission of the relevant national technical rules in use for achieving interoperability and meeting the essential requirements of Directive 96/48/EC. In addition, those rules being national, it is necessary that each Member State informs the other Member States and the Commission of the bodies it appoints for carrying out the procedure for the assessment of conformity or suitability for use as well as the checking procedure in use for verifying the interoperability of subsystems within the meaning of Article 16(2) of Directive 96/48/EC. Member States shall apply, as far as possible, the principles and criteria provided for in Directive 96/48/EC for the implementation of Article 16(2) in the case of those national rules. As to the bodies in charge of those procedures, Member states will make use, as far as possible, of bodies notified under Article 20 of Directive 96/48/EC. The Commission will carry out an analysis of this information (national rules, procedures, bodies in charge of implementing procedures, duration of these procedures) and, where appropriate, will discuss with the Committee the necessity of any measure to be taken. (11) The TSI, which is the subject of this Decision, does not impose the use of specific technologies or technical solutions except where this is strictly necessary for the interoperability of the trans-European high-speed rail network. (12) The TSI, which is the subject of this Decision, is based on best available expert knowledge at the time of preparation of the corresponding draft. Developments in technology or social requirements may make it necessary to amend or supplement this TSI. Where appropriate, a review or updating procedure will be initiated in accordance with Article 6(2) of Directive 96/48/EC. (13) In some cases, the TSI, which is the subject of this Decision, allows a choice between different solutions, making it possible to apply definitive or transitional interoperable solutions that are compatible with the existing situation. In addition, Directive 96/48/EC provides for special implementing provisions in certain specific cases. Furthermore, in the cases provided for in Article 7 of the Directive Member States must be allowed not to apply certain technical specifications. It is therefore necessary that the Member States ensure that an infrastructure register is published and updated each year. This register will set out the main characteristics of the national infrastructure (e.g. the basic parameters) and their concordance with the characteristics prescribed by the applicable TSIs. To this end, the TSI, which is the subject of this Decision, indicates precisely which information must appear in the register. (14) The application of the TSI which is the subject of this Decision must take into account specific criteria relating to technical and operational compatibility between the infrastructures and the rolling stock to be placed in service and the network into which they are to be integrated. These compatibility requirements entail a complex technical and economical analysis that is to be done on a case by case basis. The analysis should take into account: — the interfaces between the different subsystems referred to in Directive 96/48/EC, — the different categories of lines and rolling stock referred to in that Directive, and — the technical and operational environments of the existing network. That is why it is essential to establish a strategy for the implementation of the TSI which is the subject of this Decision, which should indicate technical stages to move from the present network conditions to a situation where the network is interoperable. (15) The provisions of this Decision are in conformity with the opinion of the Committee set up by Directive 96/48/EC, Whereas: HAS ADOPTED THIS DECISION:







Article 1

The TSI relating to the ‘infrastructure’ subsystem of the trans-European high-speed rail system referred to in Article 6(1) of Directive 96/48/EC is hereby adopted by the Commission. The TSI is set out in the Annex to this Decision. The TSI is fully applicable to the infrastructure of the trans-European high-speed rail system as defined in Annex I of Directive 96/48/EC, taking into account Article 2 and Article 3 hereunder.

Article 2

1. With regard to the aspects that are common to the high-speed and the conventional rail systems, but not covered in the attached TSI, the conditions to be complied with for the verification of the interoperability within the meaning of Article 16(2) of Directive 96/48/EC are the applicable technical rules in use in the Member State which authorises the placing in service of the subsystem concerned by this Decision.

2. Each Member State shall notify to the other Member States and to the Commission within six months of the notification of this Decision:

— the list of the applicable technical rules mentioned under Article 2(1),

— the conformity assessment and checking procedures to be applied with regard to the application of these rules,

— the bodies it appoints for carrying out those conformity assessment and checking procedures.

Article 3

1. For the purposes of this Article:

— ‘upgrading’ means major work to modify a subsystem or part of a subsystem which changes the performance of the subsystem,

— ‘renewal’ means major work to replace a subsystem or part of a subsystem which does not change the performance of the subsystem,

— ‘maintenance-related replacement’ means replacement of components by parts of identical function and performances in the context of predictive or corrective maintenance.

2. In the case of upgrading, the contracting entity will submit a dossier describing the project to the Member State concerned. The Member State will examine the dossier and, taking into account the implementation strategy in Chapter 7 of the attached TSI, will (where appropriate) decide whether the scale of the work requires the need for a new authorisation for placing in service under Article 14 of Directive 96/48/EC. Such authorisation for placing in service is necessary whenever the level of safety may objectively be affected by the work envisaged.

Where a new authorisation for placing in service under Article 14 of Directive 96/48/EC is necessary, the Member State decides whether:

(a) the project includes full application of the TSI, in which case the subsystem will be subject to the EC verification procedure in Directive 96/48/EC; or

(b) full application of the TSI is not yet possible. In this case the subsystem will not be in full conformity with the TSI and the EC verification procedure in Directive 96/48/EC shall be applied only in respect of the parts of the TSI applied.

In these two cases the Member State will inform the Committee, set up pursuant to Directive 96/48/EC, of the dossier including the parts of TSI being applied and the degree of interoperability being achieved.

3. In the case of renewal and maintenance-related replacement, application of the attached TSI is voluntary.

Article 4

The relevant parts of the Commission Recommendation 2001/290/EC ( 3 ) on the basic parameters of the trans-European high-speed rail system no longer have effect from the date of entry into force of the attached TSI.

Article 5

The attached TSI shall enter into force six months after notification of this Decision.

Article 5

This Decision is addressed to the Member States.









ANNEX

TECHNICAL SPECIFICATION FOR INTEROPERABILITY RELATING TO THE INFRASTRUCTURE SUBSYSTEM

▼C1

CONTENTS 1. INTRODUCTION 1.1. TECHNICAL SCOPE 1.2. GEOGRAPHICAL SCOPE 1.3. CONTENT OF THIS TSI 2. DEFINITION OF THE INFRASTRUCTURE SUBSYSTEM/SCOPE OF APPLICATION 3. ESSENTIAL REQUIREMENTS 4. DESCRIPTION OF THE INFRASTRUCTURE SUBSYSTEM 4.1. BASIC PARAMETERS OF THE INFRASTRUCTURE SUBSYSTEM 4.1.1. Minimum infrastructure gauge (Parameter 1) 4.1.2. Minimum radius of curvature (Parameter 2) 4.1.3. Track gauge (Parameter 3) 4.1.4. Maximum track stressing (Parameter 4) 4.1.5. Minimum platform length (Parameter 5) 4.1.6. Platform height (Parameter 6) 4.1.7. Boundary characteristics linked to outside noise (Parameter 17) 4.1.8. Boundary characteristics linked to outside vibrations (Parameter 18) 4.1.9. Characteristics linked to the access of disabled persons (Parameter 22) 4.1.10. Maximum pressure variations in tunnels (Parameter 23) 4.1.11. Maximum falling and rising gradients (Parameter 24) 4.1.12. Minimum distance between track centres (Parameter 25) 4.2. INFRASTRUCTURE SUBSYSTEM INTERFACES 4.3. SPECIFIED PERFORMANCE 4.3.1. Lines specially built for high speed 4.3.2. Lines specially upgraded for high speed 4.3.3. Specifications applicable to the elements to achieve the intended performance levels 5. INTEROPERABILITY CONSTITUENTS 5.1. DEFINITION OF INTEROPERABILITY CONSTITUENTS 5.2. DESCRIPTION OF THE INTEROPERABILITY CONSTITUENTS OF THE INFRASTRUCTURE SUBSYSTEM 5.2.1. The rail 5.2.2. The rail fastening systems 5.2.3. Track sleepers and bearers 5.2.4. Switches and crossings 6. ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE 6.1. INTEROPERABILITY CONSTITUENTS 6.1.1. Conformity and suitability for use assessment procedures (Modules) 6.1.2. Application of modules 6.2. INFRASTRUCTURE SUBSYSTEM 6.2.1. Assessment procedure (modules) 6.2.2. Application of modules 6.3. EC VERIFICATION AND PUTTING INTO SERVICE THE INFRASTRUCTURE SUBSYSTEM 6.3.1. Verification of track conformity 7. IMPLEMENTING THE INFRASTRUCTURE TSI 7.1. APPLICATION OF THIS TSI TO HIGH-SPEED LINE TO PUT INTO SERVICE 7.2. APPLICATION OF THIS TSI TO HIGH-SPEED LINES ALREADY IN SERVICE 7.2.1. Typology of work 7.2.2. Parameters and specifications concerning civil engineering 7.2.3. Parameters and characteristics concerning superstructure 7.2.4. Parameters and characteristics concerning various equipment 7.2.5. Speed as migration criterion 7.2.6. Case of hot-box detectors 7.3. SPECIFIC CASES 7.3.1. Particular features on the German network (P case) 7.3.2. Particular features on the Austrian network 7.3.3. Particular features on the Danish network 7.3.4. Particular features on the Spanish network 7.3.5. Particular features on the Finnish network (P cases) 7.3.6. Particular features on the British network (P cases) 7.3.7. Particular features on the network of Greece 7.3.8. Particular features on the Ireland and Northern Ireland network (P cases) 7.3.9. Particular features on the Netherlands network 7.3.10. Particular features on the Portuguese network 7.3.11. Particular features on the Swedish network (P cases) 7.4. CASES SPECIFIC TO THE TARGET SUBSYSTEM 7.5. RECOMMENDATIONS 7.5.1. Characteristics linked to the carriage of diasabled persons (BP 22) ANNEX A INTEROPERABILITY CONSTITUENTS OF THE INFRASTRUCTURE SUBSYSTEM ANNEX B ASSESSMENT OF THE INFRASTRUCTURE SUBSYSTEM ANNEX C ASSESSMENT PROCEDURES (MODULES) ANNEX D DEFINITION OF PHASES FOR THE ASSESSMENT OF THE INFRASTRUCTURE SUBSYSTEM ANNEX E CHARACTERISTICS REQUIRED TO APPEAR IN THE INFRASTRUCTURE REGISTER ANNEX G GA, GB AND GC KINEMATIC GAUGES ANNEX H REGULATIONS RELATING TO THE LAY-OUT OF S-CURVES ANNEX I UNIVERSAL DYNAMIC TRAIN ANNEX K1 FLAT BOTTOM SYMMETRICAL RAILWAY RAILS 46 KG/M AND ABOVE — STEEL GRADES ANNEX K2 FLAT BOTTOM SYMMETRICAL RAILWAY RAILS 46 KG/M AND ABOVE — RAIL PROFILES ANNEX L1 SWITCH AND CROSSING RAILS USED IN CONJUNCTION WITH FLAT BOTTOM RAILWAYS RAILS 46 KG/M AND ABOVE — STEEL GRADES ANNEX L2 CHECK RAILS USED IN CONJUNCTION WITH FLAT BOTTOM RAILWAY RAILS 46 KG/M AND ABOVE — RAIL PROFILES ANNEX M UK1 GAUGE ANNEX N FIN 1 GAUGE ANNEX O IRL 1 GAUGE

