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
(b) A check that the values of EN line categories, in combination with the allowed speed specified for the bridges or for the design, or alternative requirements specified with LM71 and factor alpha (α) for P1 and P2, are in line with the requirements of Appendix E;
(c) A check that the traffic loads specified for the structures or for the design against the minimum requirements of points 4.2.7.1.1, 4.2.7.1.2 and 4.2.7.2. When reviewing the value of factor alpha (α) in accordance with points 4.2.7.1.1 and 4.2.7.2, it is only necessary to check that the value of factor alpha (α) is in line with the value of factor alpha (α) set out in Table 11;
(d) where the requirement for an existing bridge is specified by reference to the design load model HSLM in Appendix E, the assessment of the existing bridge shall be done by either of the following methods: — checking the specification of the design of the existing bridge, — checking the specification of the dynamic appraisal, — checking the published load carrying capacity of the existing bridge in the register of infrastructure (RINF) for the parameter 1.1.1.1.2.4.2 (Compliance of structures with the High Speed Load Model (HSLM));
(e) where the requirement for an existing bridge is specified by reference to alternative dynamic loading requirements (Appendix E note 8), the assessment of the existing bridge shall be done by checking the specification of the dynamic appraisal for these alternative loading requirements against the requirements in Appendix E note 8.
(2)It is not required to review the design nor carry out any calculations.
(3)For existing structures assessment point 4.2.7.4(4) applies respectively.
(1) Assessment of the distance between the track centre and the platform edge as a design review 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].
(2) After assembly before putting into service clearances shall be verified. The offset is checked at the ends of the platform and every 30 m in straight track and every 10 m in curved track.
(3) Instead of point (1), for the 1 520 mm track gauge system assessment of the distance between the track centre and the platform edge as a design review shall be done against requirements of point 4.2.9.3. Point (2) applies accordingly.
(4) Instead of point (1), for the 1 600 mm track gauge system assessment of the distance between the track centre and the platform edge as a design review shall be done against requirements of point 4.2.9.3(4). Point (2) applies accordingly.
(1)The assessment of the maximum pressure variation in the tunnel (10 kPa criterion) shall be done in accordance with the specification referenced in Appendix T, Index [14] with trains complying with the TSI LOC&PAS and that are able to run at maximum line speed in the specific tunnel to be assessed.
(2)The input parameters to be used during the assessment shall be such that the reference characteristic pressure signature of the trains set out in the TSI LOC&PAS is fulfilled.
(3)The reference cross section areas are set out in the specification referenced in Appendix T, Index [14].
This demonstration of the safety is outside the scope of this TSI and thus not subject to a notified body verification. The demonstration shall be undertaken by the infrastructure manager, if necessary in cooperation with the railway undertaking.
Assessment of fixed installations for servicing trains is in the responsibility of the Member State concerned.
The assessment of the requirements laid down in point 4.2.6.2.2(2) is not required.
Presumption of conformity at design stage for technical solutions may be assessed prior and independent from a specific project.
(1) The demonstration of conformity of the track to the requirements of point 4.2.6 may be done by reference to an existing track design which meets the operating conditions intended for the subsystem concerned.
(2) A track design shall be defined by the technical characteristics as set out in Appendix C.1 to this TSI and by its operating conditions as set out in Appendix D.1 to this TSI.
(3) A track design is considered to be existing, if both of the following conditions are met: (a) the track design has been in normal operation for at least one year and (b) the total tonnage over the track was at least 20 million gross tons for the period of normal operation.
(4) The operating conditions for an existing track design refer to conditions which have been applied in normal operation.
(5) The assessment to confirm an existing track design shall be performed by checking that the technical characteristics as set out in Appendix C.1 to this TSI and conditions of use as set out in Appendix D.1 to this TSI are specified and that the reference to the previous use of the track design is available.
(6) When a previously assessed existing track design is used in a project, the notified body shall only assess that the conditions of use are respected.
(7) For new track designs that are based on existing track designs, a new assessment can be performed by verifying the differences and evaluating their impact on the track resistance. This assessment may be supported for example by computer simulation or by laboratory or in situ testing.
(8) A track design is considered to be new, if at least one of the technical characteristics set out in Appendix C to this TSI or one of conditions of use set out in Appendix D to this TSI is changed.
(1) The provisions as set out in point 6.2.5.1 are applicable for the assessment of track resistance for switches and crossings. Appendix C.2 sets out the technical characteristics of switches and crossings design and Appendix D.2 sets out the conditions of use of switches and crossings design.
(2) Assessment of design geometry of switches and crossings shall be done according to point 6.2.4.8 of this TSI.
(3) Assessment of maximum unguided length of fixed obtuse crossings shall be done according to point 6.2.4.8 of this TSI.
