ANNEX

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

TECHNICAL SPECIFICATION FOR INTEROPERABILITY

‘Infrastructure’ Sub-System

1.

INTRODUCTION

10

1.1

Technical scope

10

1.2

Geographical scope

10

1.3

Content of this TSI

10

2

DEFINITION OF THE INFRASTRUCTURE DOMAIN/SCOPE OF APPLICATION

10

2.1.

Definition of the infrastructure domain

10

2.2

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

11

2.2.1

To guide the train

11

2.2.2

To support the train

11

2.2.3

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

12

2.2.4

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

12

2.2.5

To ensure safety

12

2.2.6

To respect the environment

12

2.2.7

To maintain the train

13

3.

ESSENTIAL REQUIREMENTS

13

3.1

General

13

3.2.

Essential requirements for the Infrastructure domain

13

3.2.1

General requirements

13

3.2.2

Requirements specific to the infrastructure domain

14

3.3

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

15

3.4

Elements of the Infrastructure domain corresponding to the essential requirements

17

4.

DESCRIPTION OF THE INFRASTRUCTURE DOMAIN

18

4.1

Introduction

18

4.2

Functional and technical specifications of the domain

19

4.2.1

General provisions

19

4.2.2

Nominal track gauge

20

4.2.3

Minimum infrastructure gauge

20

4.2.4

Distance between track centres

21

4.2.5

Maximum rising and falling gradients

21

4.2.6

Minimum radius of curvature

22

4.2.7

Track cant

22

4.2.8

Cant deficiency

22

4.2.8.1

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

22

4.2.8.2

Abrupt change of cant deficiency on diverging track of switches

23

4.2.9

Equivalent conicity

23

4.2.9.1

Definition

23

4.2.9.2

Design values

23

4.2.9.3

In service values

24

4.2.10

Track Geometrical Quality and limits on isolated defects

24

4.2.10.1

Introduction

24

4.2.10.2

Definitions

25

4.2.10.3

Immediate action, intervention, and alert limits

25

4.2.10.4

Immediate action limit

25

4.2.11

Rail inclination

26

4.2.12

Switches and crossings

27

4.2.12.1

Means of detection and locking

27

4.2.12.2

Use of swing noses

27

4.2.12.3

Geometrical characteristics

27

4.2.13

Track resistance

28

4.2.13.1

Lines of category I

28

4.2.13.2

Lines of category II and III

29

4.2.14

Traffic load on structures

29

4.2.14.1

Vertical loads

29

4.2.14.2

Dynamic analysis

29

4.2.14.3

Centrifugal forces

30

4.2.14.4

Nosing forces

30

4.2.14.5

Actions due to traction and braking (longitudinal loads)

30

4.2.14.6

Longitudinal forces due to interaction between structures and track

30

4.2.14.7

Aerodynamic actions from passing trains on line side structures

30

4.2.14.8

Application of the requirements of EN1991-2:2003

30

4.2.15

Global track stiffness

30

4.2.16

Maximum pressure variations in tunnels

30

4.2.16.1

General requirements

30

4.2.16.2

Piston effect in underground stations

30

4.2.17

Effect of crosswinds

31

4.2.18

Electrical characteristics

31

4.2.19

Noise and vibration

31

4.2.20

Platforms

31

4.2.20.1

Access to the platform

31

4.2.20.2

Usable length of the platform

32

4.2.20.3

Usable width of the platform

32

4.2.20.4

Platform height

32

4.2.20.5

Distance from the centre of the track

32

4.2.20.6

Track layout along the platforms

32

4.2.20.7

Prevention of electric shock on platforms

33

4.2.20.8

Characteristics linked to the access of people with reduced mobility.

33

4.2.21

Fire safety and safety in railway tunnels

33

4.2.22

Access to or intrusion into line installations

33

4.2.23

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

33

4.2.23.1

Lateral space alongside tracks

33

4.2.23.2

Escape walkways in tunnels

33

4.2.24

Distance Markers

33

4.2.25

Stabling tracks and other locations with very low speed

33

4.2.25.1

Length

33

4.2.25.2

Gradient

34

4.2.25.3

Radius of curvature

34

4.2.26

Fixed installations for servicing trains

34

4.2.26.1

Toilet discharge

34

4.2.26.2

Train external cleaning facilities

34

4.2.26.3

Water restocking equipment

34

4.2.26.4

Sand restocking equipment

34

4.2.26.5

Refuelling

34

4.2.27

Ballast pick-up

34

4.3

Functional and technical specification of the interfaces

35

4.3.1

Interfaces with the rolling stock subsystem

35

4.3.2

Interfaces with the energy subsystem

36

4.3.3

Interfaces with the control-command and signalling subsystem

36

4.3.4

Interfaces with the operation subsystem

36

4.3.5

Interfaces with the SRT TSI

37

4.4

Operating rules

37

4.4.1

Execution of works

37

4.4.2

Notices given to railway undertakings

37

4.4.3

Protection of workers against aerodynamic effects

37

4.5

Maintenance rules

37

4.5.1

Maintenance plan

37

4.5.2

Maintenance requirements

38

4.6

Professional competences

38

4.7

Health and safety conditions

38

4.8

Register of infrastructure

38

5.

INTEROPERABILITY CONSTITUENTS

38

5.1

Definition

38

5.1.1

Innovative solutions

39

5.1.2

Novel solutions for track subassembly

39

5.2

List of constituents

39

5.3

Constituents performances and specifications

39

5.3.1

The rail

39

5.3.1.1

Railhead profile

39

5.3.1.2

Design linear mass

40

5.3.1.3

Steel grade

40

5.3.2

The rail fastening systems

40

5.3.3

Track sleepers and bearers

41

5.3.4

Switches and crossings

41

5.3.5

Water filling connector

41

6.

ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE OF THE CONSTITUENTS AND VERIFICATION OF THE SUBSYSTEMS

41

6.1.

Interoperability Constituents

41

6.1.1.

Conformity and suitability for use assessment procedures

41

6.1.1.1

Consistency with subsystem requirements.

41

6.1.1.2

Compatibility with other interoperability constituents and components of the subsystem with which it is intended to have interfaces.

41

6.1.1.3

Compliance with specific technical requirements

41

6.1.2

Definition of ‘Established’, ‘novel’ and ‘innovative’ interoperability constituents

42

6.1.3.

Procedures to be applied for established and novel interoperability constituents

42

6.1.4.

Procedures to be applied for innovative interoperability constituents

42

6.1.5

Application of modules

43

6.1.6

Assessment methods for interoperability constituents

43

6.1.6.1

Interoperability constituents subject to other Community Directives

43

6.1.6.2

Assessment of fastening system

43

6.1.6.3

Type validation by in-service experience (suitability for use)

44

6.2

Infrastructure Subsystem

44

6.2.1

General provisions

44

6.2.2

Reserved

44

6.2.3

Innovative solutions

44

6.2.4

Application of modules

45

6.2.4.1

Application of module SH2

45

6.2.4.2

Application of module SG

45

6.2.5

Technical solutions giving presumption of conformity at design phase

45

6.2.5.1

Assessment of track resistance

45

6.2.5.2

Assessment of equivalent conicity

45

6.2.6

Particular requirements for conformity assessment

45

6.2.6.1

Assessment of minimum infrastructure gauge

45

6.2.6.2

Assessment of minimum value of mean track gauge

46

6.2.6.3

Assessment of track stiffness

46

6.2.6.4

Assessment of rail inclination

46

6.2.6.5

Assessment of maximum pressure variation in tunnels

46

6.2.6.6

Assessment of noise and vibrations

46

6.3

Assessment of conformity when speed is used as a migration criterion

46

6.4

Assessment of maintenance plan

46

6.5

Assessment of maintenance subsystem

47

6.6

Interoperable Constituents Not Holding an EC Declaration

47

6.6.1

General

47

6.6.2

The Transition Period

47

6.6.3

The Certification of Subsystems Containing Non-Certified Interoperability Constituents during the Transition Period

47

6.6.3.1

Conditions

47

6.6.3.2

Notification

47

6.6.3.3

Lifecycle Implementation

48

6.6.4

Monitoring Arrangements

48

7.

IMPLEMENTING THE INFRASTRUCTURE TSI

48

7.1.

Application of this TSI to High-Speed lines to be put into service

48

7.2.