▼B

1. INTRODUCTION

1.1. TECHNICAL SCOPE

This TSI concerns the infrastructure subsystem, which is one of the subsystems listed in Annex II(1) to Directive 96/48/EC.

This TSI is part of a set of six TSIs, which cover all the eight subsystems defined in the Directive. The specifications concerning the ‘users’ and ‘environment’ subsystems, which are necessary to ensure interoperability of the trans-European high-speed rail system in compliance with the essential requirements, are set out in the TSIs concerned.

More information about the infrastructure subsystem is given in Chapter 2.

1.2. GEOGRAPHICAL SCOPE

The geographical scope of this TSI is the trans-European high-speed rail system as described in Annex I to Directive 96/48/EC.

Reference shall be made in particular to the lines of the trans-European rail network described in 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 or in any update to the same Decision as a result of the revision provided for in Article 21 of that Decision.

1.3. CONTENT OF THIS TSI

In accordance with Article 5(3) and with Annex I(1)(b) of Directive 96/48/EC, this TSI:

(a) specifies the essential requirements for the subsystems and their interfaces (Chapter 3);

(b) establishes the basic parameters described in Annex II(3) of that Directive, which are necessary to meet the essential requirements (Chapter 4);

(c) establishes the conditions to be complied with to achieve the specified performances for each of the following categories of line (Chapter 4): — category I: specially built high-speed lines equipped for speeds generally equal to or greater than 250 km/h; — category II: specially upgraded high-speed lines equipped for speeds of the order of 200 km/h; — category III: specially upgraded high-speed lines which have special features as a result of topographical, relief or town-planning constraints, on which the speed must be adapted to each case.

(d) establishes implementing provisions in certain specific cases (Chapter 7);

(e) determines the interoperability constituents and interfaces which must be covered by European specifications, including European standards, which are needed in order to achieve interoperability within the trans-European high-speed rail system while meeting the essential requirements (Chapter 5);

(f) states, in each case under consideration, which of the modules defined in Decision 93/465/EEC or, where appropriate, which specific procedures are to be used in order to assess either the conformity or the suitability for use of the interoperability constituents, as well as ‘EC’ verification of the subsystems (Chapter 6).

2. DEFINITION OF THE INFRASTRUCTURE SUBSYSTEM/SCOPE OF APPLICATION

2.1. The infrastructure subsystem of the trans-European high-speed rail system comprises all the fixed plant serving to fulfil the following functions, in compliance with the essential requirements: — confinement of the vehicles to their path, including their carriage and guidance within an unobstructed space, together with the safety equipment necessary to guarantee this function, — passenger boarding and alighting from trains stopped in stations. The fixed plant therefore includes, inter alia: — the plain track, excluding points and crossings, which acts as the guideway, — points and crossings which serve to modify the vehicles' path, — the structures, e.g. bridges and tunnels, that allow, under specific conditions, the crossing of obstacles, — the necessary safety and protective equipment to maintain the integrity of the subsystem, — the associated infrastructures in stations (platforms, access areas, etc.). This fixed plant corresponds to the ‘fixed installations’ defined in Annex I to EEC Regulation No 2598/70 of 18 December 1970, except for the signalling and telecommunications installations and plant for transforming and carrying electric power, which are the subject of specific TSIs, which are built on the lines defined in Article 10(2) and Annex I of Decision No 1692/96/EC of the European Parliament and of the Council of 23 July 1996.

2.2. The aspects of the infrastructure subsystem relating to the interoperability of the trans-European high-speed rail system are described below, with the principles adopted concerning them: Plain line track The plain line track constitutes the physical guideway for the vehicles, the characteristics of which enable the interoperable vehicles to run under the desired conditions of safety and with the specified performance. The following elements of the plain line track are involved in the interoperability of the infrastructure subsystem: (a) The structure gauge and the distance between track centres The interfaces which concern the rolling stock, control command and signalling and energy subsystems: loading gauge of the rolling stock, clearance gauge of fixed plant and clearance gauge of pantographs. These interfaces define the distance between the vehicle envelopes, the pantograph and the lineside structures, and between the vehicles themselves when passing. Besides the necessary requirements to prevent vehicles fouling the structure gauge, these interfaces also allow the derivation of the lateral aerodynamic forces affecting the vehicles and, reciprocally, the fixed plant. The lines of the existing European rail network present a broad range of structure gauges due to the historical context that prevailed when they were built. In order to eventually achieve harmonisation of this situation, a target structure gauge is proposed for future construction, while allowing leeway to use existing gauges when compliance with the target gauge would involve excessive modifications. In accordance with Article 5(4) of Directive 96/48/EC, this does not prevent adoption of larger structure gauges that might be necessary for running other trains. (b) Track gauge and guideway The distance between the two rails, as well as the shapes of the wheels and rails coming into mutual contact, is defined in great detail in order to ensure compatibility of the infrastructure with the rolling stock subsystem. Furthermore, this compatibility takes into account existing lines, which form a large part of the interoperable network. (c) Track loading The forces exerted by the vehicles on the track, which determine both the conditions relating to safety against vehicle derailment and the characteristics of the track's ability to withstand them, stem solely from the contact between the wheels and the rails and from any associated braking equipment when this acts directly on the rail. These forces include: — vertical forces — static, due to the weight of the vehicle spread over the wheelsets, quasi-static in curves, due to transfer of the vertical loads as a result of lateral accelerations not compensated by track cant, and dynamic, due to the track geometry and the vehicles' behaviour, — lateral forces, which are quasi-static in curves, due to lateral accelerations not compensated by track cant, and dynamic, due to the track geometry and the vehicles' behaviour, — longitudinal forces due to vehicle accelerations and decelerations when braking and accelerating. For each of these three types of load, one or more characteristic criteria of the mechanical interaction between the vehicle and the track are defined as limits not to be exceeded by the vehicle and, conversely, as the minimum loadings which the track must be able to withstand. According to Article 5(4) of Directive 96/48/EC, these criteria are not an impediment to choosing higher limit values as appropriate for running other trains. These characteristic safety criteria of the vehicle-track interaction are the interfaces with the rolling stock subsystem. Switches and crossings In addition to those already mentioned under plain line track, the following switchgear elements are linked to the interoperability of the infrastructure subsystem: (a) Specific wheel-rail contact points at switches and crossings and the mechanical loads on the diverging track of a switch, which allow to control the risk of derailment, constitute interfaces with the rolling stock subsystem. (b) Command, control and locking systems, which ensure that the wheels follow the correct path when running over points, constitute an interface with the operation subsystem. Civil engineering works and lineside structures In addition to the abovementioned effects on plain line track, high-speed traffic has a critical effect on the dynamic behaviour of railway underbridges, on the aerodynamic forces acting on some lineside installations and on pressure variations in tunnels. The following components of the civil engineering and lineside structures are relevant to the interoperability of the infrastructure subsystem: (a) Dynamic mechanical effects These depend, where structures supporting railway loads are concerned, on the frequency of repetition of the vehicle axle loads, and they constitute an interface with the rolling stock subsystem. (b) Aerodynamic loads on lineside structures Depend on the aerodynamic characteristics of the interoperable trainsets, and therefore constitute interfaces with the rolling stock subsystem. (c) Pressure variations in tunnels The pressure variations which the passengers may have to withstand as vehicles run through tunnels are a function, mainly, of the running speed, of the cross-sectional area, length and aerodynamic shape of the trainset, and the tunnel length and cross-sectional area. They are limited to an acceptable value from the standpoint of passengers' health and therefore constitute an interface with the rolling stock subsystem. Associated infrastructures in stations The infrastructure subsystem includes the means allowing passengers to board trains: station platforms and their fittings and fixtures. The following elements are involved in the interoperability of the subsystem: — the height and length of platforms, — pressure effects when trains run through underground stations. These interfaces relate to the rolling stock subsystem. Protection and safety equipment The lineside security, vehicle intrusion and hotbox detectors, which involve interfaces with the rolling stock, control command and signalling and operation subsystems. Also included in the scope of this TSI are: — the arrangements necessary to ensure the monitoring and maintenance of the facilities, in keeping with the essential requirements, — the arrangements necessary within the infrastructure to ensure conservation of the environment, in keeping with the environment subsystem, — certain arrangements designed to ensure passenger safety in the event of malfunctioning of the high-speed trains, as per the requirements of the operation subsystem.