6.3. (not used)
6.4. (1)In accordance with Article 15(4) of Directive (EU) 2016/797 of the European Parliament and of the Council (9), the applicant shall be responsible for compiling the technical file, containing the documentation requested for maintenance. (2)The Notified Body shall verify only that the documentation requested for maintenance, as set out in point 4.5.1, is provided. The Notified Body is not required to verify the information contained in the documentation provided.
6.5. 6.5.1. Conditions 6.5.2. Documentation 6.5.3. Maintenance of the subsystems certified according to 6.5.1.
6.6. 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. National implementation plan
Member States shall develop a national plan for the implementation of this TSI, targeting the coherence of the entire rail system of the Union. This plan shall include all projects regarding new, renewal and upgrading of infrastructure subsystem and shall ensure a gradual migration within a reasonable timescale onwards an interoperable target infrastructure subsystem fully compliant with this TSI.
7.2. Application of this TSI to a new infrastructure subsystem
(1)For a new infrastructure subsystem, the application of this TSI shall be compulsory.
(2)A ‘new infrastructure subsystem’ means an infrastructure subsystem placed into service after 28 September 2023 which creates a route or a part of a route where none currently exists.
Any other infrastructure subsystems shall be considered as ‘existing infrastructure subsystems’.
(3)The following cases are considered as upgrading and not as the placing into service of a new infrastructure subsystem:
(a) the realignment of part of an existing route;
(b) the creation of a bypass;
(c) the addition of one or more tracks on an existing route, regardless of the distance between the original tracks and the additional tracks.
7.3. Application of this TSI to an existing infrastructure subsystem
In addition to the cases referred to in point 7.2.(3), ‘upgrading’ is a major modification work of an existing infrastructure subsystem resulting in at least compliance with one additional traffic code or a change in the declared combination of traffic codes (referred to Table 2 and Table 3 in point 4.2.1).
The conformity with this TSI is mandatory for a subsystem or part(s) of it which are upgraded or renewed. Due to the characteristics of the inherited railway system, compliance of existing infrastructure subsystem with this TSI may be achieved through a gradual improvement of interoperability:
(1) For the upgraded infrastructure subsystem, the application of this TSI shall be compulsory, and applied to the upgraded subsystem within the geographical coverage of the upgrading. The geographical coverage of the upgrading shall be defined based on locations on tracks and metric references and shall result in the compliance of all basic parameters of the infrastructure subsystem associated with the tracks that are subject to the upgrading of the infrastructure subsystem. The addition of one or more rails supporting a further track gauge is also considered as upgrade when the performance criteria of the subsystem is triggered as described in point 7.3.1.
(2) In the event of a change other than an upgrading of the infrastructure subsystem, the application of this TSI for each basic parameters (referred to in point 4.2.2) affected by a change shall be compulsory when the change requires to carry out a new ‘EC’ verification procedure in accordance with Implementing Regulation (EU) 2019/250 (10). Provisions defined in Articles 6 and 7 of Implementing Regulation (EU) 2019/250 shall apply.
(3) In the event of a change other than an upgrading of the infrastructure subsystem and for those basic parameters that are not affected by the change, or when the change does not require a new ‘EC’ verification, the demonstration of the level of compliance with this TSI is voluntary.
(4) In case of upgrading or renewal of the infrastructure subsystem, the compliance with the requirements which are laid down for new lines is not required.
(5) In case of ‘major substitution’, as defined in Article 2(15) of Directive (EU) 2016/797 of the European Parliament and of the Council, in the framework of a ‘renewal’, non TSI-compliant elements of the subsystem or part(s) of it shall systematically be replaced with TSI-compliant ones.
(6) ‘Substitution in the framework of maintenance’ means any replacement of components by parts of identical function and performance in the framework of maintenance, as defined in Article 2(17) of Directive (EU) 2016/797. It shall be made in accordance with the requirements of this TSI, whenever reasonably and economically feasible and it does not require an ‘EC’ verification.
(7) The following exceptions are permitted for existing infrastructure subsystem, in case of upgrading or renewal: (a) In the case of upgrading or renewal of the infrastructure subsystem, for parameters cant governed by point 4.2.4.2 of this TSI and cant deficiency governed by point 4.2.4.3 of this TSI it is permitted to deviate from the limiting values as set out in this TSI while respecting the exceptional limit values and applying specific restrictions and measures set out in the specification referenced in Appendix T, index [4]. Applying this exception shall not prevent the access of vehicles authorised for the maximum values required in point 4.2.4.3 of this TSI. (b) In the event of a change other than an upgrading of the infrastructure subsystem, the following conditions related to platform height and offset governed by points 4.2.9.2 and 4.2.9.3, shall apply: — It shall be allowed to apply other nominal platform heights, if the compliance to the values set out by point 4.2.9.2 would require structural alterations to any load bearing element. — It shall be allowed to apply other platform offset than the one defined in point 4.2.9.3(2) as long as the value for bq is equal or greater than bqlim.
