2008D0217 — MT — 24.01.2013 — 001.001

Dan id-dokument ġie magħmul bil-ħsieb li jintuża bħala għodda ta’ dokumentazzjoni u l-istituzzjonijiet ma jassumu l-ebda responsabbiltà għall-kontenut tiegħu

►B DEĊIŻJONI TAL-KUMMISSJONI ta' l-20 Diċembru 2007 dwar speċifikazzjoni teknika għall-interoperabbiltà (STI) rigward is-subsistema “infrastruttura”tas-sistema ferrovjarja trans-Ewropea ta' veloċità għolja (notifikata taħt id-dokument numru C(2007) 6440) (Test b'rilevanza għaż-ŻEE) (2008/217/KE) (ĠU L 077, 19.3.2008, p.1)

Emendat bi:









▼B

DEĊIŻJONI TAL-KUMMISSJONI

ta' l-20 Diċembru 2007

dwar speċifikazzjoni teknika għall-interoperabbiltà (STI) rigward is-subsistema “infrastruttura”tas-sistema ferrovjarja trans-Ewropea ta' veloċità għolja

(notifikata taħt id-dokument numru C(2007) 6440)

(Test b'rilevanza għaż-ŻEE)

(2008/217/KE)







IL-KUMMISSJONI TAL-KOMUNITAJIET EWROPEJ, Wara li kkunsidrat it-Trattat li jistabbilixxi l-Komunità Ewropea, Wara li kkunsidrat id-Direttiva tal-Kunsill 96/48/KE tat-23 ta' Lulju 1996 fuq l-interoperabbiltà tas-sistema ferrovjarja trans-Ewropea ta' veloċità għolja ( 1 ), u b'mod partikolari l-Artikolu 6(1) tagħha, Billi, (1) Skond l-Artikolu 2(c) u l-Anness II tad-Direttiva 96/48/KE, is-sistema ferrovjarja trans-Ewropea ta' veloċità għolja tinqasam f'subsistemi strutturali u funzjonali, inkluża subsistema ta' l-infrastruttura. (2) Id-Deċiżjoni tal-Kummissjoni 2002/732/KE ( 2 ) stabbiliet l-ewwel speċifikazzjoni teknika għall-interoperabbiltà (STI) rigward is-sistema ferrovjarja trans-Ewropea ta' veloċità għolja. (3) Jeħtieġ li l-ewwel STI tiġi riveduta fid-dawl tal-progress tekniku u l-esperjenza li nkisbet mill-implimentazzjoni tagħha. (4) L-AEIF, bħala korp rappreżentattiv konġunt, ingħata l-mandat li jeżamina u jirrevedi dik l-ewwel STI. Id-Deċiżjoni 2002/732/KE għandha għaldaqstant tinbidel b'din id-Deċiżjoni. (5) L-abbozz ta' l-STI riveduta ġie eżaminat mill-Kumitat li twaqqaf bid-Direttiva 96/48/KE. (6) Din l-STI għandha tapplika għal infrastruttura ġdida, aġġornata jew rinnovata, taħt ċerti kundizzjonijiet. (7) Din l-STI hija bla ħsara għad-dispożizzjonijiet ta' l-STI rilevanti l-oħra li jistgħu jkunu applikabbli għas-subsistemi ta' l-infrastruttura. (8) L-ewwel STI dwar is-subsistema “infrastruttura” daħlet fis-seħħ fl-2002. Minħabba l-impenji kuntrattwali eżistenti, subsustemi jew kostitwenti ta' l-interoperabbiltà ta' l-infrastruttura, jew ir-rinnovament jew l-aġġornament tagħhom, għandhom jgħaddu minn valutazzjoni tal-konformità skond id-dispożizzjonijiet ta' din l-ewwel STI. Għaldaqstant, l-ewwel STI għandha tibqa' applikabbli għall-finijiet ta' manutenzjoni, u sostituzzjoni marbuta mal-manutenzjoni għall-komponenti tas-subsistema u komponenti ta' l-interoperabbiltà awtorizzati fl-ewwel STI. Għaldaqstant, l-effetti tad-Deċiżjoni 2002/732/KE għandhom jinżammu fis-seħħ fir-rigward tal-manutenzjoni ta' proġetti awtorizzati f'konformità ma' l-STI annessa għal dik id-Deċiżjoni, kif ukoll għal proġetti għal linji ġodda u għar-rinnovament u l-aġġornament ta' linji eżistenti li jkunu fi stadju avvanzat ta' l-iżvilupp jew inkella s-suġġett ta' kuntratt li jkun qed jiġi eżegwit fid-data tan-notifika ta' din id-Deċiżjoni. Biex tiġi determinata d-differenza fl-ambitu ta' l-applikabbiltà bejn l-ewwel STI u l-STI il-ġdida li hija annessa ma' din id-Deċiżjoni, l-Istati Membri għandhom jinnotifikaw lista tas-subsistemi u tal-komponenti ta' l-interoperabbiltà li għaihom għadha applikabbli l-ewwel STI, sa mhux aktar tard minn sitt xhur wara d-data li fiha ssir applikabbli din id-Deċiżjoni. (9) Is-subkompożizzjoni “binarji mingħajr sodda ta' żrar” tas-subsistema ’infrastruttura’ hija definita bħala “soluzzjoni innovattiva” għall-finijiet ta' din l-STI. Madankollu, il-possibbiltà li “binarji mingħajr sodda ta' żrar” għandhom ikunu definiti bħala “soluzzjoni diġà ppruvata” għandha tiġi kkunsidrata fil-ġejjieni. (10) Din l-STI ma timponix l-użu ta' teknoloġiji speċifiċi jew soluzzjonijiet tekniċi għajr fejn dan ikun strettament meħtieġ għall-interoperabbiltà tas-sistema ferrovjarja trans-Ewropea ta' veloċità għolja. (11) Din l-STI tippermetti, għal perjodu limitat, li l-kostitwenti ta' l-interoperabbiltà jkunu inkorporati f'subsistemi mingħajr ċertifikazzjoni, jekk jintlaħqu ċerti kundizzjonijiet. (12) Fil-verżjoni attwali tagħha, l-STI ma tittrattax għal kollox ir-rekwiżiti essenzjali kollha. F'konformità ma' l-Artikolu 17 tad-Direttiva 96/48/KE, l-aspetti tekniċi li mhumiex koperti huma identifikati bħala “Punti Mhux Konklużi” fl-Anness H għal din l-STI. F'konformità ma' l-Artikolu 16(3) tad-Direttiva 96/48/KE, l-Istati Membri għandhom jinnotifikaw lill-Kummissjoni u lill-Istati Membri l-oħra lista tar-regoli tekniċi nazzjonali tagħhom li jirrelataw mal-“Punti mhux konklużi” u l-proċeduri li għandhom jiġu segwiti għall-valutazzjoni tal-konformità tagħhom. (13) Fir-rigward tal-każijiet speċifiċi deskritti fil-Kapitolu 7 ta' din l-STI, l-Istati Membri għandhom jinnotifikaw lill-Kummisjsoni u lill-Istati Membri l-oħra l-proċeduri li għandhom jiġu segwiti għall-valutazzjoni tal-konformità. (14) It-traffiku ferrovjarju jopera skond ftehimiet eżistenti ta' natura nazzjonali, bilaterali, multinazzjonali jew internazzjonali. Huwa importanti li dawk il-ftehimiet ma jtellfux il-progress kurrenti u futur lejn l-interoperabbiltà. Għal dan il-għan, jeħtieġ li l-Kummissjoni teżamina dawk il-ftehimiet biex tiddetermina jekk l-STI ippreżentata f'din id-Deċiżjoni jeħtiġilhiex tkun riveduta skond dan. (15) L-STI tissejjes fuq l-aħjar għarfien espert disponibbli fi żmien it-tfassil ta' l-abbozz rilevanti. Sew biex tiġi inkoraġġita l-innovazzjoni, kif ukoll biex titqies l-esperjenza miksuba, l-STI annessa għandha tkun suġġetta għal reviżjoni kull tant żmien. (16) Din l-STI tħalli lok għal soluzzjonijiet innovattivi. Fejn dawn ikunu proposti, il-manifattur jew l-entità kontraenti għandu/ha jiddikjara/tiddikjara d-devjazzjoni mis-sezzjoni rilevanti ta' l-STI. L-Aġenzija Ewropea għall-Ferroviji tiffinalizza l-ispeċifikazzjonijiet adegwati funzjonali u ta' “interface” tas-soluzzjoni, u tiżviluppa l-metodi ta' valutazzjoni. (17) Id-dispożizzjonijiet ta' din id-Deċiżjoni huma konformi ma' l-opinjoni tal-Kumitat stabbilit bl-Artikolu 21 tad-Direttiva tal-Kunsill 96/48/KE, Billi, IDDEĊIDIET KIF ĠEJ:







Artikolu 1

Speċifikazzjoni Teknika għall-Interoperabbiltà (“STI”) rigward is-subsistema “infrastruttura” tas-sistema trans-Ewropea ta' ferroviji ta' rapidità kbira b'dan hija adottata mill-Kummissjoni.

L-STI għandha tkun kif jidher fl-Anness għal din id-Deċiżjoni.

Artikolu 2

L-STI għandha tkun applikabbli għal kull infrastruttura ġdida, aġġornata jew rinnovata tas-sistema ferrovjarja trans-Ewropea ta' veloċità għolja, kif definita fl-Anness I għad-Direttiva 96/48/KE.

Artikolu 3

(1) Fir-rigward ta' dawk il-kwistjonijiet li jkunu kklassifikati bħala “Punti Mhux Konklużi” fl-Anness H għall-STI, il-kundizzjonijiet li għandhom ikunu sodisfatti għall-verifika ta' l-interoperabbiltà skond l-Artikolu 16(2) tad-Direttiva 96/48/KE għandhom ikunu dawk ir-regoli tekniċi applikabbli li jintużaw fl-Istat Membru li jawtorizza t-tqegħid fis-servizz tas-subsistemi koperti b'din id-Deċiżjoni.

(2) Kull Stat Membru għandu jinnotifika lill-Istati Membri l-oħra u lill-Kummissjoni fi żmien sitt xhur min-notifika ta' din id-Deċiżjoni:

(a) il-lista ta' regoli tekniċi applikabbli msemmija fil-paragrafu 1;

(b) il-proċeduri ta' valutazzjoni tal-konformità u ta' eżami li għandhom jiġu applikati rigward l-applikazzjoni ta' dawn ir-regoli;

(ċ) il-korpi li jaħtar biex iwettqu dawk il-proċeduri ta' valutazzjoni tal-konformità u ta' eżami.

Artikolu 4

(1) Fir-rigward ta' dawk il-kwistjonijiet li jkunu kklassifikati bħala “Każijiet Speċjali” fil-Kapitolu 7 ta' l-STI, il-proċeduri ta' valutazzjoni tal-konformità għandhom ikunu dawk applikabbli fl-Istati Membri.

(2) Kull Stat Membru għandu jinnotifika lill-Istati Membri l-oħra u lill-Kummissjoni fi żmien sitt xhur min-notifika ta' din id-Deċiżjoni:

(a) il-valutazzjoni tal-konformità u l-proċ eduri ta' eż ami li għ andhom jiġ u applikati rigward l-applikazzojni ta' dawn ir-regoli;

(b) il-kopri li jaħ tar biex iwettqu dawk il-proċ eduri ta' valutazzjoni tal-konformità u ta' eż ami.