3. ESSENTIAL REQUIREMENTS

3.1. According to Article 4(1) of Directive 96/48/EC the trans-European high-speed rail system, its subsystems and its interoperability constituents must fulfil the essential requirements set out in general terms in Annex III to the Directive.

3.2. The essential requirements concern: — safety, — reliability and availability, — human health, — environmental protection, — technical compatibility. The essential requirements may, according to Directive 96/48/EC, be of general nature and applicable to the whole of the trans-European high-speed network or have special features that are specific to each subsystem and its constituents. Fulfilment of the essential requirements will ensue, for the infrastructure subsystem, from complying with the specifications described in Chapter 4 for the subsystem and Chapter 5 for the interoperability constituents, as demonstrated by a positive result of the assessment procedures described in Chapter 6.

3.3. In the case of the infrastructure subsystem, the specific features, in addition to the considerations set out in Annex III to the Directive, are the following. SAFETY According to Annex III to Directive 96/48/EC, the general requirements for safety that are relevant to the infrastructure subsystem are the following: ‘1.1.1. The design, construction or assembly, maintenance and monitoring of safety-critical components, and more particularly of the components involved in train movements must be such as to guarantee safety at the level corresponding to the aims laid down for the network, including those for specific degraded situations. 1.1.2. The parameters involved in the wheel/rail contact must meet the stability requirements needed in order to guarantee safe movement at the maximum authorised speed. 1.1.3. The components used must withstand any specified normal or exceptional loading throughout their period in service. The safety repercussions of any accidental failures must be limited by appropriate means. 1.1.4. The design of fixed installations and rolling stock and the choice of the materials used must be aimed at limiting the generation, propagation and effects of fire and smoke in the event of fire.’ In order to meet these general requirements, the infrastructure must, at the level of safety corresponding to the aims laid down for the network: — allow trains to run without the risk of derailment or collisions between them or with other vehicles or fixed obstacles, and avoiding unacceptable risks associated with the proximity of the electric traction supply, — withstand without failure the vertical, lateral and longitudinal loads, whether static or dynamic, exerted by the trainsets, in the specified track environment and while achieving the required performance, — permit the monitoring and maintenance of the installations necessary to keep the critical components in safe condition, — not comprise materials prone to generate noxious fumes in the event of fire; this requirement concerns only those infrastructure elements located in confined air spaces (tunnels, covered cuts and underground stations). This is required to address human health requirements. In addition, the following subsystem-specific requirements are relevant to the infrastructure subsystem: ‘2.1.1. Appropriate steps must be taken to prevent access to or undesirable intrusions into installations on lines travelled at high-speed. Steps must be taken to limit the dangers to which persons are exposed, particularly in stations through which trains pass at high-speed. Infrastructures to which the public has access must be designed and made in such a way as to limit any human health hazards (stability, fire, access, evacuation, platforms, etc). Appropriate provisions must be laid down to take account of the particular safety conditions in very long tunnels.’ In order to meet these specific requirements, the infrastructure subsystem must, at the level of safety corresponding to the aims laid down for the network: — ensure that access to the installations, other than the platform areas accessible to passengers, is normally only possible for authorised staff, — permit control of the risk of intrusion by undesirable persons or vehicles into the railway premises, — ensure that the areas accessible to passengers in the course of normal line operation are located far enough away from the tracks carrying trains at high-speed or suitably segregated from those tracks to preclude any risk to their safety, and are provided with the necessary access ways to evacuate passengers, in underground stations in particular, — allow disabled passengers appropriate means of access and evacuation to/from public areas made accessible to them, by appropriate measures, — ensure that passengers may be kept clear of hazardous areas in the event that a high-speed train stops out of course outside the station areas provided for the purpose, — ensure that in long tunnels special measures are taken to reduce or control fire hazards and to facilitate the evacuation of passengers. Compliance with these safety requirements shall be deemed to have been met when the assessment procedures described in Chapter 6 demonstrate that the detailed specifications of Chapters 4 and 5 applying to the following parameters, elements and constituents are fulfilled and that due account is taken of the possible consequences of the failure of the safety-related elements mentioned below. Parameters relevant to the safety requirement The parameters listed below and characterised in Chapter 4 of this TSI, having a bearing on collision and derailment risks, are relevant to the safety requirement: (a) Minimum infrastructure gauges (Parameter 1 — 4.1.1 and 4.3.3.1) The structure gauges selected shall allow: — on newly built high-speed lines, ensure that high-speed trains pass with a sufficient margin of clearance for their foreseeable technical design changes in the distant future, — on existing lines, to ensure that these same trainsets may pass with reduced margins, so that implementation of the necessary modifications can be phased in over time. (b) Minimum radius of curvature (Parameter 2 — 4.1.2 and 4.3.3.8) The minimum radius of curvature of the track alignment, taken together with the track cant, defines the maximum cant deficiency for a given running speed. The cant deficiency is itself one of the elements that determine track loading. The infrastructure shall take account of the performance abilities and the technical limitations of the rolling stock. In the context of maintaining the potential speeds, acceleration capability and the requirements of braking and stopping are relevant. The minimum radius of the curves shall therefore be determined such that the cant and cant deficiency limits defined for these interoperability elements are complied with at the maximum line speed. (c) Maximum track loading (Parameter 4 — 4.1.4 and 4.3.3.16) The lateral and vertical forces are critical determinants of both the dynamic behaviour of the vehicles on the track and the fatigue behaviour of the track superstructure. These vertical and lateral forces shall meet the following requirements in order to ensure safe running at the maximum authorised speed: (1) concerning the vertical static forces: the infrastructure shall be designed to withstand at least the maximum axleload defined in the rolling stock TSI for the interoperable vehicles, irrespective of the type or maximum speed of those vehicles, (2) concerning the vertical and lateral quasi-static and dynamic forces: the infrastructure shall be designed to withstand at least the maximum loads corresponding to the characteristic safety criteria of the vehicle/track interaction as defined by the following limits applicable to traffic at speed: — vertical dynamic forces: a limit is imposed on these total dynamic forces as a function of the nominal wheel load, — lateral dynamic forces: the total lateral force exerted by a wheelset on the track, which could cause the track to be shifted in the ballast, shall not exceed the limit value, which is a function of the nominal axleload (PRUD'HOMME limit). The ratio of the dynamic lateral and vertical forces of a wheel on the rail must not exceed the derailment coefficient. These limits take into account the quasi-static forces that result from the permissible cant deficiencies, the latter serving to define the parameters relating to curve radii, and the permissible conditions of track geometry, taken up in this TSI (Chapter 4). Those parameters are set down as the necessary conditions for carrying out vehicle acceptance tests. Furthermore, the geometry of the wheel-rail contact shall be such as to promote stable running of the bogies, which entails limiting the equivalent conicity according to the running speed. Compliance with this value of equivalent conicity must be obtained, as far as infrastructure is concerned, by an appropriate, documented choice of the track gauge, rail cant and railhead profile, on plain line track and in switches alike. (3) concerning the longitudinal forces and the loads from associated braking equipment: braking forces may, on the one hand, cause the rail to slip in the rail fastening systems and/or the wheels to slide, and on the other cause the temperature of the rail to rise when, in the case of brakes not using adhesion, the energy is dissipated in the rail. It is therefore crucial to limit the maximum braking effort. The safety criteria considered relate on the one hand to the total maximum acceleration and deceleration transferred to the track by a train's power and braking systems, and on the other hand to the maximum temperature rise that can be generated in the rail by braking systems that do not use adhesion. The latter condition equates to limiting the amount of kinetic energy liable to be dissipated in the rail by those braking systems. Elements of the subsystem relevant to the safety requirement The following elements of the subsystem are critical to safety and their detailed characteristics must meet the requirements defined in Chapter 4 of this TSI: The running stability of the bogies determines the level of the lateral loads applied to the track. It is defined by the following elements: — track gauge (4.3.3.10), — rail inclination (4.3.3.11), — railhead profile (4.3.3.12), — equivalent conicity (4.3.3.9). The following elements also determine the level of vertical forces (4.3.3.16), lateral forces (4.3.3.17) and longitudinal forces exerted on the track and on switches and crossings: — cant (4.3.3.7), — cant deficiency (4.3.3.8), — geometrical quality of the track (4.3.3.18), — resistance of the track and switches and crossings to braking and acceleration forces (4.3.3.21), — effects of cross winds (4.3.3.23). Running over turnout tracks at high-speed requires particularly sound design and location of turnouts in the alignment, as follows: — due to the discontinuity of curvature occurring on the diverging track, the cant deficiency must be specially limited, — the switch rails and swing noses of common and diamond crossings must be equipped with locking systems, — the profiles of switch rails, and the functional dimensions (fits and clearances) of switches and crossings must match the wheel profiles and the dimensional tolerances of the wheelsets. The following elements of the subsystem control the passage of vehicles over switches and crossings: — cant deficiency in switches and crossings (4.3.3.8b), — switches and crossings (4.3.3.19 and 4.3.3.20). Structures shall be designed against the effects of railway loading so as to: — fulfil