ANNESS

TABLE OF CONTENTS

1. Introduction 11

1.1. Technical Scope 11

1.2. Geographical Scope 11

1.3. Content of this TSI 11

2. Definition and scope of subsystem 11

2.1. Definition of the infrastructure subsystem 11

2.2. Interfaces of this TSI with other TSIs 12

2.3. Interfaces of this TSI with the Persons with Reduced Mobility TSI 12

2.4. Interfaces of this TSI with the Safety in Railway Tunnels TSI 12

2.5. Relation to the safety management system 12

3. Essential requirements 12

4. Description of the infrastructure subsystem 15

4.1. Introduction 15

4.2. Functional and technical specifications of subsystem 16

4.2.1. TSI Categories of Line 16

4.2.2. Basic parameters characterising the infrastructure subsystem 18

4.2.3. Line layout 20

4.2.4. Track parameters 22

4.2.5. Switches and crossings 27

4.2.6. Track resistance to applied loads 27

4.2.7. Structures resistance to traffic loads 28

4.2.8. Immediate action limits on track geometry defects 30

4.2.9. Platforms 33

4.2.10. Health, safety and environment 34

4.2.11. Provision for operation 35

4.2.12. Fixed installations for servicing trains 36

4.3. Functional and technical specification of the interfaces 36

4.3.1. Interfaces with the rolling stock subsystem 37

4.3.2. Interfaces with the energy subsystem 39

4.3.3. Interfaces with the control command and signalling subsystem 39

4.3.4. Interfaces with the operation and traffic management subsystem 40

4.4. Operating rules 40

4.5. Maintenance rules 40

4.5.1. Maintenance file 40

4.5.2. Maintenance plan 41

4.6. Professional qualifications 41

4.7. Health and safety conditions 41

5. Interoperability constituents 41

5.1. Basis on which interoperability constituents have been selected 41

5.2. List of constituents 41

5.3. Constituents performances and specifications 41

5.3.1. The rail 41

5.3.2. The rail fastening systems 42

5.3.3. Track sleepers 42

6. Assessment of conformity of interoperability constituents and EC verification of the subsystems 42

6.1. Interoperability Constituents 42

6.1.1. Conformity assessment procedures 42

6.1.2. Application of modules 43

6.1.3. Innovative solutions for interoperability constituents 43

6.1.4. EC declaration of conformity for interoperability constituents 43

6.1.5. Particular assessment procedures for interoperability constituents 44

6.2. Infrastructure subsystem 44

6.2.1. General provisions 44

6.2.2. Application of modules 45

6.2.3. Innovative solutions 45

6.2.4. Particular assessment procedures for infrastructure subsystem 45

6.2.5. Technical solutions giving presumption of conformity at design stage 48

6.3. EC Verification when speed is used as a migration criterion 49

6.4. Assessment of maintenance file 49

6.5. Subsystems containing Interoperability constituents not holding an EC declaration 49

6.5.1. Conditions 49

6.5.2. Documentation 50

6.5.3. Maintenance of the subsystems certified according to 6.5.1. 50

6.6. Subsystem containing serviceable interoperability constituents that are suitable for reuse 50

6.6.1. Conditions 50

6.6.2. Documentation 50

6.6.3. Use of serviceable interoperability constituents in maintenance 51

7. Implementation of the infrastructure TSI 51

7.1. Application of this TSI to railway lines 51

7.2. Application of this TSI to new railway lines 51

7.3. Application of this TSI to existing railway lines 51

7.3.1. Upgrading of a line 51

7.3.2. Renewal of a line 52

7.3.3. Substitution in the framework of maintenance 52

7.3.4. Existing lines that are not subject to a renewal or upgrading project 52

7.4. Application of this TSI to existing platforms 53

7.5. Speed as an implementation criterion 53

7.6. Ascertain Compatibility of infrastructure and rolling stock after authorisation of rolling stock 53

7.7. Specific cases 53

7.7.1. Particular features on the Austrian network 53

7.7.2. Particular features on the Belgian network 54

7.7.3. Particular features on the Bulgarian network 54

7.7.4. Particular features on the Danish network 54

7.7.5. Particular features on the Estonian network 54

7.7.6. Particular features on the Finnish network 55

7.7.7. Particular features on the French network 58

7.7.8. Particular features on the German network 58

7.7.9. Particular features on the Hellenic network 58

7.7.10. Particular features on the Italian network 58

7.7.11. Particular features on the Latvian network 59

7.7.12. Particular features on the Polish network 60

7.7.13. Particular features on the Portuguese network 62

7.7.14. Particular features on the Ireland network 64

7.7.15. Particular features on the Spanish network 65

7.7.16. Particular features on the Swedish network 68

7.7.17. Particular features on the UK network for Great Britain 68

7.7.18. Particular features on the UK network for Northern Ireland 70

7.7.19. Particular features on the Slovak network 70

Appendix A — Assessment of interoperability constituents 75

Appendix B — Assessment of the infrastructure subsystem 76

Appendix C — Technical characteristics of track design and switches and crossings design 79

Appendix D — Conditions of use of track design and switches and crossings design 81

Appendix E — Capability requirements for structures according to traffic code 82

Appendix F — Capability requirements for structures according to traffic code in the United Kingdom of Great Britain and Northern Ireland 84

Appendix G — Speed conversion to miles per hour for Ireland and the United Kingdom of Great Britain and Northern Ireland 86

Appendix H — Structure gauge for the 1 520 mm track gauge system 87

Appendix I — Reverse curves with radii in the range from 150 m up to 300 m 89

Appendix J — Safety assurance over fixed obtuse crossings 91

Appendix K — Basis of minimum requirements for structures for passenger coaches and multiple units 95

Appendix L — Definition of EN line category a12 for traffic code P6 96

Appendix M — Specific case on the Estonian network 97

Appendix N — Specific cases of the Hellenic network 97

Appendix O — Specific case on the Ireland and United Kingdom of Northern Ireland networks 97

Appendix P — Structure gauge for the lower parts for the 1 668 mm track gauge on the Spanish network 98

Appendix Q — National technical rules for UK-GB Specific Cases 100

Appendix R — List of open points 101

Appendix S — Glossary 102

Appendix T — List of referenced standards 108

1. INTRODUCTION

1.1. Technical Scope

This TSI concerns the infrastructure subsystem and part of the maintenance subsystem of the Union rail system in accordance with Article 1 of Directive 2008/57/EC.

