1.

1.1.

1.2.

1.3.

2.

2.1.

2.2.

2.3.

2.4.

2.5.

3.

4.

4.1.

4.2.

4.2.1.

4.2.2.

4.2.3.

4.2.3.1.

4.2.3.2.

4.2.4.

4.2.4.1.

4.2.4.2.

4.2.4.3.

4.2.4.4.

4.2.4.5.

4.2.5.

4.2.5.1.

4.2.5.2.

4.2.5.3.

4.2.5.4.

4.2.5.4.1.

4.2.5.4.2.

4.2.5.5.

4.2.5.5.1.

4.2.5.5.2.

4.2.5.6.

4.2.5.7.

4.2.5.7.1.

4.2.5.7.2.

4.2.5.8.

4.2.6.

4.2.6.1.

4.2.6.2.

4.2.6.3.

4.2.7.

4.2.7.1.

4.2.7.2.

4.2.7.3.

4.2.8.

4.2.8.1.

4.2.8.1.1.

4.2.8.1.2.

4.2.8.1.3.

4.2.8.1.4.

4.2.8.1.5.

4.2.8.2.

4.2.8.3.

4.2.8.4.

4.2.9.

4.2.9.1.

4.2.9.2.

4.2.9.3.

4.2.9.4.

4.2.10.

4.2.10.1.

4.2.10.2.

4.2.10.3.

4.2.10.4.

4.2.10.5.

4.2.11.

4.2.11.1.

4.2.11.2.

4.2.11.3.

4.2.11.4.

4.2.11.5.

4.2.12.

4.2.12.1.

4.2.13.

4.2.13.1.

4.2.13.2.

4.2.13.3.

4.2.13.4.

4.2.13.5.

4.2.13.6.

4.3.

4.3.1.

4.3.2.

4.3.3.

4.3.4.

4.4.

4.4.1.

4.4.2.

4.4.3.

4.5.

4.5.1.

4.5.2.

4.6.

4.7.

4.8.

5.

5.1.

5.2.

5.3.

5.3.1.

5.3.1.1.

5.3.1.2.

5.3.1.3.

5.3.2.

5.3.3.

6.

6.1.

6.1.1.

6.1.2.

6.1.3.

6.1.4.

6.2.

6.2.1.

6.2.2.

6.2.3.

6.2.4.

6.2.5.

6.3.

6.4.

6.5.

6.6.

6.6.1.

6.6.2.

6.6.3.

7.

7.1.

7.2.

7.3.

7.3.1.

7.3.2.

7.3.3.

7.3.4.

7.4.

7.5.

7.6.

7.6.1.

7.6.2.

7.6.3.

7.6.4.

7.6.5.

7.6.6.

7.6.7.

7.6.8.

7.6.9.

7.6.10.

7.6.11.

7.6.12.

7.6.13.

Annex A —

Annex B —

Annex C —

Annex D —

Annex E —

Annex F —

Annex G —

Annex H —

(a)

indicates its intended scope (Chapter 2);

(b)

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

(c)

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

(d)

determines the interoperability constituents and interfaces which must be covered by European specifications, including European standards, which are necessary to achieve interoperability within the trans-European conventional rail system (Chapter 5);

(e)

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

(f)

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

(g)

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

(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).

(a)

Line layout,

(b)

Track parameters,

(c)

Switches and crossings,

(d)

Track resistance to applied loads,

(e)

Structures resistance to traffic loads,

(f)

Track geometrical quality and limits on isolated defects,

(g)

Platforms,

(h)

Health, safety and environment,

(i)

Provision for operation,

(j)

Fixed installations for servicing trains.

(a)

Rolling stock subsystem,

(b)

Energy subsystem,

(c)

Control command and signalling subsystem,

(d)

Traffic operation and management subsystem.

(1)

The trans-European conventional railway system, to which Directive 2008/57/EC applies and of which the infrastructure and maintenance subsystems are parts, is an integrated system whose coherence must be verified, with the objective of assuring the interoperability of the system in respect of the essential requirements.

(2)

Article 5(7) of the Directive says ‘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’.

Therefore, when designing a new or upgraded conventional line, consideration should be given to all trains which may be authorised on the line.

(3)

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

(4)

The functional and technical specifications of the subsystem and its interfaces, described in Sections 4.2 and 4.3, do not impose the use of specific technologies or technical solutions, except where this is strictly necessary for the interoperability of the trans-European conventional rail network. But innovative solutions for interoperability could require new specifications and/or new assessment methods. In order to allow technological innovation, these specifications and assessment methods shall be developed by the process described in Section 6.2.3.

