LegalizeCommission Regulation (EU) No 1299/2014 of 18 November 2014 on the technical specifications for interoperability relating to the ‘infrastructure’ subsystem of the rail system in the European Union Text with EEA relevance
COMMISSION REGULATION (EU) No 1299/2014 of 18 November 2014 on the technical specifications for interoperability relating to the ‘infrastructure’ subsystem of the rail system in the European Union (Text with EEA relevance)
Article 1
Subject matter
The technical specification for interoperability (TSI) relating to the ‘infrastructure’ subsystem of the rail system in the entire European Union, as set out in the Annex, is hereby adopted.
Article 2
Scope
Article 3
Open points
Within six months of the entry into force of this Regulation, each Member State shall send to the other Member States and the Commission of the following information, unless such information has already been sent to them under Decisions 2008/217/EC or 2011/275/EU:
(a) the national rules referred to in paragraph 1;
(b) the conformity assessment and verification procedures to be carried out to apply the national rules referred to in paragraph 1;
(c) the bodies designated to carry out the conformity assessment and verification procedures with respect to the open points.
Article 4
Specific cases
Within six months of the entry into force of this Regulation, each Member State shall notify to the other Member States and the Commission the following information:
(a) the national rules referred to in paragraph 1;
(b) the conformity assessment and verification procedures to be carried out to apply the national rules referred to in paragraph 1;
(c) the bodies designated to carry out the conformity assessment and verification procedures for the national rules relating to the specific cases set out in point 7.7 of the Annex.
Article 5
Notification of bilateral agreements
Article 6
Projects at an advanced stage of development
Article 7 (2) of Directive (EU) 2016/797 applies.
Article 7
‘EC’ certificate of verification
During the transitional period set out in paragraph 1:
(a) the reasons for non-certification of any interoperability constituents shall be properly identified by the notified body before granting the ‘EC’ certificate pursuant to Article 15 of Directive (EU) 2016/797;
(b) the national safety authorities, pursuant to Article 16(2)(d) of Directive (EU) 2016/798 of the European Parliament and of the Council (2), shall report on the use of non-certified interoperability constituents in the context of authorisation procedures in their annual report referred to in Article 19 of Directive (EU) 2016/798.
Article 8
Conformity assessment
Article 9
Implementation
Without prejudice to Article 20 of Directive 2008/57/EC, Member States shall prepare a national implementation plan, describing their actions to comply with this TSI, in accordance with section 7 of the Annex. Member States shall send their national implementation plan to the other Member States and the Commission by 31 December 2015. Member States that have already sent their implementation plan do not have to send it again.
Article 10
Innovative solutions
Article 11
Repeal
Decisions 2008/217/EC and 2011/275/EU are repealed with effect from 1 January 2015.
They shall however continue to apply to:
(a) subsystems authorised in accordance with those Decisions;
(b) projects for new, renewed or upgraded subsystems which, at the date of publication of this Regulation, are at an advanced stage of development or are the subject of an on-going contract.
Article 12
Entry into force
This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union.
It shall apply from 1 January 2015. However, an authorisation for placing in service may be granted in accordance with the TSI as set out in the Annex to this Regulation before 1 January 2015.
This Regulation shall be binding in its entirety and directly applicable in all Member States.
ANNEX
1. INTRODUCTION
1.1. Technical Scope
This TSI concerns the infrastructure subsystem and part of the maintenance subsystem of the Union rail system in accordance with Article 1 of Directive (EU) 2016/797.
The infrastructure and the maintenance subsystems are defined respectively in points 2.1 and 2.8 of Annex II to Directive (EU) 2016/797.
The technical scope of this TSI is further defined in Article 2(1), 2(5) and 2(6) of this Regulation.
1.2. Geographical Scope
The geographical scope of this TSI is defined in Article 2(4) of this Regulation.
1.3. Content of this TSI
(1) In accordance with Article 4(3) of Directive (EU) 2016/797, this TSI: (a) indicates its intended scope (section 2); (b) lays down essential requirements for the infrastructure and part of the maintenance subsystems (section 3); (c) establishes the functional and technical specifications to be met by the infrastructure and part of the maintenance subsystems and its interfaces vis-à-vis other subsystems (section 4); (d) specifies the interoperability constituents and interfaces which must be covered by European specifications, including European standards, which are necessary to achieve interoperability within the Union rail system (section 5); (e) states, in each case under consideration, which procedures are to be used in order to assess the conformity or the suitability for use of the interoperability constituents, on the one hand, or the EC verification of the subsystems, on the other hand (section 6); (f) indicates the strategy for implementing this TSI (section 7); (g) indicates, for the staff concerned, the professional qualifications and health and safety conditions at work required for the operation and maintenance of the infrastructure subsystem, as well as for the implementation of this TSI (section 4); (h) indicates the provisions applicable to the existing infrastructure subsystem, in particular in the event of upgrading and renewal and, in such cases, the modification work which requires an application for a new authorisation; (i) indicates the parameters of infrastructure subsystem to be checked by the railway undertaking and the procedures to be applied to check those parameters after the delivery of the vehicle authorisation for placing on the market and before the first use of the vehicle to ensure compatibility between vehicles and the routes on which they are to be operated. In accordance with Article 4(5) of the Directive (EU) 2016/797, provisions for specific cases are indicated in section 7.
(2) Requirements in this TSI are valid for all track gauge systems within the scope of this TSI, unless a paragraph refers to specific track gauge systems or to specific nominal track gauges.
2. DEFINITION AND SCOPE OF SUBSYSTEM
2.1. Definition of the infrastructure subsystem
This TSI covers:
(a) the infrastructure structural subsystem
(b) the part of the maintenance functional subsystem relating to the infrastructure subsystem (that is: washing plants for external cleaning of trains, water restocking, refuelling, fixed installations for toilet discharge and electrical shore supplies).
The elements of the infrastructure subsystem are described in point 2.1 of Annex II to Directive (EU) 2016/797.
The elements of the maintenance subsystem are described in point 2.8 of Annex II to Directive (EU) 2016/797.
The scope of this TSI therefore includes the following aspects of the infrastructure subsystem:
(a) Line layout,
(b) Track parameters,
(c) Switches and crossings,
(d) Track resistance to applied loads,
(e) Structures resistance to traffic loads,
(f) Immediate action limits on track geometry defects,
(g) Platforms,
(h) Health, safety and environment,
(i) Provision for operation,
(j) Fixed installations for servicing trains.
Further details are set out in point 4.2.2 of this TSI.
2.2. Interfaces of this TSI with other TSIs
Point 4.3 of this TSI sets out the functional and technical specification of the interfaces with the following subsystems, as defined in the relevant TSIs:
(a) Rolling stock subsystem,
(b) Energy subsystem,
(c) Control command and signalling subsystem,
(d) Traffic operation and management subsystem.
Interfaces with the Persons with Reduced Mobility TSI (PRM TSI) are described in point 2.3 below.
Interfaces with the Safety in Railway Tunnels TSI (SRT TSI) are described in point 2.4 below.
2.3. Interfaces of this TSI with the Persons with Reduced Mobility TSI
All requirements relating to the infrastructure subsystem for the access of persons with reduced mobility to the railway system are set out in the Persons with Reduced Mobility TSI.
2.4. Interfaces of this TSI with the Safety in Railway Tunnels TSI
All requirements relating to the infrastructure subsystem for safety in railway tunnels are set out in the Safety in Railway Tunnels TSI.
2.5. Relation to the safety management system
Necessary processes to manage safety and operations according to the requirements in the scope of this TSI, including interfaces to humans, organisations, or other technical systems, shall be designed and implemented in the infrastructure manager's safety management system as required by Directive (EU) 2016/798.
2.6. Relation to the codification of Combined Transport
(1)The provisions for structure gauge are laid down in point 4.2.3.1.
(2)The codification system used for the conveyance of intermodal loading units in combined transport shall be in accordance with the specification referenced in Appendix T, index [A]. It can be based on:
(a) the characteristics of the line and the exact position of the obstacles;
(b) the reference profile of the structure gauge of that line;
(c) a combination of the methods referred to in points (a) and (b).