The infrastructure subsystem is defined in Annex II (2.1) to Directive 2008/57/EC.

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

1.2. Geographical Scope

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

1.3. Content of this TSI

(1) In accordance with Article 5(3) of Directive 2008/57/EC, this TSI: (a) indicates its intended scope (section 2); (b) lays down essential requirements for the infrastructure subsystem (section 3); (c) establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis other subsystems (section 4); (d) specifies the interoperability constituents and interfaces which must be covered by European specifications, including European standards, which are necessary to achieve interoperability within the Union rail system (section 5); (e) states, in each case under consideration, which procedures are to be used in order to assess the conformity or the suitability for use of the interoperability constituents, on the one hand, or the EC verification of the subsystems, on the other hand (section 6); (f) indicates the strategy for implementing this TSI (section 7); (g) indicates, for the staff concerned, the professional qualifications and health and safety conditions at work required for the operation and maintenance of the subsystem, as well as for the implementation of this TSI (section 4). In accordance with Article 5(5) of the Directive 2008/57/EC, provisions for specific cases are indicated in section 7.

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

2. DEFINITION AND SCOPE OF SUBSYSTEM

2.1. Definition of the infrastructure subsystem

This TSI covers:

(a) the infrastructure structural subsystem

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

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

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

(a) Line layout,

(b) Track parameters,

(c) Switches and crossings,

(d) Track resistance to applied loads,

(e) Structures resistance to traffic loads,

(f) Immediate action limits on track geometry defects,

(g) Platforms,

(h) Health, safety and environment,

(i) Provision for operation,

(j) Fixed installations for servicing trains.

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

2.2. Interfaces of this TSI with other TSIs

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

(a) Rolling stock subsystem,

(b) Energy subsystem,

(c) Control command and signalling subsystem,

(d) Traffic operation and management subsystem.

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

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

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

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

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

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

2.5. Relation to the safety management system

Necessary processes to manage safety according to the requirements in the scope of this TSI, including interfaces to humans, organisations or other technical systems, shall be designed and implemented in the infrastructure manager's safety management system as required by Directive 2004/49/EC.

3. ESSENTIAL REQUIREMENTS

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

Table 1

Basic Parameters of the infrastructure subsystem corresponding to the essential requirements

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

4. DESCRIPTION OF THE INFRASTRUCTURE SUBSYSTEM

4.1. Introduction

(1) The Union rail system, to which Directive 2008/57/EC applies and of which the infrastructure and maintenance subsystems are parts, is an integrated system whose consistency needs to be verified. This consistency must be checked in particular with regard to the specifications of the infrastructure subsystem, its interfaces in relation to the other subsystems of the Union rail system in which it is integrated, as well as the operating and maintenance rules.

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

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

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

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

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

4.2. Functional and technical specifications of subsystem

4.2.1. TSI Categories of Line

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

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

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

(4) For the purpose of TSI categorisation, lines are classified generically based on the type of traffic (traffic code) characterised by the following performance parameters: — gauge, — axle load, — line speed, — train length — usable length of platform. The columns for “gauge” and “axle load” shall be treated as minimum requirements as they directly control the trains that may run. The columns for “line speed”, “usable length of platform” and “train length” are indicative of the range of values that are typically applied for different traffic types and they do not directly impose restrictions on the traffic that may run over the line.

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

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

(7) The performance levels for types of traffic are set out in Table 2 and Table 3 here-under. Table 2 Performance parameters for passenger traffic Traffic code Gauge Axle load [t] Line speed [km/h] Usable length of platform [m] P1 GC 17 (*1) 250-350 400 P2 GB 20 (*1) 200-250 200-400 P3 DE3 22,5 (*2) 120-200 200-400 P4 GB 22,5 (*2) 120-200 200-400 P5 GA 20 (*2) 80-120 50-200 P6 G1 12 (*2) n.a. n.a. P1520 S 22,5 (*2) 80-160 35-400 P1600 IRL1 22,5 (*2) 80-160 75-240

Table 3 Performance parameters for freight traffic Traffic code Gauge Axle load [t] Line speed [km/h] Train length [m] F1 GC 22,5 (*3) 100-120 740-1050 F2 GB 22,5 (*3) 100-120 600-1050 F3 GA 20 (*3) 60-100 500-1050 F4 G1 18 (*3) n.a. n.a. F1520 S 25 (*3) 50-120 1050 F1600 IRL1 22,5 (*3) 50-100 150-450

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

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

(10) Article 5(7) of Directive 2008/57/EC states: “The TSIs shall not be an impediment to decisions by the Member States concerning the use of infrastructures for the movement of vehicles not covered by the TSIs.” It is therefore allowed to design new and upgraded lines such that will also accommodate larger gauges, higher axle loads, greater speeds, greater usable length of platform and longer trains than those specified.

(11) Without prejudice to Section 7.6 and point 4.2.7.1.2(3), when categorising a new line as P1, it shall be ensured that “Class I” trains, according to the HS RST TSI (Commission Decision 2008/232/EC (1)), for a speed greater than 250 km/h, can run on that line up to the maximum speed.