the structural strength and deflection criteria required in response to the actions of both high-speed trains and maintenance vehicles. The design load models for such structures shall take account of these conditions, — continually fulfil the track safety and wheel-rail contact requirements, in particular under the dynamic effects of high-speed trains. A limiting criterion to characterise the interoperable vehicles with respect to these actions is therefore defined, which ensures that structures designed according to the ENV Standards accept these vehicles. The elements of the subsystem relevant to structures are: — vertical loads on structures (4.3.3.13), — transverse horizontal loads on structures (4.3.3.14), — longitudinal loads on structures (4.3.3.15). Access to, or intrusion by people or vehicles into railway premises may present a risk for traffic, the nature and criticality of which is common to all types of train, whether interoperable or not. When such risk is deemed to be substantial, suitable protection such as fencing around the railway land, protective railings on road bridges and/or road vehicle intrusion detectors shall be installed. Control of the risks of unwanted access or intrusion by persons or vehicles is the subject of national regulations of each of the Member States concerned, which enforces them according to the specific hazard of the site considered. The element relevant to this risk is: — access and intrusions into line installations (4.3.3.25) Constituents relevant to safety requirement The components listed below are interoperability constituents taken up in Chapter 5 of this TSI which come under the heading of interfaces relating to the safety requirement: — the rail (constituent 5.2.1), — rail fastening systems (constituent 5.2.2), and track sleepers and bearers (constituent 5.2.3), — switches and crossings (constituent 5.2.4). RELIABILITY AND AVAILABILITY According to Annex III to Directive 96/48/EC, the general requirements pertaining to reliability and availability that are relevant to the infrastructure subsystem are the following: ‘1.2. The monitoring and maintenance of fixed or movable components that are involved in train movements must be organised, carried out and quantified in such a manner as to maintain their operation under the intended conditions.’ To meet this requirement, the following conditions must be fulfilled: — the safety-critical interfaces whose characteristics are liable to change in the course of system operation must be the focus of monitoring and maintenance plans that define the conditions for monitoring and correcting those elements. — This requirement in particular concerns the following elements of the subsystem, already addressed by the safety requirement: — — track gauge (4.3.3.10), — cant (4.3.3.7), — geometrical quality of the track (4.3.3.18), — switches and crossings (4.3.3.19 and 4.3.3.20). — the infrastructure must be designed in such manner as to allow easy maintenance with resources suited to carrying out the maintenance plan. The products used for making the safety-critical interfaces must have adequate wear characteristics, and the service vehicles, inspection and maintenance vehicles necessary for carrying out the maintenance plan must be able to run and work on the line. This requirement concerns the following elements: — — grade of the rail steel (constituent 5.2.1), — structures, vertical static loads (4.3.3.13). HEALTH In accordance with Annex III to Directive 96/48/EC, the general requirements pertaining to human health that are relevant to the infrastructure subsystem are the following: ‘1.3.1. Materials likely, in their mode of usage, to constitute a health hazard to those having access to them must not be used in trains and railway infrastructures. 1.3.2. The choice, deployment and usage of these materials must be made so as to restrict the emission of harmful and dangerous fumes or gases, particularly in the event of fire.’ These general requirements relate to fire protection of the various elements of the infrastructure subsystem. Given the low density of the fire load of the products making up the infrastructure (track and civil engineering works), this requirement concerns only the case of underground facilities receiving passengers in normal service. No requirement is therefore made as concerns the products making up the interfaces of the track and of the civil engineering works other than these specific facilities. Regarding the latter, the Community directives on health, applicable in a general way to structures must be applied, irrespective of whether such structures are related to the interoperability of the trans-European high-speed rail system. Besides compliance with these general requirements, the pressure variations to which passengers and railway personnel are liable to be subjected when running in tunnels, covered cuts and underground stations, and the air velocities to which passengers in underground stations may be exposed shall be limited; in platform and underground station areas accessible to passengers, the risks of electric shock must be prevented. — Measures must therefore be taken, either through a sound choice of the air cross section of the concerned structures, or through auxiliary devices, in order to meet a health criterion, based on the maximum pressure variation experienced in the tunnel when a train passes, — Measures must be taken, in underground stations, either through construction features reducing the pressure variations coming from adjacent tunnels, or through auxiliary devices, to limit the air velocities to a value acceptable for humans, — Measures must be taken in spaces accessible to passengers to prevent unacceptable risk of electric shock. Elements of the subsystem relevant to the health requirement — works below ground level such as tunnels and cut-and-covers (4.3.3.6), — passenger platforms (4.3.3.26), — underground stations (4.3.3.27). ENVIRONMENTAL PROTECTION According to Annex III of Directive 96/48/EC, the general requirements pertaining to environmental protection that are relevant to the infrastructure subsystem are the following: ‘1.4.1. The repercussions on the environment of the establishment and operation of the trans-European high-speed rail system must be assessed and taken into account at the design stage of the system in accordance with the Community provisions in force, 1.4.2. The materials used in the trains and infrastructure must prevent the emission of fumes or gases which are harmful and dangerous to the environment, particularly in the event of fire.’ Besides compliance with these general requirements, outside noise and vibrations transmitted to sites close to a high-speed railway infrastructure must be kept within limits suitable to protect neighbouring populations. Parameters relevant to the environmental requirement — Boundary characteristics linked to outside noise (Parameter 17, 4.1.7 and 4.2.3.1.2). — Boundary characteristics linked to outside vibrations (Parameter 18, 4.1.8 and 4.2.3.1.2). TECHNICAL COMPATIBILITY According to Annex III of Directive 96/48/EC, the general requirements pertaining to technical compatibility that relate to the infrastructure subsystem are the following: ‘1.5. The technical characteristics of the infrastructure and fixed installations must be compatible with each other and with those of the trains to be used on the trans-European high-speed rail system. If adherence to these characteristics proves difficult on certain sections of the network, temporary solutions, which ensure compatibility in the future, may be implemented.’ To meet this requirement, the following conditions must be fulfilled: — the structure gauges, the distance between track centres, the track alignment, track gauge, maximum up and down gradients as well as the length and height of passenger platforms of the lines of the interoperable European network shall be set such as to ensure the lines' mutual compatibility and compatibility with the interoperable vehicles, — the equipment that may be necessary in future to allow trains other than high-speed trains to run on the lines of the trans-European high-speed rail system, must not impede the running of the interoperable trainsets, — the electrical transmission characteristics of the track superstructure must be compatible with the electrification and control command and signalling systems used. Parameters relevant to the technical compatibility requirement — Minimum structure gauge of the infrastructure (parameter 1 — 4.1.1 and 4.3.3.1): besides the safety requirement already mentioned, the structure gauge of the infrastructure shall allow correct operation of the pantograph in contact with the overhead line equipment, — Minimum curve radius (parameter 2 — 4.1.2 and 4.3.3.8): besides the safety requirement already mentioned, the choice of curve radii for the lines, and hence the minimum radius of the curves, determine the magnitude of the lateral movements — both the maximum amplitude and the mean amplitude in operation — of the vehicle suspensions. Determining this parameter in terms of mean and maximum values allows optimisation of suspension design, — Track gauge (parameter 3 — 4.1.3 and 4.3.3.10): the distance between the rails (gauge) shall be set at the reference standard value of 1 435 mm, the value most commonly found on the European networks, — Minimum length of platforms (parameter 5 — 4.1.5): the minimum length of the platforms in the stations of the trans-European high-speed rail system shall be compatible with the length of the trainsets that must stop there to serve passengers, — Height of platforms (parameter 6 — 4.1.6 and 4.3.3.26): the height of the platforms in the stations of the trans-European high-speed rail system shall be compatible with the height of the steps of the trainsets that must stop there to serve passengers, — Maximum falling and rising gradients (parameter 24 — 4.1.11 and 4.3.3.4): the maximum up and down gradients of the lines of the trans-European high-speed rail system shall be compatible with the power and braking characteristics specified for the interoperable trainsets, without bringing about unacceptable speed reductions in up gradients nor risks of not complying with stopping distances on down gradients, — Minimum distance between track centres (parameter 25 — 4.1.12 and 4.3.3.2): the minimum track centre distances shall be set to a value compatible with the interoperable vehicles' bodies' resistance to aerodynamic forces when trains cross. Elements relevant to the technical compatibility requirement — Cant deficiency (4.3.3.8): the cant deficiency — a function of the track's radius of curvature and cant — is the element of the track alignment interface which determines the level of lateral accelerations imparted to the vehicle, — Hotbox detectors (4.3.3.24): when hotbox detectors are necessary on interoperable lines in order for other trains to run (hot axlebox detection is built into the vehicles of interoperable high-speed stock), the detector systems used must neither introduce a constraint for high-speed operation nor be disturbed by the running of interoperable trains, — Electrical characteristics of the superstructure (4.3.3.28): the electrical characteristics of the track shall be such that it adequately passes the traction return current (energy subsystem) and handles any other functions associated with certain types of train control systems (control-command and signalling subsystem). The properties of the rail fastening system must also be compatible with the latter requirement.