Application of this TSI to High-Speed lines already in service

48

7.2.1.

Classification of works

48

7.2.2.

Parameters and specifications concerning civil engineering

49

7.2.3.

Parameters and characteristics concerning track construction

49

7.2.4.

Parameters and characteristics concerning miscellaneous equipment and maintenance facilities

49

7.2.5.

Speed as migration criterion

50

7.3.

Specific cases

50

7.3.1.

Particular features on the German network

50

7.3.2.

Particular features on the Austrian network

50

7.3.3.

Particular features on the Danish network

51

7.3.4.

Particular features on the Spanish network

51

7.3.5.

Particular features on the Finnish network

51

7.3.6.

Particular features on the British network

53

7.3.7.

Particular features on the Hellenic network

55

7.3.8.

Particular features on Ireland and Northern Ireland networks

56

7.3.9.

Particular features on the Italian network

58

7.3.10.

Particular features on the Netherlands network

58

7.3.11.

Particular features on the Portuguese network

58

7.3.12.

Particular features on the Swedish network

59

7.3.13.

Particular features on the Polish network

60

7.4.

TSI Revision

60

7.5.

Agreements

61

7.5.1.

Existing agreements

61

7.5.2.

Future agreements

61

ANNEX A —

Interoperability constituents of the infrastructure domain

62

A.1.

Scope

62

A.2.

Characteristics to be assessed for ‘established’ interoperability constituents.

62

A.3

Characteristics to be assessed for ‘novel’ Interoperability constituents

63

ANNEX B1 —

Assessment of the infrastructure subsystem

65

B1.1.

Scope

65

B1.2.

Characteristics and modules

65

ANNEX B2 —

Assessment of the maintenance subsystem

67

B2.1.

Scope

67

B2.2.

Characteristics

67

ANNEX C —

Assessment procedures

68

ANNEX D —

Items to be included in the Infrastructure Register concerning the infrastructure domain

96

ANNEX E —

Switches and crossings diagram

98

ANNEX F —

Rail profile 60 E2

99

ANNEX G —

(reserved)

102

ANNEX H —

List of open points

102

ANNEX I —

Definition of terms used in the HS ins TSI

103

1.   INTRODUCTION

1.1   Technical scope

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

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

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

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

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

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

1.2   Geographical scope

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

1.3   Content of this TSI

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

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

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

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

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

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

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

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

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

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

2.   DEFINITION OF THE INFRASTRUCTURE DOMAIN/SCOPE OF APPLICATION

2.1.   Definition of the infrastructure domain

This TSI covers the infrastructure domain, which includes:

—	the infrastructure structural subsystem

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

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

The infrastructure structural subsystem of the trans-European high-speed rail system includes the tracks and switches and crossings of the high-speed lines within the scope set out in Chapter 1. These tracks are those defined in the Infrastructure Register of the section of line concerned.

The infrastructure structural subsystem also includes:

—	structure supporting or protecting the track

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

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

—	arrangements necessary within the subsystem to protect the environment

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

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

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

2.2.1   To guide the train

Plain line track

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

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

Switches and crossings

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

Stabling tracks

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

2.2.2   To support the train

Plain line track and switches and crossings

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

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

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

Structures supporting the track

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

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

Structure gauge and distance between track centres

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

Civil engineering works and lineside structures

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

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

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

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

Passengers' platform

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

People with reduced mobility

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

2.2.5   To ensure safety

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

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

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

2.2.6   To respect the environment

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

2.2.7   To maintain the train

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

3.   ESSENTIAL REQUIREMENTS

3.1   General

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

—	in Chapter 4 for the subsystems

—	and in Chapter 5 for the interoperability constituents,

as demonstrated by a positive result of the assessment of:

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

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

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

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

—	open and reserved points declared in the TSI,

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

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

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

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

3.2.   Essential requirements for the Infrastructure domain

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

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

3.2.1   General requirements

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

3.2.2   Requirements specific to the infrastructure domain

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

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

3.3.1   Safety

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

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

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

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

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

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

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

—

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

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

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

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

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

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

3.3.2   Reliability and availability

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

3.3.3   Health

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

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

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

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

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

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

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

3.3.4   Environmental protection

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

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

3.3.5   Technical compatibility

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

—

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

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

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

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

3.4   Elements of the Infrastructure domain corresponding to the essential requirements

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

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

4.   DESCRIPTION OF THE INFRASTRUCTURE DOMAIN

4.1   Introduction

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

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

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

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

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

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

4.2   Functional and technical specifications of the domain

4.2.1   General provisions

The elements characterising the Infrastructure domain are

—	nominal track gauge (4.2.2)

—	minimum infrastructure gauge (4.2.3),

—	distance between track centres (4.2.4),

—	maximum rising and falling gradients (4.2.5),

—	minimum radius of curvature (4.2.6),

—	track cant (4.2.7),

—	cant deficiency (4.2.8),

—	equivalent conicity (4.2.9),

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

—	rail inclination (4.2.11),

—	railhead profile (5.3.1),

—	switches and crossings (4.2.12)

—	track resistance (4.2.13)

—	traffic loads on structures (4.2.14),

—	global track stiffness (4.2.15),

—	maximum pressure variation in tunnels (4.2.16),

—	effects of crosswinds (4.2.17),

—	electrical characteristics (4.2.18),

—	noise and vibrations (4.2.19).

—	platforms (4.2.20),

—	Fire safety and safety in railway tunnels (4.2.21)

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

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

—	distance markers (4.2.24)

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

—	fixed installations for servicing trains (4.2.26)

—	Ballast pick-up (4.2.27)

—	maintenance rules (4.5)

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

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

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

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

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

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

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

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

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

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

The performance levels of high-speed trains can also 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 high-speed trains not equipped with tilting. Application of such conditions shall be stated in the ‘Infrastructure Register’.

4.2.2   Nominal track gauge

Lines of category I, II and III

Nominal track gauge shall be 1 435 mm.

4.2.3   Minimum infrastructure gauge

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

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

The relevant kinematic profiles are specified in the High-Speed Rolling Stock TSI.

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

Lines of category I

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

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

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

Lines of categories II and III

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

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

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

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

4.2.4   Distance between track centres

Lines of categories I, II and III

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

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

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

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

4.2.5   Maximum rising and falling gradients

Lines of category I

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

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

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

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

Lines of categories II and III

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

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

4.2.6   Minimum radius of curvature

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

4.2.7   Track cant

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

Lines of category I, II and III

The design cant shall be limited to 180 mm.

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

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

4.2.8   Cant deficiency

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

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

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

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

(a)	The Infrastructure Manager will declare in the Infrastructure Register the line sections where it considers that there are constraints which prevent compliance with the values stated in column 1. In these cases values of column 2 may be adopted.

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

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

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

4.2.8.2   Abrupt change of cant deficiency on diverging track of switches

Lines of categories I, II and III

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

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

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

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

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

4.2.9   Equivalent conicity

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

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

4.2.9.1   Definition

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

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

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

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

4.2.9.2   Design values

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 1 are not exceeded when the following wheelsets are modelled passing over the designed track conditions (simulated by calculation according to EN 15302:2006).

—	S 1002 as defined in PrEN 13715 with SR = 1 420 mm

—	S 1002 as defined in PrEN 13715 with SR = 1 426 mm

—	GV 1/40 as defined in PrEN 13715 with SR = 1 420 mm

—	GV 1/40 as defined in PrEN 13715 with SR = 1 426 mm.

Table 1

Speed range (km/h)	Equivalent conicity limit values
≤ 160	Assessment not required
> 160 and ≤ 200	0,20
> 200 and ≤ 230	0,20
> 230 and ≤ 250	0,20
> 250 and ≤ 280	0,20
> 280 and ≤ 300	0,10
> 300	0,10

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

4.2.9.3   In service values

4.2.9.3.1   Minimum values of mean track gauge

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

Speed range (km/h)	Minimum value of mean gauge (mm) over 100 m in service, on straight track and in curves of radius R > 10 000  m
≤ 160	1 430
> 160 and ≤ 200	1 430
> 200 and ≤ 230	1 432
> 230 and ≤ 250	1 433
> 250 and ≤ 280	1 434
> 280 and ≤ 300	1 434
> 300	1 434

4.2.9.3.2   Actions to be taken in case of ride instability

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

4.2.10   Track Geometrical Quality and limits on isolated defects

4.2.10.1   Introduction

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

—	Safety against derailment

—	Assessment of a vehicle according to acceptance tests.

