02014R1299 — MT — 16.06.2019 — 001.001

Dan it-test hu maħsub purament bħala għodda ta’ dokumentazzjoni u m’għandu l-ebda effett legali. L-istituzzjonijiet tal-Unjoni m'għandhom l-ebda responsabbiltà għall-kontenut tiegħu. Il-verżjonijiet awtentiċi tal-atti rilevanti, inklużi l-preamboli tagħhom, huma dawk ippubblikati fil-Ġurnal Uffiċjali tal-Unjoni Ewropea u disponibbli f’EUR-Lex. Dawk it-testi uffiċjali huma aċċessibbli direttament permezz tal-links inkorporati f’dan id-dokument

►B REGOLAMENT TAL-KUMMISSJONI (UE) Nru 1299/2014 tat-18 ta' Novembru 2014 dwar l-ispeċifikazzjonijiet tekniċi għall-interoperabbiltà relatati mas-subsistema tal-“infrastruttura” tas-sistema ferrovjarja fl-Unjoni Ewropea (Test b'rilevanza għaż-ŻEE) (ĠU L 356 12.12.2014, p. 1)

Emendat bi:









▼B

REGOLAMENT TAL-KUMMISSJONI (UE) Nru 1299/2014

tat-18 ta' Novembru 2014

dwar l-ispeċifikazzjonijiet tekniċi għall-interoperabbiltà relatati mas-subsistema tal-“infrastruttura” tas-sistema ferrovjarja fl-Unjoni Ewropea

(Test b'rilevanza għaż-ŻEE)







Artikolu 1

Suġġett

B'dan qed tiġi adottata l-ispeċifikazzjoni teknika tal-interoperabbiltà (it-TSI) relatata mas-subsistema tal-“infrastruttura” tas-sistema ferrovjarja tal-Unjoni Ewropea kollha, kif stipulata fl-Anness.

Artikolu 2

Kamp ta' applikazzjoni

1. It-TSI għandha tkun applikabbli għal kull infrastruttura ġdida, aġġornata jew rinnovata tas-sistema ferrovjarja fl-Unjoni Ewropea, kif definit ►M1 fil-punt 2.1 tal-Anness II tad-Direttiva (UE) 2016/797 tal-Parlament Ewropew u tal-Kunsill ( 1 ) ◄ .

2. Mingħajr ħsara għall-Artikoli 7 u 8, u għall-punt 7.2 tal-Anness, it-TSI għandha tapplika għal-linji ferrovjarji l-ġodda fl-Unjoni Ewropea li jiddaħħlu fis-servizz mill-1 ta' Jannar 2015.

3. It-TSI ma għandhiex tapplika għall-infrastruttura eżistenti tas-sistema ferrovjarja tal-Unjoni Ewropea li tkun diġà ddaħħlet fis-servizz fin-netwerk kollu ta' kwalunkwe Stat Membru, jew f'parti minnu, fl-1 ta' Jannar 2015, ħlief meta din tiġġedded jew tiġi mmodernizzata skont ►M1 l-Artikolu 18 tad-Direttiva (UE) 2016/797 ◄ u skont it-Taqsima 7.3 tal-Anness.

▼M1

4. It-TSI għandha tapplika għan-netwerk tas-sistema ferrovjarja tal-Unjoni kif deskritt fl-Anness I tad-Direttiva (UE) 2016/797 bl-esklużjoni tal-każijiet imsemmija fl-Artikolu 1(3) u (4) tad-Direttiva (UE) 2016/797

▼B

5. It-TSI għandha tapplika għan-netwerks li għandhom gejġ nominali tal-binarji: 1 435 mm, 1 520 mm, 1 524 mm, 1 600 mm u 1 668 mm.

6. Il-gejġ metriku huwa eskluż mill-kamp ta' applikazzjoni tekniku ta' din it-TSI.

7. Il-kamp ta' applikazzjoni ġeografiku u tekniku ta' din id-Deċiżjoni huwa stipulat fit-Taqsimiet 1.1 u 1.2 tal-Anness.

Artikolu 3

Kwistjonijiet pendenti

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1. Fir-rigward tal-aspetti mniżżla bħala “punti mhux konklużi” fl-Appendiċi R tal-Anness ta' dan ir-Regolament, il-kundizzjonijiet li għandhom ikunu ssodisfati għall-verifika tar-rekwiżiti essenzjali stipulati fl-Anness III tad-Direttiva (UE) 2016/797 għandhom ikunu dawk stabbiliti mir-regoli nazzjonali fis-seħħ fl-Istat Membru li jawtorizza t-tqegħid fis-servizz tas-subsistema koperta minn dan ir-Regolament.

▼B

2. Fi żmien sitt xhur mid-dħul fis-seħħ ta' dan ir-Regolament, kull Stat Membru għandu jibgħat din l-informazzjoni lill-Istati Membri l-oħra u lill-Kummissjoni, sakemm ma tkunx diġà ntbagħtitilhom skont id-Deċiżjonijiet 2008/217/KE jew 2011/275/UE:

(a) ir-regoli nazzjonali msemmija fil-paragrafu 1;

(b) il-proċeduri tal-valutazzjoni tal-konformità u l-verifika li għandhom jitwettqu għall-applikazzjoni tar-regoli nazzjonali msemmija fil-paragrafu 1;

▼M1

(c) il-korpi maħtura biex iwettqu l-proċeduri għall-valutazzjoni tal-konformità u għall-verifika fir-rigward tal-punti mhux konklużi.

▼B

Artikolu 4

Każijiet speċifiċi

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1. Fir-rigward tal-każijiet speċifiċi mniżżla fit-Taqsima 7.7 tal-Anness, il-kundizzjonijiet li għandhom jiġu ssodisfati għall-verifika tar-rekwiżiti essenzjali stipulati fl-Anness III tad-Direttiva (UE) 2016/797 għandhom ikunu dawk stabbiliti fit-Taqsima 7.7 tal-Anness jew mir-regoli nazzjonali fis-seħħ fl-Istat Membru li jawtorizza t-tqegħid fis-servizz tas-subsistema koperta minn dan ir-Regolament.

▼B

2. Fi żmien sitt xhur mid-dħul fis-seħħ ta' dan ir-Regolament, kull Stat Membru għandu jibgħat lill-Istati Membri l-oħra u lill-Kummissjoni l-informazzjoni li ġejja:

(a) ir-regoli nazzjonali msemmija fil-paragrafu 1;

(b) il-proċeduri tal-valutazzjoni tal-konformità u l-verifika li għandhom jitwettqu għall-applikazzjoni tar-regoli nazzjonali msemmija fil-paragrafu 1;

▼M1

(c) il-korpi maħtura biex iwettqu l-proċeduri għall-valutazzjoni tal-konformità u għall-verifika tar-regoli nazzjonali relatati mal-każijiet speċifiċi stipulati fil-punt 7.7 tal-Anness.

▼B

Artikolu 5

Notifika ta' Ftehimiet bilaterali

1. Sa mhux aktar tard mill-1 ta' Lulju 2015, l-Istati Membri għandhom jinnotifikaw lill-Kummissjoni dwar il-ftehimiet nazzjonali, bilaterali, multilaterali jew internazzjonali kollha li jeżistu bejn l-Istati Membri u dwar l-impriża/i ferrovjarja/i, il-maniġers tal-infrastruttura jew il-pajjiżi mhux membri li jinħtieġu minħabba n-natura speċifika ħafna jew lokali tas-servizz ferrovjarju maħsub jew li jkunu joffru livelli sinifikanti ta' interoperabbiltà lokali jew reġjonali.

2. Dak l-obbligu ma japplikax għal ftehimiet li jkunu diġà ġew innotifikati skont id-Deċiżjoni tal-Kummissjoni 2008/217/KE.

3. L-Istati Membri għandhom jinnotifikaw lill-Kummissjoni minnufih dwar kwalunkwe ftehim jew emendi għall-ftehimiet eżistenti li jsiru fil-futur.

Artikolu 6

Proġetti li jinsabu fi stadju avvanzat ta' żvilupp

Skont l-Artikolu 9(3) tad-Direttiva 2008/57/KE, fi żmien sena mid-dħul fis-seħħ ta' dan ir-Regolament, kull Stat Membru għandu jikkomunika lill-Kummissjoni lista ta' proġetti li jkunu qed jiġu implimentati fit-territorju tiegħu u li jkunu qegħdin fi stadju avvanzat ta' żvilupp.

Artikolu 7

Ċertifikat tal-verifika “tal-KE”

1. Jista' jinħareġ ċertifikat ta' verifika “tal-KE” għal subsistema li fiha kostitwenti tal-interoperabbiltà li ma għandhomx dikjarazzjoni tal-konformità jew tal-idoneità għall-użu “tal-KE” waqt perjodu ta' tranżizzjoni li jintemm fil-31 ta' Mejju 2021, dejjem jekk jiġu ssodisfati r-rekwiżiti stabbiliti fil-punt 6.5 tal-Anness.