Where an infrastructure manager wishes to demonstrate the level of compliance of an existing line with the basic parameters of this TSI, it shall apply the procedure described in Commission Recommendation 2014/881/EU (11).
The route compatibility check procedure to be applied and the parameters of the infrastructure subsystem to be used are set out in point 4.2.2.5 and Appendix D.1 of TSI OPE.
7.4. not used
7.5. not used
7.6. not used
7.7. Specific cases
The following specific cases may be applied on particular networks. The specific cases are classified as:
(a) ‘P’ cases : permanent cases;
(b) ‘T’ cases : temporary cases, where it is recommended that the target system is reached by 2020 (an objective set out in Decision No 1692/96/EC of the European Parliament and Council (12)).
All specific cases and their relevant dates shall be re-examined in the course of future revisions of the TSI with a view to limiting their technical and geographical scope based on an assessment of their impact on safety, interoperability, cross border services, TEN-T corridors, and the practical and economic impacts of retaining or eliminating them. Special account shall be given to availability of EU funding.
Specific cases shall be limited to the route or network where they are strictly necessary and taken account of through route compatibility procedures.
7.7.1.1. (not used)
For platform heights of 550 mm and 760 mm, the conventional value bq0 of platform offset shall be calculated according to the following formulas:
| In curve with a radius 1 000 ≤ R ≤ ∞ (m) | |
|---|---|
| In curve with a radius R < 1 000 (m) |
For upgraded or renewed platforms, the nominal platform height of 300 mm and 1 100 mm above the running surface shall be allowed.
Instead of points 4.2.9.3(1) and 4.2.9.3(2), the platform offset shall be:
(a) 1 650 mm for platforms with heights of 300 mm and
(b) 1 750 mm for platforms with height of 1 100 mm.
For S-Tog services the nominal platform height of 920 mm above the running surface shall be allowed.
Instead of point 4.2.4.1(2), for the 1 520 mm track gauge system the nominal track gauge shall be either 1 520 mm or 1 524 mm.
For the 1 520 mm track gauge system, for lines with an axle load of 30 t, it shall be allowed to design structures to support vertical loads in accordance with the load model set out in Appendix M to this TSI.
Instead of sub-point 4.2.8.6(3)(a), for the 1 520 mm track gauge system, the minimum value of bypass at the narrowest location between open switch rail and stock rail is 54 mm.
Instead of gauges specified in the columns ‘Gauge’ in Table 2 and Table 3 of point 4.2.1(6), for the nominal track gauge of 1 524 mm, it shall be allowed to use gauge FIN1.
(1) Instead of points 4.2.3.1(1) and 4.2.3.1(2), for the nominal track gauge of 1 524 mm, both the upper and lower part of the structure gauge shall be set on the basis of the gauge FIN1. Those gauges are defined in Annex D, section D4.4 of EN 15273-3:2013+A1:2016.
(2) Instead of point 4.2.3.1(3), for the nominal track gauge of 1 524 mm, calculations of the structure gauge shall be done using the static method in accordance with the requirements of sections 5, 6, 10 and Annex D Section D.4.4 of EN 15273-3:2013.
(1) Instead of point 4.2.3.2(1), for the nominal track gauge of 1 524 mm, the distance between track centres shall be set on the basis of the gauge FIN1.
(2) Instead of point 4.2.3.2(2), for the nominal track gauge of 1 524 mm, the nominal horizontal distance between track centres for new lines shall be specified for the design and shall not be smaller than the values mentioned in Table 21; it considers margins for aerodynamic effects. Table 21 Minimum nominal horizontal distance between track centres Maximum allowed speed [km/h] Minimum nominal horizontal distance between track centres [m] v ≤ 120 4,10 120 < v ≤ 160 4,30 160 < v ≤ 200 4,50 200 < v ≤ 250 4,70 v > 250 5,00
(3) Instead of point 4.2.3.2(3), for the nominal track gauge of 1 524 mm, the distance between track centres shall at least satisfy the requirements for the limit installation distance between track centres, defined according Annex D, Section D4.4.5 of EN 15273-3:2013+A1:2016.