3. ESSENTIAL REQUIREMENTS
The following table indicates basic parameters of this TSI and their correspondence to the essential requirements as set out and numbered in Annex III to Directive (EU) 2016/797.
| TSI point | Title of TSI point | Safety | Reliability Availability | Health | Environ-mental protection | Technical compatibility | Accessibility |
|---|---|---|---|---|---|---|---|
| 4.2.3.1 | Structure gauge | 1.1.1, 2.1.1 | 1.5 | ||||
| 4.2.3.2 | Distance between track centres | 1.1.1, 2.1.1 | 1.5 | ||||
| 4.2.3.3 | Maximum gradients | 1.1.1 | 1.5 | ||||
| 4.2.3.4 | Minimum radius of horizontal curve | 1.1.3 | 1.5 | ||||
| 4.2.3.5 | Minimum radius of vertical curve | 1.1.3 | 1.5 | ||||
| 4.2.4.1 | Nominal track gauge | 1.5 | |||||
| 4.2.4.2 | Cant | 1.1.1, 2.1.1 | 1.5 | 1.6.1 | |||
| 4.2.4.3 | Cant deficiency | 1.1.1 | 1.5 | ||||
| 4.2.4.4 | Abrupt change of cant deficiency | 2.1.1 | |||||
| 4.2.4.5 | Equivalent conicity | 1.1.1, 1.1.2 | 1.5 | ||||
| 4.2.4.6 | Railhead profile for plain line | 1.1.1, 1.1.2 | 1.5 | ||||
| 4.2.4.7 | Rail inclination | 1.1.1, 1.1.2 | 1.5 | ||||
| 4.2.5.1 | Design geometry of switches and crossings | 1.1.1, 1.1.2, 1.1.3 | 1.5 | ||||
| 4.2.5.2 | Use of swing nose crossings | 1.1.2, 1.1.3 | |||||
| 4.2.5.3 | Maximum unguided length of fixed obtuse crossings | 1.1.1, 1.1.2 | 1.5 | ||||
| 4.2.6.1 | Track resistance to vertical loads | 1.1.1, 1.1.2, 1.1.3 | 1.5 | ||||
| 4.2.6.2 | Longitudinal track resistance | 1.1.1, 1.1.2, 1.1.3 | 1.5 | ||||
| 4.2.6.3 | Lateral track resistance | 1.1.1, 1.1.2, 1.1.3 | 1.5 | ||||
| 4.2.7.1 | Resistance of new bridges to traffic loads | 1.1.1, 1.1.3 | 1.5 | ||||
| 4.2.7.2 | Equivalent vertical loading for new earthworks and earth pressure effects imposed on new structures | 1.1.1, 1.1.3 | 1.5 | ||||
| 4.2.7.3 | Resistance of new structures over or adjacent to tracks | 1.1.1, 1.1.3 | 1.5 | ||||
| 4.2.7.4 | Resistance of existing bridges and earthworks to traffic loads | 1.1.1, 1.1.3 | 1.5 | ||||
| 4.2.8.1 | The immediate action limit for alignment | 1.1.1, 1.1.2 | 1.2 | ||||
| 4.2.8.2 | The immediate action limit for longitudinal level | 1.1.1, 1.1.2 | 1.2 | ||||
| 4.2.8.3 | The immediate action limit for track twist | 1.1.1, 1.1.2 | 1.2 | ||||
| 4.2.8.4 | The immediate action limit of track gauge as isolated defect | 1.1.1, 1.1.2 | 1.2 | ||||
| 4.2.8.5 | The immediate action limit for cant | 1.1.1, 1.1.2 | 1.2 | ||||
| 4.2.8.6 | The immediate action limit for switches and crossings | 1.1.1, 1.1.2 | 1.2 | 1.5 | |||
| 4.2.9.1 | Usable length of platforms | 1.1.1, 2.1.1 | 1.5 | ||||
| 4.2.9.2 | Platform height | 1.1.1, 2.1.1 | 1.5 | 1.6.1 | |||
| 4.2.9.3 | Platform offset | 1.1.1, 2.1.1 | 1.5 | 1.6.1 | |||
| 4.2.9.4 | Track layout alongside platforms | 1.1.1, 2.1.1 | 1.5 | 1.6.1 | |||
| 4.2.10.1 | Maximum pressure variations in tunnels | 1.1.1, 2.1.1 | 1.5 | ||||
| 4.2.10.2 | Effect of cross winds | 1.1.1, 2.1.1 | 1.2 | 1.5 | |||
| 4.2.10.3 | Aerodynamic effect on ballasted track | 1.1.1 | 1.2 | 1.5 | |||
| 4.2.11.1 | Location markers | 1.1.1 | 1.2 | ||||
| 4.2.11.2 | Equivalent conicity in service | 1.1.1, 1.1.2 | 1.5 | ||||
| 4.2.12.2 | Toilet discharge | 1.1.5 | 1.2 | 1.3.1 | 1.5 | ||
| 4.2.12.3 | Train external cleaning facilities | 1.2 | 1.5 | ||||
| 4.2.12.4 | Water restocking | 1.1.5 | 1.2 | 1.3.1 | 1.5 | ||
| 4.2.12.5 | Refuelling | 1.1.5 | 1.2 | 1.3.1 | 1.5 | ||
| 4.2.12.6 | Electric shore supply | 1.1.5 | 1.2 | 1.5 | |||
| 4.4 | Operating rules | 1.2 | |||||
| 4.5 | Maintenance rules | 1.2 | |||||
| 4.6 | Professional qualifications | 1.1.5 | 1.2 | ||||
| 4.7 | Health and safety conditions | 1.1.5 | 1.2 | 1.3 | 1.4.1 |
4. DESCRIPTION OF THE INFRASTRUCTURE SUBSYSTEM
4.1. Introduction
(1) The Union rail system, to which Directive (EU) 2016/797 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 infrastructure and part of the maintenance subsystems and their interfaces, as 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 networks of the United Kingdom in respect of Northern Ireland.
4.2. Functional and technical specifications of the infrastructure subsystem
(1) The elements of the Union's rail network are set out in point 1 of Annex I to Directive (EU) 2016/797. In order to deliver interoperability cost-effectively, each element of the Union's rail network shall be assigned a ‘TSI category of line’.
(2) 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 may be used to describe the performances; 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.
(3) 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.
(4) Lines shall be classified based on the type of traffic (traffic code) characterised by the following performance parameters: — structure gauge, — axle load, — line speed, — train length, — usable length of platform. The values in the columns for ‘structure gauge’ and ‘axle load’, which directly affect train running, shall be mandatory minimum levels as per traffic code targeted. Notwithstanding TEN-T requirements, the range of values indicated in the columns for ‘line speed’, ‘usable length of platform’ and ‘train length’ shall be applied, as long as reasonably practicable.
(5) The performance parameters listed in Table 2 and Table 3 are not intended to be used for compatibility checks between rolling stock and infrastructure. Route compatibility checks are subject to point 4.2.2.5 and Appendix D.1 of the Annex of the Commission Implementing Regulation (EU) 2019/773 (4) (‘TSI OPE’).
(6) Information defining minimum capability requirements for existing structures in relationship to different train types is given in Appendix E. For the networks of the United Kingdom in respect of Northern Ireland, information defining the relation between maximum axle load and maximum speed in accordance with type of vehicle is given in Appendix F.
