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

• (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

• (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

• (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 ([^E0002]), 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

TABLE OF CONTENTS	TABLE OF CONTENTS
1.	Introduction
1.1.	Technical Scope
1.2.	Geographical Scope
1.3.	Content of this TSI
2.	Definition and scope of subsystem
2.1.	Definition of the infrastructure subsystem
2.2.	Interfaces of this TSI with other TSIs
2.3.	Interfaces of this TSI with the Persons with Reduced Mobility TSI
2.4.	Interfaces of this TSI with the Safety in Railway Tunnels TSI
2.5.	Relation to the safety management system
3.	Essential requirements
4.	Description of the infrastructure subsystem
4.1.	Introduction
4.2.	Functional and technical specifications of subsystem
4.2.1.	TSI Categories of Line
4.2.2.	Basic parameters characterising the infrastructure subsystem
4.2.3.	Line layout
4.2.4.	Track parameters
4.2.5.	Switches and crossings
4.2.6.	Track resistance to applied loads
4.2.7.	Structures resistance to traffic loads
4.2.8.	Immediate action limits on track geometry defects
4.2.9.	Platforms
4.2.10.	Health, safety and environment
4.2.11.	Provision for operation
4.2.12.	Fixed installations for servicing trains
4.3.	Functional and technical specification of the interfaces
4.3.1.	Interfaces with the rolling stock subsystem
4.3.2.	Interfaces with the energy subsystem
4.3.3.	Interfaces with the control command and signalling subsystem
4.3.4.	Interfaces with the operation and traffic management subsystem
4.4.	Operating rules
4.5.	Maintenance rules
4.5.1.	Maintenance file
4.5.2.	Maintenance plan
4.6.	Professional qualifications
4.7.	Health and safety conditions
5.	Interoperability constituents
5.1.	Basis on which interoperability constituents have been selected
5.2.	List of constituents
5.3.	Constituents performances and specifications
5.3.1.	The rail
5.3.2.	The rail fastening systems
5.3.3.	Track sleepers
6.	Assessment of conformity of interoperability constituents and EC verification of the subsystems
6.1.	Interoperability Constituents
6.1.1.	Conformity assessment procedures
6.1.2.	Application of modules
6.1.3.	Innovative solutions for interoperability constituents
6.1.4.	EC declaration of conformity for interoperability constituents
6.1.5.	Particular assessment procedures for interoperability constituents
6.2.	Infrastructure subsystem
6.2.1.	General provisions
6.2.2.	Application of modules
6.2.3.	Innovative solutions
6.2.4.	Particular assessment procedures for infrastructure subsystem
6.2.5.	Technical solutions giving presumption of conformity at design stage
6.3.	EC Verification when speed is used as a migration criterion
6.4.	Assessment of maintenance file
6.5.	Subsystems containing Interoperability constituents not holding an EC declaration
6.5.1.	Conditions
6.5.2.	Documentation
6.5.3.	Maintenance of the subsystems certified according to 6.5.1.
6.6.	Subsystem containing serviceable interoperability constituents that are suitable for reuse
6.6.1.	Conditions
6.6.2.	Documentation
6.6.3.	Use of serviceable interoperability constituents in maintenance
7.	Implementation of the infrastructure TSI
7.1.	Application of this TSI to railway lines
7.2.	Application of this TSI to new railway lines
7.3.	Application of this TSI to existing railway lines
7.3.1.	Upgrading of a line
7.3.3.	Substitution in the framework of maintenance
7.3.4.	Existing lines that are not subject to a renewal or upgrading project
7.4.	Application of this TSI to existing platforms
7.5.	Speed as an implementation criterion
7.6.	Ascertain Compatibility of infrastructure and rolling stock after authorisation of rolling stock
7.7.	Specific cases
7.7.1.	Particular features on the Austrian network
7.7.2.	Particular features on the Belgian network
7.7.3.	Particular features on the Bulgarian network
7.7.4.	Particular features on the Danish network
7.7.5.	Particular features on the Estonian network
7.7.6.	Particular features on the Finnish network
7.7.7.	Particular features on the French network
7.7.8.	Particular features on the German network
7.7.9.	Particular features on the Hellenic network
7.7.10.	Particular features on the Italian network
7.7.11.	Particular features on the Latvian network
7.7.12.	Particular features on the Polish network
7.7.13.	Particular features on the Portuguese network
7.7.14.	Particular features on the Ireland network
7.7.15.	Particular features on the Spanish network
7.7.16.	Particular features on the Swedish network
7.7.17.	Particular features on the UK network for Great Britain
7.7.18.	Particular features on the UK network for Northern Ireland
7.7.19.	Particular features on the Slovak network
Appendix A —	Assessment of interoperability constituents
Appendix B —	Assessment of the infrastructure subsystem
Appendix C —	Technical characteristics of track design and switches and crossings design
Appendix D —	Conditions of use of track design and switches and crossings design
Appendix E —	Capability requirements for structures according to traffic code
Appendix F —	Capability requirements for structures according to traffic code in the United Kingdom of Great Britain and Northern Ireland
Appendix G —	Speed conversion to miles per hour for Ireland and the United Kingdom of Great Britain and Northern Ireland
Appendix H —	Structure gauge for the 1 520  mm track gauge system
Appendix I —	Reverse curves with radii in the range from 150 m up to 300 m
Appendix J —	Safety assurance over fixed obtuse crossings
Appendix K —	Basis of minimum requirements for structures for passenger coaches and multiple units
Appendix M —	Specific case on the Estonian network
Appendix N —	Specific cases of the Hellenic network
Appendix O —	Specific case on the Ireland and United Kingdom of Northern Ireland networks
Appendix P —	Structure gauge for the lower parts for the 1 668  mm track gauge on the Spanish network
Appendix Q —	National technical rules for UK-GB Specific Cases
Appendix R —	List of open points
Appendix S —	Glossary
Appendix T —	List of referenced standards