Artikolu 5

L-STI tipprevedi perjodu ta' tranżizzjoni li matulu l-valutazzjoni tal-konformità u ċ-ċertifikazzjoni tal-kostitwenti ta' l-interoperabbiltà jkunu jistgħu jsiru bħala parti mis-subsistema. Matul dan iż-żmien, l-Istati Membri għandhom jinnotifikaw lill-Kummissjoni liema kostitwenti ta' l-interoperabbiltà jkunu ġew ivvalutati b'dan il-mod, biex ikun jista' jiġi ssorveljat mill-qrib is-suq tal-kostitwenti ta' l-interoperabbiltà u jittieħdu passi biex dan jiġi ffaċilitat.

Artikolu 6

Id-Deċiżjoni 2002/732/KE b'dan hija mħassra. Madankollu, id-dispożizzjonijiet tagħha għandhom jibqgħu japplikaw fir-rigward tal-manutenzjoni ta' proġetti awtorizzati f'konformità ma' l-STI annessa għal dik id-Deċiżjoni, kif ukoll għal proġetti għal linji ġodda u għar-rinnovament u l-aġġornament ta' linji eżistenti li jkunu fi stadju avvanzat ta' l-iżvilupp jew inkella s-suġġett ta' kuntratt li jkun qed jiġi eżegwit fid-data tan-notifika ta' din id-Deċiżjoni.

Lista tas-subsistemi u l-kostitwenti ta' l-interoperabbiltà li għalihom jibqgħu japplikaw id-dispożizzjonijiet tad-Deċiżjoni 2002/732/KE għandha tkun innotifikata lill-Kummissjoni sa mhux aktar tard minn sitt xhur wara d-data li fiha din id-Deċiżjoni ssir applikabbli.

Artikolu 7

L-Istati Membri għandhom jinnotifikaw lill-Kummissjoni, fi żmien sitt xhur mid-dħul fis-seħħ ta' l-STI annessa, it-tipi ta' ftehimiet li ġejjin:

(a) ftehimiet nazzjonali, bilaterali jew multilaterali bejn l-Istati Membri u Impriża/i Ferrovjarja/i jew Ġestjonarja/i ta' l-Infrastruttura, maqbula fuq bażi permanenti jew temporanja u meħteġa minħabba n-natura speċifika ħafna jew lokali tas-servizz ferrovjarju maħsub;

(b) ftehimiet bilaterali jew multilaterali bejn Impriża/i Ferrovjarja/i jew Ġestjonarja/i ta' l-Infrastruttura jew Stati Membri li jrendu livelli sinfikanti ta' interoperabbiltà lokali jew reġjonali;

(ċ) ftehimiet internazzjonali bejn wieħed jew aktar mill-Istati Membri u talanqas pajjiż terz wieħed, jew bejn Impriża/i Ferrovjarja/i jew Ġestjonarja/i ta' l-Infrastruttura ta' l-Istati Membri u talanqas Impriża Ferrovjarja jew Ġestjonarja ta' l-Infrastruttura waħda ta' pajjiż terz, li jrendu livelli sinfikanti ta' interoperabbiltà lokali jew reġjonali.

Artikolu 8

Din id-Deċiżjoni għandha tapplika mill-1 ta' Lulju 2008.

Artikolu 9

Din id-Deċiżjoni hija indirizzata lill-Istati Membri.









ANNEX

DIRECTIVE 96/48/EC — INTEROPERABILITY OF THE TRANS-EUROPEAN HIGH SPEED RAIL SYSTEM

TECHNICAL SPECIFICATION FOR INTEROPERABILITY

‘Infrastructure’ Sub-System

1. INTRODUCTION 1.1 Technical scope 1.2 Geographical scope 1.3 Content of this TSI 2 DEFINITION OF THE INFRASTRUCTURE DOMAIN/SCOPE OF APPLICATION 2.1. Definition of the infrastructure domain 2.2 Functions and aspects of the domain within the scope of this TSI 2.2.1 To guide the train 2.2.2 To support the train 2.2.3 To allow free and safe passage of a train within a given volume 2.2.4 To allow passengers boarding and alighting from trains stopped in stations. 2.2.5 To ensure safety 2.2.6 To respect the environment 2.2.7 To maintain the train 3. ESSENTIAL REQUIREMENTS 3.1 General 3.2. Essential requirements for the Infrastructure domain 3.2.1 General requirements 3.2.2 Requirements specific to the infrastructure domain 3.3 Meeting the essential requirements by the specifications of the Infrastructure domain. 3.4 Elements of the Infrastructure domain corresponding to the essential requirements 4. DESCRIPTION OF THE INFRASTRUCTURE DOMAIN 4.1 Introduction 4.2 Functional and technical specifications of the domain 4.2.1 General provisions 4.2.2 Nominal track gauge 4.2.3 Minimum infrastructure gauge 4.2.4 Distance between track centres 4.2.5 Maximum rising and falling gradients 4.2.6 Minimum radius of curvature 4.2.7 Track cant 4.2.8 Cant deficiency 4.2.8.1 Cant deficiency on plain track and on the through route of switches and crossings 4.2.8.2 Abrupt change of cant deficiency on diverging track of switches 4.2.9 Equivalent conicity 4.2.9.1 Definition 4.2.9.2 Design values 4.2.9.3 In service values 4.2.10 Track Geometrical Quality and limits on isolated defects 4.2.10.1 Introduction 4.2.10.2 Definitions 4.2.10.3 Immediate action, intervention, and alert limits 4.2.10.4 Immediate action limit 4.2.11 Rail inclination 4.2.12 Switches and crossings 4.2.12.1 Means of detection and locking 4.2.12.2 Use of swing noses 4.2.12.3 Geometrical characteristics 4.2.13 Track resistance 4.2.13.1 Lines of category I 4.2.13.2 Lines of category II and III 4.2.14 Traffic load on structures 4.2.14.1 Tagħbijiet vertikali 4.2.14.2 Dynamic analysis 4.2.14.3 Centrifugal forces 4.2.14.4 Forzi serriepa 4.2.14.5 Actions due to traction and braking (longitudinal loads) 4.2.14.6 Longitudinal forces due to interaction between structures and track 4.2.14.7 Aerodynamic actions from passing trains on line side structures 4.2.14.8 Application of the requirements of EN1991-2:2003 4.2.15 Global track stiffness 4.2.16 Maximum pressure variations in tunnels 4.2.16.1 General requirements 4.2.16.2 Piston effect in underground stations 4.2.17 Effect of crosswinds 4.2.18 Electrical characteristics 4.2.19 Noise and vibration 4.2.20 Platforms 4.2.20.1 Access to the platform 4.2.20.2 Usable length of the platform 4.2.20.3 Usable width of the platform 4.2.20.4 Platform height 4.2.20.5 Distance from the centre of the track 4.2.20.6 Track layout along the platforms 4.2.20.7 Prevention of electric shock on platforms 4.2.20.8 Characteristics linked to the access of people with reduced mobility. 4.2.21 Fire safety and safety in railway tunnels 4.2.22 Access to or intrusion into line installations 4.2.23 Lateral space for passengers and onboard staff in the event of detrainment outside of a station 4.2.23.1 Lateral space alongside tracks 4.2.23.2 Escape walkways in tunnels 4.2.24 Distance Markers 4.2.25 Stabling tracks and other locations with very low speed 4.2.25.1 Length 4.2.25.2 Gradient 4.2.25.3 Radius of curvature 4.2.26 Fixed installations for servicing trains 4.2.26.1 Toilet discharge 4.2.26.2 Train external cleaning facilities 4.2.26.3 Water restocking equipment 4.2.26.4 Sand restocking equipment 4.2.26.5 Refuelling 4.2.27 Ballast pick-up 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 subsystem 4.3.5 Interfaces with the SRT TSI 4.4 Operating rules 4.4.1 Execution of works 4.4.2 Notices given to railway undertakings 4.4.3 Protection of workers against aerodynamic effects 4.5 Maintenance rules 4.5.1 Maintenance plan 4.5.2 Maintenance requirements 4.6 Professional competences 4.7 Health and safety conditions 4.8 Reġistru tal-infrastruttura u reġistru Ewropew tat-tipi ta’ vetturi awtorizzati 5. INTEROPERABILITY CONSTITUENTS 5.1 Definition 5.1.1 Innovative solutions 5.1.2 Novel solutions for track subassembly 5.2 List of constituents 5.3 Constituents performances and specifications 5.3.1 The rail 5.3.1.1 Railhead profile 5.3.1.2 Design linear mass 5.3.1.3 It-tip ta’ azzar 5.3.2 The rail fastening systems 5.3.3 Track sleepers and bearers 5.3.4 Switches and crossings 5.3.5 Water filling connector 6. ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE OF THE CONSTITUENTS AND VERIFICATION OF THE SUBSYSTEMS 6.1. Interoperability Constituents 6.1.1. Conformity and suitability for use assessment procedures 6.1.1.1 Consistency with subsystem requirements. 6.1.1.2 Compatibility with other interoperability constituents and components of the subsystem with which it is intended to have interfaces. 6.1.1.3 Compliance with specific technical requirements 6.1.2 Definition of ‘Established’, ‘novel’ and ‘innovative’ interoperability constituents 6.1.3. Procedures to be applied for established and novel interoperability constituents 6.1.4. Procedures to be applied for innovative interoperability constituents 6.1.5 Application of modules 6.1.6 Assessment methods for interoperability constituents 6.1.6.1 Interoperability constituents subject to other Community Directives 6.1.6.2 Assessment of fastening system 6.1.6.3 Type validation by in-service experience (suitability for use) 6.2 Infrastructure Subsystem 6.2.1 General provisions 6.2.2 Reserved 6.2.3 Innovative solutions 6.2.4 Application of modules 6.2.4.1 Application of module SH2 6.2.4.2 Application of module SG 6.2.5 Technical solutions giving presumption of conformity at design phase 6.2.5.1 Assessment of track resistance 6.2.5.2 Assessment of equivalent conicity 6.2.6 Particular requirements for conformity assessment 6.2.6.1 Assessment of minimum infrastructure gauge 6.2.6.2 Assessment of minimum value of mean track gauge 6.2.6.3 Assessment of track stiffness 6.2.6.4 Assessment of rail inclination 6.2.6.5 Assessment of maximum pressure variation in tunnels 6.2.6.6 Assessment of noise and vibrations 6.3 Assessment of conformity when speed is used as a migration criterion 6.4 Assessment of maintenance plan 6.5 Assessment of maintenance subsystem 6.6 Interoperable Constituents Not Holding an EC Declaration 6.6.1 General 6.6.2 The Transition Period 6.6.3 The Certification of Subsystems Containing Non-Certified Interoperability Constituents during the Transition Period 6.6.3.1 Conditions 6.6.3.2 Notification 6.6.3.3 Lifecycle Implementation 6.6.4 Monitoring Arrangements 7. IMPLEMENTING THE INFRASTRUCTURE TSI 7.1. Application of this TSI to High-Speed lines to be put into service 7.2. Application of this TSI to High-Speed lines already in service 7.2.1. Classification of works 7.2.2. Parameters and specifications concerning civil engineering 7.2.3. Parameters and characteristics concerning track construction 7.2.4. Parameters and characteristics concerning miscellaneous equipment and maintenance facilities 7.2.5. Speed as migration criterion 7.3. Specific cases 7.3.1. Particular features on the German network 7.3.2. Particular features on the Austrian network 7.3.3. Particular features on the Danish network 7.3.4. Particular features on the Spanish network 7.3.5. Particular features on the Finnish network 7.3.6. Particular features on the British network 7.3.7. Particular features on the Hellenic network 7.3.8. Particular features on Ireland and Northern Ireland networks 7.3.9. Particular features on the Italian network 7.3.10. Particular features on the Netherlands network 7.3.11. Particular features on the Portuguese network 7.3.12. Particular features on the Swedish network 7.3.13. Particular features on the Polish network 7.4. TSI Revision 7.5. Agreements 7.5.1. Existing agreements 7.5.2. Future agreements ANNEX A — Interoperability constituents of the infrastructure domain A.1. Scope A.2. Characteristics to be assessed for ‘established’ interoperability constituents. A.3 Characteristics to be assessed for ‘novel’ Interoperability constituents ANNEX B1 — Assessment of the infrastructure subsystem B1.1. Scope B1.2. Characteristics and modules ANNEX B2 — Assessment of the maintenance subsystem B2.1. Scope B2.2. Characteristics ANNEX C — Assessment procedures ANNEX E — Switches and crossings diagram ANNEX G — (reserved) ANNEX H — List of open points ANNEX I — Definition of terms used in the HS ins TSI

1. INTRODUCTION

1.1 Technical scope

This TSI concerns the infrastructure subsystem and part of the maintenance subsystem of the trans-European high-speed rail system. They are included in the list of Annex II (1) to Directive 96/48/EC, as amended by Directive 2004/50/EC.