—	Fatigue strength of wheelsets and bogies

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

4.2.10.2   Definitions

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

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

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

4.2.10.3   Immediate action, intervention, and alert limits

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

—	Lateral alignment — standard deviations (alert limit only)

—	Longitudinal level — standard deviations (alert limit only)

—	Lateral alignment — isolated defects — mean to peak values

—	Longitudinal level — isolated defects — mean to peak values

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

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

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

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

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

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

4.2.10.4   Immediate action limit

Immediate action limits are defined for the following parameters:

—	Track twist — isolated defects — zero to peak value

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

4.2.10.4.1   Track twist — isolated defects — zero to peak value

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

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

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

Limit twist = (20/l + 3)

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

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

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

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

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

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

4.2.11   Rail inclination

Lines of category I, II and III

a)	Plain line The rail shall be inclined towards the centre of the track. The rail inclination for a given route shall be selected from the range 1/20 to 1/40 and declared in the Infrastructure Register.

b)

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

4.2.12   Switches and crossings

4.2.12.1   Means of detection and locking

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

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

4.2.12.2   Use of swing noses

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

4.2.12.3   Geometrical characteristics

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

This note applies to all the parameters set out below.

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

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

Lines of category I, II and III

All the following parameters must be met:

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

2.	Minimum value of fixed nose protection for common crossings, measured 14 mm below the running surface, and on the theoretical reference line, at an appropriate distance back from the actual point (RP) of the nose as indicated in the diagram below: 1 392 mm in service.

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

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

5.	Minimum flangeway width: 38 mm in service.

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

7.	Minimum flangeway depth: 40 mm minimum in service

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

4.2.13   Track resistance

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

—	Vertical loads

—	Longitudinal loads

—	Lateral loads

defined in the following paragraphs.

4.2.13.1   Lines of category I

Vertical loads

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

—	the maximum static axle load

—	the maximum dynamic wheel load

—	the maximum quasi static wheel force.

Longitudinal loads

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

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

b)

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

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

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

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

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

—	Any limitation on the maximum longitudinal braking force applied to the track shall take into account local climatic conditions and the expected number of repeated brake applications (2).

These conditions shall be published in the Infrastructure Register.

Lateral loads

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

—

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

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

4.2.13.2   Lines of category II and III

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

4.2.14   Traffic load on structures

Lines of categories I, II and III

4.2.14.1   Vertical loads

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

—	Load model 71, as set out in EN 1991-2:2003 paragraph 6.3.2 (2)

—	Load model SW/0 for continuous bridges, as set out in EN 1991-2:2003 paragraph 6.3.3 (3)

The load models shall be multiplied by the factor alpha (α) as set out in EN 1991-2:2003 paragraphs 6.3.2 (3) and 6.3.3 (5). The value of α shall be equal to or greater than 1.

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) and 6.4.5.2 (2).

The maximum vertical deflection of a bridge deck shall not exceed the values set out in Annex A2 to EN 1990:2002.

4.2.14.2   Dynamic analysis

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

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

The maximum permitted peak design values of bridge deck acceleration calculated along the line of a track shall not exceed the values set out in Annex A2 to EN 1990:2002.The design of bridges shall take into account the most unfavourable effects of either the vertical loads specified in § 4.2.14.1 or load model HSLM, in accordance with EN 1991-2:2003 paragraph 6.4.6.5 (3).

4.2.14.3   Centrifugal forces

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

4.2.14.4   Nosing forces

The nosing force shall be taken into account in the design of structures as set out in EN 1991-2:2003 paragraphs 6.5.2 (2) and (3). It shall be applied on both straight track and curved track.

4.2.14.5   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 paragraphs 6.5.3 (2), (4), (5) and (6). The direction of the traction and braking forces shall take account of the permitted directions of travel on each track.

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

4.2.14.6   Longitudinal forces due to interaction between structures and track

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

4.2.14.7   Aerodynamic actions from passing trains on line side structures

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

4.2.14.8   Application of the requirements of EN1991-2:2003

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

4.2.15   Global track stiffness

Lines of category I, II and III

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

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

4.2.16   Maximum pressure variations in tunnels

4.2.16.1   General requirements

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

Lines of category I

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

Lines of categories II and III

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

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

4.2.16.2   Piston effect in underground stations

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

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

4.2.17   Effect of crosswinds

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

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

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

If compliance with the safety target cannot be proven without protective measures, either due to the geographic situation or to other specific features of the line, the Infrastructure Manager shall take the necessary measures to maintain the level of cross wind safety, for example by:

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

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

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

4.2.18   Electrical characteristics

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

The track shall deliver insulation required for the signalling currents used by train detection systems. The minimum electrical resistance required is 3 Ωkm. It is permissible for the Infrastructure Manager to require a higher resistance where this is required by particular control command and signalling systems. When insulation is provided by rail fastening system, this requirement is deemed to be met by compliance with section 5.3.2 of the present TSI.

4.2.19   Noise and vibration

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

The study shall also take into account other trains running on the line, the actual track quality (2) and the topological and geographical constraints.

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

4.2.20   Platforms

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

4.2.20.1   Access to the platform

Lines of category I

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

Lines of category II and III

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

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

4.2.20.2   Usable length of the platform

Lines of category I, II and III

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

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

4.2.20.3   Usable width of the platform

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

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

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

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

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

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

4.2.20.4   Platform height

Lines of category I, II and III

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

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

4.2.20.5   Distance from the centre of the track

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

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

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

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

4.2.20.6   Track layout along the platforms

Lines of category I

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

Lines of category II and III

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

4.2.20.7   Prevention of electric shock on platforms

Lines of category I, II and III

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

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

Lines of category I, II and III

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

4.2.21   Fire safety and safety in railway tunnels

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

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

4.2.22   Access to or intrusion into line installations

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

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

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

4.2.23.1   Lateral space alongside tracks

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

On lines of Category II and III, a similar lateral space shall be provided at all locations where this provision is reasonably practicable. Where a space cannot be provided, Railway Undertakings shall be informed of this specific situation by its mention in the Infrastructure Register of the line concerned.

4.2.23.2   Escape walkways in tunnels

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

4.2.24   Distance Markers

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

4.2.25   Stabling tracks and other locations with very low speed

4.2.25.1   Length

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

4.2.25.2   Gradient

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

4.2.25.3   Radius of curvature

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

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

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

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

4.2.26   Fixed installations for servicing trains

4.2.26.1   Toilet discharge

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

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

4.2.26.2   Train external cleaning facilities

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

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

—	500 to 4 300 mm for double-deck trains

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

4.2.26.3   Water restocking equipment

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

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

4.2.26.4   Sand restocking equipment

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

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

4.2.26.5   Refuelling

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

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

4.2.27   Ballast pick-up

Open point

4.3   Functional and technical specification of the interfaces

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

4.3.1   Interfaces with the rolling stock subsystem

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

4.3.2   Interfaces with the energy subsystem

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

4.3.3   Interfaces with the control-command and signalling subsystem

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

4.3.4   Interfaces with the operation subsystem

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

4.3.5   Interfaces with the SRT TSI

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

4.4   Operating rules

4.4.1   Execution of works

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

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

The following general provisions apply:

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

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

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

4.4.2   Notices given to railway undertakings

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

4.4.3   Protection of workers against aerodynamic effects

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

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

4.5   Maintenance rules

4.5.1   Maintenance plan

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

—	a set of limit values;

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

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

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

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

related to the following elements:

—	track cant, quoted in 4.2.7;

—	track geometric quality, quoted in 4.2.10;

—	switches and crossings, quoted in 4.2.12;

—	platform edge, quoted in 4.2.20.

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

—	radius of curvature of stabling tracks quoted in 4.2.25.3.

4.5.2   Maintenance requirements

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

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

4.6   Professional competences

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

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

4.7   Health and safety conditions

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

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

Staff engaged in the maintenance of the HS INS subsystem, when working on or near the track, shall wear reflective clothes, which bear the EC mark

4.8   Register of infrastructure

In accordance with Article 22 (a) of Directive 96/48/EC as amended by Directive 2004/50/EC, the Register of Infrastructure shall indicate the main features of the infrastructure domain or part of it involved and their correlation with the features laid down by the High-Speed Rolling Stock TSI.