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.

Table 1

Basic Parameters of the infrastructure subsystem corresponding to the essential requirements

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

4.2.1.   TSI Categories of Line

• (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 ([^E0004]) (‘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 [^E0005] / 21,5  [^E0006] 250 -350 400 P2 GB 20 [^E0005]/ 22,5  [^E0006] 200 -250 200 -400 P3 DE3 22,5  [^E0007] 120 -200 200 -400 P4 GB 22,5  [^E0007] 120 -200 200 -400 P5 GA 20 [^E0007] 80 -120 50 -200 P6 G1 12 [^E0007] n.a. n.a. P1520 S 22,5  [^E0007] 80 -160 35 -400 P1600 IRL1 22,5  [^E0007] 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  [^E0008] 100 -120 740 -1 050 F2 GB 22,5  [^E0008] 100 -120 600 -1 050 F3 GA 20 [^E0008] 60 -100 500 -1 050 F4 G1 18 [^E0008] n.a. n.a. F1520 S 25 [^E0008] 50 -120 1 050 F1600 IRL1 22,5  [^E0008] 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.

4.2.2.   Basic parameters characterising the infrastructure subsystem

4.2.2.1.   List of Basic Parameters

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

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

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

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

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

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

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

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

• H. Health, safety and environment
• (a) Maximum pressure variation in tunnels (4.2.10.1),
• (b) Effect of crosswinds (4.2.10.2),
• (c) 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).

4.2.2.2.   Requirements for Basic Parameters

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

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

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

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

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

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

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

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

4.2.3.   Line layout

4.2.3.1.   Structure gauge

• (1) The upper part of the structure gauge shall be set on the basis of the gauges selected 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.

4.2.3.2.   Distance between track centres

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

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

• (3) The distance between track centres shall at least satisfy the requirements for the limit installation distance between track centres, defined 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.

4.2.3.3.   Maximum gradients

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

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

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

4.2.3.4.   Minimum radius of horizontal curve

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

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

• (2) Reverse curves, 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.