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

4.2.2. Basic parameters characterising the infrastructure subsystem

4.2.2.1. List of Basic Parameters

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

A. Line layout: (a) Structure gauge (4.2.3.1), (b) Distance between track centres (4.2.3.2), (c) Maximum gradients (4.2.3.3), (d) Minimum radius of horizontal curve (4.2.3.4), (e) Minimum radius of vertical curve (4.2.3.5),

B. Track parameters: (a) Nominal track gauge (4.2.4.1), (b) Cant (4.2.4.2), (c) Cant deficiency (4.2.4.3), (d) Abrupt change of cant deficiency (4.2.4.4), (e) Equivalent conicity (4.2.4.5), (f) Railhead profile for plain line (4.2.4.6), (g) Rail inclination (4.2.4.7),

C. Switches and crossings (a) Design geometry of switches and crossings (4.2.5.1), (b) Use of swing nose crossings (4.2.5.2), (c) Maximum unguided length of fixed obtuse crossings (4.2.5.3),

D. Track resistance to applied loads (a) Track resistance to vertical loads (4.2.6.1), (b) Longitudinal track resistance (4.2.6.2), (c) Lateral track resistance (4.2.6.3),

E. Structures resistance to traffic loads (a) Resistance of new bridges to traffic loads (4.2.7.1), (b) Equivalent vertical loading for new earthworks and earth pressure effects imposed on new structures (4.2.7.2), (c) Resistance of new structures over or adjacent to tracks (4.2.7.3), (d) Resistance of existing bridges and earthworks to traffic loads (4.2.7.4),

F. Immediate action limits on track geometry defects (a) The immediate action limit for alignment (4.2.8.1), (b) The immediate action limit for longitudinal level (4.2.8.2), (c) The immediate action limit for track twist (4.2.8.3), (d) The immediate action limit of track gauge as isolated defect (4.2.8.4), (e) The immediate action limit for cant (4.2.8.5), (f) The immediate action limits for switches and crossings (4.2.8.6),

G. Platforms (a) Usable length of platforms (4.2.9.1), (b) Platform height (4.2.9.2), (c) Platform offset (4.2.9.3), (d) Track layout alongside platforms (4.2.9.4),

H. Health, safety and environment (a) Maximum pressure variation in tunnels (4.2.10.1), (b) Effect of crosswinds (4.2.10.2), (c) Ballast pick-up (4.2.10.3)

I. Provision for operation (a) Location markers (4.2.11.1), (b) Equivalent conicity in service (4.2.11.2)

J. Fixed installations for servicing trains (a) General (4.2.12.1), (b) Toilet discharge (4.2.12.2), (c) Train external cleaning facilities (4.2.12.3), (d) Water restocking (4.2.12.4), (e) Refuelling (4.2.12.5), (f) Electric shore supply (4.2.12.6),

K. Maintenance rules (a) Maintenance file (4.5.1).

4.2.2.2. Requirements for Basic Parameters

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

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

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

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

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

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

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

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

4.2.3. Line layout

4.2.3.1. Structure gauge

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

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

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

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

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

4.2.3.2. Distance between track centres

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

(2) The nominal horizontal distance between track centres for new lines shall be specified for the design and shall not be smaller than the values from the Table 4; it considers margins for aerodynamic effects. Table 4 Minimum nominal horizontal distance between track centres Maximum allowed speed [km/h] Minimum nominal horizontal distance between track centres [m] 160 < v ≤ 200 3,80 200 < v ≤ 250 4,00 250 < v ≤ 300 4,20 v > 300 4,50

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

(4) Instead of points (1) to (3), for the 1 520 mm track gauge system, the nominal horizontal distance between track centres shall be specified for the design and shall not be smaller than the values from the Table 5; it considers margins for aerodynamic effects. Table 5 Minimum nominal horizontal distance between track centres for the 1 520 mm track gauge system Maximum allowed speed [km/h] Minimum nominal horizontal distance between track centres [m] v ≤ 160 4,10 160 < v ≤ 200 4,30 200 < v ≤ 250 4,50 v > 250 4,70

(5) Instead of point (2), for the 1 668 mm track gauge system, the nominal horizontal distance between track centres for new lines shall be specified for the design and shall not be smaller than the values from the Table 6, it considers margins for aerodynamic effects. Table 6 Minimum nominal horizontal distance between track centres for the 1 668 mm track gauge system Maximum allowed speed [km/h] Minimum nominal horizontal distance between track centres [m] 160 < v ≤ 200 3,92 200 < v < 250 4,00 250 ≤ v ≤ 300 4,30 300 < v ≤ 350 4,50

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

4.2.3.3. Maximum gradients

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

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

(3) Gradients as steep as 35 mm/m are allowed for main tracks on new P1 lines dedicated to passenger traffic at the design phase provided the following “envelope” requirements are observed: (a) the slope of the moving average profile over 10 km is less than or equal to 25 mm/m. (b) the maximum length of continuous 35 mm/m gradient does not exceed 6 km.

4.2.3.4. Minimum radius of horizontal curve

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

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

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

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

4.2.3.5. Minimum radius of vertical curve

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

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

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

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

4.2.4. Track parameters

4.2.4.1. Nominal track gauge

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

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

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

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

4.2.4.2. Cant

(1) The design cant for lines shall be limited as defined in Table 7. Table 7 Design cant [mm] Freight and mixed traffic Passenger traffic Ballasted track 160 180 Non ballasted track 170 180

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

(3) New lines with mixed or freight traffic on curves with a radius less than 305 m and a cant transition steeper than 1 mm/m, the cant shall be restricted to the limit given by the following formula D ≤ (R – 50)/1,5 where D is the cant in mm and R is the radius in m.

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

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

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

(7) Instead of point (3), for the 1 668 mm track gauge system, for new lines with mixed or freight traffic on curves with a radius less than 250 m, the cant shall be restricted to the limit given by the following formula: D ≤ 0,9 * (R – 50) where D is the cant in mm and R is the radius in m.