(1)

Annex I (1.1) to the Directive recognises that the conventional rail network may be subdivided into different categories. In order to deliver interoperability cost-effectively this TSI defines ‘TSI categories of line’. The functional and technical specifications of this TSI vary according to the TSI categories of line.

(2)

The requirements to be met by the infrastructure subsystem are specified for each of the following TSI categories of line of the trans-European conventional rail system, as relevant. These TSI categories of line may be used for the classification of existing lines insofar the relevant performance parameters will be met in consistency with the national migration plan.

Table 2

TSI categories of line for the conventional rail infrastructure subsystem

(3)

Note that passenger hubs, freight hubs and connecting lines are included in the above TSI categories of line, as appropriate.

(4)

The TSI category of line for every section of track shall be published in the Register of Infrastructure.

(1)

The performance levels of the TSI categories of line defined in Section 4.2.1 are characterised by following performance parameters:

(2)

The performance levels for each TSI category of line are set out in Table 3 hereunder.

Table 3

Performance parameters for TSI categories of line

(3)

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 permissible to design new and upgraded lines such that they will also accommodate larger gauges, higher axle loads, greater speeds and longer trains than those specified.

(4)

It is permissible for specific locations on the line to be designed for line speed and/or train lengths less than those set out in Table 3, where duly justified to meet geographical, urban or environmental constraints.

(5)

Infrastructure designed to the minimum requirements of this TSI does not provide the capability to meet both maximum speed and maximum axle load in combination. The infrastructure is only capable of being exploited at maximum speed for axle loads less than the maximum set out in Table 3, and similarly the infrastructure is only capable of being exploited at maximum axle load for speeds less than the maximum set out in Table 3.

(6)

The actual performance parameters for each section of track shall be published in the Register of Infrastructure.

(7)

The published information relating to axle load shall use EN line categories and/or locomotive classes defined in EN 15528:2008 Annexes A, J and K in combination with the permitted speed. If the load carrying capability of a section of track exceeds the range of EN line categories and or locomotive classes specified, then additional information defining the load carrying capability may be provided.

(8)

The published information relating to gauge shall state which of the gauges GA, GB or GC is provided. Additionally the published information shall include other gauges defined in EN 15273:2009 Annex D that are provided for multi-national agreements. The published information may include national gauges that are provided for domestic use.

(1)

The basic parameters characterising the infrastructure subsystem, grouped according to the aspects listed in Section 2.1, are:

A.   Line layout:

B.   Track parameters:

C.   Switches and crossings

D.   Track resistance to applied loads

E.   Structures resistance to traffic loads

F.   Track geometrical quality and limits on isolated defects

G.   Platforms

H.   Health, safety and environment

I.   Provision for operation

J.   Fixed installations for servicing trains

(1)

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

(2)

All requirements of Chapter 4 of the present TSI are given for lines built with the standard European track gauge, as defined in paragraph 4.2.5.1 for lines complying with the present TSI.

(3)

The specifications for cant, rate of change of cant, cant deficiency, rate of change of cant deficiency and track twist are applicable to lines having a nominal track gauge of 1 435 mm. For a line having another nominal track gauge, the limits on these parameters shall be established in proportion to the nominal distance between the rails.

(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, including lines built to another track gauge, are described under Section 7.6.

(6)

A short section of track with devices to allow transition between different nominal track gauges is permitted. The location and type of transitions shall be published in the Register of Infrastructure.

(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 Section 4.4.

(8)

The performance levels of conventional trains can be enhanced by adopting specific systems, such as vehicle body tilting. Special conditions are permitted for running such trains, provided they do not entail restrictions for other trains not equipped with such systems. The Register of Infrastructure shall record if such special conditions apply. The special conditions shall be publically available.

(1)

The structure gauge shall be set on the basis of the gauge set out in Table 3 of this TSI.

(2)

Calculations of the structure gauge shall be done using the kinematic method in accordance with the requirements of Chapters 5, 7, 10 and the Annex C of EN 15273-3:2009.

(3)

Where overhead electrification is provided, the pantograph gauges are set out in the CR ENE TSI.

(1)

The distance between track centres shall be set on the basis of the gauge set out in Table 3 of this TSI.

(2)

Where appropriate the minimum distance between track centres shall also take into account aerodynamic effects. The rules for taking account of aerodynamic effects, and the distance between track centres at which aerodynamic effects need to be taken into account, are an open point.