4.2.3.5.   Minimum radius of vertical curve

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

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

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

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

4.2.4.   Track parameters

4.2.4.1.   Nominal track gauge

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

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

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

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

4.2.4.2.   Cant

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

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

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

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

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

4.2.4.3.   Cant deficiency

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

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

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

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

4.2.4.4.   Abrupt change of cant deficiency

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

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

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

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

4.2.4.5.   Equivalent conicity

• (1) The limiting values for equivalent conicity quoted in Table 10 shall be calculated for the amplitude (y) of the wheelset's lateral displacement: —  y = 3 mm, if (TG – SR) ≥ 7mm —  Image omitted; see official source, 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.

4.2.4.6.   Railhead profile for plain line

• (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 Image omitted; see official source

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

4.2.4.7.   Rail inclination

4.2.4.7.1.   Plain line

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

• (2) 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.

4.2.4.7.2.   Requirements for switches and crossings

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

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

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

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

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

4.2.5.   Switches and crossings

4.2.5.1.   Design geometry of switches and crossings

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

4.2.5.2.   Use of swing nose crossing

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

4.2.5.3.   Maximum unguided length of fixed obtuse crossings

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

4.2.6.   Track resistance to applied loads

4.2.6.1.   Track resistance to vertical loads

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

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

• (b) maximum vertical wheel forces. Maximum wheel forces for defined test conditions are 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].

4.2.6.2.   Longitudinal track resistance

4.2.6.2.1.   Design forces

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

4.2.6.2.2.   Compatibility with braking systems

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

• (2) 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 ([^E0009]) (RINF).

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

4.2.6.3.   Lateral track resistance

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

• (a) lateral forces; maximum lateral forces exerted by a wheel set on the track for defined test conditions are 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].

4.2.7.   Structures resistance to traffic loads

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.

4.2.7.1.   Resistance of new bridges to traffic loads

4.2.7.1.1.   Vertical loads

• (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.

Table 11

Factor alpha (α) for the design of new bridges

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

4.2.7.1.2.   Allowance for dynamic effects of vertical loads

• (1)The load effects from the Load Model 71 and Load Model SW/0 shall be enhanced by the dynamic factor phi (Φ) as set out in 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.

4.2.7.1.3.   Centrifugal forces

Where the track on a bridge is curved over the whole or part of the length of the bridge, the centrifugal force shall be taken into account in the design of bridges as set out in the specification referenced in Appendix T, Index [10].

4.2.7.1.4.   Nosing forces

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].

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

Traction and braking forces shall be taken into account in the design of bridges as set out in the specification referenced in Appendix T, Index [10].

4.2.7.1.6.   Design track twist due to rail traffic actions

The maximum total design track twist due to rail traffic actions shall not exceed the values set out in the specification referenced in Appendix T, Index [11].

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

• (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.

4.2.7.3.   Resistance of new structures over or adjacent to tracks

Aerodynamic actions from passing trains shall be taken into account as set out in the specification referenced in Appendix T, Index [10].

4.2.7.4.   Resistance of existing structures (bridges, geotechnical structures and earthworks) to traffic loads

• (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.

4.2.8.   Immediate action limits on track geometry defects

4.2.8.1.   The immediate action limit for alignment

• (1) The immediate action limits for isolated defects in alignment are set out in 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.

4.2.8.2.   The immediate action limit for longitudinal level

• (1) The immediate action limits for isolated defects in longitudinal level are set out in 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.

4.2.8.3.   The immediate action limit for track twist

• (1) The immediate action limit for track twist as an isolated defect is given as a zero to peak value. Track twist is 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].

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

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

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

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

4.2.8.5.   The immediate action limit for cant

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

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

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

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

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

4.2.8.6.   The immediate action limits for switches and crossings

Figure 2

Point retraction in fixed common crossings

Image omitted; see official source

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

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

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

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

4.2.9.   Platforms

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

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

4.2.9.1.   Usable length of platforms

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

4.2.9.2.   Platform height

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

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