(7) The performance levels for types of traffic are set out in Table 2 and Table 3. Table 2 Infrastructure performance parameters for passenger traffic (route compatibility checks are subject to point 4.2.2.5 and Appendix D.1 of TSI OPE) Traffic code Structure gauge Axle load [t] Line speed [km/h] Usable length of platform [m] P1 GC 17 (1) / 21,5 (2) 250 -350 400 P2 GB 20 (1)/ 22,5 (2) 200 -250 200 -400 P3 DE3 22,5 (3) 120 -200 200 -400 P4 GB 22,5 (3) 120 -200 200 -400 P5 GA 20 (3) 80 -120 50 -200 P6 G1 12 (3) n.a. n.a. P1520 S 22,5 (3) 80 -160 35 -400 P1600 IRL1 22,5 (3) 80 -160 75 -240 (1) Minimum required values of axle load to be used for checks of bridges using a dynamic appraisal, based on design mass in working order for power heads and locomotives and operational mass under normal payload for vehicles capable of carrying a payload of passengers or luggage (mass definitions in accordance with the specification referenced in Appendix T Index [1] . (2) Minimum required values of axle load to be used for checks of infrastructure using a static loading, based on design mass under exceptional payload for vehicles capable of carrying a payload of passengers or luggage (mass definitions in accordance with the specification referenced in Appendix T Index [1] with regard of the specification referenced in Appendix T Index [2]). This axle load may be linked to limited speed. (3) To be used for checks of infrastructure used for static loading, based on design mass in working order for power heads and locomotives and design mass under exceptional payload for other vehicles (mass definitions in accordance with the specification referenced in Appendix T Index [1] with regard of the specification referenced in Appendix T Index [2]). This axle load may be linked to limited speed. Table 3 Infrastructure performance parameters for freight traffic (route compatibility checks are subject to point 4.2.2.5 and Appendix D.1 of TSI OPE) Traffic code Structure gauge Axle load [t] Line speed [km/h] Train length [m] F1 GC 22,5 (1) 100 -120 740 -1 050 F2 GB 22,5 (1) 100 -120 600 -1 050 F3 GA 20 (1) 60 -100 500 -1 050 F4 G1 18 (1) n.a. n.a. F1520 S 25 (1) 50 -120 1 050 F1600 IRL1 22,5 (1) 50 -100 150 -450 (1) To be used for static checks of infrastructure, based on design mass in working order for power heads and locomotives and design mass under normal payload for other vehicles (mass definitions in accordance with the specification referenced in Appendix T Index [1]). This axle load may be linked to limited speed. Note: Tables 2 and 3 are not to be used for compatibility checks between rolling stock and infrastructure
(8) For structures, axle load by itself is not sufficient to set out the requirements for infrastructure. Requirements are specified as follows: — for new structures in points 4.2.7.1 and 4.2.7.2, — for existing structures in point 4.2.7.4, — for track in point 4.2.6.
(9) Passenger hubs, freight hubs and connecting lines are included in the above traffic codes, as appropriate.
(10) In accordance with Article 4(7) of Directive (EU) 2016/797 which provides that TSIs shall not prevent the Member States from deciding on the use of infrastructures for the movement of vehicles not covered by the TSIs, it is allowed to design new and upgraded lines able to accommodate: — gauges larger, — axle loads higher, — speeds greater, — usable length of platform greater, — trains longer. than those specified in Table 2 and Table 3.
(11) (not used)
(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.
The Basic Parameters characterising the infrastructure subsystem, grouped according to the aspects listed in point 2.1, are:
A. Line layout: (a) Structure gauge (4.2.3.1), (b) Distance between track centres (4.2.3.2), (c) Maximum gradients (4.2.3.3), (d) Minimum radius of horizontal curve (4.2.3.4), (e) Minimum radius of vertical curve (4.2.3.5),
B. Track parameters: (a) Nominal track gauge (4.2.4.1), (b) Cant (4.2.4.2), (c) Cant deficiency (4.2.4.3), (d) Abrupt change of cant deficiency (4.2.4.4), (e) Equivalent conicity (4.2.4.5), (f) Railhead profile for plain line (4.2.4.6), (g) Rail inclination (4.2.4.7),
C. Switches and crossings (a) Design geometry of switches and crossings (4.2.5.1), (b) Use of swing nose crossings (4.2.5.2), (c) Maximum unguided length of fixed obtuse crossings (4.2.5.3),
D. Track resistance to applied loads (a) Track resistance to vertical loads (4.2.6.1), (b) Longitudinal track resistance (4.2.6.2), (c) Lateral track resistance (4.2.6.3),
E. Structures resistance to traffic loads (a) Resistance of new bridges to traffic loads (4.2.7.1), (b) Equivalent vertical loading for new earthworks and earth pressure effects imposed on new structures (4.2.7.2), (c) Resistance of new structures over or adjacent to tracks (4.2.7.3), (d) Resistance of existing bridges and earthworks to traffic loads (4.2.7.4),
F. Immediate action limits on track geometry defects (a) The immediate action limit for alignment (4.2.8.1), (b) The immediate action limit for longitudinal level (4.2.8.2), (c) The immediate action limit for track twist (4.2.8.3), (d) The immediate action limit of track gauge as isolated defect (4.2.8.4), (e) The immediate action limit for cant (4.2.8.5), (f) The immediate action limits for switches and crossings (4.2.8.6),
G. Platforms (a) Usable length of platforms (4.2.9.1), (b) Platform height (4.2.9.2), (c) Platform offset (4.2.9.3), (d) Track layout alongside platforms (4.2.9.4),
H. Health, safety and environment (a) Maximum pressure variation in tunnels (4.2.10.1), (b) Effect of crosswinds (4.2.10.2), (c) Aerodynamic effect on ballasted track (4.2.10.3),
I. Provision for operation (a) Location markers (4.2.11.1), (b) Equivalent conicity in service (4.2.11.2)
J. Fixed installations for servicing trains (a) General (4.2.12.1), (b) Toilet discharge (4.2.12.2), (c) Train external cleaning facilities (4.2.12.3), (d) Water restocking (4.2.12.4), (e) Refuelling (4.2.12.5), (f) Electric shore supply (4.2.12.6),
K. Maintenance rules (a) Maintenance file (4.5.1), (b) Maintenance plan (4.5.2).
(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 in accordance with point 4.2.1, which are set out in the specification referenced in Appendix T Index [3].
(2) The lower part of the structure gauge shall be GI2 as set out in the specification referenced in Appendix T Index [3]. Where tracks are equipped with rail brakes, structure gauge GI1 as set out in the same specification 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 the specification referenced in Appendix T Index [3].
(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 Maximum allowed speed [km/h] Minimum nominal horizontal distance between track centres [m] 160 < v ≤ 200 3,80 200 < v ≤ 250 4,00 250 < v ≤ 300 4,20 v > 300 4,50
(3) The distance between track centres shall at least satisfy the requirements for the limit installation distance between track centres, defined in accordance with the specification referenced in Appendix T Index [3].
(4) Instead of points (1) to (3), for the 1 520 mm track gauge system, the nominal horizontal distance between track centres shall be specified for the design and shall not be smaller than the values from the Table 5; it considers margins for aerodynamic effects. Table 5 Minimum nominal horizontal distance between track centres for the 1 520 mm track gauge system Maximum allowed speed [km/h] Minimum nominal horizontal distance between track centres [m] v ≤ 160 4,10 160 < v ≤ 200 4,30 200 < v ≤ 250 4,50 v > 250 4,70
(5) Instead of point (2), for the 1 668 mm track gauge system, the nominal horizontal distance between track centres for new lines shall be specified for the design and shall not be smaller than the values from the Table 6, it considers margins for aerodynamic effects. Table 6 Minimum nominal horizontal distance between track centres for the 1 668 mm track gauge system Maximum allowed speed [km/h] Minimum nominal horizontal distance between track centres [m] 160 < v ≤ 200 3,92 200 < v < 250 4,00 250 ≤ v ≤ 300 4,30 300 < v ≤ 350 4,50
(6) Instead of points (1) to (3), for the 1 600 mm track gauge system, the distance between track centres shall be set on the basis of the gauges selected according to point 4.2.1. The nominal horizontal distance between track centres shall be specified for the design and shall not be less than 3,57 m for gauge IRL1; it considers margins for aerodynamic effects.
(1) Gradients of tracks through passenger platforms of new lines shall not be more than 2,5 mm/m, where vehicles are intended to be regularly attached or detached.
(2) Gradients of new stabling tracks intended for parking rolling stock shall not be more than 2,5 mm/m unless specific provision is made to prevent the rolling stock from running away.
(3) Gradients as steep as 35 mm/m are allowed for main tracks on new P1 lines dedicated to passenger traffic at the design phase provided the following ‘envelope’ requirements are observed: (a) the slope of the moving average profile over 10 km is less than or equal to 25 mm/m. (b) the maximum length of continuous 35 mm/m gradient does not exceed 6 km.
The minimum design radius of horizontal curve shall be selected with regard to the local design speed of the curve.
(1) The minimum horizontal design curve radius for new lines shall not be less than 150 m.
(2) Reverse curves, except in marshalling yards where wagons are shunted individually, with small radii for new lines shall be designed to prevent buffer locking. For straight intermediate track elements between the curves, the specification referenced in Appendix T, Index [4] shall apply, whose values are based on the reference vehicles defined in the same specification. To prevent buffer locking for existing vehicles that do not fulfil the assumptions of the reference vehicles, infrastructure manager may specify longer lengths of the straight intermediate element. 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] Freight and mixed traffic Passenger traffic Ballasted track 160 180 Non ballasted track 170 180
(2) The design cant on tracks adjacent to station platforms where trains are intended to stop in normal service shall not exceed 110 mm.