(3)

The minimum distance between track centres of a section of line shall be published in the Register of Infrastructure.

(1)

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

(2)

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

(3)

Maximum gradients as steep as 12,5 mm/m are permitted for main tracks at the design phase.

(4)

For sections up to 3 km the maximum gradient of 20 mm/m is permitted.

(5)

For sections up to 0,5 km the maximum gradient of 35 mm/m is permitted in locations, where trains are not intended to stop and start in normal operation.

(6)

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

(7)

No values are specified for upgraded lines, as gradients are determined by the original construction of the line concerned.

(8)

Gradients of 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.

(9)

Gradients and locations of changes in gradient shall be published in the Register of Infrastructure.

(10)

In the case of stabling tracks, gradients need to be published in the Register of Infrastructure only when they exceed 2,5 mm/m.

(1)

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

(2)

For stabling tracks or sidings the minimum horizontal design curve radius shall not be less than 150 m.

(3)

The minimum radius of horizontal curve through platforms is set out in the PRM TSI.

(4)

Reverse curves (other than reverse curves in marshalling yards where wagons are shunted individually) with radii in the range from 150 m up to 300 m shall be designed in accordance to EN 13803-2:2006 Section 8.4 to prevent buffer locking.

(5)

The radius of the smallest horizontal curve of a section of line shall be published in the Register of Infrastructure.

(1)

The radius of vertical curves (except for humps in marshalling yards) shall be at least 600 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.

(1)

European standard nominal track gauge shall be 1 435 mm.

(2)

The nominal track gauge for a line shall be published in the Register of Infrastructure.

(1)

The design cant on tracks adjacent to station platforms shall not exceed 110 mm.

(2)

The highest cant on a section of line shall be published in the Register of Infrastructure.

(3)

The design cant shall be limited to 180 mm.

(4)

The design cant shall be limited to 160 mm.

(5)

On curves with a radius less than 290 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.

(1)

The maximum rate of change of cant through a transition shall be 70 mm/s calculated at the maximum speed permitted for trains not fitted with a cant deficiency compensation system.

(2)

However, if the cant deficiency at the end of the transition is less than or equal to 150 mm and the rate of change of cant deficiency through the transition is less than or equal to 70 mm/s, it is permissible to increase the maximum rate of change of cant to 85 mm/s.

(1)

The following specifications are applicable to interoperable lines having nominal track gauge as defined in paragraph 4.2.5.1 of the present TSI.

(1)

The maximum cant deficiency at which trains are permitted to run shall take account of the acceptance criteria of the vehicles concerned, set out in HS and CR rolling stock TSIs.

(2)

For trains which are not fitted with cant deficiency compensation systems, the cant deficiency on lines with speeds up to and including 200 km/h shall not exceed without any further demonstration the following:

(3)

It is permissible for trains specifically designed to travel with higher cant deficiency (multiple units with lower axle loads; trains equipped with a cant deficiency compensation system) to run with higher cant deficiency values, subject to a demonstration that this can be achieved safely.

(1)

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

(2)

An allowance of 20 mm on these values may be accepted for existing ranges of designs of switches.

(1)

The limiting values for equivalent conicity quoted in Table 4 shall be calculated for the amplitude (y) of the wheelset’s lateral displacement:

where TG is the track gauge and SR is the distance between the flange contact faces of the wheelset. No assessment of equivalent conicity is required for switches and crossings.

(1)

Design values of track gauge, railhead profile and rail inclination for plain line shall be selected to ensure that the equivalent conicity limits set out in Table 4 are not exceeded.

Table 4

Equivalent conicity design limit values

(2)

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

(1)

Requirements for controlling equivalent conicity in service are an open point.

(2)

Once the initial design of the track system has been established, an important parameter for the control of equivalent conicity in service is track gauge. Therefore pending closure of the open point, the values for mean track gauge and the requirements for actions to be taken in case of ride instability set out below shall be respected.

(3)

The infrastructure manager shall maintain the mean track gauge on straight track and in curves of radius R > 10 000 m at or above the limit set out in Table 5 below.

Table 5

Minimum mean gauge in service on straight track and in curves of radius R > 10 000 m

(4)

If ride instability is reported on a track respecting the requirement of Section 4.2.5.5 for rolling stock having wheelsets meeting the requirements for equivalent conicity set out in the HS and CR rolling stock TSIs, a joint investigation by the railway undertaking and the infrastructure manager is to be undertaken to determine the reason.