According to Annex I of the Directive, high-speed lines comprise:

— specially built high-speed lines equipped for speeds generally equal to or greater than 250 km/h,

— specially upgraded high-speed lines equipped for speeds of the order of 200 km/h,

— specially upgraded high-speed lines which have special features as a result of topographical, relief or town-planning constraints, on which the speed must be adapted to each case.

In the present TSI these lines have been classified as category I, category II and category III respectively.

1.2 Geographical scope

The geographical scope of this TSI is the trans-European high-speed rail system as described in Annex I to Directive 96/48/EC as amended by Directive 2004/50/EC.

1.3 Content of this TSI

In accordance with Article 5(3) of Directive 96/48/EC, as amended by Directive 2004/50/EC, this TSI:

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

(b) lays down essential requirements for the infrastructure subsystem (Chapter 3) and its interfaces vis-à-vis other subsystems (Chapter 4);

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

(d) determine the interoperability constituents and interfaces which must be covered by European specifications, including European standards, which are necessary to achieve interoperability within the trans-European high-speed rail system (Chapter 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 (Chapter 6);

(f) indicates the strategy for implementing the TSIs (Chapter 7);

(g) indicates, for the staff concerned, the professional competences and health and safety conditions at work required for the operation and maintenance of the subsystem, as well as for the implementation of the TSIs (Chapter 4).

In accordance with Article 6(3) of the Directive, provision may be made for specific cases for each TSI; these are indicated in Chapter 7.

This TSI also sets out, in Chapter 4, the operating and maintenance rules specific to the scope indicated in paragraphs 1.1 and 1.2 above.

2. DEFINITION OF THE INFRASTRUCTURE DOMAIN/SCOPE OF APPLICATION

2.1. Definition of the infrastructure domain

This TSI covers the infrastructure domain, which includes:

— the infrastructure structural subsystem

— the part of the maintenance operational subsystem relating to the infrastructure subsystem.

— the fixed installations of the rolling stock maintenance operational subsystem relating to servicing (i.e. washing machines, sand and water supply; refuelling and connection for fixed toilet discharge installations)

▼M1

Is-subsistema strutturali tal-infrastruttura tas-sistema ferrovjarja ta’ veloċità għolja trans-Ewropea tinkludi l-binarji u l-punti ta’ qlib u qsim tal-linji ta’ veloċità għolja fi ħdan il-kamp ta’ applikazzjoni stabbilit fil-Kapitolu 1.

▼B

The infrastructure structural subsystem also includes:

— structure supporting or protecting the track

— line side structures and civil engineering works that could affect the interoperability of the railway

— passenger platforms and other station infrastructure that could affect the interoperability of railway

— arrangements necessary within the subsystem to protect the environment

— arrangements to safeguard passenger safety in the event of degraded operations

2.2 Functions and aspects of the domain within the scope of this TSI

The aspects of the infrastructure domain relating to the interoperability of the trans-European high-speed rail system are described below, on the basis of the functions which it is intended to provide, with the principles adopted concerning them.

2.2.1 To guide the train

Plain line track

The plain line track constitutes the physical guideway for the vehicles, the characteristics of which enable the trains complying with the High-Speed Rolling Stock TSI to run under the desired conditions of safety and with the specified performance.

The distance between the two rails, as well as the relationship between wheels and rails coming into mutual contact, is defined to ensure compatibility of the infrastructure with the rolling stock subsystem.

Switches and crossings

Switches and crossings, allowing changes of route, are to comply with relevant specifications stipulated for the plain line track and functional design dimensions to allow technical compatibility with the trains complying with the High-Speed Rolling Stock TSI.

Stabling tracks

Stabling tracks are not required to comply with all the characteristics of the plain line track; however, stabling tracks are to comply with some specific requirements as set out in Chapter 4 to allow technical compatibility with trains complying with High-Speed Rolling Stock TSI.

2.2.2 To support the train

Plain line track and switches and crossings

The forces exerted by the vehicles on the track, which determine both the conditions relating to safety against vehicle derailment and the characteristics of the track's ability to withstand them, stem solely from the contact between the wheels and the rails and from any associated braking equipment when this acts directly on the rail.

These forces include vertical forces, lateral forces and longitudinal forces.

For each of these three types of forces, one or more characteristic criteria of the mechanical interaction between the vehicle and the track are defined as limits not to be exceeded by the vehicle and, conversely, as the minimum loadings which the track must be able to withstand. According to Article 5(4) of Directive 96/48/EC as amended by Directive 2004/50/EC, these criteria are not an impediment to choosing higher limit values as appropriate for running other trains. These characteristic safety criteria of the vehicle-track interaction are the interfaces with the rolling stock subsystem.

Structures supporting the track

In addition to the above mentioned effects on plain line track and switches and crossings, high-speed traffic has a critical effect on the dynamic behaviour of railway bridges depending on the frequency of repetition of the vehicle axle loads, and they constitute an interface with the rolling stock subsystem.

2.2.3 To allow free and safe passage of a train within a given volume

Structure gauge and distance between track centres

The structure gauge and the distance between track centres define mainly the distance between the vehicle envelopes, the pantograph and the lineside structures, and between the vehicles envelopes themselves when trains pass. Besides the necessary requirements to prevent vehicles fouling the structure gauge, these interfaces also allow the derivation of the lateral aerodynamic forces affecting the vehicles and, reciprocally, the fixed plant.

Civil engineering works and lineside structures

Civil engineering works and lineside structures are to respect the requirements relating to the structure gauge.

The aerodynamic forces acting on some lineside installations and on pressure variations in tunnels depend on the aerodynamic characteristics of the trains complying with the High-Speed Rolling Stock TSI, and therefore constitute interfaces with the rolling stock subsystem

The pressure variations which the passengers may have to withstand as vehicles run through tunnels are a function, mainly, of the running speed, of the cross-sectional area, length and aerodynamic shape of the trainset, and the tunnel length and cross-sectional area. They are limited to an acceptable value from the standpoint of passengers' health and therefore constitute an interface with the rolling stock subsystem.

2.2.4 To allow passengers boarding and alighting from trains stopped in stations.

Passengers' platform

The infrastructure subsystem includes the means allowing passengers to board trains: station platforms and their fittings and fixtures. The interoperability of the subsystem concerns essentially the height and length of platforms, the pressure effects when trains run through underground stations. These elements are in interface with the rolling stock subsystem.

People with reduced mobility

To enhance the accessibility of rail transport to the people with reduced mobility, the arrangements are to facilitate the accessibility of the public areas of the infrastructure and particularly for the interface platform-train and the needs for evacuation in the case of hazardous situations.

2.2.5 To ensure safety

The lineside security, protection against vehicle intrusion and protection against cross winds involve interfaces with the rolling stock, control command and signalling and operation subsystems.

The scope covers also the arrangements necessary to ensure the monitoring and maintenance of the facilities, in keeping with the essential requirements

In the event of incidents, Infrastructure is to provide safety arrangements for the stations area and the track accessible to persons in the event of possible incidents.

2.2.6 To respect the environment

The scope covers arrangements necessary within the infrastructure to protect the environment.

2.2.7 To maintain the train

The scope covers the fixed installations to service the rolling stock (i.e. washing machines, sand and water supply, refuelling and connection for fixed toilet discharge installations).

3. ESSENTIAL REQUIREMENTS

3.1 General

In the scope of the present TSI compliance with the specifications described:

— in Chapter 4 for the subsystems

— and in Chapter 5 for the interoperability constituents,

as demonstrated by a positive result of the assessment of:

— conformity and/or suitability for use of the interoperability constituents,

— and of verification of the subsystems, as described in Chapter 6

ensures fulfilment of the relevant essential requirements quoted in section 3.2 and 3.3 of this TSI.

Nevertheless, if part of the essential requirements are covered by national rules because of:

— open and reserved points declared in the TSI,

— derogation under article 7 of Directive 96/48/EC as amended by Directive 2004/50/EC,

— specific cases described in section 7.3 of the present TSI,

The corresponding conformity assessment shall be carried out according to procedures under the responsibility of the Member State concerned.

According to Article 4(1) of Directive 96/48/EC as amended by Directive 2004/50/EC, the trans-European high-speed rail system, its subsystems and its interoperability constituents is to fulfil the essential requirements set out in general terms in Annex III to the Directive.

3.2. Essential requirements for the Infrastructure domain

The essential requirements may, according to Annex III of Directive 96/48/EC as amended by Directive 2004/50/EC, be of general nature and applicable to the whole of the trans-European high-speed network or have special features that are specific to each subsystem and its constituents.

The essential requirements as defined in Annex III of the Directive are quoted in the following paragraph 3.2.1 and 3.2.2:

3.2.1 General requirements

Annex III of Directive 96/48/EC, as amended by Directive 2004/50/EC, gives the essential requirements. The general requirements relevant for this TSI are copied below:

‘1.1. Safety

1.1.1. The design, construction or assembly, maintenance and monitoring of safety-critical components, and more particularly of the components involved in train movements must be such as to guarantee safety at the level corresponding to the aims laid down for the network, including those for specific degraded situations.

1.1.2. The parameters involved in the wheel/rail contact must meet the stability requirements needed in order to guarantee safe movement at the maximum authorised speed.

1.1.3. The components used must withstand any normal or exceptional stresses that have been specified during their period in service. The safety repercussions of any accidental failures must be limited by appropriate means.

1.1.4. The design of fixed installations and rolling stock and the choice of the materials used must be aimed at limiting the generation, propagation and effects of fire and smoke in the event of a fire.

1.1.5. Any devices intended to be handled by users must be so designed as not to impair their safety if used foreseeably in a manner not in accordance with the posted instructions.

1.2. Reliability and availability

The monitoring and maintenance of fixed or movable components that are involved in train movements must be organised, carried out and quantified in such a manner as to maintain their operation under the intended conditions.

1.3. Health

1.3.1. Materials likely, by virtue of the way they are used, to constitute a health hazard to those having access to them must not be used in trains and railway infrastructures.

1.3.2. Those materials must be selected, deployed and used in such a way as to restrict the emission of harmful and dangerous fumes or gases, particularly in the event of fire.