(3) New lines with mixed or freight traffic on curves with a radius less than 305 m and a cant transition steeper than 1 mm/m, the cant shall be restricted to the limit given by the following formula D ≤ (R – 50)/1,5 where D is the cant in mm and R is the radius in m.
(4) Instead of points (1) to (3), for the 1 520 mm track gauge system the design cant shall not exceed 150 mm.
(5) Instead of point (1), for the 1 668 mm track gauge system, the design cant shall not exceed 185 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] Design speed [km/h] v ≤ 160 160 < v ≤ 300 v > 300 For operation of rolling stock conforming to the Locomotives and Passenger TSI 153 100 For operation of rolling stock conforming to the Freight Wagons TSI 130 — —
(2) It is permissible for trains specifically designed to travel with higher cant deficiency (for example multiple units with axle loads lower than set out in table 2; vehicles with special equipment for the negotiation of curves) to run with higher cant deficiency values, subject to a demonstration that this can be achieved safely.
(3) Instead of point (1), for all types of rolling stock of the 1 520 mm track gauge system the cant deficiency shall not exceed 115 mm. This is valid for speeds up to 200 km/h.
(4) Instead of point (1), for the 1 668 mm track gauge system, the maximum values for cant deficiency are set out in Table 9. Table 9 Maximum cant deficiency for the 1 668 mm track gauge system [mm] Design speed [km/h] v ≤ 160 160 < v ≤ 300 v > 300 For operation of rolling stock conforming to the Locomotives and Passenger TSI 175 115 For operation of rolling stock conforming to the Freight Wagons TSI 150 — —
(1) The maximum values of abrupt change of cant deficiency shall be: (a) 130 mm for v ≤ 60 km/h, (b) 125 mm for 60 km/h < v ≤ 200 km/h, (c) 85 mm for 200 km/h < v ≤ 230 km/h (d) 25 mm for v > 230 km/h.
(2) Where v ≤ 40 km/h and cant deficiency ≤ 75 mm both before and after an abrupt change of curvature, the value of abrupt change of cant deficiency may be raised to 150 mm.
(3) Instead of points (1) and (2), for the 1 520 mm track gauge system the maximum values of abrupt change of cant deficiency shall be: (a) 115 mm for v ≤ 200 km/h, (b) 85 mm for 200 km/h < v ≤ 230 km/h, (c) 25 mm for v > 230 km/h.
(4) Instead of point (1), for the 1 668 mm track gauge system, the maximum design values of abrupt change of cant deficiency shall be: (a) 150 mm for V ≤ 45 km/h, (b) 115 mm for 45 km/h < V ≤ 100 km/h, (c) (399-V)/2.6 [mm] for 100 km/h < V ≤ 220 km/h, (d) 70 mm for 220 km/h < V ≤ 230 km/h, (e) Abrupt change of cant deficiency is not allowed for speeds of more than 230 km/h.
(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) < 7 mm — y = 2 mm, if (TG – SR) < 5 mm 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 track gauge, rail head profile and rail inclination for plain line shall be selected to ensure that the equivalent conicity limits set out in Table 10 are not exceeded. Table 10 Equivalent conicity design limit values Wheel profile Speed range [km/h] S1002, GV1/40 v ≤ 60 Assessment not required 60 < v ≤ 200 0,25 200 < v ≤ 280 0,20 v > 280 0,10
(4) The following wheelsets, as defined in the specification referenced in Appendix T, index [6], shall be modelled passing over the designed track conditions (simulated by calculation in accordance with the specification referenced in Appendix T, Index [5]): (a) S 1002 with SR1. (b) S 1002 with SR2. (c) GV 1/40 with SR1. (d) GV 1/40 with SR2. For SR1 and SR2 the following values apply: (a) For the 1 435 mm track gauge system SR1 = 1 420 mm and SR2 = 1 426 mm. (b) For the 1 524 mm track gauge system SR1 = 1 505 mm and SR2 = 1 511 mm. (c) For the 1 600 mm track gauge system SR1 = 1 585 mm and SR2 = 1 591 mm. (d) For the 1 668 mm track gauge system SR1 = 1 653 mm and SR2 = 1 659 mm.
(5) Instead of points (1) to (4), for the 1 520 mm track gauge system, no assessment of equivalent conicity is required.
(1) The railhead profile shall be selected from the range set out in one of the specifications referenced in Appendix T, Index [7] and Index [8], or shall be in accordance with point (2).
(2) The design of railhead profiles for plain line shall comprise: (a) a lateral slope on the side of the railhead angled to between vertical and 1/16 with reference to the vertical axis of the railhead; (b) the vertical distance between the top of this lateral slope and the top of the rail shall be less than 20 mm; (c) a radius of at least 12 mm at the gauge corner; (d) the horizontal distance between the crown of the rail and the tangent point shall be between 31 and 37,5 mm. Figure 1 Railhead profile
(3) These requirements are not applicable to expansion devices.
(1) The rail shall be inclined towards the centre of the track.
(2) For tracks intended to be operated at speeds greater than 60 km/h, 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.
Point 4.2.8.6 of this TSI defines immediate action limits for switches and crossings that are compatible with geometrical characteristics of wheelsets as defined in the rolling stock TSIs. It will be the task of the infrastructure manager to decide geometrical design values appropriate to its maintenance plan.
For speeds higher than 250 km/h switches and crossings shall be equipped with swing-nose crossings.
The design value of the maximum unguided length of fixed obtuse crossings shall be in accordance with the requirements set out in Appendix J to this TSI.
The track design, including switches and crossings, shall take into account at least the following forces:
(a) the axle load selected according to point 4.2.1;
(b) maximum vertical wheel forces. Maximum wheel forces for defined test conditions are set out in the specification referenced in Appendix T, Index [9].
(c) vertical quasi-static wheel forces. Maximum quasi-static wheel forces for defined test conditions are set out in the specification referenced in Appendix T, Index [9].
The track, including switches and crossings, shall be designed to withstand longitudinal forces equivalent to the force arising from braking of 2,5 m/s2 for the performance parameters chosen in accordance with point 4.2.1.
(1) The track, including switches and crossings, shall be designed to be compatible with the use of magnetic braking systems for emergency braking.
(2) Provisions for the use of eddy current braking systems on track shall be defined at operational level by the infrastructure manager on the basis of the specific characteristics of the track, including switches and crossings. The conditions of use of this braking system are registered in accordance with Commission Implementing Regulation (EU) 2019/777 (5) (RINF).
(3) For the 1 600 mm track gauge system it shall be allowed not to apply point (1).
The track design, including switches and crossings, shall take into account at least the following forces:
(a) lateral forces; maximum lateral forces exerted by a wheel set on the track for defined test conditions are set out in the specification referenced in Appendix T, Index [9];
(b) quasi-static guiding forces; maximum quasi-static guiding forces Yqst for defined radii and test conditions are set out in the specification referenced in Appendix T, Index [9].
The requirements of the specifications referenced in Appendix T, Index [10] and Index [11] specified in this point of the TSI are to be applied in accordance with the corresponding points in the national annexes to those specifications if they exist.
(1)Bridges shall be designed to support vertical loads in accordance with the following load models, set out in the specification referenced in Appendix T, Index [10]:
(a) Load Model 71, as set out in the specification referenced in Appendix T, Index [10];
(b) in addition, for continuous bridges, Load Model SW/0, as set out in the specification referenced in Appendix T, Index [10].
(2)The load models shall be multiplied by the factor alpha (α) as set out in the specification referenced in Appendix T, Index [10].
(3)The value of factor alpha (α) shall be equal to or greater than the values set out in Table 11.
| Type of traffic | Minimum factor alpha (α) |
|---|---|
| P1, P2, P3, P4 | 1,0 |
| P5 | 0,91 |
| P6 | 0,83 |
| P1520 | 1 |
| P1600 | 1,1 |
| F1, F2, F3 | 1,0 |
| F4 | 0,91 |
| F1520 | 1,46 |
| F1600 | 1,1 |
(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 the specification referenced in Appendix T, Index [10].