(1)

The design of railhead profiles for plain line shall comprise:

(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)

The value selected shall be declared in the Register of Infrastructure.

(1)

The rail in switches and crossings shall be designed to be either vertical or inclined.

(2)

If the rail is inclined, the designed inclination in switches and crossings shall be the same as for plain line.

(3)

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

(4)

For short sections of plain line between switches and crossings without inclination, the laying of rails without inclination is permitted.

(5)

A short transition from inclined rail to vertical rail is permitted.

(1)

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

(1)

All movable parts of switches and crossings shall be equipped with a means of locking, except in marshalling yards and other tracks used only for shunting.

(2)

All movable parts of switches and crossings shall be equipped with a means of locking where the maximum speed is more than 40 km/h, unless used exclusively in the trailing direction.

(1)

In this paragraph the TSI gives limiting in-service values that are compatible with geometrical characteristics of wheelsets as defined in the HS and CR rolling stock TSIs. It will be the task of the infrastructure manager to decide design values and to ensure, by means of the maintenance plan, that the in-service values do not fall outside the TSI limits. These limits are set as immediate action limits.

Figure 2

Point retraction in fixed common crossings

(2)

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

(3)

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

(1)

The design value of the maximum unguided length shall be equivalent to 1 in 9 (tgα = 0,11, α = 6°20’) obtuse crossing with a minimum 45 mm raised check rail and associated with a minimum wheel diameter of 330 mm on straight through routes.

(1)

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

(1)

The track, including switches and crossings, shall be designed to withstand longitudinal forces arising from braking. The HS and CR rolling stock TSIs define limits on deceleration which shall be used to determine the longitudinal forces arising from braking.

(2)

Track shall also be designed to withstand the longitudinal thermal forces arising from temperature changes in the rail and to minimise the likelihood of track buckling.

(1)

Track shall be designed to be compatible with the use of magnetic track brakes for emergency braking.

(2)

The compatibility (or otherwise) of the design of track adopted with the use of braking systems independent of wheel-rail adhesion conditions for service braking and for emergency braking shall be published in the Register of Infrastructure. Braking systems independent of wheel-rail adhesion conditions include magnetic track brakes and eddy current track brakes.

(3)

Where the track is compatible with the use of braking systems independent of adhesion conditions, the Register of Infrastructure shall state any limitation on the use of the braking systems on which compatibility depends, taking into account local climatic conditions and the expected number of repeated brake applications at a given location.

(1)

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

(1)

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

(1)

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

(2)

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

(3)

The value of alpha (α) shall be equal to or greater than the values set out in Table 6.

Table 6

Factor alpha(α ) for the design of new structures

(4)

The load effects from the load models shall be enhanced by the dynamic factor phi (Φ) as set out in EN 1991-2:2003 paragraphs 6.4.3 (1)P and 6.4.5.2 (2).

(1)

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 paragraphs 6.5.1 (2), (4)P, (7).

(1)

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

(1)

Traction and braking forces shall be taken into account in the design of structures as set out in EN 1991-2:2003 paragraphs 6.5.3 (2)P, (4), (5) and (6). The direction of the traction and braking forces shall take account of the permitted directions of travel on each track.

(1)

The maximum total design track twist due to rail traffic actions shall not exceed the values set out in clause A2.4.4.2.2(3)P in Annex A2 to EN 1990:2002 issued as EN 1990:2002/A1:2005. The total design track twist comprises any twist which may be present in the track when the bridge is not subject to rail traffic actions, plus the track twist due to the total deformation of the bridge resulting from rail traffic actions.

(1)

Earthworks shall be designed to support vertical loads in accordance with the Load Model 71, as set out in EN 1991-2:2003 paragraph 6.3.6.4.

(2)

Load model 71 shall be multiplied by the factor alpha (a) as set out in EN 1991-2:2003 paragraphs 6.3.2 (3)P. The value of a shall be equal to or greater than the values set out in Table 6.

(1)

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

(1)

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

(2)

The minimum capability requirements for structures for each TSI category of line are given in Annex 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:

(4)

For the British network, in clauses (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 Annex E are replaced by reference to Annex C.

(1)

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

(2)

The measurement conditions for these parameters are set out in Chapter 5 of EN 13848-1:2003 +A1:2008.

(3)

When determining these limits, the infrastructure manager shall take into account the track quality limits used as the basis for vehicle acceptance. Requirements for vehicle acceptance are set out in the CR and HS rolling stock TSIs.