1.4. Environmental protection

1.4.1. The repercussions on the environment of the establishment and operation of the trans-European high-speed rail system must be assessed and taken into account at the design stage of the system in accordance with the Community provisions in force.

1.4.2. The materials used in the trains and infrastructures must prevent the emission of fumes or gases which are harmful and dangerous to the environment, particularly in the event of fire.

1.4.3. The rolling stock and energy-supply systems must be designed and manufactured in such a way as to be electromagnetically compatible with the installations, equipment and public or private networks with which they might interfere.

1.5. Technical compatibility

The technical characteristics of the infrastructures and fixed installations must be compatible with each other and with those of the trains to be used on the trans-European high-speed rail system.

If adherence to these characteristics proves difficult on certain sections of the network, temporary solutions, which ensure compatibility in the future, may be implemented.’

3.2.2 Requirements specific to the infrastructure domain

Annex III of Directive 96/48/EC, as amended by Directive 2004/50/EC, gives the essential requirements. Those specific to the infrastructure, maintenance, environment and operation domains relevant for this TSI are copied below:

‘2.1 Infrastructures

2.1.1. Safety Appropriate steps must be taken to prevent access to or undesirable intrusions into installations on lines travelled at high speed. Steps must be taken to limit the dangers to which persons are exposed, particularly in stations through which trains pass at high speed. Infrastructures to which the public has access must be designed and made in such a way as to limit any human health hazards (stability, fire, access, evacuation, platforms, etc.). Appropriate provisions must be laid down to take account of the particular safety conditions in very long tunnels.

2.5 Maintenance

2.5.1. Health The technical installations and the procedures used in the maintenance centres must not constitute a danger to human health.

2.5.2. Environmental protection The technical installations and the procedures used in the maintenance centres must not exceed the permissible levels of nuisance with regard to the surrounding environment.

2.5.3. Technical compatibility The maintenance installations on high-speed trains must be such as to enable safety, health and comfort operations to be carried out on all trains for which they have been designed.

2.6. Environment

2.6.1. Health Operation of the trans-European high-speed rail system must remain within the statutory noise-nuisance limits.

2.6.2. Environmental protection Operation of the trans-European high-speed rail system must not cause a level of ground vibrations which is unacceptable for activities and the immediate environment in the vicinity of the infrastructure and in a normal state of maintenance.

2.7. Operation

2.7.1. Safety Alignment of the network operating rules and the qualifications of drivers and on-board staff must be such as to ensure safe international operation. The operations and maintenance intervals, the training and qualifications of maintenance staff and the quality assurance system set up in the maintenance centres of the operators concerned must be such as to ensure a high level of safety.

2.7.2. Reliability and availability The operation and maintenance periods, the training and qualifications of the maintenance staff and the quality assurance system set up by the operators concerned in the maintenance centres must be such as to ensure a high level of system reliability and availability.’

3.3 Meeting the essential requirements by the specifications of the Infrastructure domain.

3.3.1 Safety

In order to meet the general requirements, the infrastructure is, at the level of safety corresponding to the aims laid down for the network, to:

— allow trains to run without the risk of derailment or collisions between them or with other vehicles or fixed obstacles, and avoiding unacceptable risks associated with the proximity of the electric traction supply,

— withstand without failure the vertical, lateral and longitudinal loads, whether static or dynamic, exerted by the trains, in the specified track environment and while achieving the required performance,

— permit the monitoring and maintenance of the installations necessary to keep the critical components in safe condition,

— not comprise materials prone to generate noxious fumes in the event of fire; this requirement concerns only those infrastructure elements located in confined air spaces (tunnels, covered cuts and underground stations).

— deter access to the installations, other than the platform areas accessible to passengers, by people who are not authorised staff,

— permit control of the risk of intrusion by undesirable persons or vehicles into the railway premises,

— ensure that the areas accessible to passengers in the course of normal line operation are located away from the tracks carrying trains at high-speed, or are suitably segregated from those tracks, to minimise the risk to the passengers, and are provided with the necessary access ways to evacuate passengers, in underground stations in particular,

— allow disabled passengers appropriate means of access and evacuation to/from public areas made accessible to them, by appropriate measures,

— ensure that passengers may be kept clear of hazardous areas in the event that a high-speed train stops out of course outside the station areas provided for the purpose,

— ensure that in long tunnels special measures are taken to prevent fire, and to mitigate the outcome and to facilitate the evacuation of passengers should a fire occurr

— ensure that the equipment provide the right quality of the sand.

Due account is taken of the possible consequences of the failure of the safety-related elements mentioned below.

3.3.2 Reliability and availability

To meet this requirement, the safety-critical interfaces whose characteristics are liable to change in the course of system operation are to be the focus of monitoring and maintenance plans that define the conditions for monitoring and correcting those elements.

3.3.3 Health

These general requirements relate to fire protection of the various elements of the infrastructure domain. Given the low density of the fire load of the products making up the infrastructure (track and civil engineering works), this requirement concerns only the case of underground facilities receiving passengers in normal service. No requirement is therefore made as concerns the products making up the interfaces of the track and of the civil engineering works other than these specific facilities.

Regarding the latter, the Community directives on health, applicable in a general way to structures must be applied, irrespective of whether such structures are related to the interoperability of the trans-European high-speed rail system.

Besides compliance with these general requirements, the pressure variations to which passengers and railway personnel are liable to be subjected when trains run in tunnels, covered cuts and underground stations, and the air velocities to which passengers in underground stations may be exposed is to be limited; in platform and underground station areas accessible to passengers, the risks of electric shock are to be prevented.

— Measures are therefore to be taken, either through a sound choice of the air cross section of the concerned structures, or through auxiliary devices, in order to meet a health criterion, based on the maximum pressure variation experienced in the tunnel when a train passes,

— Measures are to be taken, in underground stations, either through construction features reducing the pressure variations coming from adjacent tunnels, or through auxiliary devices, to limit the air velocities to a value acceptable for humans,

Measures are to be taken in spaces accessible to passengers to prevent unacceptable risk of electric shock.

For the fixed installations of the maintenance subsystem, the fulfilment of these essential requirements may be considered as achieved when conformity of these installations with national regulations is demonstrated.

3.3.4 Environmental protection

The environmental impact of the projects concerning the design of a line specially built for high-speed or on the occasion of line upgrading for high-speed are to take into account the characteristics of the trains complying with the High-Speed Rolling Stock TSI.

For the fixed installations of the maintenance subsystem, the fulfilment of these essential requirements may be considered as achieved when conformity of these installations with national regulations is demonstrated.

3.3.5 Technical compatibility

To meet this requirement, the following conditions are to be fulfilled:

— the structure gauges, the distance between track centres, the track alignment, track gauge, maximum up and down gradients as well as the length and height of passenger platforms of the lines of the interoperable European network shall be set such as to ensure the lines' mutual compatibility and compatibility with the interoperable vehicles,

— the equipment that may be necessary in future to allow trains other than high-speed trains to run on the lines of the trans-European high-speed rail system, is not to impede the running of the trains complying with the High-Speed Rolling Stock TSI,

— the electrical characteristics of the infrastructure are to be compatible with the electrification and control command and signalling systems used.

The characteristics of the fixed installations for servicing trains are to be compatible with the High-Speed Rolling Stock TSI.

3.4 Elements of the Infrastructure domain corresponding to the essential requirements

The following table indicates with ‘X’ the essential requirements that are met by the specifications set out in chapters 4 and 5.







Element of the Infrastructure domain Ref. § Safety (1.1, 2.1.1, 2.7.1) () Reliability Availability (1.2, 2.7.2) () Health (1.3, 2.5.1) () Environmental protection (1.4, .5.2, 2.6.1, 2.6.2) () Technical compatibility (1.5, 2.5.3) () Nominal track gauge 4.2.2 X Minimum infrastructure gauge 4.2.3 X X Distance between track centres 4.2.4 X Maximum rising and falling gradients 4.2.5 X Minimum radius of curvature 4.2.6 X X Track cant 4.2.7 X X Cant deficiency 4.2.8 X X Equivalent conicity 4.2.9 X X Track geometrical quality and limits on isolated defects 4.2.10 X X Rail inclination 4.2.11 X X Railhead profile 5.3.1 X X Switches and crossings 4.2.12-5.3.4 X X X Track resistance 4.2.13- X Traffic loads on structures 4.2.14 X Global track stiffness 4.2.15-5.3.2 X Maximum pressure variation in tunnels 4.2.16 X Effects of crosswinds 4.2.17 X Electrical characteristics 4.2.18 X X Noise and vibrations 4.2.19 X X Platforms 4.2.20 X X X X Fire safety and safety in railway tunnels 4.2.21 X X Access to or intrusion into line installations 4.2.22 X Lateral space for passengers and onboard staff in the event of detrainment of passengers 4.2.23 X X Stabling tracks and other locations with very low speed 4.2.25 X Fixed installations for servicing trains 4.2.26 X X X X X Ballast pick-up 4.2.27 X X X X Commissioning — Execution of works 4.4.1 X Protection of workers against aerodynamic effects 4.4.3 X Maintenance rules 4.5 X X X Professional competences 4.6 X X X Health and safety conditions 4.7 X X X (1) Sections of Annex III of Directive 96/48/EC, as amended by Directive 2004/50/EC.

4. DESCRIPTION OF THE INFRASTRUCTURE DOMAIN

4.1 Introduction

The trans-European high-speed railway system, to which Directive 96/48/EC as amended by Directive 2004/50/EC applies and of which the infrastructure and maintenance subsystems are parts, is an integrated system whose coherence must be verified, with the objective of assuring the interoperability of the system in respect of the essential requirements.

Article 5 (4) of the Directive says ‘the TSIs shall not be an impediment to decisions by the Member States concerning the use of new or upgraded infrastructures for running other trains’.

Therefore, when designing a new or upgraded high-speed line, consideration should be given to other trains, which may be authorised on the line.

Rolling stock complying with the High-Speed Rolling Stock TSI must be able to negotiate track compliant with limiting values set out in the present TSI.

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

The functional and technical specifications of the subsystem and its interfaces, described in sections 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 trans-European high-speed rail network. But innovative solutions for interoperability could 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 described in sections 6.2.3.

4.2 Functional and technical specifications of the domain

4.2.1 General provisions

The elements characterising the Infrastructure domain are

— nominal track gauge (4.2.2)

— minimum infrastructure gauge (4.2.3),

— distance between track centres (4.2.4),

— maximum rising and falling gradients (4.2.5),

— minimum radius of curvature (4.2.6),

— track cant (4.2.7),

— cant deficiency (4.2.8),

— equivalent conicity (4.2.9),

— track geometrical quality and limits on isolated defects (4.2.10),

— rail inclination (4.2.11),

— railhead profile (5.3.1),

— switches and crossings (4.2.12)

— track resistance (4.2.13)

— traffic loads on structures (4.2.14),

— global track stiffness (4.2.15),

— maximum pressure variation in tunnels (4.2.16),

— effects of crosswinds (4.2.17),

— electrical characteristics (4.2.18),

— noise and vibrations (4.2.19).

— platforms (4.2.20),

— Fire safety and safety in railway tunnels (4.2.21)

— access to or intrusion into line installations (4.2.22),

— lateral space for passengers and onboard staff in the event of detrainment outside of a station (4.2.23)

— distance markers (4.2.24)

— length of stabling tracks and other locations with very low speed (4.2.25)

— fixed installations for servicing trains (4.2.26)

— Ballast pick-up (4.2.27)

— maintenance rules (4.5)

The requirements to be met by the elements characterising the infrastructure domain shall match at least the performance levels specified for each of the following line categories of the trans-European high-speed rail system, as relevant.