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

4.2.4.3. Cant deficiency

(1) The maximum values for cant deficiency are set out in Table 8. Table 8 Maximum cant deficiency [mm] Design speed [km/h] v ≤ 160 160 < v ≤ 300 v > 300 For operation of rolling stock conforming to the Locomotives and Passenger TSI 153 100 For operation of rolling stock conforming to the Freight Wagons TSI 130 — —

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

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

(4) Instead of point (1), for the 1 668 mm track gauge system, the maximum values for cant deficiency are set out in Table 9. Table 9 Maximum cant deficiency for the 1 668 mm track gauge system [mm] Design speed [km/h] v ≤ 160 160 < v ≤ 300 v > 300 For operation of rolling stock conforming to the Locomotives and Passenger TSI 175 115 For operation of rolling stock conforming to the Freight Wagons TSI 150 — —

4.2.4.4. Abrupt change of cant deficiency

(1) The maximum values of abrupt change of cant deficiency shall be: (a) 130 mm for v ≤ 60 km/h, (b) 125 mm for 60 km/h < v ≤ 200 km/h, (c) 85 mm for 200 km/h < v ≤ 230 km/h (d) 25 mm for v > 230 km/h.

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

(3) Instead of points (1) and (2), for the 1 520 mm track gauge system the maximum values of abrupt change of cant deficiency shall be: (a) 115 mm for v ≤ 200 km/h, (b) 85 mm for 200 km/h < v ≤ 230 km/h, (c) 25 mm for v > 230 km/h.

(4) Instead of point (1), for the 1 668 mm track gauge system, the maximum design values of abrupt change of cant deficiency shall be: (a) 110 mm for v ≤ 115 km/h, (b) (399-v)/2,6 [mm] for 115 km/h < v ≤ 220 km/h, (c) 70 mm for 220 km/h < v ≤ 230 km/h.

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

4.2.4.5. Equivalent conicity

(1) The limiting values for equivalent conicity quoted in Table 10 shall be calculated for the amplitude (y) of the wheelset's lateral displacement: — y = 3 mm, if (TG – SR) ≥ 7mm — , if 5mm ≤ (TG – SR) < 7mm — y = 2 mm, if (TG – SR) < 5mm where TG is the track gauge and SR is the distance between the flange contact faces of the wheelset.

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

(3) Design values of track gauge, rail head profile and rail inclination for plain line shall be selected to ensure that the equivalent conicity limits set out in Table 10 are not exceeded. Table 10 Equivalent conicity design limit values Wheel profile Speed range [km/h] S1002, GV1/40 v ≤ 60 Assessment not required 60 < v ≤ 200 0,25 200 < v ≤ 280 0,20 v > 280 0,10

(4) The following wheelsets shall be modelled passing over the designed track conditions (simulated by calculation according to EN 15302:2008+A1:2010): (a) S 1002 as defined in Annex C of EN 13715:2006+A1:2010 with SR1. (b) S 1002 as defined in Annex C of EN 13715:2006+A1:2010 with SR2. (c) GV 1/40 as defined in Annex B of EN 13715:2006+A1:2010 with SR1. (d) GV 1/40 as defined in Annex B of EN 13715:2006+A1:2010 with SR2. For SR1 and SR2 the following values apply: (a) For the 1 435 mm track gauge system SR1 = 1 420 mm and SR2 = 1 426 mm. (b) For the 1 524 mm track gauge system SR1 = 1 505 mm and SR2 = 1 511 mm. (c) For the 1 600 mm track gauge system SR1 = 1 585 mm and SR2 = 1 591 mm. (d) For the 1 668 mm track gauge system SR1 = 1 653 mm and SR2 = 1 659 mm.

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

4.2.4.6. Railhead profile for plain line

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

(2) The design of railhead profiles for plain line shall comprise: (a) a lateral slope on the side of the railhead angled to between vertical and 1/16 with reference to the vertical axis of the railhead; (b) the vertical distance between the top of this lateral slope and the top of the rail shall be less than 20 mm; (c) a radius of at least 12 mm at the gauge corner; (d) the horizontal distance between the crown of the rail and the tangent point shall be between 31 and 37,5 mm. Figure 1 Railhead profile Test ta 'immaġni 1:∞ to 1:16 1 crown of rail 2 tangent point 3 lateral slope 4 vertical axis of rail head 5 gauge corner

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

4.2.4.7. Rail inclination

4.2.4.7.1. Plain line

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

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

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

4.2.4.7.2. Requirements for switches and crossings

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

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

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

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

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

4.2.5. Switches and crossings

4.2.5.1. Design geometry of switches and crossings

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

4.2.5.2. Use of swing nose crossing

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

4.2.5.3. Maximum unguided length of fixed obtuse crossings

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

4.2.6. Track resistance to applied loads

4.2.6.1. Track resistance to vertical loads

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

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

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

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

4.2.6.2. Longitudinal track resistance

4.2.6.2.1. Design forces

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

4.2.6.2.2. Compatibility with braking systems

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

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

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

4.2.6.3. Lateral track resistance

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

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

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

4.2.7. Structures resistance to traffic loads

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

4.2.7.1. Resistance of new bridges to traffic loads

4.2.7.1.1. Vertical loads

(1) Structures shall be designed to support vertical loads in accordance with the following load models, defined in EN 1991-2:2003/AC:2010: (a) Load Model 71, as set out in EN 1991-2:2003/AC:2010 point 6.3.2 (2)P (b) In addition, for continuous bridges, Load Model SW/0, as set out in EN 1991-2:2003/AC:2010 point 6.3.3 (3)P

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

(3) The value of factor alpha (a) shall be equal to or greater than the values set out in Table 11. Table 11 Factor alpha (a) for the design of new structures Type of traffic Minimum factor alpha (α) P1, P2, P3, P4 1,0 P5 0,91 P6 0,83 P1520 Open point P1600 1,1 F1, F2, F3 1,0 F4 0,91 F1520 Open point F1600 1,1

4.2.7.1.2. Allowance for dynamic effects of vertical loads

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

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

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

4.2.7.1.3. Centrifugal forces

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

4.2.7.1.4. Nosing forces

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

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

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

4.2.7.1.6. Design track twist due to rail traffic actions

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

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

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

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

4.2.7.3. Resistance of new structures over or adjacent to tracks

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

4.2.7.4. Resistance of existing bridges and earthworks to traffic loads

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

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

(3) The following cases are relevant: (a) Where an existing structure is replaced by a new structure then the new structure shall be in accordance with the requirements of point 4.2.7.1 or point 4.2.7.2. (b) If the minimum capability of the existing structures expressed by the published EN line category in combination with the allowed speed satisfies the requirements in Appendix E then the existing structures satisfy the relevant interoperability requirements. (c) Where the capability of an existing structure does not satisfy the requirements in Appendix E and works (e.g. strengthening) are being carried out to raise the capability of the structure to meet the requirements of this TSI (and the structure is not to be replaced by a new structure) then the structure shall be brought into conformity with the requirements in Appendix E.