2. Il-produzzjoni, l-aġġornament jew it-tiġdid tas-subsistema bl-użu ta' kostitwenti tal-interoperabbiltà mhux iċċertifikati għandhom jitlestew fil-perjodu ta' tranżizzjoni stipulat fil-paragrafu 1, inkluż it-tqegħid fis-servizz tagħha.

3. Waqt il-perjodu ta' tranżizzjoni stipulat fil-paragrafu 1:

(a) il-korp notifikat għandu jidentifika sewwa r-raġunijiet għan-nuqqas ta' ċertifikazzjoni ta' kwalunkwe kostitwent tal-interoperabbiltà qabel ma joħroġ iċ-ċertifikat “tal-KE” skont ►M1 l-Artikolu 15 tad-Direttiva (UE) 2016/797 ◄ ;

(b) skont ►M1 l-Artikolu 16(2)(d) tad-Direttiva (UE) 2016/798 tal-Parlament Ewropew u tal-Kunsill ( 2 ) ◄ , l-awtoritajiet nazzjonali tas-sikurezza għandhom jirrappurtaw dwar l-użu ta' kostitwenti tal-interoperabbiltà mhux iċċertifikati fil-kuntest tal-proċeduri ta' awtorizzazzjoni fir-rapport annwali tagħhom imsemmi ►M1 l-Artikolu 19 tad-Direttiva (UE) 2016/798 ◄ .

4. Mill-1 ta' Jannar 2016, il-kostitwenti tal-interoperabbiltà li jkunu għadhom kemm ġew prodotti għandhom ikunu koperti mid-dikjarazzjoni tal-konformità jew tal-idoneità għall-użu tal-KE.

Artikolu 8

Valutazzjoni tal-konformità

1. Il-proċeduri għall-valutazzjoni tal-konformità, l-idoneità għall-użu u għall-verifika tal-“KE” stipulati fit-taqsima 6 tal-Anness għandhom ikunu bbażati fuq il-moduli stabbiliti fid-Deċiżjoni 2010/713/UE ( 3 ).

2. Iċ-ċertifikat tal-eżaminazzjoni tat-tip jew tad-disinn tal-kostitwenti tal-interoperabbiltà għandu jkun validu għal perjodu ta' seba' snin. Matul dak il-perjodu, jistgħu jiddaħħlu fis-servizz kostitwenti ġodda tal-istess tip mingħajr ma ssirilhom valutazzjoni ġdida tal-konformità.

3. Iċ-ċertifikati msemmija fil-paragrafu 2 li jkunu nħarġu skont ir-rekwiżiti tad-Deċiżjoni tal-Kummissjoni 2011/275/UE [TSI INF CR] jew tad-Deċiżjoni tal-Kummissjoni 2008/217/KE [TSI INF HS] jibqgħu validi sad-data tal-iskadenza stabbilita oriġinarjament, mingħajr ma jkun hemm bżonn li ssir valutazzjoni ġdida tal-konformità. Sabiex jiġġedded ċertifikat, id-disinn jew it-tip għandhom jiġu vvalutati mill-ġdid biss fil-kuntest ta' rekwiżiti ġodda jew modifikati li huma stabbiliti fl-Anness ta' dan ir-Regolament.

Artikolu 9

Implimentazzjoni

1. Fit-Taqsima 7 tal-Anness huma stabbiliti l-passi li għandhom jittieħdu għall-implimentazzjoni ta' subsistema tal-infrastruttura interoperabbli għalkollox.

Mingħajr ħsara għall-Artikolu 20 tad-Direttiva 2008/57/KE, l-Istati Membri għandhom iħejju pjan ta' implimentazzjoni nazzjonali, u jiddeskrivu l-azzjonijiet tagħhom biex jikkonformaw ma' din it-TSI, f'konformità mat-taqsima 7 tal-Anness. L-Istati Membri għandhom jibagħtu l-pjan ta' implimentazzjoni nazzjonali tagħhom lill-Istati Membri l-oħra u lill-Kummissjoni sal-31 ta' Diċembru 2015. L-Istati Membri li jkunu diġà bagħtu l-pjan ta' implimentazzjoni tagħhom ma għandhomx għalfejn jerġgħu jibagħtuh.

▼M1 —————

▼B

3. Tliet snin wara l-1 ta' Jannar 2015, l-Istati Membri għandhom jibagtħu rapport dwar l-implimentazzjoni tal-Artikolu 20 tad-Direttiva 2008/57/KE lill-Kummissjoni. Dan ir-rapport għandu jiġi diskuss fil-Kumitat stabbilit bl-Artikolu 29 tad-Direttiva 2008/57/KE u, fejn ikun xieraq, it-TSI msemmija fl-Anness għandha tiġi adattata.

Artikolu 10

Soluzzjonijiet innovattivi

1. Sabiex jinżamm il-pass mal-progress teknoloġiku, jistgħu jinħtieġu soluzzjonijiet innovattivi li ma jikkonformawx mal-ispeċifikazzjonijiet stipulati fl-Anness u/jew li għalihom il-metodi ta' valutazzjoni stabbiliti fl-Anness ma jistgħux jiġu applikati.

2. Is-soluzzjonijiet innovattivi jistgħu jkunu relatati mas-subsistema tal-infrastruttura, mal-partijiet tagħha u mal-kostitwenti tal-interoperabbiltà tagħha.

3. Jekk tiġi proposta soluzzjoni innovattiva, il-manifattur jew ir-rappreżentant awtorizzat tiegħu stabbilit fl-Unjoni għandu jiddikjara kif din tiddevja mid-dispożizzjonijiet rilevanti ta' din it-TSI jew kif tikkumplimentaha, u għandu jissottometti d-devjazzjonijiet lill-Kummissjoni sabiex ikunu jistgħu jiġu analizzati. Il-Kummissjoni tista' titlob l-opinjoni tal-Aġenzija dwar is-soluzzjoni innovattiva proposta.

4. Il-Kummissjoni għandha tagħti l-opinjoni tagħha dwar is-soluzzjoni innovattiva proposta. Jekk din l-opinjoni tkun pożittiva, l-ispeċifikazzjonijiet funzjonali u tal-interfaċċja xierqa u l-metodu ta' valutazzjoni li jridu jiġu inklużi fit-TSI sabiex jippermettu l-użu ta' din is-soluzzjoni innovattiva għandhom jiġu żviluppati u sussegwentament integrati fit-TSI matul il-proċess ta' reviżjoni skont ►M1 l-Artikolu 5 tad-Direttiva (UE) 2016/797 ◄ . Jekk l-opinjoni ma tkunx waħda favorevoli, is-soluzzjoni innovattiva proposta ma tistax tiġi applikata.

5. Sakemm issir ir-reviżjoni tat-TSI, l-opinjoni pożittiva mogħtija mill-Kummissjoni għandha titqies bħala mezz aċċettabbli ta' konformità mar-rekwiżiti essenzjali ►M1 tad-Direttiva (UE) 2016/797 ◄ u tista' tintuża għall-valutazzjoni tas-subsistema.

Artikolu 11

Tħassir

Id-Deċiżjonijiet 2008/217/KE u 2011/275/KE jitħassru b'effett mill-1 ta' Jannar 2015.

Huma għandhom madankollu jkomplu japplikaw għal:

(a) subsistemi awtorizzati skont dawk id-Deċiżjonijiet;

(b) proġetti għal subsistemi ġodda, imġedda jew imtejba li, fi żmien il-pubblikazzjoni ta' dan ir-Regolament, ikunu jinsabu fi stadju avvanzat ta' żvilupp, jew li jkunu qed isiru bħala parti minn kuntratt li jkun għaddej.

Artikolu 12

Dħul fis-seħħ

Dan ir-Regolament jidħol fis-seħħ fl-għoxrin jum wara l-pubblikazzjoni tiegħu f'Il-Ġurnal Uffiċjali tal-Unjoni Ewropea.

Għandu japplika mill-1 ta' Jannar 2015. Madankollu, qabel l-1 ta' Jannar 2015, tista' tingħata awtorizzazzjoni għat-tqegħid fis-servizz skont it-TSI, kif stabbilit fl-Anness ta' dan ir-Regolament.

Dan ir-Regolament jorbot fl-intier tiegħu u japplika direttament fl-Istati Membri kollha.