— Category I: specially built high-speed lines equipped for speeds generally equal to or greater than 250 km/h,

— Category II: specially upgraded high-speed lines equipped for speeds of the order of 200 km/h,

— Category III: Specially upgraded high-speed lines or lines specially built for high speed, which have special features as a result of topographical, relief, environmental or town-planning constraints, on which the speed must be adapted to each case.

All categories of lines shall allow the passage of trains with a length of 400 metres and a maximum weight of 1 000 tonnes.

The performance levels are characterised by the maximum permissible speed of the line section allowed for high-speed trains complying with the High-Speed Rolling Stock TSI.

These performance levels are described in the following paragraphs, together with any particular conditions that may be allowed in each case for the parameters and interfaces concerned. The values of parameters specified are only valid up to a maximum speed of 350 km/h.

All performance levels and specifications of the present TSI are given for lines built with the standard European track gauge, as defined in Point 4.2.2 for lines complying with the present TSI.

Specified performance levels for lines representing specific cases, including lines built to another track gauge, are described under point 7.3.

Performance levels are described for the subsystem under normal service conditions, and for states resulting from maintenance operations. Consequences, if any, of the execution of modification works, or of heavy maintenance, which may require temporary exceptions as far as the subsystem performance is concerned, are dealt with in Point 4.5.

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Il-livelli ta’ prestazzjoni tal-ferroviji ta’ veloċità għolja jistgħu jittejbu billi jiġu adottati sistemi speċifiċi, bħall-inklinazzjoni tal-istruttura tal-vettura. Kundizzjonijiet speċjali huma permessi għat-tħaddim ta’ ferroviji bħal dawn, dejjem jekk dawn ma jinvolvux restrizzjonijiet għall-ferroviji ta’ veloċità għolja li mhumiex mgħammra bl-inklinazzjoni.

▼B

4.2.2 Nominal track gauge

Lines of category I, II and III

Nominal track gauge shall be 1 435 mm.

4.2.3 Minimum infrastructure gauge

The infrastructure must be constructed so as to allow safe clearance for the passage of trains complying with the High-Speed Rolling Stock TSI.

Minimum infrastructure gauge is defined by given swept volume inside which no obstacle must be located or intrude. This volume is determined on the basis of a reference kinematic profile and takes into account the gauge of catenary and the gauge for lower parts.

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Pending the publication of harmonised EN standards relating to gauges, the Infrastructure Manager shall detail the associated rules used to determine the minimum infrastructure gauge.

Lines of category I

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

— the minimum infrastructure gauge set out on the basis of the GC reference kinematic profile and the minimum infrastructure lower parts gauge, both described in the High Speed Rolling Stock TSI.

The High-Speed Energy TSI sets out requirements for pantograph gauge and electrical insulation clearance.

Lines of categories II and III

On existing high-speed lines, on lines upgraded for high-speed and on their connecting lines, the minimum infrastructure gauge for new structures shall be set on the basis of the GC reference kinematic profile.

In the case of modification work, the minimum infrastructure gauge shall be set on the basis of the GC reference kinematic profile if an economic study demonstrates the advantages of such investment. If not, it is permitted to set the infrastructure gauge on the basis of the GB reference kinematic profile if economic conditions permit, or an existing smaller structure gauge may be kept. The economic study by the contracting entity or the Infrastructure Manager shall take into account costs and benefits expected to result from the enlarged gauge in relation with the other lines complying with the present TSI connected to the one concerned.

The Infrastructure Manager shall specify in the Infrastructure Register the reference kinematic profile adopted for each section of line.

The High-Speed Energy TSI sets out requirements for pantograph gauge and electrical insulation clearance.

4.2.4 Distance between track centres

Lines of categories I, II and III

At the design stage, the minimum distance between main track centres on lines specially built or upgraded for high-speed is defined in the following table:







Maximum permitted speed of trains complying with the High-Speed Rolling Stock TSI Minimum distance between track centres V ≤ 230 km/h If < 4,00 m, determined on the basis of the reference kinematic profile (§ 4.2.3) 230 km/h < V ≤ 250 km/h 4,00 m 250 km/h < V ≤ 300 km/h 4,20 m V > 300 km/h 4,50 m

Where vehicles are inclined towards each other because of track cant, an appropriate margin shall be added on the basis of the associated rules required by section 4.2.3.

The distance between track centres can be increased, for example for the operation of trains not complying with the High-Speed Rolling Stock TSI or the needs of comfort or maintenance works.

4.2.5 Maximum rising and falling gradients

Lines of category I

Gradients as steep as 35 mm/m are permitted for main tracks at the design phase provided the following ‘envelope’ requirements are observed:

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

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

Gradients of main tracks through passenger platforms shall not be more than 2,5 mm/m.

Lines of categories II and III

On these lines, gradients are generally less than the values allowed on high-speed lines yet to be built. Upgrading introduced for the operation of trains complying with the High-Speed Rolling Stock TSI should comply with the preceding values for line gradients, except when specific local conditions require higher values; this being so, the acceptable gradients values shall take into account the limiting characteristics of the rolling stock in traction and braking, as defined in High-Speed Rolling Stock TSI.

In choosing the maximum gradient value, consideration shall also be given, for the whole of the interoperable lines, to the expected performance of trains not complying with the High-Speed Rolling Stock TSI which might be authorised to run on the line, by application of Article 5(4) of the Directive.

4.2.6 Minimum radius of curvature

When designing the lines for high-speed operation, the minimum radius of curvature selected shall be such that, for the cant set for the curve under consideration the cant deficiency does not exceed, when running at the maximum speed for which the line is planned, the values indicated in § 4.2.8 of the present TSI.

4.2.7 Track cant

The track cant is the maximum difference in height between outer and inner rails, measured at the centre of the rail head surface (in mm). Value depends upon gauge if measured in mm; value is not dependent on gauge if measured in degrees.

Lines of category I, II and III

The design cant shall be limited to 180 mm.

On tracks in operation, a maintenance tolerance of ± 20 mm is allowed, subject to a maximum cant of 190 mm; this design value may be raised to 200 mm maximum on tracks reserved for passenger traffic alone.

The operational maintenance requirements of this element are the subject of the provisions of point 4.5 (Maintenance plan) about in-service tolerances.

4.2.8 Cant deficiency

In curves, cant deficiency is the difference, expressed in mm, between the applied cant on the track and the equilibrium cant for the vehicle at the particular stated speed.

The following specifications are applicable to interoperable lines having nominal track gauge as defined in point 4.2.2 of the present TSI.

4.2.8.1 Cant deficiency on plain track and on the through route of switches and crossings







Line category Category I (a) Category II Category III 1 2 3 4 Speed range (km/h) Normal limit value (mm) Maximum limit value (mm) Maximum limit value (mm) Maximum limit value (mm) V ≤ 160 160 180 160 180 160 < V ≤ 200 140 165 150 165 200 < V ≤ 230 120 165 140 165 230 < V ≤ 250 100 150 130 150 250 < V ≤ 300 100 130 (b) — — 300 < V 80 80 — —

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(b) The maximum value of 130 mm may be raised to 150 mm for non ballasted track

Trains complying with the High-Speed Rolling Stock TSI equipped with a cant deficiency compensation system may be permitted by the Infrastructure Manager to run with higher cant deficiency values.

The maximum cant deficiency at which these trains are permitted to run shall take account of the acceptance criteria of the train concerned, set out in HS RST TSI § 4.2.3.4.

4.2.8.2 Abrupt change of cant deficiency on diverging track of switches

The maximum design values of abrupt changes of cant deficiency on diverging tracks shall be:

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

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

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

A tolerance of 15 mm on these values may be accepted for existing designs of switches.

4.2.9 Equivalent conicity

The wheel-rail interface is fundamental to explaining the dynamic running behaviour of a railway vehicle. It needs therefore to be understood and, among the parameters by which it is characterised, the one called equivalent conicity plays an essential role since it allows the satisfactory appreciation of the wheel-rail contact, on tangent track and on large-radius curves.

The following provisions apply to plain lines of categories I, II and III. No assessment of equivalent conicity is required for switches and crossings.

4.2.9.1 Definition

Equivalent conicity is the tangent of the cone angle of a wheelset with coned wheels whose lateral movement has the same kinematic wavelength as the given wheelset on straight track and large-radius curves.

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







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

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

4.2.9.2 Design values

▼M1

Il-valuri tad-disinn tal-istrument li jkejjel il-ħxuna tal-binarji, il-profil tal-parti tal-linja ferrovjarja li tmiss mar-roti u l-inklinazzjoni tal-ferrovija għal-linja ferrovjarja sempliċi għandhom jingħażlu sabiex jiġi żgurat li l-limiti ta’ koniċità ekwivalenti stabbiliti fit-tabella ma jinqabżux meta tiġi mmudellata l-kombinazzjoni ta’ rota u fusijiet li jgħaddu minn fuq il-kundizzjonijiet imfassla tal-binarji ferrovjarji (simulati permezz ta’ kalkolu skont l-EN 15302:2008 + A1:2010).

— S 1002 kif speċifikat fl-EN 13715:2006 + A1:2010 bl-SR = 1 420 mm

— S 1002 kif speċifikat fl-EN 13715:2006 + A1:2010 bl-SR = 1 426 mm

— GV 1/40 kif speċifikat fl-EN 13715:2006 + A1:2010 bl-SR = 1 420 mm

— GV 1/40 kif speċifikat fl-EN 13715:2006 + A1:2010 bl-SR = 1 426 mm.







Medda ta’ veloċità (km/h) Valuri ta’ limitu tal-koniċità ekwivalenti v ≤ 160 Valutazzjoni mhux meħtieġa 160 < v ≤ 280 0,20 v > 280 0,10

▼B

Track having the design characteristics set out in section 6.2.5.2 is deemed to have met this requirement. The track may nevertheless be laid with different design characteristics. In this case, the Infrastructure Manager shall prove the compatibility of the design, in terms of equivalent conicity.

4.2.9.3 In service values

4.2.9.3.1 Minimum values of mean track gauge

Once the initial design of the track system has been established, an important parameter for the control of equivalent conicity is track gauge. The Infrastructure Manager shall ensure that mean track gauge on straight track and in curves of radius R > 10 000 m is maintained above the limit set out in table below.

▼M1







Medda ta’ veloċità (km/h) Valur minimu tal-ħxuna medja tal-binarji (mm) ta’ aktar minn 100 m fis-servizz v ≤ 200 1 430 200 < v ≤ 230 1 432 230 < v ≤ 250 1 433 v > 250 1 434

▼B

4.2.9.3.2 Actions to be taken in case of ride instability

If ride instability is reported on a track respecting the requirement of section 4.2.9.3.1 for rolling stock having wheelsets meeting the requirements for equivalent conicity set out in the High-Speed Rolling Stock TSI, a joint investigation by the Railway Undertaking and the Infrastructure Manager is to be undertaken to determine the reason.

4.2.10 Track Geometrical Quality and limits on isolated defects

4.2.10.1 Introduction

Track geometrical quality and limits on isolated defects are important infrastructure parameters, needed as part of the definition of the vehicle-track interface. The geometrical quality of the track is directly linked to:

— Safety against derailment

— Assessment of a vehicle according to acceptance tests.