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

4.2.8. Immediate action limits on track geometry defects

4.2.8.1. The immediate action limit for alignment

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

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

4.2.8.2. The immediate action limit for longitudinal level

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

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

4.2.8.3. The immediate action limit for track twist

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

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

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

(4) Instead of points (1) and (2), for the 1 520 mm track gauge system the track twist, for a base length of 10 m, shall be not more than: (a) 16 mm for passenger lines with v > 120 km/h or freight lines with v > 80 km/h (b) 20 mm for passenger lines with v ≤ 120 km/h or freight lines with v ≤ 80 km/h

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

(6) Instead of point (2), for the 1 668 mm track gauge system, the track twist limit is a function of the measurement base applied according to one of the following equations depending on the cant: (a) Twist limit = (20/l + 3) for u ≤ 0,67 × (r – 100) with a maximum value of: 7 mm/m for speeds v ≤ 200 km/h, 5 mm/m for speed v > 200 km/h (b) Twist limit = (20/l + 1,5) for 0,67 × (r – 100) < u < 0,9 × (r – 50) with a maximum value of: 6 mm/m for l ≤ 5 m, 3 mm/m for l > 13 m u = cant (mm), l = twist base length (m), r = horizontal curve radius (m)

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

(1) The immediate action limits of track gauge as an isolated defect are set out in Table 12. Table 12 Immediate action limits of track gauge Speed [km/h] Dimensions [mm] Minimum track gauge Maximum track gauge v ≤ 120 1 426 1 470 120 < v ≤ 160 1 427 1 470 160 < v ≤ 230 1 428 1 463 v > 230 1 430 1 463

(2) Instead of point (1), for the 1 520 track gauge system the immediate action limits of track gauge as an isolated defect are set out in Table 13. Table 13 Immediate action limits of track gauge for 1 520 mm track gauge system Speed [km/h] Dimensions [mm] Minimum track gauge Maximum track gauge v ≤ 140 1 512 1 548 v > 140 1 512 1 536

(3) Instead of point (1), for the 1 600 track gauge system the immediate action limits of track gauge as an isolated defect are: (a) minimum track gauge: 1 591 mm (b) maximum track gauge: 1 635 mm.

4.2.8.5. The immediate action limit for cant

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

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

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

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

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

4.2.8.6. The immediate action limits for switches and crossings

Figure 2

Point retraction in fixed common crossings

1 Intersection point (IP) 2 Theoretical reference line 3 Actual point (RP)

(1) The technical characteristics of switches and crossings shall comply with the following in-service values: (a) Maximum value of free wheel passage in switches: 1 380 mm. This value can be increased if the infrastructure manager demonstrates that the actuation and locking system of the switch is able to resist the lateral impact forces of a wheelset. (b) Minimum value of fixed nose protection for common crossings: 1 392 mm. This value is measured 14 mm below the running surface, and on the theoretical reference line, at an appropriate distance back from the actual point (RP) of the nose as indicated in Figure 2. For crossings with point retraction, this value can be reduced. In this case the infrastructure manager shall demonstrate that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP). (c) Maximum value of free wheel passage at crossing nose: 1 356 mm. (d) Maximum value of free wheel passage at check rail/wing rail entry: 1 380 mm. (e) Minimum flangeway width: 38 mm. (f) Minimum flangeway depth: 40 mm. (g) Maximum height of check rail: 70 mm.

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

(3) Instead of point (1), for the 1 520 mm track gauge system the technical characteristics of switches and crossings shall comply with the following in-service values: (a) Minimum value of bypass at the narrowest location between open switch rail and stock rail is 65 mm. (b) Minimum value of fixed nose protection for common crossings is 1 472 mm (c) This value is measured 13 mm below the running surface, and on the theoretical reference line, at an appropriate distance back from the actual point (RP) of the nose as indicated in Figure 2. For crossings with point retraction, this value can be reduced. In this case the Infrastructure Manager shall demonstrate that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP). (d) Maximum value of free wheel passage at crossing nose is 1 435 mm (e) Minimum flangeway width is 42 mm (f) Minimum flangeway depth is 40 mm (g) Maximum height of check rail is 50 mm

(4) Instead of point (1), for the 1 600 mm track gauge system the technical characteristics of switches and crossings shall comply with the following in-service values: (a) Maximum value of free wheel passage in switches: 1 546 mm. This value can be increased if the infrastructure manager demonstrates that the actuation and locking system of the switch is able to resist the lateral impact forces of a wheelset. (b) Minimum value of fixed nose protection for common crossings: 1 556 mm. This value is measured 14 mm below the running surface, and on the theoretical reference line, at an appropriate distance back from the actual point (RP) of the nose as indicated in Figure 2. For crossings with point retraction, this value can be reduced. In this case the infrastructure manager shall demonstrate that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP). (c) Maximum value of free wheel passage at crossing nose: 1 520 mm. (d) Maximum value of free wheel passage at check rail/wing rail entry: 1 546 mm. (e) Minimum flangeway width: 38 mm. (f) Minimum flangeway depth: 40 mm. (g) Maximum height of check rail above head of running rail: 25 mm.