Annex D of the present TSI indicates which information concerning the infrastructure domain shall be included in the Register of Infrastructure. The information to be included in the Infrastructure Register required for other subsystems are set in the TSIs concerned.

5.   INTEROPERABILITY CONSTITUENTS

5.1   Definition

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

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

5.1.1   Innovative solutions

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

5.1.2   Novel solutions for track subassembly

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

5.2   List of constituents

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

—	the rail (5.3.1)

—	the rail fastening systems (5.3.2)

—	track sleepers and bearers (5.3.3)

—	switches and crossings (5.3.4)

—	water filling connector (5.3.5).

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

5.3   Constituents performances and specifications

5.3.1   The rail

Lines of categories I, II and III

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

—	rail head profile

—	the design linear mass

—	the steel grade

5.3.1.1   Railhead profile

a)	Plain line The railhead profile shall be selected from the range set out in EN 13674-1:2003 annex A or shall be the profile 60 E2 defined in Annex F of this TSI. Section 4.2.9.2 of this TSI sets out requirements for the rail head profile to respect equivalent conicity.

b)	Switches and crossings The railhead profile shall be selected from the range set out in EN 13674-2:2003 annex A or shall be the profile 60 E2 defined in Annex F of this TSI.

c)

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

5.3.1.2   Design linear mass

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

5.3.1.3   Steel grade

a)	Plain line The steel grade of the rail shall comply with EN13674-1:2003 Chapter 5.

b)	Switches and crossings The steel grade of the rail shall comply with EN13674-2:2003 Chapter 5.

5.3.2   The rail fastening systems

The applicable specifications for the rail fastening system in plain line and switches and crossings are the following:

a)	the minimum resistance to rail longitudinal slip in the fastening system shall be comply with EN 13481-2:2002;

b)	the resistance to repeated loading shall be at least the same as that required for ‘main line’ track according to EN 13481-2:2002;

c)	the dynamic stiffness of the rail pad, shall not exceed 600 MN/m for fastening systems on concrete sleepers;

d)	the minimum electrical resistance required is 5 kΩ, measured in accordance with EN 13146-5. It is permissible for the Infrastructure Manager to require a higher resistance where this is required by particular control command and signalling systems;

5.3.3   Track sleepers and bearers

The applicable specifications for the concrete sleepers interoperability constituent used in the ballasted track described in 6.2.5.1 are the following:

a)	the mass of the concrete sleepers in plain line shall be at least 220 kg,

b)	concrete sleepers in plain line shall have a minimum length of 2,25 m.

5.3.4   Switches and crossings

The switches and crossings contain the interoperability constituents mentioned before.

However, their own design characteristics shall be assessed to confirm they meet the requirements of the following sections of the present TSI:

a)	4.2.12.1 Means of detection and locking

b)	4.2.12.2 Use of swing noses

c)	4.2.12.3 Geometrical characteristics

5.3.5   Water filling connector

The water filling connectors shall be compatible with the water inlet connection described in the High-Speed Rolling Stock TSI.

6.   ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE OF THE CONSTITUENTS AND VERIFICATION OF THE SUBSYSTEMS

6.1.   Interoperability Constituents

6.1.1.   Conformity and suitability for use assessment procedures

The assessment procedure for conformity and suitability for use of interoperability constituents as defined in Chapter 5 of this TSI shall be carried out by application of modules as specified in Annex C to this TSI.

When it is required by the modules specified in Annex C of this TSI, the assessment of conformity and of suitability for use of an interoperability constituent shall be appraised by a Notified Body, with which the manufacturer or his authorised representative established within the Community has lodged the application. The manufacturer of an interoperability constituent or his authorised representative established within the Community shall draw up an EC declaration of conformity or an EC declaration of suitability for use in accordance with Article 13(1) of, and Annex IV section 3 to, Directive 96/48/EC as amended by Directive 2004/50/EC before placing the interoperability constituent on the market.

The conformity or suitability for use of each interoperability constituent shall be assessed against three criteria:

6.1.1.1

Consistency with subsystem requirements. The interoperability constituent will be used as a component of the infrastructure subsystem which will be assessed according to section 6.2 of the TSI. Its use in a subassembly shall not prevent the compliance of the infrastructure subsystem, within which it is intended to be used, with the requirements set out in Chapter 4 of the TSI.

6.1.1.2

Compatibility with other interoperability constituents and components of the subsystem with which it is intended to have interfaces.

6.1.1.3

Compliance with specific technical requirements The compliance with specific technical requirements is set out in Chapter 5 of the TSI (if any).

6.1.2   Definition of ‘Established’, ‘novel’ and ‘innovative’ interoperability constituents

An ‘Established’ interoperability constituent fulfils the following conditions:

a)	it complies with the performances set out in Chapter 5 of the present TSI

b)	it complies with the relevant European standard(s)

c)	it is compatible with other interoperability constituents in the particular type of subassembly within which it is intended to be used.

d)	the particular type of subassembly within which it is intended to be used complies with the performances set out in Chapter 4 of the present TSI insofar as they apply to the subassembly.

A ‘Novel’ interoperability constituent fulfils the following conditions:

e)	it does not meet one or more of requirements a), b) or c) for ‘established’ interoperability constituents.

f)	the particular type of subassembly within which it is intended to be used complies with the performances set out in Chapter 4 of the present TSI insofar as they apply to the subassembly.

The only novel interoperability constituents are the rail, rail fastening systems, track sleepers and bearers

An ‘Innovative’ interoperability constituent fulfils the following condition:

g)	the particular type of subassembly within which it is intended to be used does not comply with the performances set out in Chapter 4 of the present TSI insofar as they apply to the subassembly.

6.1.3.   Procedures to be applied for established and novel interoperability constituents

The following table indicates the procedures to be followed for ‘established’ and ‘novel’ interoperability constituents depending on whether they are placed on the market before or after the publication of this TSI.

	Established	Novel
Placed on the EU market before the publication of this version of the TSI	procedure E1	procedure N1
Placed on the EU market after the publication of this version of the TSI	procedure E2	procedure N2

An example of interoperability constituent where procedure N1 would apply is a rail section already placed on the EU market that is not currently documented in EN 13674-1:2003.

6.1.4.   Procedures to be applied for innovative interoperability constituents

Innovative solutions for interoperability require new specifications and/or new assessment methods.

When a solution proposed to be an Interoperability Constituent is innovative, as defined in the section 6.1.2, the manufacturer shall state the deviations from the relevant section of the TSI. The European Railway Agency shall finalise the appropriate functional and interface specifications of the constituents and develop the assessment methods.

The appropriate functional and interface specifications and the assessment methods shall be incorporated in the TSI by the revision process. As soon as these documents are published, the assessment procedure of the interoperability constituents may be chosen by the manufacturer or his authorised representative established within the Community, as specified in the section 6.1.5.

After entry into force of a decision of the Commission, taken in accordance with Article 21 of Directive 96/48/EC as amended by Directive 2004/50/EC, the innovative solution may be used before being incorporated into the TSI.

6.1.5   Application of modules

The following modules for conformity assessment of interoperability constituents are use for the Infrastructure domain:

A	Internal production control
A1	Internal design control with production verification
B	Type examination
D	Production quality management system
F	Product verification
H1	Full quality Management system
H2	Full quality Management system with design examination
V	Type validation by in service experience (suitability for use)

The table below shows the modules for conformity assessment of interoperability constituent that may be chosen for each of the procedures identified above. The assessment modules are defined in Annex C of this TSI.

procedures	rail	fastenings	sleepers and bearers	Switches and crossings
E1 (*)	A1 or H1	A or H1
E2	B + D or B + F or H1
N1	B + D + V or B + F + V or H1 + V
N2	B + D + V or B + F + V or H2 + V

In the case of ‘novel’ interoperability constituents, a Notified Body appointed by the manufacturer or his authorised representative established within the Community shall check that the intrinsic characteristics and the suitability for use of the constituent under evaluation fulfil the relevant provisions of Chapter 4, which describe the functions required of the constituent in its subsystem, and shall assess the performance of the product in service conditions.