ANNESS

TABLE OF CONTENTS 1. Introduction 1.1. Technical Scope 1.2. Geographical Scope 1.3. Content of this TSI 2. Definition and scope of subsystem 2.1. Definition of the infrastructure subsystem 2.2. Interfaces of this TSI with other TSIs 2.3. Interfaces of this TSI with the Persons with Reduced Mobility TSI 2.4. Interfaces of this TSI with the Safety in Railway Tunnels TSI 2.5. Relation to the safety management system 3. Essential requirements 4. Description of the infrastructure subsystem 4.1. Introduction 4.2. Functional and technical specifications of subsystem 4.2.1. TSI Categories of Line 4.2.2. Basic parameters characterising the infrastructure subsystem 4.2.3. Line layout 4.2.4. Track parameters 4.2.5. Switches and crossings 4.2.6. Track resistance to applied loads 4.2.7. Structures resistance to traffic loads 4.2.8. Immediate action limits on track geometry defects 4.2.9. Platforms 4.2.10. Health, safety and environment 4.2.11. Provision for operation 4.2.12. Fixed installations for servicing trains 4.3. Functional and technical specification of the interfaces 4.3.1. Interfaces with the rolling stock subsystem 4.3.2. Interfaces with the energy subsystem 4.3.3. Interfaces with the control command and signalling subsystem 4.3.4. Interfaces with the operation and traffic management subsystem 4.4. Operating rules 4.5. Maintenance rules 4.5.1. Maintenance file 4.5.2. Maintenance plan 4.6. Professional qualifications 4.7. Health and safety conditions 5. Interoperability constituents 5.1. Basis on which interoperability constituents have been selected 5.2. List of constituents 5.3. Constituents performances and specifications 5.3.1. The rail 5.3.2. The rail fastening systems 5.3.3. Track sleepers 6. Assessment of conformity of interoperability constituents and EC verification of the subsystems 6.1. Interoperability Constituents 6.1.1. Conformity assessment procedures 6.1.2. Application of modules 6.1.3. Innovative solutions for interoperability constituents 6.1.4. EC declaration of conformity for interoperability constituents 6.1.5. Particular assessment procedures for interoperability constituents 6.2. Infrastructure subsystem 6.2.1. General provisions 6.2.2. Application of modules 6.2.3. Innovative solutions 6.2.4. Particular assessment procedures for infrastructure subsystem 6.2.5. Technical solutions giving presumption of conformity at design stage 6.3. EC Verification when speed is used as a migration criterion 6.4. Assessment of maintenance file 6.5. Subsystems containing Interoperability constituents not holding an EC declaration 6.5.1. Conditions 6.5.2. Documentation 6.5.3. Maintenance of the subsystems certified according to 6.5.1. 6.6. Subsystem containing serviceable interoperability constituents that are suitable for reuse 6.6.1. Conditions 6.6.2. Documentation 6.6.3. Use of serviceable interoperability constituents in maintenance 7. Implementation of the infrastructure TSI 7.1. Application of this TSI to railway lines 7.2. Application of this TSI to new railway lines 7.3. Application of this TSI to existing railway lines 7.3.1. Upgrading of a line 7.3.3. Substitution in the framework of maintenance 7.3.4. Existing lines that are not subject to a renewal or upgrading project 7.4. Application of this TSI to existing platforms 7.5. Speed as an implementation criterion 7.6. Ascertain Compatibility of infrastructure and rolling stock after authorisation of rolling stock 7.7. Specific cases 7.7.1. Particular features on the Austrian network 7.7.2. Particular features on the Belgian network 7.7.3. Particular features on the Bulgarian network 7.7.4. Particular features on the Danish network 7.7.5. Particular features on the Estonian network 7.7.6. Particular features on the Finnish network 7.7.7. Particular features on the French network 7.7.8. Particular features on the German network 7.7.9. Particular features on the Hellenic network 7.7.10. Particular features on the Italian network 7.7.11. Particular features on the Latvian network 7.7.12. Particular features on the Polish network 7.7.13. Particular features on the Portuguese network 7.7.14. Particular features on the Ireland network 7.7.15. Particular features on the Spanish network 7.7.16. Particular features on the Swedish network 7.7.17. Particular features on the UK network for Great Britain 7.7.18. Particular features on the UK network for Northern Ireland 7.7.19. Particular features on the Slovak network Appendix A — Assessment of interoperability constituents Appendix B — Assessment of the infrastructure subsystem Appendix C — Technical characteristics of track design and switches and crossings design Appendix D — Conditions of use of track design and switches and crossings design Appendix E — Capability requirements for structures according to traffic code Appendix F — Capability requirements for structures according to traffic code in the United Kingdom of Great Britain and Northern Ireland Appendix G — Speed conversion to miles per hour for Ireland and the United Kingdom of Great Britain and Northern Ireland Appendix H — Structure gauge for the 1 520 mm track gauge system Appendix I — Reverse curves with radii in the range from 150 m up to 300 m Appendix J — Safety assurance over fixed obtuse crossings Appendix K — Basis of minimum requirements for structures for passenger coaches and multiple units Appendix M — Specific case on the Estonian network Appendix N — Specific cases of the Hellenic network Appendix O — Specific case on the Ireland and United Kingdom of Northern Ireland networks Appendix P — Structure gauge for the lower parts for the 1 668 mm track gauge on the Spanish network Appendix Q — National technical rules for UK-GB Specific Cases Appendix R — List of open points Appendix S — Glossary Appendix T — List of referenced standards

1. INTRODUCTION

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1.1. Technical Scope

This TSI concerns the infrastructure subsystem and part of the maintenance subsystem of the Union rail system in accordance with Article 1 of Directive (EU) 2016/797.

The infrastructure and the maintenance subsystems are defined respectively in points 2.1 and 2.8 of Annex II to Directive (EU) 2016/797.

The technical scope of this TSI is further defined in Article 2(1), 2(5) and 2(6) of this Regulation.

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1.2. Geographical Scope

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

1.3. Content of this TSI

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(1) In accordance with Article 4(3) of Directive (EU) 2016/797, this TSI:

(a) indicates its intended scope (section 2);

(b) lays down essential requirements for the infrastructure and part of the maintenance subsystems (section 3);

(c) establishes the functional and technical specifications to be met by the infrastructure and part of the maintenance subsystems and its interfaces vis-à-vis other subsystems (section 4);

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

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

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

(g) indicates, for the staff concerned, the professional qualifications and health and safety conditions at work required for the operation and maintenance of the infrastructure subsystem, as well as for the implementation of this TSI (section 4);

(h) indicates the provisions applicable to the existing infrastructure subsystem, in particular in the event of upgrading and renewal and, in such cases, the modification work which requires an application for a new authorisation;

(i) indicates the parameters of infrastructure subsystem to be checked by the railway undertaking and the procedures to be applied to check those parameters after the delivery of the vehicle authorisation for placing on the market and before the first use of the vehicle to ensure compatibility between vehicles and the routes on which they are to be operated.

In accordance with Article 4(5) of the Directive (EU) 2016/797, provisions for specific cases are indicated in section 7.

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

2. DEFINITION AND SCOPE OF SUBSYSTEM

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2.1. Definition of the infrastructure subsystem

This TSI covers:

(a) the infrastructure structural subsystem

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

The elements of the infrastructure subsystem are described in point 2.1 of Annex II to Directive (EU) 2016/797.

The elements of the maintenance subsystem are described in point 2.8 of Annex II to Directive (EU) 2016/797.

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

(a) Line layout,

(b) Track parameters,

(c) Switches and crossings,

(d) Track resistance to applied loads,

(e) Structures resistance to traffic loads,

(f) Immediate action limits on track geometry defects,

(g) Platforms,

(h) Health, safety and environment,

(i) Provision for operation,

(j) Fixed installations for servicing trains.

Further details are set out in point 4.2.2 of this TSI.

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2.2. Interfaces of this TSI with other TSIs

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

(a) Rolling stock subsystem,

(b) Energy subsystem,

(c) Control command and signalling subsystem,

(d) Traffic operation and management subsystem.

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

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

2.3. Interfaces of this TSI with the Persons with Reduced Mobility TSI

All requirements relating to the infrastructure subsystem for the access of persons with reduced mobility to the railway system are set out in the Persons with Reduced Mobility TSI.

2.4. Interfaces of this TSI with the Safety in Railway Tunnels TSI

All requirements relating to the infrastructure subsystem for safety in railway tunnels are set out in the Safety in Railway Tunnels TSI.

2.5. Relation to the safety management system

Necessary processes to manage safety according to the requirements in the scope of this TSI, including interfaces to humans, organisations or other technical systems, shall be designed and implemented in the infrastructure manager's safety management system as required by ►M1 Directive (EU) 2016/798 ◄ .

3. ESSENTIAL REQUIREMENTS

The following table indicates basic parameters of this TSI and their correspondence to the essential requirements as set out and numbered in Annex III to ►M1 Directive (EU) 2016/797 ◄ .