3.4. Conformity of the infrastructure subsystem and its constituents with the essential requirements is verified in accordance with the provisions set out in Directive 96/48/EC.

4. DESCRIPTION OF THE INFRASTRUCTURE SUBSYSTEM

The trans-European high-speed railway system, to which Directive 96/48/EC applies and of which the infrastructure subsystem is a part, is an integrated system which requires the basic parameters, interfaces and performance to be verified in particular so as to ensure that the system is interoperable in respect of the essential requirements.

From the standpoint of interoperability, the infrastructure subsystem is characterised by the following basic parameters, interfaces, and performance requirements:

4.1. BASIC PARAMETERS OF THE INFRASTRUCTURE SUBSYSTEM

The basic parameters of the infrastructure subsystem as concerns high-speed lines are described and set out in this chapter. The particular requirements to ensure compatibility of upgraded and connecting lines are detailed in Point 4.3.

The basic parameters for achieving interoperability are those listed in Annex II to Directive 96/48/EC. Nine of them relate to the infrastructure:

— minimum infrastructure gauge (1),

— minimum radius of curvature (2),

— track gauge (3),

— maximum track loading (4),

— minimum platform length (5),

— platform height (6),

— boundary characteristics in relation to outside noise (17),

— boundary characteristics in relation to outside vibrations (18),

— characteristics linked to the access of disabled persons (22).

In addition to these basic parameters, the following should also be considered:

— maximum pressure variation in tunnels (23),

— maximum falling and rising gradients (24),

— minimum distance between track centres (25).

A certain number of interfaces are associated with the basic parameters. The full list of interfaces and the elements that characterise them is given in Point 4.2.

4.1.1. Minimum infrastructure gauge (Parameter 1)

The minimum gauge of the infrastructure to be used for the high-speed lines to be built shall comply with the reference kinematic profile GC (refer to Annex G).

The minimum infrastructure gauge of existing high-speed lines, of upgraded and connecting lines need only be brought up to the GC on those lines for which an economic study demonstrates the advantages of such an investment.

The applicable provisions for the ‘minimum clearance gauge’ element (4.3.3.1) are defined in Point 4.3.3 for the different line categories concerned and in Point 7.3 for lines with specific features.

4.1.2. Minimum radius of curvature (Parameter 2)

When designing the lines for high-speed operation, the minimum radius of curvature selected shall be such that, for the cant (4.3.3.7) set for the curve under consideration the cant deficiency (4.3.3.8) does not exceed, when running at the maximum speed for which the line is planned, the values indicated in Point 4.3.3 on ‘Specified performance’.

On tracks where only slow movements of the interoperable trainsets take place (station and passing tracks, depot and stabling tracks), the minimum horizontal design radius for any isolated curve shall not be less than 150 m. In actual operation, even allowing for variations of the alignment, the minimum effective lateral radius shall not be less than 125 m. As for the vertical alignment profile, the curve radius shall not be less than 600 m on a crest and 900 m in a hollow. Details of the requirements concerning this parameter in respect of lines travelled on at low speed are given in Point 4.3.3 ‘Specified performance’ under the element ‘Stabling tracks: minimum horizontal and vertical radius of curvature, falling and rising gradients, distance between tracks’ (4.3.3.5).

4.1.3. Track gauge (Parameter 3)

The nominal distance between rails (gauge) in the infrastructure subsystem shall be 1 435 mm. It corresponds to the distance between the active sides of the railhead, measured at a height of 14,5 mm (± 0,5 mm) below the running surface.

At the design stage and, later, during construction and operation, the gauge shall be maintained within the limits specified in Point 4.3.3 ‘Specified performance’ concerning the ‘track gauge and tolerances’ element (4.3.3.10).

4.1.4. Maximum track stressing (Parameter 4)

Vertical forces

The track, switches and crossings shall be designed to withstand at least the following forces:

— maximum static axle load allowed for interoperable trains, as defined with its acceptable tolerances in Point 4.1.2 of the rolling stock TSI. — The maximum static load P0 for a motored axle shall not exceed: — In the case of rolling stock designed to operate on specially constructed high-speed lines at speeds equal to or greater than 250 km/h: — P0 < or = 17 t/axle where V > 250 km/h; P0 or = 18 t/axle where V = 250 km/h; where V = Maximum service speed. — The static load P0 for a non-powered axle shall not exceed 17 t,

— in the case of rolling stock designed to operate on specially upgraded high-speed lines at speeds of the order of 200 km/h: — ▼M1 the technical rules in use on these lines are applicable. ▼B These maximum values are to be considered with a 2 % tolerance for the average axle load of the whole trainset. Furthermore, for each individual axle load, a 4 % tolerance is acceptable. In addition, the difference in static load between each side of the same vehicle shall not exceed 6 %.

— the maximum dynamic wheel load, as defined in Point 4.1.1 of the rolling stock TSI, which may be exerted by interoperable high-speed trainsets, shall not exceed the following limits: — — 180 kN for vehicles when their maximum speed is greater than 200 km/h but less than or equal to 250 km/h, — 170 kN for vehicles when their maximum speed is greater than 250 km/h but less than or equal to 300 km/h, — 160 kN for vehicles when their maximum speed is greater than 300 km/h. — The track superstructure shall also take into account the technical characteristics (axle load, speed) of non-interoperable trains which may be authorised on the line. — The specifications for track resistance to vertical loads are given in Point 4.3.3 under elements ‘resistance of track and switches and crossings to vertical forces’ (4.3.3.16) and ‘track stiffness’ (4.3.3.22).

Lateral forces

The track, switches and crossings shall be able to withstand at least the following lateral forces, which are defined in Point 4.1.1 of the rolling stock TSI:

— the maximum total dynamic lateral force exerted by a wheelset on the track: — , P being the maximum static load per axle, in kN, of the vehicles admitted to the line (service vehicles, high-speed and other trains). This limit is specific to the risk of lateral shift for ballasted tracks under lateral dynamic forces,

— the ratio of the lateral to the vertical forces of a wheel: — , Y and Q being respectively the dynamic lateral and vertical wheel force on the rail. This limit characterises the risk of wheel climbing the rail.

The track superstructure shall also take into account the technical characteristics (axle load, speed, cant deficiency) of non-interoperable trains which may be allowed to run on the line.

The specifications for track resistance to lateral forces are set out in Point 4.3.3 for ‘resistance of track and switches and crossings to lateral forces’ element (4.3.3.17).

Longitudinal forces

The track, switches and crossings shall withstand the longitudinal forces defined in Point 4.1.1 of the rolling stock TSI, corresponding to maximum accelerations and decelerations of 2,5 m/s2 exerted by the high-speed interoperable trains, as well as the attendant temperature rise effects. The track superstructure shall also withstand longitudinal forces of non-interoperable trains intended to run on the line (service vehicles and other trains) corresponding to the above accelerations and decelerations.

The specifications of track resistance to longitudinal forces are given in Point 4.3.3 for the ‘resistance of track and switches and crossings to braking and starting forces’ element (4.3.3.21).

4.1.5. Minimum platform length (Parameter 5)

The length of the platforms shall allow for passenger access and egress through all doors of interoperable trains to which they may have access, in normal commercial operation.

Provided that the requirements of Point 7.3 of this TSI are observed, the useful length of the platforms accessible to passengers shall be at least 400 m on new lines to be built and lines upgraded for high-speed. On existing lines for high-speed and on lines upgraded for high-speed, only those stations where high-speed trains stop under normal service conditions are concerned. When, on these lines, application of the provisions of Chapter 7 ‘Implementation’ for increasing the length of existing platforms is difficult, the Infrastructure Manager shall render some platforms in stations available for commercial service to the operators who shall then organise their service appropriately.

4.1.6. Platform height (Parameter 6)

The platforms' characteristics shall be compatible with the boarding arrangements of the interoperable rolling stock.

Provided that the requirements of Point 7.3 are observed, two values are allowed for platform height: 550 and 760 mm.

These values may be changed according to the performance expected from the lines, as per the provisions of Point 4.3.3 ‘Specified performance’ (4.3.3.26: passenger platforms).

4.1.7. Boundary characteristics linked to outside Noise (Parameter 17)

The noise level generated by the trans-European high-speed rail system should remain acceptable for its surroundings and be kept within limits suitable to protect neighbouring populations and their activities.

The environmental impact study required to be carried out beforehand under Council Directive 85/337/EEC and stated in 4.2.3.1.1 below, must show that the noise levels perceived by neighbours along new or upgraded infrastructure (either noise levels generated by interoperable trains or global equivalent noise levels of the whole traffic, depending on the applicable criteria) do not exceed the noise levels defined by national rules in application, taking into account the noise emission characteristics of the interoperable trains as defined in the rolling stock TSI.

4.1.8. Boundary characteristics linked to outside vibrations (Parameter 18)

Operating the trans-European high-speed rail system in a normal state of maintenance should not result in a level of ground-borne vibrations that would be unacceptable for its surroundings and the local activities.

The environmental impact study required to be carried out beforehand by Council Directive 85/337/EEC and stated in 4.2.3.1.1 below, must show that the vibration levels expected along new or upgraded infrastructure during the passage of interoperable trains do not exceed the vibrations levels defined by national rules in application, taking into account the characteristics of the interoperable trains as defined in the rolling stock TSI.

4.1.9. Characteristics linked to the access of disabled persons (Parameter 22)

With two possible platform heights (550 mm and 760 mm) specified in the infrastructure TSI, it is unlikely that level access from platform to train will be achieved everywhere on the network. It will therefore be necessary to use technical and operational solutions to overcome this problem for disabled passengers. Several available solutions could be adopted on the trans-European high-speed network which include:

— rolling stock solutions: — — bridging ramp integrated into rolling stock, — lift integrated into rolling stock.

— infrastructure solutions: — — rising platform, — partially raised platform.

— operational solutions: — — portable ramp deployed by operating staff, — mobile lift deployed by operating staff.

On high-speed lines to be built, the necessary provisions shall be made for an easy access to the platforms and trains by disabled persons, and, as far as reasonably practicable, without special assistance.

On upgraded and connecting lines, where existing stations do not always allow such means of easy access to platforms, the assistance of station operating staff will be required.

(See also 4.3.3.26 passenger platforms).

4.1.10. Maximum pressure variations in tunnels (Parameter 23)

Tunnels shall be designed such that the maximum pressure variation (defined as the difference between the extreme peak values of positive and negative pressure) along an interoperable train shall not be more than 10 000 Pascals during the passage of a train through the tunnel at the maximum speed permitted for the structure. This condition shall equally apply when trains of any type authorised to use the tunnel (high-speed trains, service and other trains) pass in the tunnel.

The specifications concerning the free cross-sectional area of the tunnel are given in Point 4.3 ‘Specified performance’ for the ‘tunnels and covered cuts’ element (4.3.3.6).