The properties and specifications of the constituent, which contribute to the requirements specified for the subsystem, shall be completely described in the technical file of the interoperability constituent, together with their interfaces, during this initial verification to enable further evaluation as a constituent of the subsystem.

The conformity assessment of ‘established’ and ‘novel’ interoperability constituents shall cover the phases and characteristics as indicated in the tables of Annex A.

6.1.6   Assessment methods for interoperability constituents

6.1.6.1   Interoperability constituents subject to other Community Directives

Article 13(3) of Directive 96/48/EC as amended by Directive 2004/50/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.’

6.1.6.2   Assessment of fastening system

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

—	the combination of rail, rail inclination, rail pad (and its range of stiffness) and type of sleepers or track bearers with which the fastening system may be used

—	the actual electrical resistance provided by the fastening system (section 5.3.2 requires a minimum electrical resistance of 5 kΩ. However, a higher electrical resistance may be required to ensure compatibility with the chosen control command and signalling system).

6.1.6.3   Type validation by in-service experience (suitability for use)

Where module V is applied, the assessment of suitability for use shall be made:

—	with the declared combinations of interoperability constituents and rail inclination

—	on a line where the speed of the fastest trains shall be at least 160 km/h and the heaviest axle load of the rolling stock shall be at least 170 kN

—	with at least 1/3 of the interoperability constituents installed on curves (not applicable for switches and crossings)

—	the duration of the programme for validation (test period) shall be that necessary for a traffic of 20 million gross tons and shall be not less than 1 year.

In the case where assessment of conformity is most effectively undertaken by reference to historical maintenance records, the Notified Body is permitted to use records provided by an Infrastructure Manager or contracting entity with experience in use of the Interoperability Constituent.

6.2   Infrastructure Subsystem

6.2.1   General provisions

At the request of the contracting entity or its authorised representative established within the Community, the Notified Body carries out the EC verification of the infrastructure subsystem in accordance with Article 18 of and Annex VI to Directive 96/48/EC as amended by Directive 2004/50/EC and in accordance with the provisions of the relevant modules as specified in Annex C of this TSI.

If the contracting entity can demonstrate that tests or verifications of an infrastructure subsystem have been successful for previous applications of a design in similar circumstances, the Notified Body shall take these tests and verifications into account for the conformity assessment.

The conformity assessment of the infrastructure subsystem shall cover the phases and characteristics indicated by X in Annex B1, to this TSI.

Where the use of national rules is required by Chapter 4, the corresponding conformity assessment shall be carried out according to procedures under the responsibility of the Member State concerned.

The contracting entity shall draw up the EC declaration of verification for the infrastructure subsystem in accordance with Article 18 of and Annex V to Directive 96/48/EC as amended by Directive 2004/50/EC.

6.2.2   Reserved

6.2.3   Innovative solutions

If a subsystem incorporates a subassembly not intended to comply with the performances set out in Chapter 4 of the present TSI, it is classed as ‘Innovative’.

Innovative solutions for interoperability require new specifications and/or new assessment methods.

When the infrastructure subsystem includes an innovative solution, the contracting entity shall state the deviations from the relevant section of the TSI.

The European Railway Agency shall finalise the appropriate functional and interface specifications of this solution and develop the assessment methods.

The appropriate functional and interface specifications and assessment methods shall be incorporated in the TSI by the revision process. As soon as these documents are published, the assessment procedure for the infrastructure may be chosen by the manufacturer or the contracting entity or his authorised representative established within the Community, as specified in the section. 6.2.4.

After entry into force of a decision of the Commission, taken in accordance with Article 21 of Directive 96/48/EC as amended by Directive 2004/50/EC, the innovative solution may be used before being incorporated into the TSI.

6.2.4   Application of modules

For the verification procedure of the infrastructure subsystem, the contracting entity or its authorised representative in the Community may choose either:

—	the unit verification procedure (module SG) indicated in Annex C.8 of this TSI, or

—	full quality assurance with design examination procedure (module SH2) indicated in Annex C.9 of this TSI.

6.2.4.1   Application of module SH2

The SH2 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 system for design, production, final product inspection and testing, approved and surveyed by a Notified Body.

6.2.4.2   Application of module SG

In the case where assessment of conformity is most effectively undertaken by using track recording vehicle, the Notified Body is permitted to use the results produced by track recording vehicle operated on behalf of the Infrastructure Manager or contracting entity. (See 6.2.6.2).

6.2.5   Technical solutions giving presumption of conformity at design phase

6.2.5.1   Assessment of track resistance

Plain line ballasted track conforming to the following characteristics is deemed to have met the requirements set out in § 4.2.13.1 related to track resistance to longitudinal, vertical and lateral forces:

—	The requirements for track components, defined in Chapter 5 ‘Interoperability constituents’ for the rail (5.3.1), rail fastening systems (5.3.2) and sleepers and bearers (5.3.3) interoperability constituents are met;

—	Concrete sleepers are used throughout, except for short sections not exceeding 10 m, separated from one another by at least 50 m;

—	Ballast type and profile according to national rules are used throughout;

—	There are at least 1 500 rail fastening systems per rail, per kilometre length.

6.2.5.2   Assessment of equivalent conicity

The requirements of section 4.2.9.2 are deemed to have been met by plain line track having the following design characteristics:

—	Rail section 60 E 1 defined in EN 13674-1:2003 with a rail inclination of 1 in 20 and track gauge between 1 435 mm and 1 437 mm

—	Rail section 60 E 1 defined in EN 13674-1:2003 with a rail inclination of 1 in 40 and track gauge between 1 435 mm and 1 437 mm (for speeds less than or equal to 280 km/h only)

—	Rail section 60 E 2 defined in Annex F of this TSI with a rail inclination of 1 in 40 and track gauge between 1 435 mm and 1 437 mm.

6.2.6   Particular requirements for conformity assessment

6.2.6.1   Assessment of minimum infrastructure gauge

Pending the publication of harmonised EN standards relating to gauges, the technical file must contain a description of the associated rules chosen by the Infrastructure Manager in accordance with section 4.2.3.

Assessment of minimum infrastructure gauge is to be made using the results of calculations made by the Infrastructure Manager or the contracting entity on the basis of these associated rules.

6.2.6.2   Assessment of minimum value of mean track gauge

The measurement method for track gauge is given in section 4.2.2 of EN 13848-1.2003.

6.2.6.3   Assessment of track stiffness

As requirements for track stiffness are an open point, no assessment by a Notified Body is needed.

6.2.6.4   Assessment of rail inclination

Rail inclination is only assessed at design phase.

6.2.6.5   Assessment of maximum pressure variation in tunnels

Assessment of maximum pressure variation in the tunnel (10 kPa criterion) is to be made using the results of calculations made by the Infrastructure Manager or the contracting entity on the basis of all operational conditions with all the trains complying with the High Speed Rolling Stock TSI and intended to run in the specific tunnel to be assessed.

The input parameters to be used are to be such that the reference characteristic pressure signature of the trains (defined in High Speed Rolling Stock TSI) is fulfilled.

The reference cross section areas of the interoperable trains to be considered is to be, independently to each motor or trailer vehicle:

—	12 m2 for vehicles designed for GC reference kinematic profile,

—	11 m2 for vehicles designed for GB reference kinematic profile,

—	10 m2 for vehicles designed for smaller kinematic profiles.

The assessment will take into account the construction features which reduce the pressure variation (tunnel entrance shape, shafts, etc.) if any, as well as the tunnel length.

6.2.6.6   Assessment of noise and vibrations

No assessment by the Notified Body is required.

6.3   Assessment of conformity when speed is used as a migration criterion

Section 7.2.5 permits a line to be put into service at a lower speed than the ultimate intended speed.

This section set out requirements for conformity assessment in this circumstance.

Some limiting values sets out in Chapter 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 bringing into service

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

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 plan

Section 4.5 requires the Infrastructure Manager to have for each high-speed line a maintenance plan for the infrastructure subsystem. The Notified Body shall confirm that the maintenance plan exists and contains the items listed in section 4.5.1.

The Notified Body is not responsible for assessing the suitability of the detailed requirements set out in the plan.

The Notified Body shall include copy of the maintenance plan in the technical file required in Article 18(3) of Directive 96/48/EC as amended by Directive 2004/50/EC.