Instead of point 4.2.3.4(3), for the nominal track gauge of 1 524 mm, reverse curves (other than reverse curves in marshalling yards where wagons are shunted individually) with radii in the range from 150 m up to 275 m for new lines shall be designed in accordance with Table 22 to prevent buffer locking.
| Alignment chain (*1) | Limits for tracks for mixed traffic [m] |
|---|---|
| R = 150 m — straight — R = 150 m | 16,9 |
| R = 160 m — straight — R = 160 m | 15,0 |
| R = 170 m — straight — R = 170 m | 13,5 |
| R = 180 m — straight — R = 180 m | 12,2 |
| R = 190 m — straight — R = 190 m | 11,1 |
| R = 200 m — straight — R = 200 m | 10,00 |
| R = 210 m — straight — R = 210 m | 9,1 |
| R = 220 m — straight — R = 220 m | 8,2 |
| R = 230 m — straight — R = 230 m | 7,3 |
| R = 240 m — straight — R = 240 m | 6,4 |
| R = 250 m — straight — R = 250 m | 5,4 |
| R = 260 m — straight — R = 260 m | 4,1 |
| R = 270 m — straight — R = 270 m | 2,0 |
| R = 275 m — straight — R = 275 m | 0 |
| (1) Note:* For reverse curves with different radii the radius of the smaller curve shall be used when designing straight element between the curves. |
Instead of point 4.2.4.1(1), the nominal track gauge shall be 1 524 mm.
(1) Instead of point 4.2.4.2(1), for the nominal track gauge of 1 524 mm, the design cant shall not exceed 180 mm for ballasted or non-ballasted track.
(2) Instead of point 4.2.4.2(3), for the nominal track gauge of 1 524 mm, new lines with mixed or freight traffic on curves with a radius less than 320 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) × 0,7 where D is the cant in mm and R is the radius in m.
P cases
In Appendix J, for the nominal track gauge of 1 524 mm:
(a) instead of point (J.1)(b), the minimum radius through obtuse crossing shall be 200 m; for radius between 200-220 m small radius shall be compensated with track gauge widening;
(b) instead of point (J.1)(c), the minimum check rail height shall be 39 mm.
Instead of point 4.2.8.4(1), for the nominal track gauge of 1 524 mm, the immediate action limits of track gauge as an isolated defect are set out in Table 23.
| Speed [km/h] | Dimensions [mm] | |
|---|---|---|
| Minimum track gauge | Maximum track gauge | |
| v ≤ 60 | 1 515 | 1 554 |
| 60 < v ≤ 120 | 1 516 | 1 552 |
| 120 < v ≤ 160 | 1 517 | 1 547 |
| 160 < v ≤ 200 | 1 518 | 1 543 |
| 200 < v ≤ 250 | 1 519 | 1 539 |
| v > 250 | 1 520 | 1 539 |
Instead of point 4.2.8.5(1), for the nominal track gauge of 1 524 mm, the maximum cant allowed in service is 190 mm.
Instead of point 4.2.8.6(1), for the nominal track gauge of 1 524 mm, the technical characteristics of switches and crossings shall comply with the following in-service values:
(a) Maximum value of free wheel passage in switches: 1 469 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 wheel set.
(b) Minimum value of fixed nose protection for common crossings: 1 476 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: 1 440 mm.
(d) Maximum value of free wheel passage at check rail/wing rail entry: 1 469 mm.
(e) Minimum flangeway width: 42 mm.
(f) Minimum flangeway depth: 40 mm.
(g) Maximum excess height of check rail: 55 mm.
Instead of point 4.2.9.3(1), for the nominal track gauge of 1 524 mm, the distance between the track centre and the platform edge, parallel to the running plane, shall be set on the basis of the installation limit gauge and is defined in chapter 13 of EN 15273-3:2013+A1:2016. The instllation limit gauge shall be set on the basis of the gauge FIN1. The minimum distance of bq, calculated as in chapter 13 of EN 15273-3:2013+A1:2016 is herafter refered to as bqlim.
Instead of point 4.2.12.3(1), for the nominal track gauge of 1 524 mm, 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) 330 to 4 367 mm for a single-deck train,
(b) 330 to 5 300 mm for double-deck trains.
Instead of point 6.2.4.1(1), for the nominal track gauge of 1 524 mm, assessment of structure gauge as a design review shall be done against characteristic cross sections using the results of calculations made by the Infrastructure Manager or the contracting entity on the basis of sections 5, 6, 10 and Annex D, Section D.4.4 of EN 15273-3:2013+A1:2016.
For the rail network of Ile-de-France the nominal platform height of 920 mm above the running surface shall be allowed.
For S-Bahn services the nominal platform height of 960 mm above the running surface shall be allowed.
Instead of point 4.2.8.4(1), the minimum track gauge for all speeds is 1 430 mm.
The nominal platform height shall be allowed to be 300 mm above the running surface.
Instead of point 4.2.9.3(1), for the platforms with the height of 550 mm, the distance bqlim [mm] between the the track centre and the platform edge, parallel to the running plane, shall be calculated from the formula:
(a) on straight track and inside the curves: bqlim = 1 650 + 3 750 /R + (g – 1 435 )/2 + 11,5
(b) outside the curves: bqlim = 1 650 + 3 750 /R + (g – 1 435 )/2 + 11,5 + 220 * tanδ where R is the radius of the track, in metres, g is the track gauge, δ is the angle of the cant with the horizontal line.