4.2.9. Platforms

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

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

4.2.9.1. Usable length of platforms

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

4.2.9.2. Platform height

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

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

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

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

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

4.2.9.3. Platform offset

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

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

(3) Instead of points (1) and (2), for the 1 520 mm track gauge system the platform offset shall be: (a) 1 920 mm for platforms with heights of 550 mm and (b) 1 745 mm for platforms with height of 200 mm.

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

4.2.9.4. Track layout alongside platforms

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

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

4.2.10. Health, safety and environment

4.2.10.1. Maximum pressure variations in tunnels

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

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

4.2.10.2. Effect of crosswinds

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

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

(3) If safety cannot be achieved without mitigating measures, either due to the geographic situation or to other specific features of the line, the infrastructure manager shall take the necessary measures to maintain the safety, for example by: — locally reducing train speeds, possibly temporarily during periods at risk of storms, — installing equipment to protect the track section concerned from cross winds, — other appropriate means.

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

4.2.10.3. Ballast pick-up

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

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

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

4.2.11. Provision for operation

4.2.11.1. Location markers

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

4.2.11.2. Equivalent conicity in service

(1) If ride instability is reported, the railway undertaking and the infrastructure manager shall localise the section of the line in a joint investigation according paragraphs (2) and (3) hereafter. Note: This joint investigation is also specified in point 4.2.3.4.3.2 of TSI LOC & PAS for action on rolling stock.

(2) The infrastructure manager shall measure the track gauge and the railhead profiles at the site in question at a distance of approximate 10 m. The mean equivalent conicity over 100 m shall be calculated by modelling with the wheelsets (a) – (d) mentioned in paragraph 4.2.4.5(4) of this TSI in order to check for compliance, for the purpose of the joint investigation, with the limit equivalent conicity for the track specified in Table 14. Table 14 Equivalent conicity in service limit values for the track (for the purpose of joint investigation) Speed range [km/h] Maximum value of mean equivalent conicity over 100 m v ≤ 60 assessment not required 60 < v ≤ 120 0,40 120 < v ≤ 160 0,35 160 < v ≤ 230 0,30 v > 230 0,25

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

4.2.12. Fixed installations for servicing trains

4.2.12.1. General

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

4.2.12.2. Toilet discharge

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

4.2.12.3. Train external cleaning facilities

(1) Where a washing plant is provided it shall be able to clean the outer sides of single or double-deck trains between a height of: (a) 500 to 3 500 mm for a single-deck train, (b) 500 to 4 300 mm for double-deck trains.

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

4.2.12.4. Water restocking

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

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

4.2.12.5. Refuelling

Refuelling equipment shall be compatible with the characteristics of the fuel system specified in the rolling stock TSIs.

4.2.12.6. Electrical shore supply

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

4.3. Functional and technical specification of the interfaces

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

4.3.1. Interfaces with the rolling stock subsystem

Table 15

Interfaces with the rolling stock subsystem, “Locomotives and Passenger Rolling Stock TSI”

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





Table 16

Interfaces with the rolling stock subsystem, “Freight Wagons TSI”

Interface Reference Infrastructure TSI Reference Conventional Rail Freight Wagons TSI Track gauge 4.2.4.1 Nominal track gauge 4.2.4.6 Railhead profile for plain line 4.2.5.1 Design geometry of switches and crossings 4.2.8.6 The immediate action limits for switches and crossings 4.2.3.6.2 Characteristics of wheelsets 4.2.3.6.3 Characteristics of wheels Gauge 4.2.3.1 Structure gauge 4.2.3.2 Distance between track centres 4.2.3.5 Minimum radius of vertical curve 4.2.9.3 Platform offset 4.2.3.1 Gauging Axle load and axle spacing 4.2.6.1 Track resistance to vertical loads 4.2.6.3 Lateral track resistance 4.2.7.1 Resistance of new bridges to traffic loads 4.2.7.2 Equivalent vertical loading for new earthworks and earth pressure effects imposed on new structures 4.2.7.4 Resistance of existing bridges and earthworks to traffic loads 4.2.3.2 Compatibility with load carrying capacity of lines Running dynamic behaviour 4.2.8 Immediate action limits on track geometry defects 4.2.3.5.2 Running dynamic behaviour Longitudinal actions 4.2.6.2 Longitudinal track resistance 4.2.7.1.5 Actions due to traction and braking (longitudinal loads) 4.2.4.3.2 Brake performance Minimum curve radius 4.2.3.4 Minimum radius of horizontal curve 4.2.2.1. Mechanical interface Vertical curve 4.2.3.5 Minimum radius of vertical curve 4.2.3.1 Gauging Crosswind 4.2.10.2 Effect of crosswinds 4.2.6.3 Cross winds

4.3.2. Interfaces with the energy subsystem

Table 17

Interfaces with the energy subsystem

Interface Reference Infrastructure TSI Reference Energy TSI Gauge 4.2.3.1 Structure gauge 4.2.10 Pantographs gauge

4.3.3. Interfaces with the control command and signalling subsystem

Table 18

Interfaces with the control command and signalling subsystem

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

4.3.4. Interfaces with the operation and traffic management subsystem

Table 19

Interfaces with the operation and traffic management subsystem

Interface Reference Infrastructure TSI Reference Operation and Traffic Management TSI Ride stability 4.2.11.2 Equivalent conicity in service 4.2.3.4.4. Operational quality Use of eddy current brakes 4.2.6.2 Longitudinal track resistance 4.2.2.6.2 Braking performance Crosswinds 4.2.10.2 Effect of crosswinds 4.2.3.6.3 Contingency arrangements Operating rules 4.4 Operating rules 4.1.2.2.2 Modifications to information contained in the route book 4.2.3.6 Degraded operation Staff competences 4.6 Professional competences 2.2.1 Staff and trains

4.4. Operating rules

(1) Operating rules are developed within the procedures described in the infrastructure manager's safety management system. These rules take into account the documentation related to operation which forms a part of the technical file as required in Article 18(3) and set out in Annex VI (point I.2.4) of Directive 2008/57/EC.

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

4.5. Maintenance rules

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

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

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

4.5.1. Maintenance file

A maintenance file shall contain at least:

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

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

related to track geometric quality and limits on isolated defects.