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Table 1 Basic Parameters of the infrastructure subsystem corresponding to the essential requirements TSI point Title of TSI point Safety Reliability Availability Health Environ-mental protection Technical compatibility Accessibility 4.2.3.1 Structure gauge 1.1.1, 2.1.1 1.5 4.2.3.2 Distance between track centres 1.1.1, 2.1.1 1.5 4.2.3.3 Maximum gradients 1.1.1 1.5 4.2.3.4 Minimum radius of horizontal curve 1.1.3 1.5 4.2.3.5 Minimum radius of vertical curve 1.1.3 1.5 4.2.4.1 Nominal track gauge 1.5 4.2.4.2 Cant 1.1.1, 2.1.1 1.5 1.6.1 4.2.4.3 Cant deficiency 1.1.1 1.5 4.2.4.4 Abrupt change of cant deficiency 2.1.1 4.2.4.5 Equivalent conicity 1.1.1, 1.1.2 1.5 4.2.4.6 Railhead profile for plain line 1.1.1, 1.1.2 1.5 4.2.4.7 Rail inclination 1.1.1, 1.1.2 1.5 4.2.5.1 Design geometry of switches and crossings 1.1.1, 1.1.2, 1.1.3 1.5 4.2.5.2 Use of swing nose crossings 1.1.2, 1.1.3 4.2.5.3 Maximum unguided length of fixed obtuse crossings 1.1.1, 1.1.2 1.5 4.2.6.1 Track resistance to vertical loads 1.1.1, 1.1.2, 1.1.3 1.5 4.2.6.2 Longitudinal track resistance 1.1.1, 1.1.2, 1.1.3 1.5 4.2.6.3 Lateral track resistance 1.1.1, 1.1.2, 1.1.3 1.5 4.2.7.1 Resistance of new bridges to traffic loads 1.1.1, 1.1.3 1.5 4.2.7.2 Equivalent vertical loading for new earthworks and earth pressure effects imposed on new structures 1.1.1, 1.1.3 1.5 4.2.7.3 Resistance of new structures over or adjacent to tracks 1.1.1, 1.1.3 1.5 4.2.7.4 Resistance of existing bridges and earthworks to traffic loads 1.1.1, 1.1.3 1.5 4.2.8.1 The immediate action limit for alignment 1.1.1, 1.1.2 1.2 4.2.8.2 The immediate action limit for longitudinal level 1.1.1, 1.1.2 1.2 4.2.8.3 The immediate action limit for track twist 1.1.1, 1.1.2 1.2 4.2.8.4 The immediate action limit of track gauge as isolated defect 1.1.1, 1.1.2 1.2 4.2.8.5 The immediate action limit for cant 1.1.1, 1.1.2 1.2 4.2.8.6 The immediate action limit for switches and crossings 1.1.1, 1.1.2 1.2 1.5 4.2.9.1 Usable length of platforms 1.1.1, 2.1.1 1.5 4.2.9.2 Platform height 1.1.1, 2.1.1 1.5 1.6.1 4.2.9.3 Platform offset 1.1.1, 2.1.1 1.5 1.6.1 4.2.9.4 Track layout alongside platforms 1.1.1, 2.1.1 1.5 1.6.1 4.2.10.1 Maximum pressure variations in tunnels 1.1.1, 2.1.1 1.5 4.2.10.2 Effect of cross winds 1.1.1, 2.1.1 1.2 1.5 4.2.10.3 Aerodynamic effect on ballasted track 1.1.1 1.2 1.5 4.2.11.1 Location markers 1.1.1 1.2 4.2.11.2 Equivalent conicity in service 1.1.1, 1.1.2 1.5 4.2.12.2 Toilet discharge 1.1.5 1.2 1.3.1 1.5 4.2.12.3 Train external cleaning facilities 1.2 1.5 4.2.12.4 Water restocking 1.1.5 1.2 1.3.1 1.5 4.2.12.5 Refuelling 1.1.5 1.2 1.3.1 1.5 4.2.12.6 Electric shore supply 1.1.5 1.2 1.5 4.4 Operating rules 1.2 4.5 Maintenance rules 1.2 4.6 Professional qualifications 1.1.5 1.2 4.7 Health and safety conditions 1.1.5 1.2 1.3 1.4.1

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4. DESCRIPTION OF THE INFRASTRUCTURE SUBSYSTEM

4.1. Introduction

(1) The Union rail system, to which ►M1 Directive (EU) 2016/797 ◄ applies and of which the infrastructure and maintenance subsystems are parts, is an integrated system whose consistency needs to be verified. This consistency must be checked in particular with regard to the specifications of the infrastructure subsystem, its interfaces in relation to the other subsystems of the Union rail system in which it is integrated, as well as the operating and maintenance rules.

(2) The limiting values set out in this TSI are not intended to be imposed as usual design values. However the design values must be within the limits set out in this TSI.

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(3) The functional and technical specifications of the infrastructure and part of the maintenance subsystems and their interfaces, as described in points 4.2 and 4.3, do not impose the use of specific technologies or technical solutions, except where this is strictly necessary for the interoperability of the Union rail system.

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(4) Innovative solutions for interoperability which do not fulfil the requirements specified in this TSI and/or which are not assessable as stated in this TSI require new specifications and/or new assessment methods. In order to allow technological innovation, these specifications and assessment methods shall be developed by the process for innovative solutions described in Article 10.

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

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

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4.2. Functional and technical specifications of the infrastructure subsystem

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4.2.1. TSI Categories of Line

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(1) The elements of the Union's rail network are set out in point 1 of Annex I to Directive (EU) 2016/797. In order to deliver interoperability cost-effectively, each element of the Union's rail network shall be assigned a ‘TSI category of line’.

(2) The TSI category of line shall be a combination of traffic codes. For lines where only one type of traffic is carried (for example, a freight only line), a single code may be used to describe the performances; where mixed traffic runs the category will be described by one or more codes for passenger and freight. The combined traffic codes describe the envelope within which the desired mix of traffic can be accommodated.

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

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(4) For the purpose of TSI categorisation, lines are classified generically based on the type of traffic (traffic code) characterised by the following performance parameters:

— gauge,

— axle load,

— line speed,

— train length

— usable length of platform.

The columns for ‘gauge’ and ‘axle load’ shall be treated as minimum requirements as they directly control the trains that may run. The columns for ‘line speed’, ‘usable length of platform’ and ‘train length’ are indicative of the range of values that are typically applied for different traffic types and they do not directly impose restrictions on the traffic that may run over the line.

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

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

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







Table 2 Performance parameters for passenger traffic Traffic code Gauge Axle load [t] Line speed [km/h] Usable length of platform [m] P1 GC 17 (*1) 250-350 400 P2 GB 20 (*1) 200-250 200-400 P3 DE3 22,5 (*2) 120-200 200-400 P4 GB 22,5 (*2) 120-200 200-400 P5 GA 20 (*2) 80-120 50-200 P6 G1 12 (*2) n.a. n.a. P1520 S 22,5 (*2) 80-160 35-400 P1600 IRL1 22,5 (*2) 80-160 75-240 (*1) Axle load is based on design mass in working order for power heads (and for P2 locomotives) and operational mass under normal payload for vehicles capable of carrying a payload of passengers or luggage as defined in point 2.1 of EN 15663:2009+AC:2010. The corresponding ** axle load values for vehicles capable of carrying a payload for passengers or luggage are 21,5 t for P1 and 22,5 t for P2 as defined in Appendix K to this TSI. (*2) Axle load is based on design mass in working order for power heads and locomotives as defined in point 2.1 of EN 15663:2009+AC:2010 and design mass under exceptional payload for other vehicles as defined in Appendix K to this TSI.







Table 3 Performance parameters for freight traffic Traffic code Gauge Axle load [t] Line speed [km/h] Train length [m] F1 GC 22,5 (*1) 100-120 740-1050 F2 GB 22,5 (*1) 100-120 600-1050 F3 GA 20 (*1) 60-100 500-1050 F4 G1 18 (*1) n.a. n.a. F1520 S 25 (*1) 50-120 1050 F1600 IRL1 22,5 (*1) 50-100 150-450 (*1) Axle load is based on design mass in working order for power heads and locomotives as defined in point 2.1 of EN 15663:2009+AC:2010 and design mass under normal payload for other vehicles in accordance with point 6.3 of EN15663:2009+AC:2010. ▼B

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

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

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(10) In accordance with Article 4(7) of Directive (EU) 2016/797 which provides that TSIs shall not prevent the Member States from deciding on the use of infrastructures for the movement of vehicles not covered by the TSIs, it is allowed to design new and upgraded lines able to accommodate:

— gauges larger,

— axle loads higher,

— speeds greater,

— usable length of platform greater,

— trains longer.

than those specified in Table 2 and Table 3.

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(11) Without prejudice to Section 7.6 and point 4.2.7.1.2(3), when categorising a new line as P1, it shall be ensured that “Class I” trains, according to the HS RST TSI (Commission Decision 2008/232/EC ( 4 )), for a speed greater than 250 km/h, can run on that line up to the maximum speed.