(1) Instead of point 4.2.4.5.(3) design values of track gauge, rail head profile and rail inclination for plain line shall be selected to ensure that the equivalent conicity limits set out in Table 24 are not exceeded. Table 24 Equivalent conicity design limit values Wheel profile Speed range [km/h] S1002, GV1/40 EPS v ≤ 60 Assessment not required 60 < v ≤ 200 0,25 0,30 200 < v ≤ 280 0,20 N.A. v > 280 0,10 N.A.
(2) Instead of point 4.2.4.5. (4) the following wheelsets shall be modelled passing over the designed track conditions (simulated by calculation according to EN 15302:2021): (a) S 1002 as defined in Annex C to EN 13715:2020 with SR1; (b) S 1002 as defined in Annex C to EN 13715:2020 with SR2; (c) GV 1/40 as defined in Annex B to EN 13715:2020 with SR1; (d) GV 1/40 as defined in Annex B to EN 13715:2020 with SR2; (e) EPS as defined in Annex D to EN 13715:2020 with SR1. For SR1 and SR2 the following values apply: (f) For the 1 435 mm track gauge system SR1 = 1 420 mm and SR2 = 1 426 mm.
Instead of point 4.2.11.2.(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) – (e) mentioned in paragraph 7.7.10.2 (2) 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.
(1) For sub-point 4.2.7.1.1(1)(a), for the 1 520 mm track gauge system, load model 71 shall be applied with a distributed load qvk of 100 kN/m.
In point 4.2.1(7), Table 2 line P3, instead of gauge DE3, on upgraded or renewed railway lines in Poland gauge G2 is allowed.
Instead of point 4.2.3.2(4), for 1 520 mm track gauge, for station tracks for direct reloading of goods from wagon to wagon the nominal horizontal minimum distance of 3,60 m shall be allowed.
Instead of point 4.2.3.4(3), for the 1 520 mm track gauge, on tracks other than main tracks, 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 10 m between the curves.
Instead of point 4.2.3.5(3), for the 1 520 mm track gauge, the radius of vertical curves (except the marshalling yards) shall be at least 2 000 m both on a crest and in a hollow.
Instead of point 4.2.4.3(3), for all types of rolling stock of the 1 520 mm track gauge the cant deficiency shall not exceed 130 mm.
Instead of point 4.2.4.4(3), for 1 520 mm track gauge, requirements of points 4.2.4.4(1) and 4.2.4.4(2) shall be applied.
Instead of point 4.2.8.3(4) and 4.2.8.3(5), for 1 520 mm track gauge points from 4.2.8.3(1) to 4.2.8.3(3) shall be applied.
Instead of requirements of Table 13 in point 4.2.8.4(2) the limit values for 1 520 mm track gauge in Poland are given in following table:
| Speed [km/h] | Dimensions [mm] | |
|---|---|---|
| Minimum track gauge | Maximum track gauge | |
| v < 50 | 1 511 | 1 548 |
| 50 ≤ v ≤ 140 | 1 512 | 1 548 |
| v > 140 | 1 512 | 1 536 |
(1) Instead of sub-point 4.2.8.6(1)(d), for certain types of switches of R = 190 m and crossings with slants of 1:9 and 1:4,444 the maximum value of free wheel passage at check rail/wing rail entry of 1 385 mm shall be allowed.
(2) Instead of point 4.2.8.6(3), for the 1 520 mm track gauge the technical characteristics of switches and crossings shall comply with the following in-service values: (a) Maximum value of free wheel passage in switches: 1 460 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: 1 472 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: 1 436 mm. (d) Minimum flangeway width: 38 mm. (e) Minimum flangeway depth: 40 mm. (f) Maximum excess height of check rail: 55 mm.
(1) For platforms used for urban or suburban railway services the nominal platform height of 960 mm above running surface shall be allowed.
(2) For upgraded or renewed lines with maximum speed of no more than 160 km/h the nominal platform height from 220 mm to 380 mm above running surface shall be allowed.
Until introduction of equipment for measurement of elements required for calculation of equivalent conicity in service, it is allowed in Poland not to assess this parameter.
The requirement of point 5.3.3(2) shall be applied for speeds above 250 km/h.
(1) Instead of point 4.2.3.1(1), for the nominal track gauge of 1 668 mm, the upper part of the structure gauge shall be set on the basis of the gauges set out in Table 26 and Table 27, which are defined in Annex D Section D.4.3 of EN 15273-3:2013+A1:2016. Table 26 Portuguese gauges for passenger traffic Traffic code Gauge P1 PTc P2 PTb+ P3 PTc P4 PTb+ P5 PTb P6 PTb Table 27 Portuguese gauges for freight traffic Traffic code Gauge F1 PTc F2 PTb+ F3 PTb F4 PTb
(2) Instead of point 4.2.3.1(2), for the nominal track gauge of 1 668 mm the lower part of the structure gauge shall be in accordance with Annex D Section D.4.3.4 of EN 15273-3:2013+A1:2016.