— Fatigue strength of wheelsets and bogies

The requirements of section 4.2.10 apply to lines of categories I, II and III.

4.2.10.2 Definitions

Immediate Action Limit (IAL): refers to the value which, if exceeded, leads to the Infrastructure Manager taking measures to reduce the risk of derailment to an acceptable level. This can be done either by closing the line, reducing speed or by correction of track geometry.

Intervention Limit (IL): refers to the value, which, if exceeded, requires corrective maintenance in order that the immediate action limit shall not be reached before the next inspection;

Alert Limit (AL): refers to the value which, if exceeded, requires that the track geometry condition is analysed and considered in the regularly planned maintenance operations.

4.2.10.3 Immediate action, intervention, and alert limits

The Infrastructure Manager shall determine appropriate immediate action, intervention and alert limits for the following parameters:

— Lateral alignment — standard deviations (alert limit only)

— Longitudinal level — standard deviations (alert limit only)

— Lateral alignment — isolated defects — mean to peak values

— Longitudinal level — isolated defects — mean to peak values

— Track twist — isolated defects — zero to peak value, subject to the limits set out in the section 4.2.10.4.1

— Variation of gauge — isolated defects — nominal gauge to peak value, subject to the limits set out in the section 4.2.10.4.2

— Mean track gauge over any 100 m length — nominal gauge to mean value, subject to the limits set out in the section 4.2.9.3.1.

When determining these limits, the Infrastructure Manager shall take into account the track quality limits used as the basis for vehicle acceptance. Requirements for vehicle acceptance are set out in the High-Speed Rolling Stock TSI.

The Infrastructure Manager shall also take into account the effects of isolated defects acting in combination.

The immediate, intervention and alert limits adopted by the Infrastructure Manager shall be recorded in the maintenance plan required by section 4.5.1 of this TSI.

4.2.10.4 Immediate action limit

Immediate action limits are defined for the following parameters:

— Track twist — isolated defects — zero to peak value

— Variation of gauge — isolated defects — nominal gauge to peak value

4.2.10.4.1 Track twist — isolated defects — zero to peak value

Track twist is defined as the algebraic difference between two cross levels taken at a defined distance apart, usually expressed as a gradient between the two points at which the cross level is measured.

For standard gauge the measurement points are 1 500 mm apart.

The track twist limit is a function of the measurement base applied (l) according to the formula:

Limit twist = (20/l + 3)

— where l is the measurement base (in m), with 1,3 m ≤ l ≤ 20 m

— with a maximum value of: — — 7 mm/m for lines designed for speed ≤ 200 km/h — 5 mm/m for lines designed for speed > 200 km/h.

The Infrastructure Manager shall set out in the maintenance plan the basis on which it will measure the track in order to check compliance with this requirement. The basis of measurement shall include a measurement base of 3 m.

4.2.10.4.2 Variation of gauge — isolated defects — nominal gauge to peak value







Speed (km/h) Dimensions in millimetres Nominal gauge to peak value Minimum gauge Maximum gauge V ≤ 80 - 9 + 35 80 < V ≤ 120 - 9 + 35 120 < V ≤ 160 - 8 + 35 160 < V ≤ 230 - 7 + 28 V > 230 - 5 + 28

There are additional requirements for mean track gauge set out in section 4.2.9.3.1.

4.2.11 Rail inclination

Lines of category I, II and III

a) Plain line The rail shall be inclined towards the centre of the track. L-inklinazzjoni tal-ferrovija għal rotta partikolari għandha tingħażel mill-medda 1/20 sa 1/40.

b) Switches and crossings The designed inclination in switches and crossings is the same as for plain line with the following permitted exceptions: — The inclination can be given by the shape of the active part of the rail head profile. — On the sections of switches and crossings where the running speed is less than or equal to 200 km/h, the laying of rails without inclination is permitted through the switches and crossings and short lengths of associated plain lines. — On the sections of switches and crossings where the running speed is more than 200 km/h and less than or equal to 250 km/h, the laying of rails without inclination is permitted provided that it is limited on short sections not exceeding 50 m.

4.2.12 Switches and crossings

4.2.12.1 Means of detection and locking

The switch rails and swing noses of turnouts and diamond crossings shall be equipped with means of locking.

The switch rails and swing noses of turnouts and diamond crossings shall be equipped with means of detecting that the movable elements are in their correct position and are locked.

4.2.12.2 Use of swing noses

Switches and crossings laid on high-speed lines yet to be built for speeds greater than or equal to 280 km/h, shall be built with swing noses. On future-build high-speed line sections and their connecting lines intended for a maximum speed of less than 280 km/h, switches and crossings with fixed point rails may be used.

4.2.12.3 Geometrical characteristics

In this section, the TSI gives limiting values in-service to ensure the compatibility with geometrical characteristics of wheelsets as defined in the High-speed rolling stock TSI. It will be the task of the Infrastructure Manager to agree design values and to ensure, by means of the maintenance plan that the values in service do not fall outside the TSI limits.

This note applies to all the parameters set out below.

For definitions of geometrical characteristics, see Annex E to the present TSI.

The technical characteristics of these switches and crossings shall comply with the following requirements:

All the following parameters must be met:

1. Maximum value of free wheel passage in switches: 1 380 mm maximum in service. This value can be increased if the Infrastructure Manager can demonstrate that the actuation and locking system of the switch is able to resist the lateral impact forces of a wheelset. In this case national rules apply.

2. Minimum value of fixed nose protection for common crossings, 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 the diagram below: 1 392 mm in service. Point retraction in fixed common crossings

3. Maximum value of free wheel passage at crossing nose: 1 356 mm maximum in service

4. Maximum value of free wheel passage at check/wing entry: 1 380 mm maximum in service

5. Minimum flangeway width: 38 mm in service.

6. Maximum permissible unguided length: the unguided length equivalent to a 1 in 9 (tgα = 0,11, α = 6o20’) obtuse crossing with a minimum 45 mm raised check rail and associated with a minimum wheel diameter of 330 mm on straight through routes.

7. Minimum flangeway depth: 40 mm minimum in service

8. Maximum excess height of check rail: 70 mm in service.

4.2.13 Track resistance

The track, including switches and crossings, and its component parts, in their normal service condition as well as in the conditions resulting from maintenance work, shall be able to withstand at least the forces:

— Vertical loads

— Longitudinal loads

— Lateral loads

defined in the following paragraphs.

4.2.13.1 Lines of category I

The track, including switches and crossings, shall be designed to withstand at least the following forces, defined in the High-Speed Rolling Stock TSI:

— the maximum static axle load

— the maximum dynamic wheel load

— the maximum quasi static wheel force.

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

a) longitudinal forces arising from traction and braking forces These forces are defined in the High-Speed Rolling Stock TSI

b) longitudinal thermal forces arising from temperature changes in the rail Track shall be designed to minimise the likelihood of track buckling as the result of longitudinal thermal forces arising from temperature changes in the rail, taking into account: — temperature changes arising from local environmental conditions — temperature changes arising from the application of braking systems which dissipate kinetic energy through heating the rail

c) longitudinal forces due to interaction between structures and track Combined response of structure and track to variable actions shall be taken into account in the design of track as set out in EN 1991-2:2003 clause 6.5.4.

On all the lines of the trans-European high-speed railway network, the Infrastructure Manager shall permit the use of braking systems which dissipate kinetic energy through heating the rail for emergency braking, but he may prohibit this use for service braking.

Where the Infrastructure Manager permits the use of braking systems which dissipate kinetic energy through heating the rail for service braking, the following requirements shall be met:

— The Infrastructure Manager shall define, for the section of line concerned, any limitation on the maximum longitudinal braking force applied to the track, below that permitted by the High-Speed Rolling Stock TSI.

— Any limitation on the maximum longitudinal braking force applied to the track shall take into account local climatic conditions and the expected number of repeated brake applications ( 3 ).

▼M1 —————

▼B

The track, including switches and crossings, shall be designed to withstand at least:

— the maximum total dynamic lateral force exerted by a wheelset on the track due to lateral accelerations not compensated by track cant, which are defined in the High-Speed Rolling Stock TSI: — (ΣΥ2m)lim = 10 + (P/3) kN — P being the maximum static load per axle, in kN, of any of the vehicles admitted to the line (service vehicles, high-speed and other trains). This limit is specific to the risk of lateral shift for ballasted tracks under lateral dynamic forces;

— the quasi static guiding force Yqst in curves and switches and crossings defined in High-Speed Rolling Stock TSI.

4.2.13.2 Lines of category II and III

The requirements set out in national rules for the running of trains other than trains complying with the High-Speed Rolling Stock TSI are sufficient to ensure the resistance of the track to interoperable traffic loads.

4.2.14 Traffic load on structures

Lines of categories I, II and III

▼M1

4.2.14.1 Tagħbijiet vertikali

L-istrutturi għandhom jiġu mfassla sabiex jappoġġjaw tagħbijiet vertikali skont il-mudelli ta’ tagħbija li ġejjin, definiti fl-EN 1991-2:2003:

(a) Il-mudell ta’ tagħbija 71, kif stipulat fl-EN 1991-2:2003 paragrafu 6.3.2(2)P

(b) Il-mudell ta’ tagħbija SW/0 għal pontijiet kontinwi, kif stipulat fl-EN 1991-2:2003 paragrafu 6.3.3(3)P

Il-mudelli ta’ tagħbija għandhom jiġu multiplikati bil-fattur alpha (α) kif stipulat fl-EN 1991-2:2003 paragrafi 6.3.2(3)P u 6.3.3(5)P. Il-valur ta’ α għandu jkun daqs jew ikbar minn 1.

L-effetti tat-tagħbija mill-mudelli ta’ tagħbija għandhom jiżdiedu bil-fattur dinamiku phi (Φ) kif stipulat fl-EN 1991-2:2003 paragrafi 6.4.3(1)P u 6.4.5.2(2).

Id-diflessjoni vertikali massima ta’ gverta ta’ pont ma għandhiex taqbeż il-valuri stipulati fil-paragrafu A2.4.4.2.3(1) tal-Anness A2 tal-EN 1990:2002 + EN 1990:2002/A1:2005.

▼B

4.2.14.2 Dynamic analysis

The need for a dynamic analysis on bridges shall be determined as set out in EN 1991-2:2003 section 6.4.4.

When required, the dynamic analysis shall be undertaken using load model HSLM, as set out in EN 1991-2:2003 paragraphs 6.4.6.1.1 (3), (4), (5) and (6). The analysis shall consider the speeds set out in EN 1991-2:2003 paragraph 6.4.6.2 (1).

▼M1

Il-valuri massimi permessi fit-tfassil tal-ogħla veloċità tal-aċċelerazzjoni fuq gverta ta’ pont ikkalkolati fuq linja ferrovjarja ma għandhomx jaqbżu l-valuri stipulati fil-paragrafu A2.4.4.2.1(4)P tal-Anness A2 tal-EN 1990:2002 + EN 1990:2002/A1:2005. Id-disinn tal-pontijiet għandu jikkunsidra l-aktar effetti sfavorevoli jew tat-tagħbijiet vertikali speċifikati fi § 4.2.14.1 jew tal-mudell ta’ tagħbija HSLM, b’konformità mal-paragrafu 6.4.6.5(3) tal-EN 1991-2:2003.

▼B

4.2.14.3 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 paragraph 6.5.1 (4).