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

4.2.2. Basic parameters characterising the infrastructure subsystem

4.2.2.1. List of Basic Parameters

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

A. Line layout:

(a) Structure gauge (4.2.3.1),

(b) Distance between track centres (4.2.3.2),

(c) Maximum gradients (4.2.3.3),

(d) Minimum radius of horizontal curve (4.2.3.4),

(e) Minimum radius of vertical curve (4.2.3.5),

B. Track parameters:

(a) Nominal track gauge (4.2.4.1),

(b) Cant (4.2.4.2),

(c) Cant deficiency (4.2.4.3),

(d) Abrupt change of cant deficiency (4.2.4.4),

(e) Equivalent conicity (4.2.4.5),

(f) Railhead profile for plain line (4.2.4.6),

(g) Rail inclination (4.2.4.7),

C. Switches and crossings

(a) Design geometry of switches and crossings (4.2.5.1),

(b) Use of swing nose crossings (4.2.5.2),

(c) Maximum unguided length of fixed obtuse crossings (4.2.5.3),

D. Track resistance to applied loads

(a) Track resistance to vertical loads (4.2.6.1),

(b) Longitudinal track resistance (4.2.6.2),

(c) Lateral track resistance (4.2.6.3),

E. Structures resistance to traffic loads

(a) Resistance of new bridges to traffic loads (4.2.7.1),

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

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

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

F. Immediate action limits on track geometry defects

(a) The immediate action limit for alignment (4.2.8.1),

(b) The immediate action limit for longitudinal level (4.2.8.2),

(c) The immediate action limit for track twist (4.2.8.3),

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

(e) The immediate action limit for cant (4.2.8.5),

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

G. Platforms

(a) Usable length of platforms (4.2.9.1),

(b) Platform height (4.2.9.2),

(c) Platform offset (4.2.9.3),

(d) Track layout alongside platforms (4.2.9.4),

H. Health, safety and environment

(a) Maximum pressure variation in tunnels (4.2.10.1),

(b) Effect of crosswinds (4.2.10.2),

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(c) Aerodynamic effect on ballasted track (4.2.10.3),

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I. Provision for operation

(a) Location markers (4.2.11.1),

(b) Equivalent conicity in service (4.2.11.2)

J. Fixed installations for servicing trains

(a) General (4.2.12.1),

(b) Toilet discharge (4.2.12.2),

(c) Train external cleaning facilities (4.2.12.3),

(d) Water restocking (4.2.12.4),

(e) Refuelling (4.2.12.5),

(f) Electric shore supply (4.2.12.6),

K. Maintenance rules

(a) Maintenance file (4.5.1),

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(b) Maintenance plan (4.5.2).

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4.2.2.2. Requirements for Basic Parameters

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

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

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

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

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

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

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

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

4.2.3. Line layout

4.2.3.1. Structure gauge

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

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

(3) Calculations of the structure gauge shall be done using the kinematic method in accordance with the requirements of sections 5, 7, 10 and the Annex C and Annex D, point D.4.8 of EN 15273-3:2013.

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

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

4.2.3.2. Distance between track centres

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

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







Table 4 Minimum nominal horizontal distance between track centres Maximum allowed speed [km/h] Minimum nominal horizontal distance between track centres [m] 160 < v ≤ 200 3,80 200 < v ≤ 250 4,00 250 < v ≤ 300 4,20 v > 300 4,50

(3) The distance between track centres shall at least satisfy the requirements for the limit installation distance between track centres, defined according section 9 of EN 15273-3:2013.

(4) Instead of points (1) to (3), for the 1 520 mm track gauge system, the nominal horizontal distance between track centres shall be specified for the design and shall not be smaller than the values from the Table 5; it considers margins for aerodynamic effects.







Table 5 Minimum nominal horizontal distance between track centres for the 1 520 mm track gauge system Maximum allowed speed [km/h] Minimum nominal horizontal distance between track centres [m] v ≤ 160 4,10 160 < v ≤ 200 4,30 200 < v ≤ 250 4,50 v > 250 4,70

(5) Instead of point (2), for the 1 668 mm track gauge system, the nominal horizontal distance between track centres for new lines shall be specified for the design and shall not be smaller than the values from the Table 6, it considers margins for aerodynamic effects.







Table 6 Minimum nominal horizontal distance between track centres for the 1 668 mm track gauge system Maximum allowed speed [km/h] Minimum nominal horizontal distance between track centres [m] 160 < v ≤ 200 3,92 200 < v < 250 4,00 250 ≤ v ≤ 300 4,30 300 < v ≤ 350 4,50

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

4.2.3.3. Maximum gradients

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

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

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

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

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

4.2.3.4. Minimum radius of horizontal curve

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

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

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

(3) Instead of point (2), for the 1 520 mm track gauge system, reverse curves with radii in the range from 150 m up to 250 m shall be designed with a section of straight track of at least 15 m between the curves.

4.2.3.5. Minimum radius of vertical curve

(1) The radius of vertical curves (except for humps in marshalling yards) shall be at least 500 m on a crest or 900 m in a hollow.

(2) For humps in marshalling yards the radius of vertical curves shall be at least 250 m on a crest or 300 m in a hollow.

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

(4) Instead of point (2), for the 1 520 mm track gauge system and for humps in marshalling yards the radius of vertical curves shall be at least 350 m on a crest and 250 m in a hollow.

4.2.4. Track parameters

4.2.4.1. Nominal track gauge

(1) European standard nominal track gauge shall be 1 435 mm.

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

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

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

4.2.4.2. Cant

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







Table 7 Design cant [mm] Freight and mixed traffic Passenger traffic Ballasted track 160 180 Non ballasted track 170 180

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

(3) New lines with mixed or freight traffic on curves with a radius less than 305 m and a cant transition steeper than 1 mm/m, the cant shall be restricted to the limit given by the following formula

D ≤ (R – 50)/1,5

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

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

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(5) Instead of point (1), for the 1 668 mm track gauge system, the design cant shall not exceed 185 mm.

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(6) Instead of point (2), for the 1 668 mm track gauge system, the design cant on tracks adjacent to station platforms where trains are intended to stop in normal service shall not exceed 125 mm.

(7) Instead of point (3), for the 1 668 mm track gauge system, for new lines with mixed or freight traffic on curves with a radius less than 250 m, the cant shall be restricted to the limit given by the following formula:

D ≤ 0,9 * (R – 50)

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

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

4.2.4.3. Cant deficiency

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







Table 8 Maximum cant deficiency [mm] Design speed [km/h] v ≤ 160 160 < v ≤ 300 v > 300 For operation of rolling stock conforming to the Locomotives and Passenger TSI 153 100 For operation of rolling stock conforming to the Freight Wagons TSI 130 — —

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

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

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







Table 9 Maximum cant deficiency for the 1 668 mm track gauge system [mm] Design speed [km/h] v ≤ 160 160 < v ≤ 300 v > 300 For operation of rolling stock conforming to the Locomotives and Passenger TSI 175 115 For operation of rolling stock conforming to the Freight Wagons TSI 150 — —

4.2.4.4. Abrupt change of cant deficiency

(1) The maximum values of abrupt change of cant deficiency shall be:

(a) 130 mm for v ≤ 60 km/h,

(b) 125 mm for 60 km/h < v ≤ 200 km/h,

(c) 85 mm for 200 km/h < v ≤ 230 km/h

(d) 25 mm for v > 230 km/h.

(2) Where v ≤ 40 km/h and cant deficiency ≤ 75 mm both before and after an abrupt change of curvature, the value of abrupt change of cant deficiency may be raised to 150 mm.

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

(a) 115 mm for v ≤ 200 km/h,

(b) 85 mm for 200 km/h < v ≤ 230 km/h,

(c) 25 mm for v > 230 km/h.

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

(a) 150 mm for V ≤ 45 km/h,

(b) 115 mm for 45 km/h < V ≤ 100 km/h,

(c) (399-V)/2.6 [mm] for 100 km/h < V ≤ 220 km/h,

(d) 70 mm for 220 km/h < V ≤ 230 km/h,

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

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4.2.4.5. Equivalent conicity

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







— y = 3 mm, if (TG – SR) ≥ 7mm — , if 5mm ≤ (TG – SR) < 7mm — y = 2 mm, if (TG – SR) < 5mm

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

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

(3) Design track gauge, rail head profile and rail inclination for plain line shall be selected to ensure that the equivalent conicity limits set out in Table 10 are not exceeded.

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Table 10 Equivalent conicity design limit values Wheel profile Speed range [km/h] S1002, GV1/40 v ≤ 60 Assessment not required 60 < v ≤ 200 0,25 200 < v ≤ 280 0,20 v > 280 0,10

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

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

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

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

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

For SR1 and SR2 the following values apply:

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

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

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

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

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

4.2.4.6. Railhead profile for plain line

(1) The railhead profile shall be selected from the range set out in Annex A of EN 13674-1:2011, Annex A of EN13674-4:2006+A1:2009 or shall be in accordance with as defined in point (2).

(2) The design of railhead profiles for plain line shall comprise:

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

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

(c) a radius of at least 12 mm at the gauge corner;

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

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Figure 1

Railhead profile

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(3) These requirements are not applicable to expansion devices.

4.2.4.7. Rail inclination

4.2.4.7.1. Plain line

(1) The rail shall be inclined towards the centre of the track.

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(2) For tracks intended to be operated at speeds greater than 60 km/h, the rail inclination for a given route shall be selected from the range 1/20 to 1/40.

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

4.2.4.7.2. Requirements for switches and crossings

(1) The rail shall be designed to be either vertical or inclined.

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

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

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

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

4.2.5. Switches and crossings

4.2.5.1. Design geometry of switches and crossings

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

4.2.5.2. Use of swing nose crossing

For speeds higher than 250 km/h switches and crossings shall be equipped with swing-nose crossings.