(3) Instead of point 4.2.3.1(3), for the nominal track gauge of 1 668 mm, calculations of the structure gauge shall be done using the kinematic method in accordance with the requirements of Annex D Section D.4.3. of EN 15273-3:2013+A1:2016.
Instead of point 4.2.3.2(1), for the nominal track gauge of 1 668 mm, the distance between track centres shall be set on the basis of the reference contours PTb, PTb+ or PTc, which are defined in Annex D Section D.4.3 of EN 15273-3:2013+A1:2016.
Instead of point 4.2.8.4(1), for the nominal track gauge of 1 668 mm, the immediate action limits of track gauge as an isolated defect are set out in Table 28.
| Speed [km/h] | Dimensions [mm] | |
|---|---|---|
| Minimum track gauge | Maximum track gauge | |
| v ≤ 120 | 1 657 | 1 703 |
| 120 < v ≤ 160 | 1 658 | 1 703 |
| 160 < v ≤ 230 | 1 661 | 1 696 |
| v > 230 | 1 663 | 1 696 |
Instead of point 4.2.8.6(1), for the nominal track gauge of 1 668 mm, the technical characteristics of switches and crossings shall comply with the following in-service values:
(a) Maximum value of free wheel passage in switches: 1 618 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: 1 625 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: 1 590 mm.
(d) Maximum value of free wheel passage at check rail/wing rail entry: 1 618 mm.
(e) Minimum flangeway width: 38 mm.
(f) Minimum flangeway depth: 40 mm.
(g) Maximum excess height of check rail: 70 mm.
P cases
For the nominal track gauge of 1 668 mm, for upgraded or renewed platforms the nominal platform height of 685 mm (general use) or 900 mm (urban and suburban traffic) above the running surface for radii of more than 300 m or 350 m respectively shall be allowed.
(1) Instead of point 4.2.9.3(1), for the nominal track gauge of 1 668 mm, the distance between the track centre and the platform edge parallel to the running plane (bq), as defined in chapter 13 of EN 15273-3:2013+A1:2016, 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 PTb+ defined in Annex D, Section D 4.3 of EN 15273-3:2013+A1:2016.
(2) For a three-rail track, the installation limit gauge shall be the outside envelope resultant from the overlaying of the installation gauge centred on the track gauge 1 668 mm, and the installation gauge set in 4.2.9.3(1) centred on the track gauge 1 435 mm.
Instead of point 6.2.4.1(1), for the nominal track gauge of 1 668 mm, assessment of structure gauge as a design review shall be done against characteristic cross sections using the results of calculations made by the Infrastructure Manager or the contracting entity on the basis of chapters 5, 7, 10 and section D.4.3 of EN 15273-3:2013+A1:2016.
Instead of point 6.2.4.12(3), for the nominal track gauge of 1 668 mm, the reference cross section area (constant along a train) to be considered is to be, independently to each motor or trailer vehicle:
(a) 12 m2 for vehicles designed for PTc reference kinematic profile,
(b) 11 m2 for vehicles designed for PTb and PTb+ reference kinematic profile.
The vehicle gauge to be considered shall be set on the basis of the gauge selected according to point 7.7.13.1.
Instead of point 4.2.3.1(5), for the nominal track gauge of 1 600 mm, it shall be allowed to apply the uniform structure gauge IRL2 as set out in Appendix O to this TSI.
Instead of point 4.2.3.2(6), for the 1 600 mm track gauge, the distance between track centres shall be set on the basis of the gauges selected according to point 7.7.14.1. The nominal horizontal distance between track centres shall be specified for the design and shall not be less than 3,47 m for gauge IRL2; it considers margins for aerodynamic effects.
Instead of point 6.2.4.1(5), for the 1 600 mm track gauge, assessment of structure gauge as a design review is to be made against characteristic cross sections using the structure gauge ‘IRL2’ as defined in Appendix O to this TSI.
(1) Instead of point 4.2.3.1(1), for the nominal track gauge of 1 668 mm, the upper part of the structure gauge for new lines shall be set on the basis of the gauges set out in Table 29 and Table 30 which are defined in Annex D, Section D.4.11 of EN 15273-3:2013+A1:2016. Table 29 Gauges for passenger traffic on the Spanish network Traffic code Gauge of upper parts P1 GEC16 P2 GEB16 P3 GEC16 P4 GEB16 P5 GEB16 P6 GHE16 Table 30 Gauges for freight traffic on the Spanish network Traffic code Gauge of upper parts F1 GEC16 F2 GEB16 F3 GEB16 F4 GHE16 For renewed or upgraded lines the upper part of the structure gauge shall be set on the basis of the gauge GHE16 which is defined in Annex D, Section D.4.11 of EN 15273-3:2013.