6.5   Assessment of maintenance subsystem

The maintenance subsystem is included in the operational area (see annex II.1 of Directive 96/48/EC as amended by Directive 2004/50/EC. Therefore, there is no EC verification of this subsystem.

According to article 14(2) of directive 96/48/EC as amended by Directive 2004/50/EC, conformity assessment of the maintenance subsystem is in the responsibility of the Member State concerned.

The conformity assessment of the maintenance subsystem shall cover the phases and characteristics indicated by X in Annex B2, to this TSI.

6.6   Interoperable Constituents Not Holding an EC Declaration

6.6.1   General

For a limited period of time, known as the ‘transition period’, interoperability constituents not holding an EC Declaration of Conformity or Suitability for Use may exceptionally be incorporated into subsystems, on the condition that the provisions described in this section are met.

6.6.2   The Transition Period

The transition period shall commence from the entry into force of this TSI and shall last for six years.

Once the transition period has ended, and with the exceptions allowed under section 6.6.3.3 below, interoperability constituents shall be covered by the required EC declaration of conformity and/or suitability for use before being incorporated into the subsystem.

6.6.3   The Certification of Subsystems Containing Non-Certified Interoperability Constituents during the Transition Period

6.6.3.1   Conditions

During the transition period a Notified Body is permitted to issue a certificate of conformity 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 three criteria are complied with:

—	the conformity of the subsystem has been checked in relation to the requirements defined in chapter 4 of this TSI by the Notified Body, and

—	through carrying out additional assessments the Notified Body confirms that the conformity and/or the suitability for use of the interoperability constituents is in accordance with the requirements of chapter 5, and

—	the interoperability constituents, which are not covered by the relevant EC declaration of conformity and/or suitability for use, shall have been used in a subsystem already put in service in at least one of the Member States before the entry in force of this TSI.

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

6.6.3.2   Notification

The certificate of conformity of the subsystem shall indicate clearly which interoperability constituents have been assessed by the Notified Body as part of the subsystem verification.

The EC declaration of verification of the subsystem shall indicate clearly:

—	Which interoperability constituents have been assessed as part of the subsystem;

—	Confirmation that the subsystem contains the interoperability constituents identical to those verified as part of the subsystem;

—	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.

6.6.3.3   Lifecycle Implementation

The production or upgrade/renewal of the subsystem concerned must be completed within the six years of the transition period. Concerning the subsystem lifecycle:

—	During the transition period and

—	under the responsibility of the body having issued the declaration of EC verification of the subsystem

the interoperability constituents which do not hold an EC declaration of conformity and/suitability for use and are of the same type built by the same manufacturer are permitted to be used for maintenance related replacements and as spare parts for the subsystem.

After the transition period has ended and

—	until the subsystem is upgraded, renewed or replaced and

—	under the responsibility of the body having issued the declaration of EC verification of the subsystem

the interoperability constituents which do not hold an EC declaration of conformity and/suitability for use and are of the same type built by the same manufacturer may continue to be used for maintenance related replacements.

6.6.4   Monitoring Arrangements

During the transition period Member States shall monitor:

—	The number and type of interoperability constituents introduced on the market within their own State;

—	Ensure that, where a subsystem is presented for authorisation, reasons for non-certification of the interoperability constituent by the manufacturer are identified;

—	Notify, to the Commission and to the other Member States, the details of the non-certified IC and the reasons for non-certification.

7.   IMPLEMENTING THE INFRASTRUCTURE TSI

7.1.   Application of this TSI to High-Speed lines to be put into service

Chapters 4 to 6 and any specific provisions in paragraph 7.3 below apply in full to the lines coming within the geographical scope of this TSI (cf. paragraph 1.2) which will be put into service after this TSI enters into force.

7.2.   Application of this TSI to High-Speed lines already in service

Strategy described in this TSI applies to upgraded and renewed lines in accordance with the conditions laid down in article 14(3) of the Directive 96/48/EC as amended by Directive 2004/50/EC. In this particular context, the migration strategy indicates the way existing installations shall be adapted when it is economically justified to do so. The following principles apply in the case of the TSI on infrastructure.

7.2.1.   Classification of works

Modification of existing lines to bring them into conformity with the TSIs entails high investment costs and, consequently, can only be progressive.

Taking into account the foreseeable life span of the different parts of the infrastructure subsystem the list of those parts in descending order of difficulty of modification is as follows:

Civil engineering:

—	line layout (radius of curves, the distance between track centres, rising and falling gradients),

—	tunnels (clearance and cross-sectional area),

—	railway structures (resistance to vertical loads),

—	road structures (clearances),

—	stations (passenger platforms);

Track construction:

—

subgrade,

—	switches and crossings,

—	plain line track;

Miscellaneous equipment and maintenance facilities.

7.2.2.   Parameters and specifications concerning civil engineering

They will be brought into conformity in the course of major civil engineering upgrading projects intended to improve line performance.

The elements concerning civil engineering involve the most constraints, since more often than not they can only be modified when complete restructuring work is carried out (structures, tunnels, earth works).

Dynamic analysis, if needed according to clause 4.2.14.2 of the present TSI

—	is required in case of upgrading of existing lines,

—	is not required in case of renewal of existing lines.

7.2.3.   Parameters and characteristics concerning track construction

They are less critical as regards partial modifications, either because they can be gradually modified by areas of limited geographical extent or because certain components can be modified independently of the whole of which they form part.

They will be brought into conformity in the course of major infrastructure upgrading projects intended to improve line performance.

It is possible to gradually replace all or part of the superstructure elements by elements in conformity with the TSI. In such cases, account must be taken of the fact that each of these elements taken in isolation does not make it possible on its own to ensure the conformity of the whole: the conformity of a subsystem can only be stated globally, i.e. when all the elements have been brought into conformity with the TSI.

Intermediate stages may, in this case, prove necessary in order to maintain the compatibility of the superstructure with the provisions of other subsystems (control and command and signalling, energy), as well as with the movement of trains not covered by the TSI.

7.2.4.   Parameters and characteristics concerning miscellaneous equipment and maintenance facilities

They will be brought into conformity in accordance with the needs expressed by operators using the stations and maintenance facilities concerned.

7.2.5.   Speed as migration criterion

It is permissible to bring a line into service at a lower speed than its ultimate intended speed. However, when it is the case the line should not be constructed in a way that inhibits eventual adoption of the ultimate intended speed.

For example the distance between track centres shall be suitable for the intended line speed but the cant will need to be appropriate to the speed at the time the line is brought into service.

Requirements for assessment of conformity in this circumstance are set out in section 6.3.

7.3.   Specific cases

The following specific cases are authorised on particular networks. These specific cases are classified as:

—	‘P’ cases: permanent cases

—

‘T’ cases: temporary cases, where it is recommended that the target system is reached by 2020 (an objective set in Decision No 1692/96/EC of the European Parliament and Council of 23 July 1996 on Community guidelines for the development of the trans-European transport network, as amended by Decision No 884/2004/EC)

7.3.1.   Particular features on the German network

7.3.1.1   Lines of category I

P cases

Maximum falling and rising gradients

On the high-speed line between Cologne and Frankfurt (Rhein-Main), the maximum falling and rising gradients have been set at 40 ‰.

T cases

None

7.3.1.2   Lines of category II and III

P cases

None

T cases

None

7.3.2.   Particular features on the Austrian network

7.3.2.1   Lines of category I

P cases

Minimum length of passenger platform

The minimum length for passenger platforms is reduced to 320 m

T cases

None

7.3.2.2   Lines of category II and III

P cases

Minimum length of passenger platform

The minimum length for passenger platforms is reduced to 320 m

T cases

None

7.3.3.   Particular features on the Danish network

P cases

Minimum length of passenger platforms and stabling tracks

On the lines of the Danish network, the minimum length for passenger platforms and stabling tracks is reduced to 320 m.

T cases

None

7.3.4.   Particular features on the Spanish network

7.3.4.1   Lines of category I

P cases

Track gauge

With the exception of the high-speed lines between Madrid and Seville, and between Madrid and Barcelona to the French border, the lines of the Spanish network are laid with a track gauge of 1 668 mm.

7.3.4.2   Lines of category II and III

P cases

Track gauge

Lines of category II and III are laid with a track gauge of 1 668 mm.