4.2.5.3. Maximum unguided length of fixed obtuse crossings

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

4.2.6. Track resistance to applied loads

4.2.6.1. Track resistance to vertical loads

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

(a) the axle load selected according to point 4.2.1;

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

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

4.2.6.2. Longitudinal track resistance

4.2.6.2.1. Design forces

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

4.2.6.2.2. Compatibility with braking systems

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

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(2) Provisions for the use of eddy current braking systems on track shall be defined at operational level by the infrastructure manager on the basis of the specific characteristics of the track, including switches and crossings. The conditions of use of this braking system are registered in accordance with Commission Implementing Regulation (EU) 2019/777 ( 5 ) (RINF).

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

4.2.6.3. Lateral track resistance

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

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

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

4.2.7. Structures resistance to traffic loads

The requirements of EN 1991-2:2003/AC:2010 and Annex A2 to EN 1990:2002 issued as EN 1990:2002/A1:2005 specified in this section of the TSI are to be applied in accordance with the corresponding points in the national annexes to these standards if they exist.

4.2.7.1. Resistance of new bridges to traffic loads

4.2.7.1.1. Vertical loads

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

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

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

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

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

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Table 11 Factor alpha (α) for the design of new structures Type of traffic Minimum factor alpha (α) P1, P2, P3, P4 1,0 P5 0,91 P6 0,83 P1520 1 P1600 1,1 F1, F2, F3 1,0 F4 0,91 F1520 1,46 F1600 1,1

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4.2.7.1.2. Allowance for dynamic effects of vertical loads

(1) The load effects from the Load Model 71 and Load Model SW/0 shall be enhanced by the dynamic factor phi (Φ) as set out in EN 1991-2:2003/AC:2010 points 6.4.3 (1)P and 6.4.5.2 (2).

(2) For bridges for speeds over 200 km/h where EN 1991-2:2003/AC:2010 paragraph 6.4.4 requires a dynamic analysis to be carried out the structure shall additionally be designed for HSLM defined in EN 1991-2:2003/AC:2010 paragraphs 6.4.6.1.1 (3) to (6) inclusive.

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

4.2.7.1.3. Centrifugal forces

Where the track on a bridge is curved over the whole or part of the length of the bridge, the centrifugal force shall be taken into account in the design of structures as set out in EN 1991-2:2003/AC:2010 paragraphs 6.5.1 (2), (4)P and (7).

4.2.7.1.4. Nosing forces

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

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

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

4.2.7.1.6. Design track twist due to rail traffic actions

The maximum total design track twist due to rail traffic actions shall not exceed the values set out in paragraph A2.4.4.2.2(3)P in Annex A2 to EN 1990:2002 issued as EN 1990:2002/A1:2005.

4.2.7.2. Equivalent vertical loading for new earthworks and earth pressure effects

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

(2) The equivalent vertical loading shall be multiplied by the factor alpha (a) as set out in EN 1991-2:2003/AC:2010 paragraph 6.3.2 (3)P. The value of a shall be equal to or greater than the values set out in Table 11.

4.2.7.3. Resistance of new structures over or adjacent to tracks

Aerodynamic actions from passing trains shall be taken into account as set out in EN 1991-2:2003/AC:2010 paragraphs 6.6.2 to 6.6.6 inclusive.

4.2.7.4. Resistance of existing bridges and earthworks to traffic loads

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

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

(3) The following cases are relevant:

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

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

(c) Where the capability of an existing structure does not satisfy the requirements in Appendix E and works (e.g. strengthening) are being carried out to raise the capability of the structure to meet the requirements of this TSI (and the structure is not to be replaced by a new structure) then the structure shall be brought into conformity with the requirements in Appendix E.

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

4.2.8. Immediate action limits on track geometry defects

4.2.8.1. The immediate action limit for alignment

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

(2) The immediate action limits for isolated defects in alignment for speeds of more than 300 km/h are an open point.

4.2.8.2. The immediate action limit for longitudinal level

(1) The immediate action limits for isolated defects in longitudinal level are set out in point 8.3 of EN 13848-5:2008+A1:2010. Isolated defects shall not exceed the limits of wavelength range D1 as set out in table 5 of the EN Standard

(2) The immediate action limits for isolated defects in longitudinal level for speeds of more than 300 km/h are an open point.

4.2.8.3. The immediate action limit for track twist

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

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

(3) The infrastructure manager shall set out in the maintenance plan the base-length on which it will measure the track in order to check compliance with this requirement. The base-length of measurement shall include at least one base between 2 and 5 m.

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

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

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

(5) Instead of point (3), for the 1 520 mm track gauge system the Infrastructure Manager shall set out in the maintenance plan the base-length on which it will measure the track in order to check compliance with this requirement. The base-length of measurement shall include at least one base of 10 m.

(6) Instead of point (2), for the 1 668 mm track gauge system, the track twist limit is a function of the measurement base applied according to one of the following equations depending on the cant:

(a) Twist limit = (20/l + 3) for u ≤ 0,67 × (r – 100) with a maximum value of:

7 mm/m for speeds v ≤ 200 km/h, 5 mm/m for speed v > 200 km/h

(b) Twist limit = (20/l + 1,5) for 0,67 × (r – 100) < u < 0,9 × (r – 50) with a maximum value of:

6 mm/m for l ≤ 5 m, 3 mm/m for l > 13 m

u = cant (mm), l = twist base length (m), r = horizontal curve radius (m)

4.2.8.4. The immediate action limit of track gauge as an isolated defect

(1) The immediate action limits of track gauge as an isolated defect are set out in Table 12.







Table 12 Immediate action limits of track gauge Speed [km/h] Dimensions [mm] Minimum track gauge Maximum track gauge v ≤ 120 1 426 1 470 120 < v ≤ 160 1 427 1 470 160 < v ≤ 230 1 428 1 463 v > 230 1 430 1 463

(2) Instead of point (1), for the 1 520 track gauge system the immediate action limits of track gauge as an isolated defect are set out in Table 13.







Table 13 Immediate action limits of track gauge for 1 520 mm track gauge system Speed [km/h] Dimensions [mm] Minimum track gauge Maximum track gauge v ≤ 140 1 512 1 548 v > 140 1 512 1 536

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

(a) minimum track gauge: 1 591 mm

(b) maximum track gauge: 1 635 mm.

4.2.8.5. The immediate action limit for cant

(1) The maximum cant allowed in service is 180 mm.

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

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

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

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

4.2.8.6. The immediate action limits for switches and crossings

Figure 2

Point retraction in fixed common crossings

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

(a) Maximum value of free wheel passage in switches: 1 380 mm.

This value can be increased if the infrastructure manager demonstrates that the actuation and locking system of the switch is able to resist the lateral impact forces of a wheelset.

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

This value is measured 14 mm below the running surface, and on the theoretical reference line, at an appropriate distance back from the actual point (RP) of the nose as indicated in Figure 2.

For crossings with point retraction, this value can be reduced. In this case the infrastructure manager shall demonstrate that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP).

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

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

(e) Minimum flangeway width: 38 mm.

(f) Minimum flangeway depth: 40 mm.

(g) Maximum height of check rail: 70 mm.

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

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

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

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

(c) This value is measured 13 mm below the running surface, and on the theoretical reference line, at an appropriate distance back from the actual point (RP) of the nose as indicated in Figure 2. For crossings with point retraction, this value can be reduced. In this case the Infrastructure Manager shall demonstrate that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP).

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

(e) Minimum flangeway width is 42 mm

(f) Minimum flangeway depth is 40 mm

(g) Maximum height of check rail is 50 mm

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

(a) Maximum value of free wheel passage in switches: 1 546 mm.

This value can be increased if the infrastructure manager demonstrates that the actuation and locking system of the switch is able to resist the lateral impact forces of a wheelset.

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

This value is measured 14 mm below the running surface, and on the theoretical reference line, at an appropriate distance back from the actual point (RP) of the nose as indicated in Figure 2.

For crossings with point retraction, this value can be reduced. In this case the infrastructure manager shall demonstrate that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP).

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

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

(e) Minimum flangeway width: 38 mm.

(f) Minimum flangeway depth: 40 mm.

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

4.2.9. Platforms

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

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

4.2.9.1. Usable length of platforms

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

4.2.9.2. Platform height

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

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

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

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

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

4.2.9.3. Platform offset

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

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

bqlim ≤ bq ≤ bqlim + 50 mm.

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

(a) 1 920 mm for platforms with heights of 550 mm and

(b) 1 745 mm for platforms with height of 200 mm.

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

4.2.9.4. Track layout alongside platforms

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

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

4.2.10. Health, safety and environment

4.2.10.1. Maximum pressure variations in tunnels

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

(2) Above requirement has to be fulfilled along the outside of any train complying with the Locomotives and Passenger TSI.

4.2.10.2. Effect of crosswinds

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

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

(3) If safety cannot be achieved without mitigating measures, either due to the geographic situation or to other specific features of the line, the infrastructure manager shall take the necessary measures to maintain the safety, for example by:

— locally reducing train speeds, possibly temporarily during periods at risk of storms,

— installing equipment to protect the track section concerned from cross winds,

— other appropriate means.