4.1.11. Maximum falling and rising gradients (Parameter 24)

Provided that the requirements of Point 7.3 of this TSI are observed, the up and down gradients of new high-speed lines shall be limited to 35 mm/m.

The conditions applicable for this parameter on high-speed lines to be built, upgraded and connecting lines are specified in Point 4.3 ‘Specified performance’ (4.3.3.4).

4.1.12. Minimum distance between track centres (Parameter 25)

The spacing between track centres on new high-speed lines shall be at least 4,5 m.

Different values for this dimension may be adopted on new lines yet-to-be-built and their connecting lines as well as on existing upgraded lines according to the performance expected of those lines. These variations are specified in Point 4.3.3 ‘Specified performance’ (4.3.3.2).

4.2. INFRASTRUCTURE SUBSYSTEM INTERFACES

4.2.1. From the standpoint of technical compatibility, the interfaces of the infrastructure subsystem with the other subsystems, some of which are specified by the basic parameters defined in the previous section, are the following: Interfaces with the rolling stock subsystem: — gauges and clearances: this interface consists of all the gauges and clearances necessary so that trains can run: structure and platform gauges, the rolling stock's loading gauge, the pantograph clearance and distance between track centres, — transfer of physical loads between the vehicle and the infrastructure, in the three directions — lateral, vertical and longitudinal — whether through the wheel-rail contact or via braking systems aboard the vehicles, which do not use wheel adhesion, — track alignment, the characteristics of which define the operating conditions of the vehicle suspensions, — reciprocal aerodynamic effects between fixed obstacles and the vehicles, and between the vehicles themselves when crossing, — pressure effects when running through tunnels and underground stations, and air velocity effects in underground stations, — accessibility of trains, in stations and on open track in the event that passengers must be evacuated, — any train monitoring systems installed on the ground. Interfaces with the ‘energy subsystem’: — structure gauge set for the overhead line masts, — electrical clearance for the overhead lines and the pantograph and its incidence on structures, — transmission of traction currents by the track. Interfaces with the ‘control-command and signalling subsystem’: — structure gauge in respect of the elements of this subsystem installed along the track or fixed to the structures, — transmission of signalling currents through the track. Interfaces with the ‘operation subsystem’: — accessibility of trains in stations and in the event of evacuation on open line, — locking of track switches to secure trains on their designated paths, — provision of breakdown recovery and rerailing means. Interfaces with the ‘maintenance subsystem’: — layout of service sidings for train stabling. Interfaces with the ‘environment subsystem’: — vibrations generated in the lineside environment, — noise generated in the lineside environment.

4.2.2. The above interfaces are characterised by the following elements, regarding which the applicable requirements for achieving the performance levels specified for each category of line of the trans-European high-speed rail system are set out in Point 4.3.3 ‘Specified performance’: — minimum structure gauge (4.3.3.1), — distance between track centre-lines ( 4.3.3.2), — aerodynamic effects on infrastructure (4.3.3.3), — maximum rising and falling gradients (4.3.3.4), — minimum horizontal and vertical radius of curves in stabling tracks (4.3.3.5), — works below ground level such as tunnels and cut-and-covers (4.3.3.6), — cant (4.3.3.7), — cant deficiency (4.3.3.8), — equivalent conicity (4.3.3.9), — track gauge and tolerances (4.3.3.10), — rail inclination (4.3.3.11), — railhead profile (4.3.3.12), — vertical loads on structures (4.3.3.13), — transverse horizontal loads on structures (4.3.3.14), — longitudinal loads on structures (4.3.3.15), — resistance of track, switches and crossings to vertical loads (4.3.3.16), — resistance of track, switches and crossings to lateral loads (4.3.3.17), — track geometrical quality (4.3.3.18), — points and crossings: forms of half sets of switches and crossings (4.3.3.19), — points and crossings: functional conditions (4.3.3.20), — resistance of track and switches to braking and starting forces (4.3.3.21), — track stiffness (4.3.3.22), — effects of lateral winds (4.3.3.23), — hotbox detectors (4.3.3.24), — access to or intrusion into line installations (4.3.3.25), — passenger platforms (4.3.3.26), — underground stations at high-speed (4.3.3.27), — electrical transmission characteristics of the superstructure (4.3.3.28).

4.2.3. Regulatory and operational conditions To guarantee the coherence of the trans-European high-speed rail system, these interfaces are subject to the following regulatory and operational provisions: 4.2.3.1. Regulatory conditions 4.2.3.1.1. Protection of the environment The Community requirements for environmental protection are set down in legislative and regulatory texts enacted by the Member States to enforce them; texts which must be complied with in the design of lines specially built for high-speed in the territory of each State concerned. By application of Council Directive 85/337/EEC concerning the assessment of the effects of certain projects on the environment, during the design of a line specially built for high-speed or on the occasion of line upgradings for high-speed the environmental impacts of the projects must be addressed in a preliminary study in accordance with the requirements of the national legislation of the State concerned enacted to apply the Community provisions. The impact study must state: — the measures taken to ensure that the specifications of this TSI relating to the ‘Boundary characteristics linked to outside noise’ parameter set out in Point 4.1.7 are complied with. Noise levels perceived by neighbours along new or upgraded infrastructures (either noise levels generated by interoperable trains or global equivalent noise levels of the whole traffic, depending on the applicable criteria) shall be calculated taking into account the maximum emission level of interoperable trains as defined in 4.1.8 of the rolling stock TSI, and should it be the case, of the traffic expected from all train types running on the line. — the measures taken to ensure that the specifications of this TSI relating to the ‘Boundary characteristics linked to outside vibrations’ parameter set out in Point 4.1.8 are complied with during the passage of interoperable trains. 4.2.3.1.2. Fire protection The constructional features of underground stations on high-speed lines shall meet the requirements set out in Directive 89/106/EEC of 21 December 1988 and its interpretative document concerning Essential Safety Requirement No 2, ‘Fire Safety’. This requirement addresses the arrangements applicable to the buildings and station platforms accessible to passengers and in particular the items relating to emergency lighting and emergency exit signing equipment. Application of these measures shall take into account the fire load represented by any high-speed trains halted in the station. The products used in the construction of underground stations on high-speed lines shall meet the technical specifications and European standards drawn up to protect facilities against fire, as per Article 4 of Directive 89/106/EEC or, should the former be lacking, as per the national regulations corresponding to these requirements in this TSI. 4.2.3.1.3. Long tunnels Appropriate measures shall be taken to take into account the particular safety conditions in long tunnels. In the absence of active Community provisions, the applicable legislation shall be that defined by each Member State on whose territory the infrastructure project proceeds, or by an agreement between the Member States concerned in the case of an international project. Where no national rules have already been enacted, the adjudicating entity or the Infrastructure Manager shall submit its proposal for the provisions to be adopted to the National Authority of the Member State concerned, so the measures taken may be verified. The provisions taken by the adjudicating entity shall permit free movement of interoperable trainsets such as described in the rolling stock TSI, Points 4.3.11, 4.3.13 and 4.3.14. The rolling stock characteristics thus specified are based on the following performance: — the ability to maintain a speed of at least 80 km/h for 15 minutes with a fire on board, — presence of temperature detectors in specific areas of the train, — presence of an alarm, at passengers' disposal, which does not stop the train, — fire resistance of the materials (possible ignition sources, fire load and smoke/fume properties), — the adoption of measures to avoid the propagation of smoke and fumes (stopping the air conditioning system) and to protect passengers, — on-board communication system connecting the train crew and the passengers. These characteristics are the basis for defining the provisions to be adopted in the tunnel according to its own characteristics (length, type of tunnel: single or double track, cross section, etc.) as per the national rules so as to ensure a sufficient level of safety for the interoperable rolling stock at its dedicated speed. ▼M1 In addition, if platforms are built in specific zones of the tunnel so as to provide easy egress either to protected rescue areas, or to the lateral path defined as per the applicable national rules, their height shall be between 550 and 760 mm so as to ensure compatibility with rolling stock access. ▼B 4.2.3.2. Operational conditions 4.2.3.2.1. Commissioning This aspect is dealt with in Chapter 6. 4.2.3.2.2. Maintenance plan A maintenance plan shall be drawn up by the Infrastructure Manager or his authorised representative to ensure that the specified characteristics of the interfaces of the infrastructure subsystem are upheld within the limits specified for them. The maintenance plan must contain at least the following elements: — a set of safety limit values (limit values leading to a limitation of train speeds) for the following parameters of track geometric quality: longitudinal level, cross level, alignment and gauge, as set for the track geometry measuring systems used by the Infrastructure Manager or his representative. — These values must be at most equal to those specified in the following standards and regulations: — — for the longitudinal level, line and track twist, the values indicated under ‘track geometric quality’ (4.3.3.18) in Point 4.3.3, — for the average gauge dimension over 100 m, the values indicated under ‘track gauge’ (4.3.3.10) in Point 4.3.3 for the lines with different performance levels, — an indication of the frequency of checks and of the tolerances on measured values of the geometrical standards and of the means used to check them, with for the latter an indication of the rules of equivalence with the values quoted in Point 4.3.3, — the measures taken (speed restriction, repair time) when prescribed values are exceeded, — the rules concerning safety margins for switches and crossings, complying with the requirements stated under ‘switches and crossings’ in Point 4.3.3 (4.3.3.20), — an indication of the frequency at which the rails must be inspected and of the inspection means used, — an indication of the frequency at which the track (rail fastening systems and sleepers) must be inspected. 4.2.3.2.3. Exception for the case of execution of works The specifications of the infrastructure subsystem and its interoperability constituents defined in Chapters 4 and 5 of the TSI are applicable to lines in normal functional condition or in the case of unexpected malfunctions which require the application of the maintenance plan. In certain situations involving pre-planned works, it may be necessary to temporarily suspend these provisions, so as to allow the execution of modifications to the infrastructure subsystem. These temporary exceptions to the TSI rules shall be defined by the Infrastructure manager of the line concerned, who shall be careful that no risks to the safety of passing trains will result by applying the following general provisions: — the exceptions allowed shall be temporary and planned in due course, ▼M1 — railway undertakings operating on the line shall be given notice of these temporary exceptions, of their geographic location, their nature and the means of signalling, by means of notices describing where required, the type of specific signals used, ▼B — any exception shall include complementary safety measures, so as to ensure that the safety level requirement continues to be met. These complementary measures may in particular consist of: — — appropriate monitoring of the works involved, — temporary speed restrictions on the line section, which shall not allow a speed higher than is appropriate in the circumstances. 4.2.3.2.4. Lateral space for passengers in the event of detrainment outside of a station On new lines built for high-speed, a sufficient space shall be provided alongside every track open to high-speed trains; this space must allow passengers to detrain on the side of the tracks opposite from the adjacent tracks if the latter are still to be operated during evacuation of the train. Where tracks are carried on engineering structures, the side of the lateral space away from the tracks shall comprise a protective parapet wall allowing passengers to exit safely. ▼M1 On existing lines, upgraded for high-speed, a similar lateral space shall be provided at all locations where this provision is reasonably practicable. Where a sufficient space cannot be provided, both ends of the zone of restricted movement shall be signposted on site and operators shall be informed of this specific situation. ▼B The particular provisions applicable in very long tunnels are specified in Point 4.2.3.1.3. 4.2.3.2.5. Notices given to railway undertakings; means of breakdown recovery after derailment The Infrastructure Manager shall inform the railway undertakings concerned of the procedures by which they may be informed of temporary performance restrictions affecting the infrastructure, which may result from events not normally foreseeable. The Infrastructure Manager shall also give notice to the railway undertakings intending to operate on a line of the interoperable trans-European high-speed rail network, of the available means for breakdown recovery and rerailing operations, of the location of the centres responsible for their management for the lines concerned, and of the procedures applicable for putting them into operation. Railway undertakings shall give notice to the Infrastructure Manager of the specific conditions which apply for recovery or rerailing operations for their trains. The latter shall ensure that the staff in charge of such recovery works have received sufficient information about those specific conditions relevant to the types of interoperable trains that each centre may have to deal with, depending on the lines covered. ▼M1 ————— ▼B