(4)

The immediate action, intervention and alert limits adopted by the infrastructure manager shall be recorded in the maintenance plan required by Section 4.5 of this TSI.

(1)

The immediate action limit for track twist as an isolated defect is given as a zero to peak value. Track twist is defined as the algebraic difference between two cross levels taken at a defined distance apart, usually expressed as a gradient between the two points at which the cross level is measured. The cross level is measured at the nominal centres of the railheads.

(2)

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

Limit twist = (20/l + 3)

Figure 3

Limit for track twist for all TSI categories of line

(3)

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

(4)

If the radius of horizontal curve is less than 420 m and cant D > (R – 100)/2, track twist shall be limited according to the formula: Limit twist = (20/l + 1,5), with a maximum value between 6 mm/m and 3 mm/m depending on the twist base length as shown in Figure 4.

Figure 4

Limit for track twist for freight and mixed lines on small curves

(1)

The in service cant shall be maintained within +/- 20 mm of the design cant, but the maximum cant permitted in service is 190 mm.

(2)

The in service cant shall be maintained within +/- 20 mm of the design cant, but the maximum cant permitted in service is 170 mm.

(1)

The requirements of this paragraph are only applicable to the passenger platforms where trains complying with the HS and CR rolling stock TSIs are intended to stop on normal service.

(1)

The platform length shall be sufficient to accommodate the longest interoperable train intended to stop at the platform in normal service. When determining the length of 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 ten years following the bringing into service of the platform.

(2)

It is permissible to build only the length of platform required for the current service requirement provided passive provision is made for the reasonably foreseeable future service requirements.

(3)

The usable length of a platform shall be declared in the Register of Infrastructure.

(1)

The PRM TSI sets out the requirements for platform width and edge of the platform.

(1)

The PRM TSI sets out the requirements for the end of the platform.

(1)

The PRM TSI sets out the requirements for platform height.

(1)

The PRM TSI sets out the requirements for platform offset.

(1)

The maximum pressure variation in tunnels and underground structures along the outside of any train complying with the HS and CR rolling stock TSIs intended to run in the specific tunnel at speeds of greater than 190 km/h shall not exceed 10 kPa during the time taken for the train to pass through the tunnel, at the maximum permitted speed.

(1)

Noise limits and mitigation measures are an open point.

(2)

Vibration limits and mitigation measures are an open point.

(1)

The requirements for protection against electric shock from the traction current system are ensured by the provisions set out in CR ENE TSI relating to the protective provisions of overhead contact line systems.

(1)

Requirements for the safety in railway tunnels are set out in the SRT TSI.

(1)

Requirements for mitigating the effect of crosswinds are an open point.

(1)

Distance markers shall be provided at regular intervals along the track.

(2)

The nominal interval between distance markers shall be stated in the Register of Infrastructure.

(1)

This Section 4.2.13 sets out the infrastructure elements of the maintenance subsystem required for servicing trains.

(2)

The location and type of fixed installations for servicing trains shall be published in the Register of Infrastructure.

(1)

Fixed installations for toilet discharge shall be compatible with the characteristics of the retention toilet system specified in the HS and CR rolling stock TSIs.

(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:

(2)

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

(1)

Fixed equipment for water restocking shall be compatible with the characteristics of the water system specified in the HS and CR rolling stock TSIs.

(2)

Fixed equipment for water supply on the interoperable network shall be supplied with drinking water meeting the requirements of the Council Directive 98/83/EC (1).

(3)

The equipment’s mode of operation shall ensure that water delivered to the rolling stock complies with the quality specified by Directive 98/83/EC.

(1)

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

(1)

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

(1)

During pre-planned works, it may be necessary to temporarily suspend the specifications of the infrastructure subsystem and its interoperability constituents defined in Chapters 4 and 5 of this TSI. Specific operational provisions are set out in the CR Traffic Operation and Management TSI.

(1)

Events that affect the normal operation of a line may occur. The operational rules for dealing with such events are set out in the CR Traffic Operation and Management TSI.

(1)

The infrastructure manager shall define the means for protecting workers against aerodynamic effects.

(2)

For the trains complying with the HS and CR rolling stock TSIs, the infrastructure manager shall take into account the actual speed of the trains and the limit value of the aerodynamic effects given by the HS and CR rolling stock TSIs.

(1)

A maintenance file shall be prepared setting out at least:

related to the following elements:

(1)

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