(2) Instead of point 4.2.3.1(2), for the nominal track gauge of 1 668 mm the lower part of the structure gauge shall be GEI2 as set out in Appendix P to this TSI. Where tracks are equipped with rail brakes, structure gauge GEI1 shall be applied for the lower part of the gauge, as set out in Appendix P to this TSI.
(3) Instead of point 4.2.3.1(3), for the nominal track gauge of 1 668 mm calculations of the structure gauge shall be done using the kinematic method in accordance with the requirements of Annex D, Section D.4.11 of EN 15273-3:2013+A1:2016 for the upper parts and Appendix P to this TSI for the lower parts.
Instead of point 4.2.3.2(1), for the nominal track gauge of 1 668 mm, the distance between track centres shall be set on the basis of gauges of upper parts GHE16, GEB16 or GEC16, which are defined in Annex D, Section D.4.11 of EN 15273-3:2013+A1:2016.
Instead of point 4.2.7.1.6, for the nominal track gauge of 1 668 mm, the maximum total design track twist due to rail traffic actions shall not exceed 8mm/3m.
Instead of point 4.2.8.4(1), for the nominal track gauge of 1 668 mm, the immediate action limits of track gauge as an isolated defect are set out in Table 31.
| Speed [km/h] | Dimensions [mm] | |
|---|---|---|
| Minimum track gauge | Maximum track gauge | |
| v ≤ 80 | 1 659 | 1 698 |
| 80 < v ≤ 120 | 1 659 | 1 691 |
| 120 < v ≤ 160 | 1 660 | 1 688 |
| 160 < v ≤ 200 | 1 661 | 1 686 |
| 200 < v ≤ 240 | 1 663 | 1 684 |
| 240 < v ≤ 280 | 1 663 | 1 682 |
| 280 < v ≤ 320 | 1 664 | 1 680 |
| 320 < v ≤ 350 | 1 665 | 1 679 |
Instead of point 4.2.8.6(1), for the nominal track gauge of 1 668 mm, the technical characteristics of switches and crossings shall comply with the following in-service values:
(a) Maximum value of free wheel passage in switches: 1 618 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: 1 626 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: 1 590 mm.
(d) Maximum value of free wheel passage at check rail/wing rail entry: 1 620 mm.
(e) Minimum flangeway width: 38 mm.
(f) Minimum flangeway depth: 40 mm.
(g) Maximum height of check rail: 70 mm.
The nominal platform height dedicated for:
(a) commuter or regional traffic or
(b) commuter and long-distance traffic
(c) regional traffic and long-distance traffic
stopping in normal service, shall be allowed to be 680 mm for radii of 300 m and more above the running surface.
(1) Instead of point 4.2.9.3(1), for the nominal track gauge of 1 668 mm, the distance between the track centre and the platform edge, parallel to the running plane (bq), as defined in chapter 13 of EN 15273-3:2013+A1:2016, shall be set on the basis of the installation limit gauge (bqlim). The installation limit gauge shall be calculated on the basis of the gauges of upper parts GHE16 or GEC16 defined in Annex D, Section D.4.11 of EN 15273-3:2013+A1:2016.
(2) For a three-rail track, the installation limit gauge shall be the outside envelope resultant from the overlaying of the installation limit gauge centred on the track gauge 1 668 mm, and the installation limit gauge set in 4.2.9.3(1) centred on the track gauge 1 435 mm.
Instead of point 6.2.4.1(1), for the nominal track gauge of 1 668 mm, assessment of structure gauge as a design review shall be done against characteristic cross sections using the results of calculations made by the Infrastructure Manager or the contracting entity on the basis of chapters 5, 7, 10 and Annex D, Section D.4.11 of EN 15273-3:2013+A1:2016 for the upper parts and Appendix P to this TSI for the lower parts.
Instead of point 6.2.4.12(3), for the nominal track gauge of 1 668 mm, the reference cross section area to be considered is to be, independently to each motor or trailer vehicle:
(a) 12 m2 for vehicles designed for GEC16 reference kinematic profile,
(b) 11 m2 for vehicles designed for GEB16, and GHE16 reference kinematic profile.
The vehicle gauge to be considered shall be set on the basis of the gauge selected according to point 7.7.15.1.
On infrastructure with direct connection to the Finnish network and for infrastructure in harbours, the particular features of the Finnish network as specified in point 7.7.6 of this TSI may be applied on tracks, which are dedicated for 1 524 mm nominal track gauge vehicles.
As set out in point 4.2.9.3(1), the distance between the track centre and the platform edge parallel to the running plane (bq), as defined in chapter 13 of EN 15273-3:2013+A1:2016, shall be calculated with the following values for allowed additional overthrow (Skin):
(a) on the inside of the curve: Skin = 40,5/R,
(b) on the outside of the curve: Skin = 31,5/R.