4.3. SPECIFIED PERFORMANCE

The requirements that must be met by the elements characterising the interfaces of the infrastructure subsystem must match the performance levels specified for each of the following line categories of the trans-European high-speed rail system, as relevant:

— lines specially built for high-speed,

— lines specially upgraded for high-speed,

— lines with special characteristics, specially upgraded for high-speed.

In the case of the infrastructure subsystem, these performance levels are described in the following paragraphs, together with any particular conditions that may be allowed in each case for the parameters and interfaces concerned.

All performance levels and specifications of the present TSI are given for lines built with the standard European track gauge, as defined in Point 4.1.3 for interoperable lines. Lines built at another track gauge value are described, under specific cases, in Point 7.3.

These performance levels are described for the subsystem under normal service conditions, and for states resulting from maintenance operations. Consequences, if any, of the execution of modification works, or of heavy maintenance which may require temporary exceptions as far as the subsystem performance is concerned, are dealt with in Point 4.2.3.2.3.

The specified performance levels for lines representing specific cases are defined in Point 7.3.

4.3.1. Lines specially built for high-speed

In order to make best use of the performance of interoperable trainsets, the lines of the trans-European high-speed rail system specially built for high-speed shall be designed to allow the passage of trains with a length of 400 metres and a maximum weight of 1 000 tonnes at speeds greater than or equal to 250 km/h, able to fit within the infrastructure gauge defined in Point 4.1.1 above. The parameters and elements specified in Points 4.1 and 4.3.3 allow, provided the conditions stated in this section are fulfilled, the building of infrastructure on which speeds up to 300 km/h may be allowed.

The speed of interoperable trainsets may, according to Annex I to Directive 96/48/EC, be increased to over 300 km/h, the necessary conditions for such performance may be provided for at the design stage for the parameters and interfaces concerned, when these entail some modifications related to running speed.

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

Different requirements than those described for the basic performance levels, as specified below for each parameter or element concerned, may be adopted in the following cases:

— if, on certain sections of high-speed lines where the maximum speed envisaged for interoperable trainsets cannot be achieved for technical reasons, lower performance levels are adopted as concerns the maximum speed of the line.

— if, as the result of adopting particular constructional characteristics for the subsystem achieving the same level of performance, specific requirements can be adopted for certain parameters or interfaces,

— if, in order to allow higher-performing high-speed trains to run, for example at speeds exceeding 300 km/h, it is necessary to make special allowances for such trains affecting certain parameters or interfaces; adoption of such allowances shall be subordinated in this case to maintenance of the conditions applicable to other high-speed trains defined in Points 4.1 and 4.3.3.

▼M1

Such requirements differing from those needed to achieve the basic performance levels of the network shall be applied for each relevant parameter or interface in a uniform way on each section of high-speed line to be built or being planned.

▼B

These special requirements as they relate to the various parameters and interfaces concerned are described in Point 4.3.3.

4.3.2. Lines specially upgraded for high-speed

The lines of the trans-European rail system specially upgraded for high-speed are designed to allow trainsets 400 metres long weighing up to 1 000 tonnes to run at speeds under 250 km/h. On these lines, the performance levels of the interoperable trainsets specially designed for high-speed cannot be exploited fully.

The parameters and elements specified in order to achieve the basic performance levels of the network serve to build infrastructure allowing high speeds under 250 km/h.

Different conditions than those described for these basic performance levels are specified in the following subsection, for each parameter or interface concerned, and may be used on existing lines upgraded for high-speed on which the running speed of the interoperable trainsets being less than their maximum design speed — lower performance levels are adopted as concerns the line's maximum speed.

The performance of high-speed trains can nevertheless be enhanced by adopting special-purpose systems, such as body tilting, and special conditions may be allowed for running trains so equipped on upgraded lines, provided they do not result in restrictions being incurred on the same lines by the high-speed trains not so equipped.

▼M1 —————

▼B

The special conditions are described in Point 4.3.3, under the relevant elements.

4.3.3. Specifications applicable to the elements to achieve the intended performance levels

The following paragraphs state, for each element and each parameter, the requirements to be met to achieve the performance levels specified for each line category.

4.3.3.1. Minimum clearance gauge

At the design stage, all the obstacles (structures, power supply and signalling equipment) shall meet the following requirements:

— the minimum structure gauge set for each of them on the basis of the GC reference kinematic profile defined in Annex G to this TSI,

— the gauge setting out the clearance for the pantographs, set for each obstacle: except for specific cases described in Point 7.3, the definition of the pantograph clearance, to be increased by the electrical insulation clearances, makes reference to the type of electrification selected for the new line, to the design height of the catenary and to the type of associated pantograph, all as defined in Points 4.1.2.1, 4.1.2.2, 4.1.2.3 and 4.3.2.3, Figure 4.1 and Annexes H and J to the energy TSI.

On existing high-speed lines, on lines upgraded for high-speed and on their connecting lines, the minimum structure gauge set for each of them on the basis of the GC reference kinematic profile may be applied, in the case of modification work, if an economic study demonstrates the advantages of such investment. If not, structure gauge set for each of them on the basis of the GB reference kinematic profile may be applied if economic conditions permit, or an existing smaller structure gauge may be kept. The economic study by the adjudicating entity or the Infrastructure Manager shall take into account costs and benefits expected to result from the enlarged gauge in relation with the other interoperable lines connected to the one concerned.

Except when specific cases described in Point 7.3, or the arrangements stated in Section 7 below are applied, suitable clearance for the pantographs gauge, to be increased by the electrical insulation clearances, must be allowed on existing electrified systems to allow passage of the types of pantograph liable to be used on the electrified system concerned, as described in Points 4.1.2.1, 4.1.2.2, 4.1.2.3 and 4.3.2.3, Figure 4.1 and Annexes H and J to the energy TSI

4.3.3.2. Minimum distance between track centres

At the design stage, the minimum distance between main track centres on lines specially built for high-speed shall be set to 4,50 m.

This value may be adapted to those shown in the following table, to suit the intended performance levels for the lines:







Speed of non-tilting trains Minimum distance between track centres New lines V ≤ 250 km/h 4,00 m 250 km/h < V ≤ 300 km/h 4,20 m

Provided that the requirements of Point 7.3 are complied with, at the design stage, the minimum distance between track centres on upgraded lines is set to the following values:







Train speed Minimum distance between track centres Upgraded lines V ≤ 230 km/h determined on the basis of the reference kinematic profile retained 230 km/h < V < 250 km/h 4,00 m

4.3.3.3. Aerodynamic effects on infrastructure

4.3.3.3. (a) Aerodynamic effects on structures

The aerodynamic (slipstream) effects caused by the passage of moving vehicles shall be taken into account when designing the line, considering the type of structures close to the track, as described in Point 6.6 of standard ENV 1991-3. The aerodynamic characteristics of high-speed trainsets specified in Point 4.2.13 of the rolling stock TSI are such that the trains may be considered to be well-streamlined in the sense of the abovementioned standard and to have less aerodynamic effect than a conventional train.