4.5.2. Maintenance plan

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

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

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

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

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

4.6. Professional qualifications

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

4.7. Health and safety conditions

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

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

5. INTEROPERABILITY CONSTITUENTS

5.1. Basis on which interoperability constituents have been selected

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

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

5.2. List of constituents

(1) For the purposes of this technical specification for interoperability, only the following elements, whether individual components or subassemblies of the track are declared to be “interoperability constituents”: (a) the rail (5.3.1), (b) the rail fastening systems (5.3.2), (c) track sleepers (5.3.3).

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

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

5.3. Constituents performances and specifications

5.3.1. The rail

The specifications of the “rail” interoperability constituent concern the following parameters:

(a) railhead profile,

(b) rail steel.

5.3.1.1. Railhead profile

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

5.3.1.2. Rail steel

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

(2) The rail steel shall meet the following requirements: (a) The rail hardness shall be at least 200 HBW. (b) The tensile strength shall be at least 680 MPa. (c) Minimum number of cycles at fatigue test without failure shall be at least 5 × 106.

5.3.2. The rail fastening systems

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

(2) The rail fastening system shall comply in laboratory test conditions with the following requirements: (a) the longitudinal force required to cause the rail to begin to slip (i.e. move in an inelastic way) through a single rail fastening assembly shall be at least 7 kN and for speeds of more than 250 km/h shall be at least 9 kN, (b) the rail fastening shall resist application of 3 000 000 cycles of the typical load applied in a sharp curve, such that the performance of the fastening in terms of clamping force and longitudinal restraint is not degraded by more than 20 % and vertical stiffness is not degraded by more than 25 %. The typical load shall be appropriate to: — the maximum axle load the rail fastening system is designed to accommodate, — the combination of rail, rail inclination, rail pad and type of sleepers with which the fastening system may be used.

5.3.3. Track sleepers

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

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

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

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

6.1. Interoperability Constituents

6.1.1. Conformity assessment procedures

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

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

6.1.2. Application of modules

(1) The following modules for conformity assessment of interoperability constituents are used: (a) CA “Internal production control” (b) CB “EC type examination” (c) CC “Conformity to type based on internal production control” (d) CD “Conformity to type based on quality management system of the production process” (e) CF “Conformity to type based on product verification” (f) CH “Conformity based on full quality management system”

(2) The modules for conformity assessment of interoperability constituents shall be chosen from those shown in Table 20. Table 20 Modules for conformity assessment to be applied for interoperability constitunents Procedures Rail Rail fastening system Track sleepers Placed on the EU market before entry into force of relevant TSIs CA or CH CA or CH Placed on the EU market after entry into force of relevant TSIs CB + CC or CB + CD or CB + CF or CH

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

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

6.1.3. Innovative solutions for interoperability constituents

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

6.1.4. EC declaration of conformity for interoperability constituents

6.1.4.1. Interoperability constituents subject to other European Union Directives

(1) Article 13(3) of Directive 2008/57/EC, states “Where the interoperability constituents are the subject of other Community Directives covering other aspects, the EC declaration of conformity or suitability for use shall, in such instances, state that the interoperability constituents also meet the requirements of those other Directives.”

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

6.1.4.2. EC declaration of conformity for rails

No statement setting out the conditions of use is required.

6.1.4.3. EC declaration of conformity for rail fastening systems

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

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

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

6.1.4.4. EC declaration of conformity for track sleepers

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

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

(b) the nominal and design track gauge,

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

6.1.5. Particular assessment procedures for interoperability constituents

6.1.5.1. Assessment of rails

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

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

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

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

6.1.5.2. Assessment of sleepers

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

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

6.2. Infrastructure subsystem

6.2.1. General provisions

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

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

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

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

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

(6) The applicant shall draw up the EC declaration of verification for the infrastructure subsystem in accordance with Article 18 and Annex V of Directive 2008/57/EC.

6.2.2. Application of modules

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

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

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

6.2.2.1. Application of module SG

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

6.2.2.2. Application of module SH1

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

6.2.3. Innovative solutions

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

6.2.4. Particular assessment procedures for infrastructure subsystem

6.2.4.1. Assessment of Structure gauge

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

(2) Characteristic cross sections are: (a) track without cant, (b) track with maximum cant, (c) track with a civil engineering structure over the line (d) any other location where the designed installation limit gauge is approached by less than 100 mm or the installation nominal gauge or uniform gauge is approached by less than 50 mm.

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

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

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

6.2.4.2. Assessment of distance between track centres

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

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

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

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

6.2.4.3. Assessment of nominal track gauge

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

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

6.2.4.4. Assessment of track layout

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

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

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

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

6.2.4.6. Assessment of design values for equivalent conicity

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

6.2.4.7. Assessment of railhead profile

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

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

6.2.4.8. Assessment of switches and crossings

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

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

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

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

6.2.4.10. Assessment of existing structures

(1) Assessment of existing structures against the requirements of point 4.2.7.4(3) (b) and (c) shall be done by one of the following methods: (a) check that the values of EN line categories, in combination with the allowed speed published or intended to be published for the lines containing the structures, is in line with the requirements of Appendix E of this TSI, (b) check that the values of EN line categories, in combination with the allowed speed specified for the structures or for the design, is in line with the requirements of Appendix E of this TSI, (c) check the traffic loads specified for the structures or for the design against the minimum requirements of points 4.2.7.1.1 and 4.2.7.1.2. When reviewing the value of factor alpha according to point 4.2.7.1.1 it is only necessary to check that the value of factor alpha is in line with the value of factor alpha mentioned in Table 11.

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

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

6.2.4.11. Assessment of platform offset

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

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

(3) Instead of point (1), for the 1 520 mm track gauge system assessment of the distance between the track centre and the platform edge as a design review shall be done against requirements of point 4.2.9.3. Point (2) applies accordingly.