▼M1

4.2.14.4 Forzi serriepa

Il-forza serriepa għandha tiġi kkunsidrata fid-disinn tal-istrutturi kif stipulat fil-paragrafi 6.5.2 (2)P u (3) tal-EN 1991-2:2003. Għandha tiġi applikata kemm fuq binarji dritti kif ukoll fuq binarji b’liwjiet.

▼B

4.2.14.5 Actions due to traction and braking (longitudinal loads)

▼M1

Il-forzi ta’ trazzjoni u bbrejkjar għandhom jiġu kkunsidrati fid-disinjar tal-istrutturi kif stipulat fil-paragrafi 6.5.3 (2)P, (4), (5) u (6) tal-EN 1991-2:2003. Id-direzzjoni tal-forzi ta’ trazzjoni u bbrejkjar għandhom jiġu kkunsidrati fid-direzzjonijiet tal-vjaġġi permessi fuq kull binarju.

▼B

In the application of paragraph 6.5.3 (6) a maximum train mass of 1 000 tonnes shall be taken into account.

4.2.14.6 Longitudinal forces due to interaction between structures and track

Combined response of structure and track to variable actions shall be taken into account in the design of structures as set out in EN 1991-2:2003 clause 6.5.4.

4.2.14.7 Aerodynamic actions from passing trains on line side structures

Aerodynamic actions from passing trains shall be taken into account as set out in EN 1991-2:2003 section 6.6.

4.2.14.8 Application of the requirements of EN1991-2:2003

The requirements of EN 1991-2:2003 specified in this TSI are to be applied in accordance with a National Annex where this exists.

4.2.15 Global track stiffness

Lines of category I, II and III

Requirements for track stiffness as a complete system are an open point.

Requirements for maximum stiffness of rail fastenings are set out in section 5.3.2.

4.2.16 Maximum pressure variations in tunnels

4.2.16.1 General requirements

The maximum pressure variation in tunnels and underground structures along any train complying with the High-Speed Rolling Stock TSI intended to run in the specific tunnel shall not exceed 10 kPa during the time taken for the train to pass through the tunnel, at the maximum permitted speed.

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

On these lines, the maximum pressure variation indicated above shall be met.

If the tunnel is not modified to meet the pressure limit the speed shall be reduced until the pressure limit is met.

4.2.16.2 Piston effect in underground stations

Pressure variations may travel between the enclosed spaces in which trains run and the other spaces of stations, which may produce powerful air currents that passengers cannot withstand.

As each underground station is a special case, there is no single rule for quantifying this effect. It shall therefore be the subject of a specific design study, except when the spaces in the station can be isolated from the spaces subjected to pressure variations by means of direct openings to the outside air of cross-sectional area at least half that of the access tunnel.

4.2.17 Effect of crosswinds

Interoperable vehicles are designed to ensure a certain level of cross wind stability, which is defined within High-Speed Rolling Stock TSI by a reference set of characteristic wind curves.

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

The cross wind safety target to be met and the rules for proving conformity shall be in accordance with national standards. The rules for proving conformity shall take into account the characteristic wind curves defined in the High-Speed Rolling Stock TSI.

If compliance with the safety target cannot be proven without protective 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 level of cross wind 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,

or by other appropriate means. The measures taken shall then be demonstrated to achieve compliance with the safety target.

4.2.18 Electrical characteristics

The requirements for protection against electric shock are set out in the High-Speed Energy TSI.

▼M1 —————

▼B

4.2.19 Noise and vibration

The environmental impact of the projects concerning the design of a line specially built for high-speed or on the occasion of line upgrading for high-speed shall take into account noise emission characteristics of the trains complying with the High-Speed Rolling Stock TSI at their maximum allowed local speed.

The study shall also take into account other trains running on the line, the actual track quality ( 4 ) and the topological and geographical constraints.

The vibration levels expected along new or upgraded infrastructure during the passage of trains complying with the High-Speed Rolling Stock TSI shall not exceed the vibrations levels defined by national rules in application.

4.2.20 Platforms

The requirements of sections 4.2.20 are only applicable to the platforms where trains complying with the HS High-Speed Rolling Stock TSI are intended to stop on normal commercial operation.

4.2.20.1 Access to the platform

Station platforms shall not be built adjacent to tracks where trains may run at speed ≥ 250 km/h

Passenger's access to the platforms adjacent to the tracks where trains may run at speeds ≥ 250 km/h shall only be permitted when a train is intended to stop.

In case of island platform, the train speed on the non stopping side shall be limited to less than 250 km/h whilst passengers are on the platform.

4.2.20.2 Usable length of the platform

The usable length of the platform is the maximum continuous length of that part of platform in front of which a train is intended to remain stationary in normal operational conditions

The usable length of the platforms accessible to passengers shall be at least 400 m, unless otherwise specified in section 7.3 of this TSI.

4.2.20.3 Usable width of the platform

The accessibility of the platform depends on the free space between obstacles and edge of the platform. They are to be considered for:

— space for people to wait on the platform without risk of overcrowding

— space for people to step off trains without colliding with obstacles.

— space to deploy a boarding aid for people with reduced mobility.

— distance from the platform edge people need to stand to be safe from the aerodynamic effects of passing trains (the ‘danger area’).

Pending the agreement on parameters relating to access for persons with reduced mobility and aerodynamics effects, the usable width of the platform remains an open point and therefore national rules apply.

4.2.20.4 Platform height

The nominal platform height above the running plane shall be either 550 mm or 760 mm, unless otherwise specified in section 7.3.

The tolerances perpendicular to the running surface with reference to the nominal relative positioning between track and platform are -30 mm/+ 0 mm

4.2.20.5 Distance from the centre of the track

For platform edges positioned at the nominal heights, the nominal distance L from the track centre parallel to the running plane shall be obtained from the formula:

When R is the radius of the track, in metres, and g the track gauge, in millimetres.

This distance shall be respected from a height upwards of 400 mm above the running surface.

Tolerances for the positioning of the platform edges or their maintenance shall be adopted such that distance L is not reduced under any circumstances and not increased by more than 50 mm.

4.2.20.6 Track layout along the platforms

The track adjacent to the platforms shall preferably be straight, but shall nowhere have a radius of less than 500 m.

If the values prescribed in point 4.2.20.4 are not possible due to the track layout (i.e. R < 500 m), the heights and the distances of the edges of platforms are designed with values compatible with the layout and the rules related to the gauge described in point 4.2.3.

4.2.20.7 Prevention of electric shock on platforms

The prevention of electric shock on platforms is ensured by the provisions set out in High-Speed Energy TSI relating to the protective provisions of contact line systems.

4.2.20.8 Characteristics linked to the access of people with reduced mobility.

The requirements for persons with reduced mobility are set out in the ‘Persons with reduced mobility’ TSI.

4.2.21 Fire safety and safety in railway tunnels

The general requirements for fire protection are set out in other Directives, e.g. 89/106/EEC of 21 December 1988.

The requirements for safety in railway tunnels are set out in the ‘Safety in Railway Tunnels’ TSI.

4.2.22 Access to or intrusion into line installations

So as to limit the risk of collision between road vehicles and trains, high-speed lines of category I shall not have level crossings opened to road traffic. On lines of categories II and III national rules apply.

Other measures to deter access or undesirable intrusion by persons, animals or vehicles into the railway infrastructure domain are the subject of national rules.

4.2.23 Lateral space for passengers and onboard staff in the event of detrainment outside of a station

4.2.23.1 Lateral space alongside tracks

On lines of Category I, a space shall be provided alongside every track open to high-speed trains to allow passengers to detrain on the side of the tracks opposite from the adjacent tracks if the latter are still to be operated during evacuation of the train. Where tracks are carried on engineering structures, the side of the lateral space away from the tracks shall have a safety barrier allowing passengers to exit without falling from the structure.

▼M1

Fuq linji ta’ Kategorija II u III, għandu jiġi pprovdut spazju laterali simili f’kull post fejn din id-dispożizzjoni tkun raġonevolment prattikabbli. Fejn ma jkunx jista’ jiġi pprovdut spazju, l-Impriżi Ferrovjarji għandhom jiġu mgħarrfa dwar din is-sitwazzjoni speċifika.

▼B

4.2.23.2 Escape walkways in tunnels

Requirements relating to escape walkways in tunnel are set out in the ‘Safety in Railway Tunnels’ TSI.

4.2.24 Distance Markers

Distance markers shall be provided at periodical intervals along the track. The provision of distance markers shall be in accordance with national rules.

4.2.25 Stabling tracks and other locations with very low speed

4.2.25.1 Length

Stabling tracks intended for use by trains complying with High-Speed Rolling Stock TSI shall have a usable length sufficient to accommodate these trains.

4.2.25.2 Gradient

Gradients of stabling tracks intended for parking trains shall not be more than 2,5 mm/m.

4.2.25.3 Radius of curvature

On tracks where trains complying with the High-Speed Rolling Stock TSI move only at low speed (stations and passing tracks, depot and stabling tracks), the minimum horizontal design radius shall not be less than 150 m. Track horizontal alignments comprising reverse curves without straight track between them shall be designed with a radius greater than 190 m.

If the radius of either curve is less than or equal to 190 m, a length of straight track at least 7 m long shall be provided between the curves.

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

The means of maintaining the in service values are set out in the maintenance plan.

4.2.26 Fixed installations for servicing trains

4.2.26.1 Toilet discharge

In the case that a toilet discharge trolley is to be used, the minimum track centre distance to an adjacent track shall be at least 6 m and a running path for the trolleys shall be provided.

Fixed toilets discharge installation shall be compatible with the characteristics of the sealed toilet system specified in the High-Speed Rolling Stock TSI.

4.2.26.2 Train external cleaning facilities

When washing machines are used they shall be able to clean the outer sides of single or double-deck trains between a height of:

— 1 000 to 3 500 mm for a single-deck train

— 500 to 4 300 mm for double-deck trains

It shall be possible for trains to pass through the washing plant at speeds of between 2 and 6 km/h.

4.2.26.3 Water restocking equipment

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

The equipment's mode of operation shall ensure that water delivered at the end of the last element of the fixed part of the installation complies with the quality specified by this same Directive.

4.2.26.4 Sand restocking equipment

Fixed sand restocking equipment shall be compatible with the characteristics of the sander system specified in the High-Speed Rolling Stock TSI.

The equipment shall deliver sand specified in the High-Speed Control Command and Signalling TSI.

4.2.26.5 Refuelling

Refuelling equipment shall be compatible with the characteristics of the fuel system specified in the High-Speed Rolling Stock TSI

The equipment shall deliver fuel specified in the High-Speed Rolling Stock TSI.