The minimum strength of the structures close to the track shall be checked in respect of high-speed train operation only, by applying, where relevant, the coefficient k1 defined in Point 6.6.2 of standard ENV 1991-3, for trains with streamlined coaches. Closed structures less than 20 metres long should be studied in accordance with the provisions of Point 6.6.6 of this standard.

Checking procedures are laid down in standard ENV 1991-3, Point 6.6.

4.3.3.3. (b) Protection of workers against aerodynamic effects

Subject to the provisions set down in Point 4.2.3.2.4 concerning passenger evacuation, the Infrastructure Manager can freely define the means of protection for personnel authorised to access the lineside, following national rules. He shall take into account the aerodynamic effects generated by the trains as described in Point 4.2.13 of the rolling stock TSI, which defines the former for the maximum allowed speed of any interoperable train type, up to 300 km/h. For trains having maximum speeds higher than this limit, it is up to the Infrastructure Manager to lay down the complementary means of protection (increased protection distances, protection walls …) which he judges appropriate.

4.3.3.4. Maximum rising and falling gradients

Provided the requirements of Point 7.3 are observed, gradients as steep as 35 ‰ may be allowed for main tracks 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 ‰,

— the maximum length of continuous 35 ‰ gradient does not exceed 6 000 m.

On these lines, falling and rising gradients are generally less than the values allowed on high-speed lines yet to be built. Upgradings introduced for the operation of interoperable trains should comply with the preceding values for line gradients, except when specific local conditions require higher values; this being so, the acceptable falling and rising gradients values shall take into account the limiting characteristics of the rolling stock in traction and braking, as defined in Points 4.3.3, 4.3.4, 4.3.5 and 4.3.9 of the rolling stock TSI.

In choosing the maximum gradient value, consideration shall also be given, for the whole of the interoperable lines, to the expected performance of non-interoperable trains which might be authorised to run on the line, by application of Point 5(4) of the Directive.

4.3.3.5. Stabling tracks: minimum horizontal and vertical radius of curvature, falling and rising gradients, distance between track centres

On tracks where interoperable trainsets move only at low speed (station and passing tracks, depot and stabling tracks), the minimum horizontal design radius for any isolated curve shall not be less than 150 m. Allowing for alignment variations in practice, the minimum effective radius shall not be less than 125 m.

Track horizontal alignments comprising a succession of curves and reverse curves in opposite directions shall be designed to the requirements of Annex H).

Vertical alignment of stabling and service tracks shall not include curves of less than 600 m radius on a crest or 900 m in a hollow.

Falling and rising gradients of stabling tracks intended for parking trains shall not be more than 2 mm/m. Subject to the requirements of Point 7.3, these tracks shall allow for stabling trains of 400 m length as defined per Point 4.1.3 of the rolling stock TSI with the associated tolerances, and, in the case that a toilet discharge trolley is to be used, the minimum track centre distance to an adjacent track shall be at least 6 m and a running path for the trolleys shall be provided.

4.3.3.6. Works below ground level such as tunnels and cut-and-covers

Tunnels shall be designed such that the maximum pressure variation (difference between the extreme positive and negative pressure peak values, having subtracted the natural pressure variations due to the difference in altitude between the tunnel entry and exit) along an interoperable train shall not exceed 10 000 Pascals during the time taken for the train to pass through the tunnel, at the maximum design speed.

The maximum aerodynamic characteristics of the interoperable trainsets to be taken into account are defined by the provisions set in Point 4.1.13 of the rolling stock TSI. These characteristics are based on the following train cross sectional areas, which can be applied independently to each motor or trailer vehicle:

— 12 m2 for vehicles designed for GC loading gauge,

— 11 m2 for vehicles designed for GB loading gauge,

— 10 m2 for vehicles designed for smaller loading gauges.

These characteristics allow to calculate, for a given running speed, the tunnel cross section required to comply with the health criteria. In the case where the adjudicating entity, or the Infrastructure Manager, wants to make use of construction features which reduce the pressure variation (tunnel entrance shape, shafts, etc.), or in the case of non critical tunnels (very short or very long tunnels), he or she shall have a specific study made to demonstrate that the above criteria is fulfilled.

The free cross-sectional area of the tunnel shall be determined so as to comply with the maximum pressure variation indicated above, taking into account all the types of traffic planned to run in the tunnel at the maximum speed at which the respective vehicles are authorised to run.

On these lines, the required maximum pressure variation limit can be met by, among other means, reduced speeds as defined by applying the procedures previously stated to actual trains running through the tunnel.

In addition, the tunnel gauge should be compatible with the structure gauges and with the geometrical characteristics of the overhead line equipment and the pantograph/overhead line interaction as indicated for the ‘gauge’ element (4.3.3.1).

4.3.3.7. Track cant

The following specifications are applicable to interoperable lines the track gauge of which comply with that defined in Point 4.1.3.

The cant chosen for new high-speed lines during design shall be limited to 180 mm. On tracks in operation, a maintenance tolerance of ± 20 mm is allowed, subject to a maximum cant of 190 mm.

This value may be raised to 200 mm maximum on tracks reserved for passenger traffic alone.

The cant chosen for upgraded existing lines during design shall be limited to 180 mm. On tracks in operation, a maintenance tolerance of ± 20 mm is allowed, subject to a maximum cant of 190 mm.

This value may be raised to 200 mm maximum on tracks reserved for passenger traffic alone.

The operational maintenance requirements of this element are the subject of the provisions of Point 4.2.3.2.2 (Maintenance plan) on service tolerances.

4.3.3.8. Cant deficiency

The following specifications are applicable to interoperable lines the track gauge of which comply with that defined in Point 4.1.3.

4.3.3.8. (a) Cant deficiency on plain track and on the main track of switches and crossings

The cant deficiency value chosen in the design phase for these lines shall be limited to the values shown in the following table, according to the maximum speed of the line:







Speed range (km/h) Limiting value (mm) High-speed lines 250 ≤ V ≤ 300 100 300 < V 80

During design, the determination of the allowable curve radius for the layout in plan shall be made, based on the above elements of design (cant and cant deficiency).

Higher values of cant deficiency than shown in the above table may be allowed for lines whose construction involves very difficult topographical constraints. These are set out below in a specific paragraph on the subject below.

▼M1

On lines, the radii of which have been defined on the basis of the cant deficiency values in the above table, interoperable high-speed trains equipped with special mechanisms (tilting) may be admitted to run with higher cant deficiency values, provided that adopting such values for those trains does not bring about restrictions for other interoperable trains. The maximum cant deficiency value shall be fixed, in the case of trains equipped with particular mechanisms (tilting trains inter alia), for each interoperable line, by application of the national regulations for the type of train concerned. The approval of these trains to enter service shall be subject to the requirements of the rolling stock TSI.

▼B

The design cant deficiency allowed for high-speed trains on upgraded existing lines and connecting lines shall be limited to the values in the table below, according to the line's maximum speed:







Speed range (km/h) Limiting value (mm) Upgraded lines V ≤ 160 160 160 < V ≤ 200 150 200 < V ≤ 230 140 230 < V < 250 130

At the design stage, the allowable radius of curvature of the layout in plan shall be determined, on the basis of the above elements (cant and cant deficiency).

The same values may be applied on existing high-speed lines.

Cant deficiency values higher than those in the above table may be allowed for lines whose construction involves very difficult topographical constraints. These are set out below in a specific paragraph on the subject.

▼M1

On lines, the radii of which have been defined on the basis of the cant deficiency values in the above table, interoperable high-speed trains equipped with special mechanisms (tilting) may be admitted to run with higher cant deficiency values, provided that adopting such values for those trains does not bring about restrictions for other interoperable trains. The maximum cant deficiency value shall be fixed, in the case of trains equipped with particular mechanisms (tilting trains inter alia), for each interoperable line, by application of the national regulations for the type of train concerned. The approval of these trains to enter service shall be subject to the requirements of the rolling stock TSI.

▼B

If, because of especially difficult topographical constraints, the curve radii of the line layout in plan prevent compliance with the cant deficiency values stated in the previous paragraphs, higher values may be adopted for this interface.

A reminder of these maximum limiting values is given in the following table.







Speed range (km/h) Maximum limiting value (mm) Lines with special characteristics V ≤ 160 180 160 < V ≤ 230 165 230 < V ≤ 250 150 250 < V ≤ 300 130 (1) (1) The maximum value of 130 mm may be raised to 150 mm for non ballasted tracks.

▼M1

On lines, the radii of which have been defined on the basis of the cant deficiency values in the above table, interoperable high-speed trains equipped with special mechanisms (tilting) may be admitted to run with higher cant deficiency values, provided that adopting such values for those trains does not bring about restrictions for other interoperable trains. The maximum cant deficiency value shall be fixed, in the case of trains equipped with particular mechanisms (tilting trains inter alia), for each interoperable line, by application of the national regulations for the type of train concerned. The approval of these trains to enter service shall be subject to the requirements of the rolling stock TSI.

▼B

4.3.3.8. (b) Cant deficiency on diverging track of switches

During project design, the maximum values of cant deficiency on diverging track shall be:

— 120 mm for switches allowing turnout speeds of 30 km/h ≤ V ≤ 70 km/h,

— 105 mm for switches allowing turnout speeds of 70 km/h < V ≤ 170 km/h,

— 85 mm for switches allowing turnout speeds of 170 km/h < V ≤ 230 km/h.

A tolerance of 10 mm on these values may be accepted for existing switches laid on lines to be upgraded for high-speed.

4.3.3.9. Equivalent conicity

The wheel-rail interface is fundamental to explaining the dynamic running behaviour of a railway vehicle. It must therefore be understood and, among the parameters by which it is characterised, the one called ‘equivalent conicity’ plays an essential role since it allows the satisfactory appreciation of the whee