Track centre distance

On lines of category II and III, the distance between track centres may be reduced to a nominal value of 3 808 m.

T cases

None

7.3.5.   Particular features on the Finnish network

7.3.5.1   Lines of category I

P cases

Track gauge

The nominal track gauge is 1 524 mm.

Minimum infrastructure gauge

The minimum infrastructure gauge must allow running of the trains built to loading gauge FIN 1 defined in High-Speed Rolling Stock TSI.

Equivalent conicity

Minimum values of mean gauges are

Speed range	Minimum value of mean gauge over 100 m
≤ 160	Assessment not required
> 160 and ≤ 200	1 519
> 200 and ≤ 230	1 521
> 230 and ≤ 250	1 522
> 250 and ≤ 280	1 523
> 280 and ≤ 300	1 523
> 300	1 523

The spacing of active faces to use in section 4.2.9.2 calculations are 1 511 mm and 1 505 mm.

Free wheel passage in switches

Maximum value of free passage in switches is 1 469 mm.

Fixed nose protection

Minimum value of the fixed nose protection is 1 478 mm.

Free wheel passage at crossing nose

Maximum value of free wheel passage at the crossing nose is 1 440 mm.

Free wheel passage at check/wing rail entry

Maximum value of free wheel passage at the check/wing rail entry is 1 469 mm.

Minimum flange way width

Minimum flange way width is 41 mm.

Excess height of check rail

Maximum value of the height of the check rail is 55 mm.

Platform length

The minimum length of the platform is 350 m.

Distance of platform edge from the centre of the track

The nominal distance of the platform edge from the centre of the track shall be 1 800 mm at the platform height of 550 mm.

T cases

None

7.3.5.2   Lines of category II and III

P cases

Same cases apply than for category I lines.

T cases

None

7.3.6.   Particular features on the British network

7.3.6.1   Lines of category I

P cases

None

T Cases

None

7.3.6.2   Lines of category II

P cases

Minimum infrastructure gauge (section 4.2.3)

1.   The UK1 (Issue 2) profiles

The High-Speed Rolling Stock TSI defines UK1 (Issue 2) profiles.

UK1 (Issue 2) has been defined using a number of methodologies appropriate to the British railway infrastructure, which allows maximum use of limited space.

The UK1 (Issue 2) gauge consists of 3 profiles, UK1[A], UK1[B], UK1[D].

Under this classification, [A] gauges are vehicle gauges with no reliance on infrastructure parameters, [B] gauges are vehicle gauges that contain limited (specific) vehicle suspension movement, but do not include over-throws, and [D] gauges are templates defining the maximum infrastructure space available on straight and level track.

The infrastructure shall be compliant with UK1 profiles in accordance with the following rules:

2.   UK1[A] Profile

Below 1 100 mm ARL, the fixed infrastructure gauge defined in Railway Group Standard GC/RT5212 (Issue 1, February 2003) shall be applied. This gauge provides an optimum limiting position for platforms and equipment designed to be in close proximity to the trains and is consistent with the UK1[A] profile defined the High Speed Rolling stock TSI.

Where existing infrastructure does not comply with the lower sector structure gauge defined in GC/RT5212 (Issue 1, February 2003), reduced tolerances clearances may be permitted subject to suitable control measures being in place. These measures are set out in GC/RT5212 (Issue 1, February 2003).

3.   UK1[B] Profile

The UK1[B] profile relates to the nominal track position. It includes an allowance for low fixity lateral and vertical track tolerances, and assumes a maximum dynamic movement of the vehicle of 100 mm (lateral, vertical, roll, vehicle tolerances and vertical curvature).

In applying a declared UK1[B] profile, this shall be adjusted for overthrow on horizontal curves (using the formulae described in section 5 below) using the following values:

Bogie Centres	17 000 m
Overall Length	24 042 m of full body width

Clearances to the UK1[B] profile shall be provided in accordance with the requirements of GC/RT5212 (Issue 1, February 2003).

4.   UK1[D] Profile

The UK1[D] profile relates to the nominal track position. A vehicle declared to be UK1[D] compliant will have appropriate body section dimensions, geometric arrangements and dynamic movements defined according to an approved methodology, which have been used to calculate the swept envelope.

No point on the infrastructure shall intrude into the gauge line defined by UK1[D]. No allowance need be made for overthrow on curves.

Where vehicles declared compliant with UK1[D] have been granted route acceptance, in agreement with the Infrastructure Manager, clearances to these vehicles shall be provided in accordance with the requirements of GC/RT5212 (Issue 1, February 2003).

5.   Calculation of overthrow on curves

This section sets out the calculation for the enlargement of a vehicle swept envelope that results from travelling around a curve. It applies to the Infrastructure Manager. The calculations are identical to, but expressed differently from those given in the High Speed Rolling Stock TSI for the calculation of width reduction.

The overthrows at a point on a vehicle body is the difference between the radial distance from the track centreline to the point (Rdo or Rdi), and the lateral distance from the vehicle centreline to the point (Wo or Wi). This is calculated with the vehicle stationary.

Consider a vehicle with bogie centres L, and a bogie axle semi-spacing of ao (The actual axle spacing is 2 × ao)

The inner overthrow of a point Ui from the centre of a vehicle is:

The outer overthrow of a point Uo from the centre of the vehicle is:

Where

Note that the same calculations can be used for calculating vertical overthrows.

Distance between track centres (section 4.2.4)

Section 4.2.4 of this TSI requires, for a maximum permitted speed V ≤ 230 km/h, that ‘At the design stage, the minimum distance between main track centres on lines ... upgraded for high-speed is ... if < 4,00 m, determined on the basis of the reference kinematic profile (§ 4.2.3)’.

The reference profile to be used is the UK1 (Issue 2) profile set out in Chapter 7 of the High Speed Rolling Stock TSI and section 7.3.6 of this TSI.

This requirement can be met by a distance between track centres of 3 400 mm on straight track and curved track with a radius of 400 m or greater.

Platforms (section 4.2.20)

1.   Platform height

For platforms on upgraded lines in Great Britain where trains complying with the High Speed Rolling Stock TSI are intended to stop in normal commercial operation, the height at the edge of the platform shall be 915 mm (within a tolerance of + 0, - 50 mm) measured at right angles to the plane of the rails of the track adjacent to the platform.

2.   Platform horizontal distance (platform offset)

For platforms on upgraded lines in Great Britain where trains complying with the High Speed Rolling Stock TSI are intended to stop in normal commercial operation, the platform edge shall be the minimum distance from the adjacent track (within a tolerance of + 15, - 0 mm) consistent with the lower sector structure gauge set out in Appendix 1 to Railway Group Standard GC/RT5212 (Issue 1, February 2003).

For most rolling stock, this requirement is met on curves with radii greater than or equal to 360 m by a platform offset of 730 mm (within a tolerance of + 15, - 0 mm). Appendix 1 to Railway Group Standard GC/RT5212 (Issue 1, February 2003) sets out exceptions where Class 373 (Eurostar) trains or 2,6 m wide containers are required to pass the platform. Appendix 1 to Railway Group Standard GC/RT5212 (Issue 1, February 2003) also sets out requirements where the curve radius is less than 360 m

3.   Minimum platform length

For platforms on upgraded lines in Great Britain where trains complying with the High Speed Rolling Stock TSI are intended to stop in normal commercial operation, the usable length of the platform shall be at least 300 m.

The length of platforms on upgraded lines in Great Britain where trains complying with the High Speed Rolling Stock TSI are intended to stop in normal commercial operation shall be indicated in the Infrastructure Register.

T Cases

None

7.3.6.3   Lines of category III

P cases

All specific P cases applicable to Category II lines also apply to Category III lines.

T Cases

None

7.3.7.   Particular features on the Hellenic network

7.3.7.1   Lines of category I

P cases

None

T cases

None

7.3.7.2   Lines categories II and III

P cases

Structure gauge

The structure gauge of the line Athinai-Thessaloniki-Idomeni and Thessaloniki-Promahona is GB but in some sections of the lines is limited to GA

The structure gauge on the line Athinai-Kiato is GB.

Minimum length of passenger platforms and stabling tracks

On the line Athinai-Thessaloniki-Idomeni and Thessaloniki-Promahona, the minimum usable length for passenger platforms and stabling tracks is 200 m.