(2)For bridges for speeds over 200 km/h where the specification referenced in Appendix T, Index [10] requires a dynamic analysis to be carried out, the bridge shall additionally be designed for HSLM defined in the specification referenced in Appendix T, Index [10] .
(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.
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 bridges as set out in the specification referenced in Appendix T, Index [10].
The nosing force shall be taken into account in the design of bridges as set out in the specification referenced in Appendix T, Index [10].
Traction and braking forces shall be taken into account in the design of bridges as set out in the specification referenced in Appendix T, Index [10].
The maximum total design track twist due to rail traffic actions shall not exceed the values set out in the specification referenced in Appendix T, Index [11].
(1)Geotechnical structures and 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 the specification referenced in Appendix T, Index [10].
(2)The equivalent vertical loading shall be multiplied by the factor alpha (α) as set out in the specification referenced in Appendix T, Index [10]. The value of α shall be equal to or greater than the values set out in Table 11.
Aerodynamic actions from passing trains shall be taken into account as set out in the specification referenced in Appendix T, Index [10].
(1)Bridges, geotechnical structures and earthworks shall be brought to a specified level of interoperability in accordance with the TSI category of the line referred to in point 4.2.1.
(2)The minimum capability requirements for structures for each traffic code are given in Appendix E and must be met for the line to be declared interoperable.
(3)The following conditions apply:
(a) Where an existing structure is replaced by a new structure then the new structure shall be in accordance with the requirements of point 4.2.7.1 or point 4.2.7.2.
(b) If the minimum capability of the existing structures satisfy the requirements in Appendix E then the existing structures satisfy the relevant interoperability requirements.
(c) Where the capability of an existing structure does not satisfy the requirements in Appendix E and works (e.g. strengthening) are being carried out to raise the capability of the structure to meet the requirements of this TSI (and the structure is not to be replaced by a new structure) then the structure shall be brought into conformity with the requirements in Appendix E.
(4)For the networks of the United Kingdom (Northern Ireland), in points (2) and (3) the EN line category may be replaced by Route Availability (RA) number (delivered in accordance with the national technical rule notified for that purpose) and consequently references to Appendix E are replaced by references to Appendix F.
(1) The immediate action limits for isolated defects in alignment are set out in the specification referenced in Appendix T, Index [12]. Isolated defects shall not exceed the limits of wavelength range D1.
(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 the specification referenced in Appendix T, Index [12]. Isolated defects shall not exceed the limits of wavelength range D1.
(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 set out in the specification referenced in Appendix T, Index [13].
(2) The track twist limit is a function of the measurement base applied in accordance with the specification referenced in Appendix T, Index [12].
(3) The infrastructure manager shall set out in the maintenance plan the base-length on which it will measure the track in order to check compliance with this requirement. The base-length of measurement shall include at least one base between 2 and 5 m.
(4) Instead of points (1) and (2), for the 1 520 mm track gauge system the track twist, for a base length of 10 m, shall be not more than: (a) 16 mm for passenger lines with v > 120 km/h or freight lines with v > 80 km/h (b) 20 mm for passenger lines with v ≤ 120 km/h or freight lines with v ≤ 80 km/h
(5) Instead of point (3), for the 1 520 mm track gauge system the Infrastructure Manager shall set out in the maintenance plan the base-length on which it will measure the track in order to check compliance with this requirement. The base-length of measurement shall include at least one base of 10 m.
(6) Instead of point (2), for the 1 668 mm track gauge system, the track twist limit is a function of the measurement base applied in accordance with the specification referenced in Appendix T, Index [12].
(1) The immediate action limits of track gauge as an isolated defect are set out in Table 12. Table 12 Immediate action limits of track gauge Speed [km/h] Dimensions [mm] Minimum track gauge Maximum track gauge v ≤ 120 1 426 1 470 120 < v ≤ 160 1 427 1 470 160 < v ≤ 230 1 428 1 463 v > 230 1 430 1 463
(2) Instead of point (1), for the 1 520 track gauge system the immediate action limits of track gauge as an isolated defect are set out in Table 13. Table 13 Immediate action limits of track gauge for 1 520 mm track gauge system Speed [km/h] Dimensions [mm] Minimum track gauge Maximum track gauge v ≤ 140 1 512 1 548 v > 140 1 512 1 536
(3) Instead of point (1), for the 1 600 track gauge system the immediate action limits of track gauge as an isolated defect are: (a) minimum track gauge: 1 591 mm (b) maximum track gauge: 1 635 mm.
(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: (a) Maximum value of free wheel passage in switches: 1 380 mm. This value can be increased if the infrastructure manager demonstrates that the actuation and locking system of the switch is able to resist the lateral impact forces of a wheelset. (b) Minimum value of fixed nose protection for common crossings: 1 392 mm. This value is measured 14 mm below the running surface, and on the theoretical reference line, at an appropriate distance back from the actual point (RP) of the nose as indicated in Figure 2. For crossings with point retraction, this value can be reduced. In this case the infrastructure manager shall demonstrate that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP). (c) Maximum value of free wheel passage at crossing nose: 1 356 mm. (d) Maximum value of free wheel passage at check rail/wing rail entry: 1 380 mm. (e) Minimum flangeway width: 38 mm. (f) Minimum flangeway depth: 40 mm. (g) Maximum height of check rail: 70 mm.
(2) All relevant requirements for switches and crossings are also applicable to other technical solutions using switch rails, for example side modifiers used in multi-rail track.
(3) Instead of point (1), for the 1 520 mm track gauge system the technical characteristics of switches and crossings shall comply with the following in-service values: (a) Minimum value of bypass at the narrowest location between open switch rail and stock rail is 65 mm. (b) Minimum value of fixed nose protection for common crossings is 1 472 mm (c) This value is measured 13 mm below the running surface, and on the theoretical reference line, at an appropriate distance back from the actual point (RP) of the nose as indicated in Figure 2. For crossings with point retraction, this value can be reduced. In this case the Infrastructure Manager shall demonstrate that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP). (d) Maximum value of free wheel passage at crossing nose is 1 435 mm (e) Minimum flangeway width is 42 mm (f) Minimum flangeway depth is 40 mm (g) Maximum height of check rail is 50 mm
(4) Instead of point (1), for the 1 600 mm track gauge system the technical characteristics of switches and crossings shall comply with the following in-service values: (a) Maximum value of free wheel passage in switches: 1 546 mm. This value can be increased if the infrastructure manager demonstrates that the actuation and locking system of the switch is able to resist the lateral impact forces of a wheelset. (b) Minimum value of fixed nose protection for common crossings: 1 556 mm. This value is measured 14 mm below the running surface, and on the theoretical reference line, at an appropriate distance back from the actual point (RP) of the nose as indicated in Figure 2. For crossings with point retraction, this value can be reduced. In this case the infrastructure manager shall demonstrate that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP). (c) Maximum value of free wheel passage at crossing nose: 1 520 mm. (d) Maximum value of free wheel passage at check rail/wing rail entry: 1 546 mm. (e) Minimum flangeway width: 38 mm. (f) Minimum flangeway depth: 40 mm. (g) Maximum height of check rail above head of running rail: 25 mm.
(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.
The usable length of a platform shall be defined according to point 4.2.1.
(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 only passenger trains that are explicitly listed as excluded from the scope of Commission Regulation (EU) No 1302/2014 (‘TSI LOC&PAS’) (6) in its point 1.1 are intended to stop in normal service, 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. These values shall be considered with a tolerance of -10/+20 mm.
(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 the specification referenced in Appendix T, Index [3], shall be set on the basis of the installation limit gauge (bqlim). The installation limit gauge shall be calculated on the basis of the gauge G1.
(2) The platform shall be built close to the gauge within a maximum tolerance of 50 mm. The value for bq shall therefore respond to: bqlim ≤ bq ≤ bqlim + 50 mm.
(3) Instead of points (1) and (2), for the 1 520 mm track gauge system the platform offset shall be: (a) 1 920 mm for platforms with heights of 550 mm and (b) 1 745 mm for platforms with height of 200 mm. These values shall be considered with a tolerance of -10/+10 mm.
(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 new tunnel or underground structure falling in the categories described in the specification referenced in Appendix T, Index [14], 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)The requirement of point (1) has to be fulfilled along the outside of any train complying with the TSI LOC&PAS.