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

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4.2.10.3. Aerodynamic effect on ballasted track

(1) The aerodynamic interaction between rolling stock and infrastructure may cause the lifting and further blowing away of ballast stones from the track bed in plain line and switches and crossings (Ballast pick up). This risk shall be mitigated.

(2) The requirements for the infrastructure subsystem aimed at mitigating the risk for ‘ballast pick up’ apply only to lines intended to be operated at speed greater than 250 km/h.

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

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4.2.11. Provision for operation

4.2.11.1. Location markers

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

4.2.11.2. Equivalent conicity in service

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

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

(2) The infrastructure manager shall measure the track gauge and the railhead profiles at the site in question at a distance of approximate 10 m. The mean equivalent conicity over 100 m shall be calculated by modelling with the wheelsets (a) – (d) mentioned in paragraph 4.2.4.5(4) of this TSI in order to check for compliance, for the purpose of the joint investigation, with the limit equivalent conicity for the track specified in Table 14.







Table 14 Equivalent conicity in service limit values for the track (for the purpose of joint investigation) Speed range [km/h] Maximum value of mean equivalent conicity over 100 m v ≤ 60 assessment not required 60 < v ≤ 120 0,40 120 < v ≤ 160 0,35 160 < v ≤ 230 0,30 v > 230 0,25

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

4.2.12. Fixed installations for servicing trains

4.2.12.1. General

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

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4.2.12.2. Toilet discharge

Fixed installations for toilet discharge shall be compatible with the characteristics of the retention toilet system specified in the LOC & PAS TSI.

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4.2.12.3. Train external cleaning facilities

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

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

(b) 500 to 4 300 mm for double-deck trains.

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

4.2.12.4. Water restocking

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(1) Fixed equipment for water restocking shall be compatible with the characteristics of the water system specified in the LOC & PAS TSI.

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(2) Fixed equipment for drinking water supply on the interoperable network shall be supplied with drinking water meeting the requirements of Council Directive 98/83/EC ( 6 ).

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4.2.12.5. Refuelling

Refuelling equipment shall be compatible with the characteristics of the fuel system specified in the LOC & PAS TSI.

4.2.12.6. Electrical shore supply

Where provided, electrical shore supply shall be by means of one or more of the power supply systems specified in the LOC & PAS TSI.

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4.3. Functional and technical specification of the interfaces

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

4.3.1. Interfaces with the rolling stock subsystem

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Table 15 Interfaces with the rolling stock subsystem, ‘Locomotives and Passenger Rolling Stock TSI’ Interface Reference Infrastructure TSI Reference Locomotives and Passenger Rolling Stock TSI Track gauge 4.2.4.1 Nominal track gauge 4.2.5.1 Design geometry of switches and crossings 4.2.8.6 The immediate action limits for switches and crossings 4.2.3.5.2.1 Mechanical and geometrical characteristics of wheelset 4.2.3.5.2.3 Variable gauge wheelsets Gauge 4.2.3.1 Structure gauge 4.2.3.2 Distance between track centres 4.2.3.5 Minimum radius of vertical curve 4.2.9.3 Platform offset 4.2.3.1 Gauging Axle load and axle spacing 4.2.6.1 Track resistance to vertical loads 4.2.6.3 Lateral track resistance 4.2.7.1 Resistance of new bridges to traffic loads 4.2.7.2 Equivalent vertical loading for new earthworks and earth pressure effects imposed on new structures 4.2.7.4 Resistance of existing bridges and earthworks to traffic loads 4.2.2.10 Load conditions and weighed mass 4.2.3.2.1 Axle load parameter Running characteristics 4.2.6.1 Track resistance to vertical loads 4.2.6.3 Lateral track resistance 4.2.7.1.4 Nosing forces 4.2.3.4.2.1 Limit values for running safely 4.2.3.4.2.2 Track loading limit values Ride stability 4.2.4.4 Equivalent conicity 4.2.4.6 Railhead profile for plain line 4.2.11.2 Equivalent conicity in service 4.2.3.4.3 Equivalent conicity 4.2.3.5.2.2 Mechanical and geometrical characteristics of wheels Longitudinal actions 4.2.6.2 Longitudinal track resistance 4.2.7.1.5 Actions due to traction and braking (longitudinal loads) 4.2.4.5 Braking performance Minimum horizontal curve radius 4.2.3.4 Minimum radius of horizontal curve 4.2.3.6 Minimum curve radius Annex A, A.1 Buffers Running dynamic behaviour 4.2.4.3 Cant deficiency 4.2.3.4.2 Running dynamic behaviour Maximum deceleration 4.2.6.2 Longitudinal track resistance 4.2.7.1.5 Actions due to traction and braking 4.2.4.5 Braking performance Aerodynamic effect 4.2.3.2 Distance between track centres 4.2.7.3 Resistance of new structures over or adjacent to tracks 4.2.10.1 Maximum pressure variations in tunnels 4.2.10.3 Aerodynamic effect on ballasted track 4.2.6.2.1 Slipstream effects on passengers on platforms and on trackside workers 4.2.6.2.2 Head pressure pulse 4.2.6.2.3 Maximum pressure variations in tunnels 4.2.6.2.5 Aerodynamic effect on ballasted tracks Crosswind 4.2.10.2 Effect of crosswinds 4.2.6.2.4 Crosswind Installations for servicing trains 4.2.12.2 Toilet discharge 4.2.12.3 Train external cleaning facilities 4.2.12.4 Water restocking 4.2.12.5 Refuelling 4.2.12.6 Electric shore supply 4.2.11.3 Toilet discharge system 4.2.11.2.2 Exterior cleaning through a washing plant 4.2.11.4 Water refilling equipment 4.2.11.5 Interface for water refilling 4.2.11.7 Refuelling equipment 4.2.11.6 Special requirements for stabling of trains







Table 16 Interfaces with the rolling stock subsystem, ‘Freight Wagons TSI’ Interface Reference Infrastructure TSI Reference Freight wagons TSI Track gauge 4.2.4.1 Nominal track gauge 4.2.4.6 Railhead profile for plain line 4.2.5.1 Design geometry of switches and crossings 4.2.8.6 The immediate action limits for switches and crossings 4.2.3.6.2 Characteristics of wheelsets 4.2.3.6.3 Characteristics of wheels Gauge 4.2.3.1 Structure gauge 4.2.3.2 Distance between track centres 4.2.3.5 Minimum radius of vertical curve 4.2.9.3 Platform offset 4.2.3.1 Gauging Axle load and axle spacing 4.2.6.1 Track resistance to vertical loads 4.2.6.3 Lateral track resistance 4.2.7.1 Resistance of new bridges to traffic loads 4.2.7.2 Equivalent vertical loading for new earthworks and earth pressure effects imposed on new structures 4.2.7.4 Resistance of existing bridges and earthworks to traffic loads 4.2.3.2 Compatibility with load carrying capacity of lines Running dynamic behaviour 4.2.8 Immediate action limits on track geometry defects 4.2.3.5.2 Running dynamic behaviour Longitudinal actions 4.2.6.2 Longitudinal track resistance 4.2.7.1.5 Actions due to traction and braking (longitudinal loads) 4.2.4.3.2 Brake performance Minimum curve radius 4.2.3.4 Minimum radius of horizontal curve 4.2.2.1 Mechanical interface Vertical curve 4.2.3.5 Minimum radius of vertical curve 4.2.3.1 Gauging

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4.3.2. Interfaces with the energy subsystem







Table 17 Interfaces with the energy subsystem Interface Reference Infrastructure TSI Reference Energy TSI Gauge 4.2.3.1 Structure gauge 4.2.10 Pantographs gauge

4.3.3. Interfaces with the control command and signalling subsystem







Table 18 Interfaces with the control command and signalling subsystem Interface Reference Infrastructure TSI Reference Control Command and Signalling TSI Structure gauge set for CCS installations. Visibility of track-side CCS objects. 4.2.3.1 Structure gauge 4.2.5.2 Eurobalise communication (space for installation) 4.2.5.3 Euroloop communication (space for installation) 4.2.10 Train detection systems (space for installation) 4.2.15 Visibility of track-side control-command and signalling objects

4.3.4. Interfaces with the operation and traffic management subsystem

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Table 19 Interfaces with the operation and traffic management subsystem Interface Reference Infrastructure TSI Reference Operation and Traffic Management TSI Ride stability 4.2.11.2 Equivalent conicity in service 4.2.3.4.4 Operational quality Use of eddy current brakes 4.2.6.2 Longitudinal track resistance 4.2.2.6.2 Braking performance Crosswinds 4.2.10.2 Effect of crosswinds 4.2.3.6.3 Contingency arrangements Operating rules 4.4 Operating rules 4.2.1.2.2.2 Modifications to information contained in the route book 4.2.3.6 Degraded operation Staff competences 4.6 Professional competences 2.2.1 Staff and trains

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4.4. Operating rules

(1) Operating rules are developed within the procedures described in the infrastructure manager's safety management system. These rules take into account the documentation related to operation which forms a part of the technical file as required in ►M1 Article 15(4) and set out in Annex IV (point 2.4) of Directive (EU) 2016/797 ◄ .