On Promahona station: 189 m.

On the line Athinai-Kiato the minimum usable length for passenger platforms and stabling tracks are as follows:

On the SKA, Megara, Ag.Theodoroi and Kiato Stations: 300 m

On Thriasio station: 150 m

On Magula station: 200 m

Track gauge

The Athinai — Patras line is laid to a gauge of 1 000 mm. A gradual upgrading to the gauge of 1 435 mm is foreseen.

T cases

None

7.3.8.   Particular features on Ireland and Northern Ireland networks

P cases

Structure gauge

The minimum structure gauge to be used on the lines in Ireland and Northern Ireland is the IRL1 Irish standard structure gauge.

Notes:

1.	On horizontal curves, due allowance must be made for curvature and cant effects.

2.	On vertical curves, due allowance must be made for the effects of such curvature.

3.	The underclearance protrusion limit of 60 mm for structures is subject to all the restrictions set down in standard PW4. The protrusion figure is zero for the Dublin Suburban Area (see standard PW4 for minor exceptions).

4.

Bridges: (a) The vertical height of 4 830 mm is a finished height. If extra ballast is proposed, or a track fit is necessary, in order to improve longitudinal profile, a greater height must be provided. Under certain circumstances the figure of 4 830 may be reduced to 4 690 mm. (b) Bridge and structure heights must be increased by the values given in Table A, where cant is involved. Table A CANT H 0 4 830 10 4 843 20 4 857 30 4 870 40 4 883 50 4 896 60 4 910 70 4 923 80 4 936 90 4 949 100 4 963 110 4 976 120 4 989 130 5 002 140 5 016 150 5 029 160 5 042 165 5 055 (c) Bridge abutments must be 4 500 mm from nearest running edge subject to curvature effects. (d) If electrification is envisaged and there is a level crossing nearby, the vertical clearance must be increased to 6 140 mm.

5.	There is an allowance for a 700 mm wide walkway. Where no walkway is provided, the dimension referred to may be reduced to 1 790 mm.

6.	See standard PW39 for comprehensive schedule of platform widths.

Track gauge

The railway networks of Ireland and Northern Ireland are made up of lines laid to a gauge of 1 602 mm. By application of Article 7(b) of Council Directive 96/48/EC as amended by Directive 2004/50/EC, projects for new lines in Ireland and Northern Ireland shall keep that gauge.

Minimum radius of curvature

As a track gauge of 1 602 mm will be kept, the provisions of the present TSI concerning the minimum curve radius and the associated elements (track cant and cant deficiency) are not applicable on the railway networks of Ireland and Northern Ireland.

Minimum length of passenger platforms and stabling tracks

On the lines of Ireland and Northern Ireland networks, the minimum usable length for passenger platforms and stabling tracks used by high-speed trains is set at 215 m.

Platform height

On the lines of Ireland and Northern Ireland networks, platforms shall have a design height of 915 mm. Platform heights shall be chosen so as to make optimal use of the step positions on trains built to the IRL1 loading gauge.

Distance between track centres

The minimum distance between track centres on existing lines in Ireland and Northern Ireland shall be increased in advance of upgrading to ensure safe passing clearance between trains.

7.3.9.   Particular features on the Italian network

7.3.9.1   Lines of category I, II and III

Distance of the platform from the centre of the track for the platforms with the height of 550 mm

P cases

On the lines of the Italian network, for the platforms with the height of 550 mm, the nominal distance L from the track centre parallel to the running plane is obtained from the formula:

on straight track and inside the curves:
outside the curves:

where δ is the angle of the cant with the horizontal line.

T cases

None

7.3.10.   Particular features on the Netherlands network

7.3.10.1   Lines of category I

P cases

None

T cases

None

7.3.10.2   Lines of category II and III

P cases

Platform height is 840 mm

T cases

None

7.3.11.   Particular features on the Portuguese network

7.3.11.1   Lines of category I

P cases

None

T cases

None

7.3.11.2   Lines of category II and III

P cases

Track gauge of 1 668 mm

T cases

None

7.3.12.   Particular features on the Swedish network

7.3.12.1   Lines of category I

P cases

Minimum platform length

The minimum platform length is reduced to 225 m.

Stabling tracks: minimum length

The length of stabling tracks may be limited so as to accommodate for a maximum train length of 225 m.

Platforms — distance from centre of track

The nominal distance L from the track centre parallel to the running plane shall be,

L = 1 700 mm + Si, o L (mm), S (mm)

where S is depending on curve radii (R) and installed cant (D) obtained from the formula:

For inner curves:

Si = 41 000 /R + D/3*	(for platform height 580 mm)
	(for platform height 730 mm D/2)*

For outer curves:

So = 31 000/R - D/4

R (m), D (mm)

Tolerances for the (positioning) nominal distance L (1 700 mm) of the platform edges are in mm:

New construction:	- 0, + 40
Maintenance tolerance:	- 30, + 50
Safety limit tolerance:	- 50

T cases

None

7.3.12.2   Lines of category II

P cases

Same cases apply than for category I lines.

T cases

Platform height

The nominal platform height is 580 mm or 730 mm

7.3.12.3   Lines of category III

P cases

Same cases apply than for category I lines.

T cases

Platform height

The nominal platform height is 580 mm or 730 mm

7.3.13.   Particular features on the Polish network

P cases

Structure gauge

The structure gauge must allow trains built to gauge GB and OSZD 2-SM (see diagram below)

7.4.   TSI Revision

In conformity with article 6(3) of Directive 96/48/EC as amended by Directive 2004/50/EC, the Agency shall be responsible for preparing the review and updating of TSIs and making appropriate recommendations to the Committee referred to in Article 21 of this directive in order to take account of developments in technology or social requirements. In addition, the progressive adoption and revision of other TSIs may also impact this TSI. Proposed changes to this TSI shall be subject to rigorous review and updated TSIs will be published on an indicative periodic basis of 3 years. This will also include the possibility of including noise parameters for infrastructure.

The study shall be limited to only those routes that are required to be noise-mapped under the Environmental Noise Directive 2002/49/EC of 22 June 2002. Infrastructure treatments to be referred to shall be restricted to measures at source, e.g. railhead roughness control and the acoustic optimisation of track dynamic characteristics.

7.5.   Agreements

7.5.1.   Existing agreements

Member States shall notify the Commission, within 6 months after the entry into force of this TSI, of the following agreements under which the subsystems related to the scope of this TSI (construction, renewal, upgrading, placing in service, operation and maintenance of subsystems as defined in Chapter 2 of this TSI) are operated:

—	national, bilateral or multilateral agreements between Member States and Infrastructure Managers or Railway Undertakings, agreed on either a permanent or temporary basis, and required due to the very specific or local nature of the intended transport service;

—	bilateral or multilateral agreements between Infrastructure Managers, Railway Undertakings or between Member States, which deliver significant levels of local or regional interoperability;

—

international agreements between one or more Member States and at least one third country, or between Infrastructure Managers or Railway Undertakings of Member States and at least one Infrastructure Manager or Railway Undertaking of a third country, which deliver significant levels of local or regional interoperability.

Continued operation/maintenance of the subsystems in the scope of this TSI covered by these agreements shall be permitted as far as they do comply with Community legislation.

The compatibility of these agreements with EU legislation including their non-discriminatory character and, in particular, this TSI, will be assessed and the Commission will take the necessary measures such as, for example, the revision of this TSI to include possible specific cases or transitional measures.

7.5.2.   Future agreements

Any future agreement or modification of existing agreements shall take into account EU legislation and, in particular, this TSI. Member States shall notify the Commission with such agreements/modifications. The same procedure of § 7.5.1 then applies.

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(1)  Sections of Annex III of Directive 96/48/EC, as amended by Directive 2004/50/EC.

(2)  The rail temperature increase due to energy dissipated in it amounts to 0,035 oC per kN of braking force per rail string; this corresponds (for both rail strings) to rail temperature increases of around 6 oC per train in case of emergency braking.

(2)  It must be underlined that actual track quality is not the reference track quality defined to assess rolling stock against pass-by noise limits.

(*)  In the case of established products placed on the market before the publication of this version of the TSI, the type is considered to have been approved and therefore type examination (module B) is not necessary. However, the manufacturer shall demonstrate 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, procedure E2 applies.