(3)In the case of upgrading or renewal of the infrastructure subsystem, existing 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. The assessment has to be performed in accordance with the specification referenced in Appendix T, Index [14], or in point 6.2.4.12(1) when it is not possible to apply a simplified conformity assessment.
(1) A line is interoperable from the cross wind point of view if safety is ensured for a reference train running along that line under the most critical operational conditions.
(2) The rules for proving conformity shall take into account the characteristic wind curves of the reference trains defined in the LOC&PAS TSI.
(3) If safety cannot be achieved without mitigating measures, either due to the geographic situation or to other specific features of the line, the infrastructure manager shall take the necessary measures to maintain the safety, for example by: — locally reducing train speeds, possibly temporarily during periods at risk of storms, — installing equipment to protect the track section concerned from cross winds, — other appropriate means.
(4) It shall be demonstrated that safety is achieved after measures taken.
(1)The aerodynamic interaction between rolling stock and infrastructure may cause the lifting and further blowing away of ballast stones from the track bed in plain line and switches and crossings (Ballast pick up). This risk shall be mitigated.
(2)The requirements for the infrastructure subsystem aimed at mitigating the risk for ‘ballast pick up’ apply only to lines intended to be operated at speed greater than 250 km/h.
(3)The requirements of point (2) above are an open point.
Location markers shall be provided at nominal intervals along the track of not more than 1 000 m.
(1) If ride instability is reported, the railway undertaking and the infrastructure manager shall localise the section of the line in a joint investigation according paragraphs (2) and (3) hereafter. Note: This joint investigation is also specified in point 4.2.3.4.3.2 of TSI LOC & PAS for action on rolling stock.
(2) The infrastructure manager shall measure the track gauge and the railhead profiles at the site in question at a distance of approximate 10 m. The mean equivalent conicity over 100 m shall be calculated by modelling with the wheelsets (a) – (d) mentioned in paragraph 4.2.4.5(4) of this TSI in order to check for compliance, for the purpose of the joint investigation, with the limit equivalent conicity for the track specified in Table 14. Table 14 Equivalent conicity in service limit values for the track (for the purpose of joint investigation) Speed range [km/h] Maximum value of mean equivalent conicity over 100 m v ≤ 60 assessment not required 60 < v ≤ 120 0,40 120 < v ≤ 160 0,35 160 < v ≤ 230 0,30 v > 230 0,25
(3) If the mean equivalent conicity over 100 m complies with the limit values in Table 14, a joint investigation by the railway undertaking and the infrastructure manager shall be undertaken to specify the reason for the instability.
This point 4.2.12 sets out the infrastructure elements of the maintenance subsystem required for servicing trains.
Fixed installations for toilet discharge shall be compatible with the characteristics of the retention toilet system specified in the LOC & PAS TSI.
(1) Where a washing plant is provided it shall be able to clean the outer sides of single or double-deck trains between a height of: (a) 500 to 3 500 mm for a single-deck train, (b) 500 to 4 300 mm for double-deck trains.
(2) The washing plant shall be designed so that trains can be driven through it at any speed between 2 km/h and 5 km/h.
(1) Fixed equipment for water restocking shall be compatible with the characteristics of the water system specified in the LOC & PAS TSI.
(2) Fixed equipment for the supply of water intended for human consumption shall be supplied with drinking water meeting the requirements of Directive (EU) 2020/2184 of the European Parliament and of the Council (7).
(3) The materials used for the supply of water intended for human consumption to the rolling stock (e.g. tank, pump, piping, water tap and sealing material and quality) shall comply with the requirements applicable to water intended for human consumption.
Refuelling equipment shall be compatible with the characteristics of the fuel system specified in the LOC & PAS TSI.
Where provided, electrical shore supply shall be by means of one or more of the power supply systems specified in the LOC & PAS TSI.
4.3. Functional and technical specification of the interfaces
From the standpoint of technical compatibility, the interfaces of the infrastructure subsystem with the other subsystems are like described in the following points.
| Interface | Reference in TSI INF | Reference in TSI LOC&PAS |
|---|---|---|
| Track gauge | 4.2.4.1 Nominal track gauge 4.2.5.1 Design geometry of switches and crossings 4.2.8.6 The immediate action limits for switches and crossings | 4.2.3.5.2.1 Mechanical and geometrical characteristics of wheelset 4.2.3.5.2.3 Variable gauge wheelsets |
| Gauge | 4.2.3.1 Structure gauge 4.2.3.2 Distance between track centres 4.2.3.5 Minimum radius of vertical curve 4.2.9.3 Platform offset | 4.2.3.1 Gauging |
| Axle load and axle spacing | 4.2.6.1 Track resistance to vertical loads 4.2.6.3 Lateral track resistance 4.2.7.1 Resistance of new bridges to traffic loads 4.2.7.2 Equivalent vertical loading for new earthworks and earth pressure effects imposed on new structures 4.2.7.4 Resistance of existing bridges and earthworks to traffic loads | 4.2.2.10 Load conditions and weighed mass 4.2.3.2.1 Axle load parameter |
| Running characteristics | 4.2.6.1 Track resistance to vertical loads 4.2.6.3 Lateral track resistance 4.2.7.1.4 Nosing forces | 4.2.3.4.2.1 Limit values for running safely 4.2.3.4.2.2 Track loading limit values |
| Ride stability | 4.2.4.4 Equivalent conicity 4.2.4.6 Railhead profile for plain line 4.2.11.2 Equivalent conicity in service | 4.2.3.4.3 Equivalent conicity 4.2.3.5.2.2 Mechanical and geometrical characteristics of wheels |
| Longitudinal actions | 4.2.6.2 Longitudinal track resistance 4.2.7.1.5 Actions due to traction and braking (longitudinal loads) | 4.2.4.5 Braking performance |
| Minimum horizontal curve radius | 4.2.3.4 Minimum radius of horizontal curve | 4.2.3.6 Minimum curve radius Annex A, A.1 Buffers |
| Running dynamic behaviour | 4.2.4.3 Cant deficiency | 4.2.3.4.2 Running dynamic behaviour |
| Maximum deceleration | 4.2.6.2 Longitudinal track resistance 4.2.7.1.5 Actions due to traction and braking | 4.2.4.5 Braking performance |
| Aerodynamic effect | 4.2.3.2 Distance between track centres 4.2.7.3 Resistance of new structures over or adjacent to tracks 4.2.10.1 Maximum pressure variations in tunnels 4.2.10.3 Aerodynamic effect on ballasted track | 4.2.6.2.1 Slipstream effects on passengers on platforms and on trackside workers 4.2.6.2.2 Head pressure pulse 4.2.6.2.3 Maximum pressure variations in tunnels 4.2.6.2.5 Aerodynamic effect on ballasted tracks |
| Crosswind | 4.2.10.2 Effect of crosswinds | 4.2.6.2.4 Crosswind |
| Installations for servicing trains | 4.2.12.2 Toilet discharge 4.2.12.3 Train external cleaning facilities 4.2.12.4 Water restocking 4.2.12.5 Refuelling 4.2.12.6 Electric shore supply | 4.2.11.3 Toilet discharge system 4.2.11.2.2 Exterior cleaning through a washing plant 4.2.11.5 Interface for water refilling 4.2.11.7 Refuelling equipment 4.2.11.6 Special requirements for stabling of trains |
| Interface | Reference in TSI INF | Reference in TSI WAG |
| --- | --- | --- |
| Track gauge | 4.2.4.1 Nominal track gauge 4.2.4.6 Railhead profile for plain line 4.2.5.1 Design geometry of switches and crossings 4.2.8.6 The immediate action limits for switches and crossings | 4.2.3.6.2 Characteristics of wheelsets 4.2.3.6.3 Characteristics of wheels |
| Gauge | 4.2.3.1 Structure gauge 4.2.3.2 Distance between track centres 4.2.3.5 Minimum radius of vertical curve 4.2.9.3 Platform offset | 4.2.3.1 Gauging |
| Axle load and axle spacing | 4.2.6.1 Track resistance to vertical loads 4.2.6.3 Lateral track resistance 4.2.7.1 Resistance of new bridges to traffic loads 4.2.7.2 Equivalent vertical loading for new earthworks and earth pressure effects imposed on new structures 4.2.7.4 Resistance of existing bridges and earthworks to traffic loads | 4.2.3.2 Compatibility with load carrying capacity of lines |
| Running dynamic behaviour | 4.2.8 Immediate action limits on track geometry defects | 4.2.3.5.2 Running dynamic behaviour |
| Longitudinal actions | 4.2.6.2 Longitudinal track resistance 4.2.7.1.5 Actions due to traction and braking (longitudinal loads) | 4.2.4.3.2 Brake performance |
| Minimum curve radius | 4.2.3.4 Minimum radius of horizontal curve | 4.2.2.1 Mechanical interface |
| Vertical curve | 4.2.3.5 Minimum radius of vertical curve | 4.2.3.1 Gauging |
| Interface | Reference in TSI INF | Reference in TSI ENE |
| --- | --- | --- |
| Gauge | 4.2.3.1 Structure gauge | 4.2.10 Pantographs gauge |
| Interface | Reference in TSI INF | Reference in TSI CCS |
| --- | --- | --- |
| Structure gauge set for CCS installations. Visibility of track-side CCS objects. | 4.2.3.1 Structure gauge | 4.2.5.2 Eurobalise communication (space for installation) 4.2.5.3 Euroloop communication (space for installation) 4.2.10 Train detection systems (space for installation) 4.2.15 Visibility of track-side control-command and signalling objects |
| Interface | Reference in TSI INF | Reference in TSI OPE |
| --- | --- | --- |
| Ride stability | 4.2.11.2 Equivalent conicity in service | 4.2.3.4.4 Operational quality |
| Use of eddy current brakes | 4.2.6.2 Longitudinal track resistance | 4.2.2.6.2 Braking performance |
| Crosswinds | 4.2.10.2 Effect of crosswinds | 4.2.3.6.3 Contingency arrangements |
| Operating rules | 4.4 Operating rules | 4.2.1.2.2.2 Modifications to information contained in the route book 4.2.3.6 Degraded operation |
| Staff competences | 4.6 Professional competences | 4.2.1.1 General requirements |
4.4. Operating rules
(1) Operating rules are developed within the procedures described in the infrastructure manager's safety management system. These rules take into account the documentation related to operation which forms a part of the technical file as required in Article 15(4) and set out in Annex IV (point 2.4) of Directive (EU) 2016/797.