(4) Instead of point (1), for the 1 600 mm track gauge system assessment of the distance between the track centre and the platform edge as a design review shall be done against requirements of point 4.2.9.3(4). Point (2) applies accordingly.

6.2.4.12. Assessment of maximum pressure variations in tunnels

(1) Assessment of maximum pressure variation in the tunnel (10 kPa criterion) shall be done using the results of numerical simulations according to chapters 4 and 6 of EN 14067-5:2006+A1:2010 made by the infrastructure manager or the contracting entity on the basis of all expected operational conditions with the trains complying with the Locomotives and Passengers TSI and intended to run at speeds greater than or equal to 200 km/h in the specific tunnel to be assessed.

(2) The input parameters to be used are to be such that the reference characteristic pressure signature of the trains set out in the locomotives and passenger rolling stock TSI is fulfilled.

(3) The reference cross section areas of the interoperable trains (constant along a train) to be considered is to be, independently to each motor or trailer vehicle: (a) 12 m2 for vehicles designed for GC and DE3 reference kinematic profile, (b) 11 m2 for vehicles designed for GA and GB reference kinematic profile, (c) 10 m2 for vehicles designed for G1 reference kinematic profiles. The vehicle gauge to be considered shall be set on the basis of the gauges selected according to point 4.2.1.

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

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

6.2.4.13. Assessment of effect of crosswinds

This demonstration of the safety is outside the scope of this TSI and thus not subject to a notified body verification. The demonstration shall be undertaken by the infrastructure manager, if necessary in cooperation with the railway undertaking.

6.2.4.14. Assessment of fixed installations for servicing trains

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

6.2.5. Technical solutions giving presumption of conformity at design stage

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

6.2.5.1. Assessment of track resistance for plain line

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

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

(3) A track design is considered to be existing, if both of the following conditions are met: (a) the track design has been in normal operation for at least one year and (b) the total tonnage over the track was at least 20 million gross tons for the period of normal operation.

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

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

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

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

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

6.2.5.2. Assessment for switches and crossing

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

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

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

6.3. EC Verification when speed is used as a migration criterion

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

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

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

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

6.4. Assessment of maintenance file

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

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

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

6.5. Subsystems containing Interoperability constituents not holding an EC declaration

6.5.1. Conditions

(1) Until 31 May 2021, a notified body is allowed to issue an EC certificate of verification for a subsystem even if some of the interoperability constituents incorporated within the subsystem are not covered by the relevant EC declarations of conformity and/or suitability for use according to this TSI, if the following criteria are complied with: (a) the conformity of the subsystem has been checked against the requirements of section 4 and in relation to sections 6.2 to 7 (except point 7.7 “Specific Cases”) of this TSI by the notified body. Furthermore the conformity of the ICs to section 5 and 6.1 does not apply, and (b) the interoperability constituents, which are not covered by the relevant EC declaration of conformity and/or suitability for use, have been used in a subsystem already approved and put in service in at least one of the Member State before the entry in force of this TSI.

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

6.5.2. Documentation

(1) The EC certificate of verification of the subsystem shall indicate clearly which interoperability constituents have been assessed by the notified body as part of the subsystem verification.

(2) The EC declaration of verification of the subsystem shall indicate clearly: (a) Which interoperability constituents have been assessed as part of the subsystem; (b) Confirmation that the subsystem contains the interoperability constituents identical to those verified as part of the subsystem; (c) For those interoperability constituents, the reason(s) why the manufacturer did not provide an EC Declaration of conformity and/or suitability for use before its incorporation into the subsystem, including the application of national rules notified under Article 17 of Directive 2008/57/EC.

6.5.3. Maintenance of the subsystems certified according to 6.5.1.

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

(2) In any case the body responsible for maintenance must ensure that the components for maintenance related replacements are suitable for their applications, are used within their area of use and enable interoperability to be achieved within the rail system while at the same time meeting the essential requirements. Such components must be traceable and certified in accordance with any national or international rule or any code of practice widely acknowledged in the railway domain.

6.6. Subsystem containing serviceable interoperability constituents that are suitable for reuse

6.6.1. Conditions

(1) A notified body is allowed to issue an EC certificate of verification for a subsystem even if some of the interoperability constituents incorporated within the subsystem are serviceable interoperability constituents that are suitable for reuse, if the following criteria are complied with: (a) the conformity of the subsystem has been checked against the requirements of section 4 and in relation to sections 6.2 to 7 (except point 7.7 “Specific Cases”) of this TSI by the notified body. Furthermore the conformity of the ICs to 6.1 does not apply, and (b) the interoperability constituents are not covered by the relevant EC declaration of conformity and/or suitability for use.

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

6.6.2. Documentation

(1) The EC certificate of verification of the subsystem shall indicate clearly which interoperability constituents have been assessed by the notified body as part of the subsystem verification.

(2) The EC declaration of verification of the subsystem shall indicate clearly: (a) Which interoperability constituents are serviceable interoperability constituents that are suitable for reuse; (b) Confirmation that the subsystem contains the interoperability constituents identical to those verified as part of the subsystem.

6.6.3. Use of serviceable interoperability constituents in maintenance

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

(2) In any case the body responsible for maintenance must ensure that the components for maintenance related replacements are suitable for their applications, are used within their area of use, and enable interoperability to be achieved within the rail system while at the same time meeting the essential requirements. Such components must be traceable and certified in accordance with any national or international rule, or any code of practice widely acknowledged in the railway domain.

7. IMPLEMENTATION OF THE INFRASTRUCTURE TSI

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

7.1. Application of this TSI to railway lines

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

7.2. Application of this TSI to new railway lines

(1) For the purpose of this TSI a “new line” means a line that creates a route where none currently exists.

(2) The following situations, for example to increase speed or capacity, may be considered as an upgraded line rather than a new line: (a) the realignment of part of an existing route, (b) the creation of a bypass, (c) the addition of one or more tracks on an existing route, regardless of the distance between the original tracks and the additional tracks.

7.3. Application of this TSI to existing railway l