1.

1.1.

1.2.

1.3.

2.

2.1.

2.2.

2.3.

2.4.

2.5.

3.

4.

4.1.

4.2.

4.2.1.

4.2.2.

4.2.3.

4.2.4.

4.2.5.

4.2.6.

4.2.7.

4.2.8.

4.2.9.

4.2.10.

4.2.11.

4.2.12.

4.3.

4.3.1.

4.3.2.

4.3.3.

4.3.4.

4.4.

4.5.

4.5.1.

4.5.2.

4.6.

4.7.

5.

5.1.

5.2.

5.3.

5.3.1.

5.3.2.

5.3.3.

6.

6.1.

6.1.1.

6.1.2.

6.1.3.

6.1.4.

6.1.5.

6.2.

6.2.1.

6.2.2.

6.2.3.

6.2.4.

6.2.5.

6.3.

6.4.

6.5.

6.5.1.

6.5.2.

6.5.3.

6.6.

6.6.1.

6.6.2.

6.6.3.

7.

7.1.

7.2.

7.3.

7.3.1.

7.3.2.

7.3.3.

7.3.4.

7.4.

7.5.

7.6.

7.7.

7.7.1.

7.7.2.

7.7.3.

7.7.4.

7.7.5.

7.7.6.

7.7.7.

7.7.8.

7.7.9.

7.7.10.

7.7.11.

7.7.12.

7.7.13.

7.7.14.

7.7.15.

7.7.16.

7.7.17.

7.7.18.

7.7.19.

Appendix A —

Appendix B —

Appendix C —

Appendix D —

Appendix E —

Appendix F —

Appendix G —

Appendix H —

Appendix I —

Appendix J —

Appendix K —

Appendix L —

Appendix M —

Appendix N —

Appendix O —

Appendix P —

Appendix Q —

Appendix R —

Appendix S —

Appendix T —

(1)

In accordance with Article 5(3) of Directive 2008/57/EC, this TSI:

In accordance with Article 5(5) of the Directive 2008/57/EC, provisions for specific cases are indicated in section 7.

(2)

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

(a)

the infrastructure structural subsystem

(b)

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

(a)

Line layout,

(b)

Track parameters,

(c)

Switches and crossings,

(d)

Track resistance to applied loads,

(e)

Structures resistance to traffic loads,

(f)

Immediate action limits on track geometry defects,

(g)

Platforms,

(h)

Health, safety and environment,

(i)

Provision for operation,

(j)

Fixed installations for servicing trains.

(a)

Rolling stock subsystem,

(b)

Energy subsystem,

(c)

Control command and signalling subsystem,

(d)

Traffic operation and management subsystem.

(1)

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

(2)

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

(3)

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

(4)

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

(5)

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

(6)

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

(1)

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

(2)

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

(3)

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

(4)

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

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

(5)

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

(6)

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

(7)

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

Table 2

Performance parameters for passenger traffic

Table 3

Performance parameters for freight traffic

(8)

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

(9)

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

(10)

Article 5(7) of Directive 2008/57/EC states:

‘The TSIs shall not be an impediment to decisions by the Member States concerning the use of infrastructures for the movement of vehicles not covered by the TSIs.’

It is therefore allowed to design new and upgraded lines such that will also accommodate larger gauges, higher axle loads, greater speeds, greater usable length of platform and longer trains than those specified.

(11)

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

(12)

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

A.

Line layout:

B.

Track parameters:

C.

Switches and crossings

D.

Track resistance to applied loads

E.

Structures resistance to traffic loads

F.

Immediate action limits on track geometry defects

G.

Platforms

H.

Health, safety and environment

I.

Provision for operation

J.

Fixed installations for servicing trains

K.

Maintenance rules

(1)

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

(2)

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

(3)

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

(4)

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

(5)

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

(6)

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

(7)

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

(8)

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

(1)

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

(2)

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

(3)

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

(4)

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

(5)

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

(1)

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

(2)

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

Table 4

Minimum nominal horizontal distance between track centres

(3)

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

(4)

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

Table 5

Minimum nominal horizontal distance between track centres for the 1 520 mm track gauge system

(5)

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

Table 6

Minimum nominal horizontal distance between track centres for the 1 668 mm track gauge system

(6)

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

(1)

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

(2)

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

(3)

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

(1)

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

(2)

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

(3)

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

(1)

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

(2)

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

(3)

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

(4)

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

(1)

European standard nominal track gauge shall be 1 435 mm.

(2)

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

(3)

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

(4)

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

(1)

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

Table 7

Design cant [mm]

(2)

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

(3)

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

D ≤ (R – 50)/1,5

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

(4)

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

(5)

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

(6)

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

(7)

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

D ≤ 0,9 * (R – 50)

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

(8)

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

(1)

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

Table 8

Maximum cant deficiency [mm]

(2)

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

(3)

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

(4)

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

Table 9

Maximum cant deficiency for the 1 668 mm track gauge system [mm]

(1)

The maximum values of abrupt change of cant deficiency shall be:

(2)

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

(3)

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

(4)

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

(1)

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

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

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

(2)

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

(3)

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

Table 10

Equivalent conicity design limit values

(4)

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

For SR1 and SR2 the following values apply:

(5)

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

(1)

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

(2)

The design of railhead profiles for plain line shall comprise:

Figure 1

Railhead profile

(3)

These requirements are not applicable to expansion devices.

(1)

The rail shall be inclined towards the centre of the track.

(2)

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

(3)

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

(1)

The rail shall be designed to be either vertical or inclined.

(2)

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

(3)

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

(4)

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

(5)

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

(a)

the axle load selected according to point 4.2.1;

(b)

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

(c)

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

(1)

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

(2)

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

(3)

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

(a)

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

(b)

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

(1)

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

(2)

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

(3)

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

Table 11

Factor alpha (a) for the design of new structures

(1)

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

(2)

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

(3)

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

(1)

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

(2)

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

(1)

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

(2)

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

(3)

The following cases are relevant:

(4)

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

(1)

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

(2)

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

(1)

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

(2)

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

(1)

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

(2)

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

(3)

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

(4)

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

(5)

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

(6)

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

(1)

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

Table 12

Immediate action limits of track gauge

(2)

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

Table 13

Immediate action limits of track gauge for 1 520 mm track gauge system

(3)

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

(1)

The maximum cant allowed in service is 180 mm.

(2)

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

(3)

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

(4)

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

(5)

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

(1)

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

(2)

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

(3)

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

(4)

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

(1)

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

(2)

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

(1)

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

(2)

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

(3)

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

(4)

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

(5)

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

(1)

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

(2)

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

bqlim ≤ bq ≤ bqlim + 50 mm.

(3)

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

(4)

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

(1)

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

(2)

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

(1)

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

(2)

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

(1)

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

(2)

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

(3)

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

(4)

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

(1)

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

(2)

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

(3)

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

(1)

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

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

(2)

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

Table 14

Equivalent conicity in service limit values for the track (for the purpose of joint investigation)

(3)

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

(1)

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

(2)

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

(1)

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

(2)

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