(2) In certain situations involving pre-planned works, it may be necessary to temporarily suspend the specifications of the infrastructure subsystem and its interoperability constituents defined in sections 4 and 5 of this TSI.
4.5. Maintenance rules
(1) Maintenance rules are developed within the procedures described in the infrastructure manager's safety management system.
(2) The maintenance file shall be prepared before placing a line into service as the part of the technical file accompanying the declaration of verification
(3) The maintenance plan shall be drawn up for the subsystem to ensure that the requirements set out in this TSI are maintained during its lifetime.
A maintenance file shall contain at least:
(a) a set of values for immediate action limits,
(b) the measures taken (for example speed restriction, repair time) when prescribed limits are not met,
related to track geometric quality and limits on isolated defects.
The infrastructure manager shall have a maintenance plan containing the items listed in point 4.5.1 together with at least the following:
(a) a set of values for intervention limits and alert limits,
(b) a statement about the methods, professional competences of staff and personal protective safety equipment necessary to be used,
(c) the rules to be applied for the protection of people working on or near the track,
(d) the means used to check that in-service values are respected,
(e) the measures taken, for speed greater than 250 km/h, to mitigate the risk of ballast pick up.
4.6. Professional qualifications
The professional qualifications of staff required for operation and maintenance of the infrastructure subsystem are not set out in this TSI but are described in the infrastructure manager's safety management system.
4.7. Health and safety conditions
(1) The health and safety conditions of staff required for the operation and maintenance of the infrastructure subsystem shall be compliant with the relevant European and national legislation.
(2) The issue is covered by the procedures described in the infrastructure manager's safety management system.
5. INTEROPERABILITY CONSTITUENTS
5.1. Basis on which interoperability constituents have been selected
(1) The requirements of point 5.3 are based on a traditional design of ballasted track with Vignole (flat-bottom) rail on concrete or wooden sleepers and fastening providing resistance to longitudinal slip by bearing on the rail foot.
(2) Components and subassemblies used for the construction of other designs of track are not considered to be interoperability constituents.
5.2. List of constituents
(1) For the purposes of this technical specification for interoperability, only the following elements, whether individual components or subassemblies of the track are declared to be ‘interoperability constituents’: (a) the rail (5.3.1), (b) the rail fastening systems (5.3.2), (c) track sleepers (5.3.3).
(2) The following points describe the specifications applicable to each of these constituents.
(3) Rails, fastenings and sleepers used for short length of track for specific purposes, for example in switches and crossings, at expansion devices, transition slabs and special structures, are not considered to be interoperability constituents.
5.3. Constituents performances and specifications
The specifications of the ‘rail’ interoperability constituent concern the following parameters:
(a) railhead profile,
(b) rail steel.
The rail head profile shall fulfil the requirements of point 4.2.4.6 ‘Railhead profile for plain line’.
(1) The rail steel is relevant to the requirements of point 4.2.6 ‘Track resistance to applied loads’.
(2) The rail steel shall meet the following requirements: (a) The rail hardness shall be at least 200 HBW. (b) The tensile strength shall be at least 680 MPa. (c) Minimum number of cycles at fatigue test without failure shall be at least 5 × 106.
(1) The rail fastening system is relevant to the requirements of point 4.2.6.1 for ‘Track resistance to vertical loads’, point 4.2.6.2 for ‘Longitudinal track resistance’ and point 4.2.6.3 for ‘Lateral track resistance’.
(2) The rail fastening system shall comply in laboratory test conditions with the following requirements: (a) the longitudinal force required to cause the rail to begin to slip (i.e. move in an inelastic way) through a single rail fastening assembly shall be at least 7 kN and for speeds of more than 250 km/h shall be at least 9 kN, (b) the rail fastening shall resist application of 3 000 000 cycles of the typical load applied in a sharp curve, such that the change in performance of the fastening system shall not exceed: — 20 % in terms of clamping force, — 25 % in terms of vertical stiffness, — a reduction of more than 20 % in terms of longitudinal restraint. The typical load shall be appropriate to: — the maximum axle load the rail fastening system is designed to accommodate, — the combination of rail, rail inclination, rail pad and type of sleepers with which the fastening system may be used.
(1) Track sleepers shall be designed such that when they are used with a specified rail and rail fastening system they will have properties that are consistent with the requirements of point 4.2.4.1 for ‘Nominal track gauge’, point 4.2.4.7 for ‘Rail inclination’ and point 4.2.6 for ‘Track resistance to applied loads’.
(2) For the nominal track gauge system of 1 435 mm, the design track gauge for track sleepers in straight alignments and in horizontal curves with radius greater than 300 m shall be 1 437 mm.
6. ASSESSMENT OF CONFORMITY OF INTEROPERABILITY CONSTITUENTS AND EC VERIFICATION OF THE SUBSYSTEMS
Modules for the procedures for assessment of conformity and suitability for use and EC verification are defined in Article 8 of this Regulation.
6.1. Interoperability Constituents
(1) The conformity assessment procedure of interoperability constituents as defined in section 5 of this TSI shall be carried out by application of the relevant modules.
(2) Serviceable interoperability constituents that are suitable for reuse are not subject to the conformity assessment procedures.
(1) The following modules for conformity assessment of interoperability constituents are used: (a) CA ‘Internal production control’ (b) CB ‘EC type examination’ (c) CC ‘Conformity to type based on internal production control’ (d) CD ‘Conformity to type based on quality management system of the production process’ (e) CF ‘Conformity to type based on product verification’ (f) CH ‘Conformity based on full quality management system’
(2) The modules for conformity assessment of interoperability constituents shall be chosen from those shown in Table 20. Table 20 Modules for conformity assessment to be applied for interoperability constitunents Procedures Rail Rail fastening system Track sleepers Placed on the EU market before entry into force of relevant TSIs CA or CH CA or CH Placed on the EU market after entry into force of relevant TSIs CB + CC or CB + CD or CB + CF or CH
(3) In the case of products placed on the market before the publication of relevant TSIs, the type is considered to have been approved and therefore EC type examination (module CB) is not necessary, provided that the manufacturer demonstrates that tests and verification of interoperability constituents have been considered successful for previous applications under comparable conditions and are in conformity with the requirements of this TSI. In this case these assessments shall remain valid in the new application. If it is not possible to demonstrate that the solution is positively proven in the past, the procedure for interoperability constituents placed on the EU market after publication of this TSI applies.