(2) In certain situations involving pre-planned works, it may be necessary to temporarily suspend the specifications of the infrastructure subsystem and its interoperability constituents defined in sections 4 and 5 of this TSI.

4.5. Maintenance rules

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

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

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

4.5.1. Maintenance file

A maintenance file shall contain at least:

(a) a set of values for immediate action limits,

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

related to track geometric quality and limits on isolated defects.

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4.5.2. Maintenance plan

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

(a) a set of values for intervention limits and alert limits,

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

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

(d) the means used to check that in-service values are respected,

(e) the measures taken, for speed greater than 250 km/h, to mitigate the risk of ballast pick up.

▼B

4.6. Professional qualifications

The professional qualifications of staff required for operation and maintenance of the infrastructure subsystem are not set out in this TSI but are described in the infrastructure manager's safety management system.

4.7. Health and safety conditions

▼M1

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

▼B

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

5. INTEROPERABILITY CONSTITUENTS

5.1. Basis on which interoperability constituents have been selected

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

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

5.2. List of constituents

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

(a) the rail (5.3.1),

(b) the rail fastening systems (5.3.2),

(c) track sleepers (5.3.3).

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

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

5.3. Constituents performances and specifications

5.3.1. The rail

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

(a) railhead profile,

(b) rail steel.

5.3.1.1. Railhead profile

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

5.3.1.2. Rail steel

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

(2) The rail steel shall meet the following requirements:

(a) The rail hardness shall be at least 200 HBW.

(b) The tensile strength shall be at least 680 MPa.

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

5.3.2. The rail fastening systems

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

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

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

▼M1

(b) the rail fastening shall resist application of 3 000 000 cycles of the typical load applied in a sharp curve, such that the change in performance of the fastening system shall not exceed:

— 20 % in terms of clamping force,

— 25 % in terms of vertical stiffness,

— a reduction of more than 20 % in terms of longitudinal restraint.

The typical load shall be appropriate to:

— the maximum axle load the rail fastening system is designed to accommodate,

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

▼B

5.3.3. Track sleepers

(1) Track sleepers shall be designed such that when they are used with a specified rail and rail fastening system they will have properties that are consistent with the requirements of point 4.2.4.1 for ‘Nominal track gauge’, point 4.2.4.7 for ‘Rail inclination’ and point 4.2.6 for ‘Track resistance to applied loads’.

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

6. ASSESSMENT OF CONFORMITY OF INTEROPERABILITY CONSTITUENTS AND EC VERIFICATION OF THE SUBSYSTEMS

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

6.1. Interoperability Constituents

6.1.1. Conformity assessment procedures

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

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

6.1.2. Application of modules

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

(a) CA ‘Internal production control’

(b) CB ‘EC type examination’

(c) CC ‘Conformity to type based on internal production control’

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

(e) CF ‘Conformity to type based on product verification’

(f) CH ‘Conformity based on full quality management system’

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







Table 20 Modules for conformity assessment to be applied for interoperability constitunents Procedures Rail Rail fastening system Track sleepers Placed on the EU market before entry into force of relevant TSIs CA or CH CA or CH Placed on the EU market after entry into force of relevant TSIs CB + CC or CB + CD or CB + CF or CH

(3) In the case of products placed on the market before the publication of relevant TSIs, the type is considered to have been approved and therefore EC type examination (module CB) is not necessary, provided that the manufacturer demonstrates that tests and verification of interoperability constituents have been considered successful for previous applications under comparable conditions and are in conformity with the requirements of this TSI. In this case these assessments shall remain valid in the new application. If it is not possible to demonstrate that the solution is positively proven in the past, the procedure for interoperability constituents placed on the EU market after publication of this TSI applies.

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

6.1.3. Innovative solutions for interoperability constituents

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

6.1.4. EC declaration of conformity for interoperability constituents

▼M1

6.1.4.1. Interoperability constituents subject to other European Union Directives

(1) in accordance with Article 10(3) of Directive (EU) 2016/797, for interoperability constituents that are the subject of other legal acts of the Union covering other matters, the EC declaration of conformity or suitability for use shall state that the interoperability constituents also meet the requirements of those other legal acts;

(2) in accordance with Annex I to Commission Implementing Regulation (EU) 2019/250 ( 7 ), the EC declaration of conformity or suitability for use shall include a list of restrictions or conditions of use.

▼B

6.1.4.2. EC declaration of conformity for rails

No statement setting out the conditions of use is required.

6.1.4.3. EC declaration of conformity for rail fastening systems

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

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

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

6.1.4.4. EC declaration of conformity for track sleepers

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

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

(b) the nominal and design track gauge,

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

6.1.5. Particular assessment procedures for interoperability constituents

6.1.5.1. Assessment of rails

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

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

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

(c) Fatigue test shall be done according to EN 13674-1:2011 paragraph 8.1 and paragraph 8.4.

6.1.5.2. Assessment of sleepers

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

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

6.2. Infrastructure subsystem

6.2.1. General provisions

(1) At the request of the applicant, the notified body carries out the EC verification of the infrastructure subsystem in accordance with ►M1 Article 15 of Directive (EU) 2016/797 ◄ and in accordance with the provisions of the relevant modules.

(2) If the applicant demonstrates that tests or assessments of an infrastructure subsystem or parts of the subsystem are the same as have been successful for previous applications of a design, the notified body shall consider the results of these tests and assessments for the EC verification.

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

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

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

▼M1

(6) The applicant shall draw up the EC declaration of verification for the infrastructure subsystem in accordance with Article 15 of Directive (EU) 2016/797.

▼B

6.2.2. Application of modules

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

(a) Module SG: EC verification based on unit verification, or

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

6.2.2.1. Application of module SG

In the case where EC verification is most effectively undertaken by using information collected by the infrastructure manager, contracting entity or the main contractors involved (for example data obtained using track recording vehicle or other measuring devices), the notified body shall take this information into account to assess conformity.

6.2.2.2. Application of module SH1

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

6.2.3. Innovative solutions

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

6.2.4. Particular assessment procedures for infrastructure subsystem

6.2.4.1. Assessment of Structure gauge

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

(2) Characteristic cross sections are:

(a) track without cant,

(b) track with maximum cant,

(c) track with a civil engineering structure over the line

(d) any other location where the designed installation limit gauge is approached by less than 100 mm or the installation nominal gauge or uniform gauge is approached by less than 50 mm.

(3) After assembly before putting into service clearances shall be verified at locations where the designed installation limit gauge is approached by less than 100 mm or the installation nominal gauge or uniform gauge is approached by less than 50 mm.

(4) Instead of point (1), for the 1 520 mm track gauge system assessment of structure gauge as a design review is to be made against characteristic cross sections using the uniform structure gauge ‘S’ as defined in Appendix H to this TSI.

(5) Instead of point (1), for the 1 600 mm track gauge system assessment of structure gauge as a design review is to be made against characteristic cross sections using the structure gauge ‘IRL1’ as defined in Appendix O to this TSI.

6.2.4.2. Assessment of distance between track centres

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

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

(3) Instead of point (1), for the 1 520 mm track gauge system a design review for assessment of the distance between track centres is to be made using the results of calculations made by the infrastructure manager or the contracting entity. The nominal distance between track centres shall be checked at the line layout where distances are given in parallel to the horizontal plane. The limit installation distance between track centres shall be checked with the radius and relevant cant.

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

6.2.4.3. Assessment of nominal track gauge

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

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

6.2.4.4. Assessment of track layout

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

(2) Assessment of switches and crossings layout is not required.

6.2.4.5. Assessment of cant deficiency for trains designed to travel with higher cant deficiency

Point 4.2.4.3(2) states that ‘It is permissible for trains specifically designed to travel with higher cant deficiency (for example multiple units with lower axle loads; vehicles with special equipment for the negotiation of curves) to run with higher cant deficiency values, subject to a demonstration that this can be achieved safely’. This demonstration is outside the scope of this TSI and thus not subject to a notified body verification of the infrastructure subsystem. The demonstration shall be undertaken by the RU, if necessary in cooperation with the IM.

6.2.4.6. Assessment of design values for equivalent conicity

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

6.2.4.7. Assessment of railhead profile

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

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

6.2.4.8. Assessment of switches and crossings

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

6.2.4.9. Assessment of new structures, earthworks and earth pressure effects

(1) Assessment of new structures shall be done by checking the traffic loads and the track twist limit used for design against the minimum requirements of points 4.2.7.1 and 4.2.7.3. The notified body is not required to review the design nor carry out any calculations. When reviewing the value of factor alpha used in the design according to point 4.2.7.1 it is only necessary to check that the value of factor alpha satisfies Table 11.

(2) Assessment of new earthworks and earth pressure effects shall be done by checking the vertical loads used for design according to requirements of point 4.2.7.2. When reviewing the value of factor alpha used in the design according to point 4.2.7.2 it is only necessary to check that the value of factor alpha satisfies Table 11. The notified body is not required to review the design nor carry out any calculations.

6.2.4.10. Assessment of existing structures

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

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

(b) che