4.2.27 Ballast pick-up

Open point

4.3 Functional and technical specification of the interfaces

From the standpoint of technical compatibility, the interfaces of the infrastructure domain with the other subsystems are the following:

4.3.1 Interfaces with the rolling stock subsystem







Interface Reference High-Speed Infrastructure TSI Reference High-speed Rolling Stock TSI Structure gauge Infrastructure gauge 4.2.3 minimum infrastructure gauge 4.2.3.1 kinematic gauge 4.2.3.3. Rolling stock parameters, which influence ground based train monitoring systems gradients 4.2.5 maximum rising and falling gradients 4.2.3.6 maximum gradients 4.2.4.7 Brake performance on steep gradients Minimum radius 4.2.6 minimum radius of curvature 4.2.8 cant deficiency 4.2.3.7 Minimum curve radius Equivalent conicity 4.2.9 equivalent conicity 4.2.11 rail inclination 5.3.1.1 railhead profile 4.2.3.4 Rolling stock dynamic behaviour; 4.2.3.4.7 design values for wheel profiles Track resistance 4.2.13 track resistance 4.2.3.2 Static axle load 4.2.4.5 Eddy current brake track geometry, the characteristics of which define the operating conditions of the vehicle suspensions 4.2.10 Track geometrical quality and limits on isolated defects 4.2.3.4 Rolling stock dynamic behaviour; 4.2.3.4.7 design values for wheel profiles geometrical compatibility of wheelsets with switches and crossings 4.2.12.3 Switches and crossings 4.2.3.4 Rolling stock dynamic behaviour; 4.2.3.4.7 design values for wheel profiles reciprocal aerodynamic effects between fixed obstacles and the vehicles, and between the vehicles themselves when crossing 4.2.4 Distance between track centres 4.2.14.7 Aerodynamic actions from passing trains on line side structures 4.2.6.2 Train aerodynamic loads in open air Maximum pressure variation in tunnels 4.2.16: Maximum pressure variation in tunnels 4.2.6.4 Maximum pressure variations in tunnels crosswinds 4.2.17 Effect of crosswinds 4.2.6.3 Crosswinds Accessibility 4.2.20.4 (platform height), 4.2.20.5 (distance from the centre of the tracks) 4.2.20.2 usable length of the platform 4.2.2.4.1 Access (open point) 4.2.2.6 Driver's cab 4.2.3.5 Maximum train length Platforms 4.2.20.8 (characteristics linked to the access of the PRM) 4.2.20.4 (platform height) 4.2.20.5 (distance from the centre of the tracks) 4.2.7.8 Carriage of persons of reduced mobility Fire safety and safety in railway tunnels 4.2.21: Fire safety and safety in railway tunnels 4.2.7.2 Fire safety 4.2.7.12 particular specification for tunnels stabling tracks/locations with very low speed (minimum radius) 4.2.25 Stabling tracks and other locations with very low speed. 4.2.3.7 Minimum curve radius fixed installations for servicing trains 4.2.26 4.2.9 servicing Ballast pick up 4.2.27: Ballast pick-up 4.2.3.11 Ballast pick up Protection of workers against aerodynamics effects 4.4.3: Protection of workers against aerodynamics effects 4.2.6.2.1 aerodynamics loads on track workers at the lineside Reflective clothes for workers 4.7 Health and Safety conditions 4.2.7.4.1.1 Head lights

4.3.2 Interfaces with the energy subsystem







Interface Reference High-Speed Infrastructure TSI Reference High-Speed Energy TSI electrical characteristics 4.2.18: Electrical characteristics 4.7.3 Protective provisions of current return circuit

4.3.3 Interfaces with the control-command and signalling subsystem







Interface Reference High-Speed Infrastructure TSI Reference High-Speed Control Command and Signalling TSI structure gauge set for CCS installations 4.2.3 Minimum infrastructure gauge 4.2.5, ETCS and EIRENE air gap interfaces 4.2.16 Visibility of track-side control-command effects transmission of signalling currents through the track 4.2.18 Electrical characteristics 4.2.11 Compatibility with track-side train detection Annex 1 appendix 1 impedance between wheels sand restocking equipment 4.2.26.4 sand restocking equipment Annex A, Appendix 1, section 4.1 4: quality of sand Use of eddy current brakes 4.2.13 Track resistance Annex A, Appendix 1, section 5.2: Use of electric/magnetic brakes

4.3.4 Interfaces with the operation subsystem







Interface Reference High-Speed Infrastructure TSI Reference High-Speed Operation TSI Lateral space for passengers and onboard staff in the event of detrainment outside of a station 4.2.23 4.2.1.3 (documentation for Railway Undertaking staff other than drivers) Execution of works 4.4.1 § 4.2.3.6 (degraded operation) Notices given to railway undertakings 4.4.2 § 4.2.1.2.2.2 (documentation for drivers) § 4.2.3.6 (degraded operation) § 4.2.3.4.1 Traffic management Track resistance Lines of category I (braking system which dissipate kinetic energy through heating the rail) 4.2.13.1 4.2.2.6.2 brake performance Professional competences 4.6 4.6.1

4.3.5 Interfaces with the SRT TSI







Interface Reference High-Speed Infrastructure TSI Reference Safety in Railways Tunnel TSI Inspection of tunnel condition 4.5.1. maintenance plan 4.5.1. maintenance plan Escape walkways 4.2.23.2. Emergency platforms in tunnels 4.2.2.7. Escape walkways

4.4 Operating rules

4.4.1 Execution of works

In certain situations involving pre-planned works, it may be necessary to temporarily suspend the specifications of the infrastructure domain and its interoperability constituents defined in Chapters 4 and 5 of the TSI.

In this case, the Infrastructure Manager shall define the appropriate exceptional operating conditions (e.g. restrictions of speed, axle load, infrastructure gauge) needed to ensure safety.

The following general provisions apply:

— the exceptional operating conditions not complying with the TSIs shall be temporary and planned,

— railway undertakings operating on the line shall be given notice of these temporary exceptions, of their geographic location, their nature and the means of signalling,

Specific operational provisions are set out in the High-Speed Operation TSI.

4.4.2 Notices given to railway undertakings

The Infrastructure Manager shall inform the railway undertakings of temporary performance restrictions affecting the infrastructure, which may result from unforeseen events.

4.4.3 Protection of workers against aerodynamic effects

The Infrastructure Manager shall define the means for protecting workers against aerodynamic effects.

For the trains complying with the High-Speed Rolling Stock TSI, the Infrastructure Manager shall take into account the real speed of the trains and the maximum limit value of the aerodynamic effects given (for a speed equal to 300 km/h) by the High-Speed Rolling Stock TSI, section 4.2.6.2.1.

4.5 Maintenance rules

4.5.1 Maintenance plan

The Infrastructure Manager shall have, for each high-speed line, a maintenance plan containing at least:

— a set of limit values;

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

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

— the means used to check the respect of in-service values;

— the measures taken (speed restriction, repair time) when prescribed values are exceeded;

related to the following elements:

— track cant, quoted in 4.2.7;

— track geometric quality, quoted in 4.2.10;

— switches and crossings, quoted in 4.2.12;

— platform edge, quoted in 4.2.20.

— inspection of tunnels condition as required by the ‘Safety in Railway Tunnels’ TSI.

— radius of curvature of stabling tracks quoted in 4.2.25.3.

4.5.2 Maintenance requirements

The technical procedure and the products used in maintenance operation must not constitute a danger to human health and must not exceed the permissible levels of nuisance with regard to the surrounding environment.

The fulfilment of these requirements is to be considered as achieved when conformity of procedures and products with national regulations is demonstrated.

4.6 Professional competences

The professional competences required for the staff maintaining the infrastructure subsystem shall be detailed in the maintenance plan (see section 4.5.1).

The professional competences required for the operation of the HS Infrastructure subsystem are covered by the High-Speed Traffic Operation and Management TSI

4.7 Health and safety conditions

Health and safety conditions are dealt with compliance with requirements of section 4.2, specifically sections 4.2.16 (maximum pressure variation in tunnels), 4.2.18 (electrical characteristics), 4.2.20 (platforms), 4.2.26 (Fixed installations for servicing trains) and 4.4 (operating rules).

In addition to the requirements specified in the maintenance plan (see section 4.5.1), precautions are to be taken to ensure health and a high level of safety for maintenance staff, particularly in the track area, in accordance with European and national regulations.

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Persunal impenjat fil-manutenzjoni tas-subsistema ta’ infrastruttura ta’ veloċità għolja, meta jaħdem fuq jew viċin il-binarji, għandu jilbes ilbies li jirrifletti, bil-marka KE.

4.8 Reġistru tal-infrastruttura u reġistru Ewropew tat-tipi ta’ vetturi awtorizzati

Id-dejta li għandha tiġi pprovduta għar-reġistru speċifikat fl-Artikolu 35 tad-Direttiva 2008/57/KE tal-Parlament Ewropew u tal-Kunsill ( 5 ) hija dik indikata fid-Deċiżjoni ta’ Implimentazzjoni tal-Kummissjoni 2011/633/UE tal-15 ta’ Settembru 2011 dwar l-ispeċifikazzjonijiet komuni tar-reġistru tal-infrastruttura ferrovjarja ( 6 ).

▼B

5. INTEROPERABILITY CONSTITUENTS

5.1 Definition

According to Article 2(d) of Directive 96/48/EC as amended by Directive 2004/50/EC:

Interoperability constituents are ‘any elementary component, group of components, subassembly or complete assembly of equipment incorporated or intended to be incorporated into a subsystem upon which the interoperability of the trans-European high-speed rail system depends either directly or indirectly’.

5.1.1 Innovative solutions

As announced in section 4.1 of this TSI, innovative solutions may require new specification and/or new assessment methods. These specifications and assessment methods shall be developed by the process described in section 6.1.4.

5.1.2 Novel solutions for track subassembly

The requirements of sections 5.3.1, 5.3.2 and 5.3.3 are based on a traditional design of ballasted track with Vignole (flat-bottom) rail on concrete sleepers and fastening providing resistance to longitudinal slip by bearing on the rail foot. However it is possible to meet requirements of Chapter 4 using alternative track design. Interoperability constituents incorporated into these alternative track designs are referred to as novel interoperability constituent, and Chapter 6 sets out the process of the assessment of these Interoperability constituents.

5.2 List of constituents

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

— the rail (5.3.1)

— the rail fastening systems (5.3.2)

— track sleepers and bearers (5.3.3)

— switches and crossings (5.3.4)

— water filling connector (5.3.5).

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

5.3 Constituents performances and specifications

5.3.1 The rail

Lines of categories I, II and III

The intrinsic specifications of the ‘rail’ interoperability constituent are the following:

— rail head profile

— the design linear mass

— the steel grade

5.3.1.1 Railhead profile

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a) Linja Ferrovjarja Sempliċi Il-profil tal-parti tal-linja ferrovjarja li tmiss mar-roti għandu jingħażel mill-medda stabbilita fl-Anness A tal-EN 13674-1:2011.

b) Punti ta’ qlib u qsim Il-profil tal-parti tal-linja ferrovjarja li tmiss mar-roti għandu jingħażel mill-medda stabbilita fl-Anness A tal-EN 13674-1:2011 u fl-Anness A tal-EN 13674-2:2006 + A1:2010.

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c) Novel railhead profiles for plain line The design of ‘novel’ (as defined in section 6.1.2) railhead profiles for plain line shall comprise: — a lateral slope on the side of the railhead angled to between 1/20 and 1/17,2 with reference to the vertical axis of the railhead. The vertical distance between the top of this lateral slope and the top of the rail shall be less than 15 mm; — followed by, in the direction of the upper surface, a succession of tangential curves with a radius increasing from at least 12,7 mm to at least 250 mm at the vertical axis of the railhead. The horizontal distance between the crown of the rail and the tangent point shall be between 33,5 and 36 mm.

5.3.1.2 Design linear mass

The design linear mass of the rail shall be more than 53 kg/m.

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5.3.1.3 It-tip ta’ azzar

(a) Linja ferrovjarja sempliċi

It-tip ta’ azzar tal-binarji għandu jikkonforma mal-Kapitolu 5 tal-EN 13674-1:2011.

(b) Punti ta’ qlib u qsim

It-tip ta’ azzar tal-binarji għandu jikkonforma mal-Kapitolu 5 tal-EN 13674-2:2006 + A1:2010.

▼B

5.3.2 The rail fastening systems

The applicable specifications f