(4) The conformity assessment of interoperability constituents shall cover the phases and characteristics as indicated in Table 36 of Appendix A to this TSI.
If an innovative solution is proposed for an interoperability constituent, the procedure described in Article 10 shall apply.
(1)in accordance with Article 10(3) of Directive (EU) 2016/797, for interoperability constituents that are the subject of other legal acts of the Union covering other matters, the EC declaration of conformity or suitability for use shall state that the interoperability constituents also meet the requirements of those other legal acts;
(2)in accordance with Annex I to Commission Implementing Regulation (EU) 2019/250 (8), the EC declaration of conformity or suitability for use shall include a list of restrictions or conditions of use.
No statement setting out the conditions of use is required.
The EC declaration of conformity shall be accompanied by statement setting out:
(a) the combination of rail, rail inclination, rail pad and type of sleepers with which the fastening system may be used
(b) the maximum axle load the rail fastening system is designed to accommodate.
The EC declaration of conformity shall be accompanied by statement setting out:
(a) the combination of rail, rail inclination and type of rail fastening system with which the sleeper may be used,
(b) the nominal and design track gauge,
(c) the combinations of axle load and train speed the track sleeper is designed to accommodate.
Assessment of rail steel shall be done according to the following requirements:
(a) Rail hardness shall be tested for position RS in accordance with the specification referenced in Appendix T, Index [7].
(b) Tensile strength shall be tested in accordance with the specification referenced in Appendix T, Index [7].
(c) Fatigue test shall be done in accordance with the specification referenced in Appendix T, Index [7].
(1) (not used)
(2) For polyvalent gauge and multiple gauge track sleepers it is allowed not to assess the design track gauge for the nominal track gauge of 1 435 mm.
6.2. Infrastructure subsystem
(1) At the request of the applicant, the notified body carries out the EC verification of the infrastructure subsystem in accordance with Article 15 of Directive (EU) 2016/797 and in accordance with the provisions of the relevant modules.
(2) If the applicant demonstrates that tests or assessments of an infrastructure subsystem or parts of the subsystem are the same as have been successful for previous applications of a design, the notified body shall consider the results of these tests and assessments for the EC verification.
(3) The EC verification of the infrastructure subsystem shall cover the phases and characteristics indicated in Table 37 in Appendix B to this TSI.
(4) Performance parameters as set out in point 4.2.1 of this TSI are not subject to the EC verification of the subsystem.
(5) Particular assessment procedures for specific basic parameters of infrastructure subsystem are set out in point 6.2.4.
(6) The applicant shall draw up the EC declaration of verification for the infrastructure subsystem in accordance with Article 15 of Directive (EU) 2016/797.
For the EC verification procedure of the infrastructure subsystem, the applicant may choose either:
(a) Module SG: EC verification based on unit verification, or
(b) Module SH1: EC verification based on full quality management system plus design examination.
In the case where EC verification is most effectively undertaken by using information collected by the infrastructure manager, contracting entity or the main contractors involved (for example data obtained using track recording vehicle or other measuring devices), the notified body shall take this information into account to assess conformity.
The SH1 module may be chosen only where the activities contributing to the proposed subsystem to be verified (design, manufacturing, assembling, installation) are subject to a quality management system for design, production, final product inspection and testing, approved and surveyed by a notified body.
If an innovative solution is proposed for the infrastructure subsystem, the procedure described in Article 10 shall apply.
(1) Assessment of structure gauge as a design review shall be done against characteristic cross sections using the results of calculations made by infrastructure manager or the contracting entity on the basis of the specification referenced in Appendix T, Index [3].
(2) Characteristic cross sections are: (a) track without cant, (b) track with maximum cant, (c) track with a civil engineering structure over the line (d) any other location where the designed installation limit gauge is approached by less than 100 mm or the installation nominal gauge or uniform gauge is approached by less than 50 mm.
(3) After assembly before putting into service clearances shall be verified at locations where the designed installation limit gauge is approached by less than 100 mm or the installation nominal gauge or uniform gauge is approached by less than 50 mm.
(4) Instead of point (1), for the 1 520 mm track gauge system assessment of structure gauge as a design review is to be made against characteristic cross sections using the uniform structure gauge ‘S’ as defined in Appendix H to this TSI.
(5) Instead of point (1), for the 1 600 mm track gauge system assessment of structure gauge as a design review is to be made against characteristic cross sections using the structure gauge ‘IRL1’ as defined in Appendix O to this TSI.
(1) A design review for assessment of the distance between track centres shall be done using the results of calculations made by the Infrastructure Manager or the contracting entity on the basis of the specification referenced in Appendix T, Index [3]. The nominal distance between track centres shall be checked at the line layout where distances are given in parallel to the horizontal plane. The limit installation distance between track centres shall be checked with the radius and relevant cant.
(2) After assembly before putting into service, distance between track centres shall be verified at critical locations where the limit installation distance between track centres as defined in accordance with the specification referenced in Appendix T, Index [3] is approached by less than 50 mm.
(3) Instead of point (1), for the 1 520 mm track gauge system a design review for assessment of the distance between track centres is to be made using the results of calculations made by the infrastructure manager or the contracting entity. The nominal distance between track centres shall be checked at the line layout where distances are given in parallel to the horizontal plane. The limit installation distance between track centres shall be checked with the radius and relevant cant.
(4) Instead of point (2), for the 1 520 mm track gauge system after assembly before putting into service, distance between track centres shall be verified at critical locations where the limit installation distance between track centres is approached by less than 50 mm.
(1) Assessment of the nominal track gauge at design review shall be done by checking the self-declaration of the applicant.
(2) Assessment of the nominal track gauge at assembly before putting into service shall be done by checking the interoperability constituent sleeper's certificate. For non-certified interoperability constituents assessment of the nominal track gauge shall be done by checking the self-declaration of the applicant.
(1) At design review the curvature, cant, cant deficiency and abrupt change of cant deficiency shall be assessed against the local design speed.
(2) Assessment of switches and crossings layout is not required.
(3) At assembly before putting into service, for the review of the minimum horizontal curve the measurement values provided by the applicant or infrastructure manager shall be assessed. Rules for acceptance of works defined by the infrastructure manager shall be taken into account.
Point 4.2.4.3(2) states that ‘It is permissible for trains specifically designed to travel with higher cant deficiency (for example multiple units with lower axle loads; vehicles with special equipment for the negotiation of curves) to run with higher cant deficiency values, subject to a demonstration that this can be achieved safely’. This demonstration is outside the scope of this TSI and thus not subject to a notified body verification of the infrastructure subsystem. The demonstration shall be undertaken by the RU, if necessary in cooperation with the IM.
Assessment of design values for equivalent conicity shall be done using the results of calculations made by the infrastructure manager or the contracting entity on the basis of the specification referenced in Appendix T, Index [5].
(1) The design profile of new rails shall be checked against point 4.2.4.6.
(2) Reused serviceable rails shall not be subject to the requirements for railhead profile as set out in point 4.2.4.6.
Assessment of switches and crossings related to points 4.2.5.1 to 4.2.5.3 shall be done by checking that a self-declaration of the infrastructure manager or contracting entity exists.
(1) Assessment of new structures shall be done by checking the traffic loads and the track twist limit used for design against the minimum requirements of points 4.2.7.1 and 4.2.7.3. The notified body is not required to review the design nor carry out any calculations. When reviewing the value of factor alpha used in the design according to point 4.2.7.1 it is only necessary to check that the value of factor alpha satisfies Table 11.
(2) Assessment of new earthworks and earth pressure effects shall be done by checking the vertical loads used for design according to requirements of point 4.2.7.2. When reviewing the value of factor alpha used in the design according to point 4.2.7.2 it is only necessary to check that the value of factor alpha satisfies Table 11. The notified body is not required to review the design nor carry out any calculations.
(1)The assessment of existing structures against the requirements of points 4.2.7.4(3)(b) and (c) shall be done by one of the following methods:
(a) A check that the values of EN line categories, in combination with the allowed speed published, or intended to be published, for the lines containing the structures, are in line with the requirements of Appendix E;
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