7.7.17. (not used)
7.7.18. 7.7.18.1. Structure gauge (4.2.3.1) P cases Instead of point 4.2.3.1(5), for the nominal track gauge of 1 600 mm, it shall be allowed to apply the uniform structure gauge IRL3 as set out in Appendix O to this TSI. 7.7.18.2. Distance between track centres (4.2.3.2) P cases Instead of point 4.2.3.2(6), for the 1 600 mm track gauge, the distance between track centres shall be set on the basis of the gauges selected according to point 7.7.17.1. The nominal horizontal distance between track centres shall be specified for the design and shall consider margins for aerodynamic effects. The minimum allowed value for the uniform structure gauge IRL3 is an open point. 7.7.18.3. Assessment of structure gauge (6.2.4.1) P cases Instead of point 6.2.4.1(5), for the 1 600 mm track gauge, assessment of structure gauge as a design review is to be made against characteristic cross sections using the structure gauge ‘IRL3’ as defined in Appendix O to this TSI.
| 7.7.19. | Particular features on the Slovak network 7.7.19.1. TSI categories of line (4.2.1) P cases For the Traffic Code F1520 as defined in Table 3 of point 4.2.1(7), for the 1 520 mm track gauge system, it shall be allowed to use axle load 24,5 t and train length in the range from 650 m up to 1 050 m. 7.7.19.2. Minimum radius of horizontal curve (4.2.3.4) P cases (1) Instead of point 4.2.3.4(2), reverse curves (other than reverse curves in marshalling yards where wagons are shunted individually) with radii in the range from 150 m up to 300 m for new lines shall be designed in accordance with Table 33 and Table 34 to prevent buffer locking. (2) Instead of paragraph 4.2.3.4(3), for the 1 520 mm track gauge system, for main tracks, 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. (3) Instead of point 4.2.3.4(3), for the 1 520 mm track gauge system, for tracks other than main tracks, reverse curves with radii in the range from 150 m up to 250 m shall be designed in accordance with Table 33 and Table 34. Table 33 Limits for length of a straight intermediate element between two long circular curves in the opposite directions (m) R1/R2 150 160 170 180 190 200 220 230 250 280 300 150 11,0 10,7 10,4 10,0 9,8 9,5 9,0 8,7 8,1 7,6 6,7 160 10,7 10,4 10,0 9,8 9,5 9,0 8,6 8,1 7,6 6,7 6,4 170 10,4 10,0 9,8 9,5 9,0 8,5 8,1 7,6 6,7 6,4 6,0 180 10,0 9,8 9,5 9,0 8,5 8,0 7,5 6,6 6,4 6,0 5,5 190 9,8 9,5 9,0 8,5 8,0 7,5 6,5 6,3 6,0 5,4 4,5 200 9,5 9,0 8,5 8,0 7,5 6,5 6,2 6,0 5,3 4,0 3,0 220 9,0 8,6 8,1 7,5 6,5 6,2 6,0 5,3 4,0 3,0 0,0 230 8,7 8,1 7,6 6,6 6,3 6,0 5,3 4,0 3,0 0,0 250 8,1 7,6 6,7 6,4 6,0 5,3 4,0 3,0 0,0 280 7,6 6,7 6,4 6,0 5,4 4,0 3,0 0,0 300 6,7 6,4 6,0 5,5 4,5 3,0 0,0 325 6,4 6,0 5,7 5,0 4,0 0,0 350 6,3 5,8 5,2 4,0 3,0 0,0 400 6,0 5,2 4,0 3,0 0,0 450 5,5 4,5 3,0 0,0 500 5,0 3,0 0,0 600 3,0 0,0 700 0,0 Table 34 Limits for length of a straight intermediate element between two long circular curves in the opposite directions (m); for passenger trains with speeds up to 40 km/h for other tracks than main tracks R1/R2 150 160 170 180 190 200 220 230 250 150 11,0 10,7 10,4 10,0 9,8 9,5 9,0 8,7 8,1 160 10,7 10,4 10,0 9,8 9,5 9,0 8,6 8,1 7,6 170 10,4 10,0 9,8 9,5 9,0 8,5 8,1 7,6 6,7 180 10,0 9,8 9,5 9,0 8,5 8,0 7,5 6,6 6,4 190 9,8 9,5 9,0 8,5 8,0 7,5 6,5 6,3 6,0 200 9,5 9,0 8,5 8,0 7,5 6,7 6,2 6,0 5,3 220 9,0 8,6 8,1 7,5 6,5 6,2 6,0 5,3 4,0 230 8,7 8,1 7,6 6,6 6,3 6,0 5,3 4,0 4,0 250 8,1 7,6 6,7 6,4 6,0 5,3 4,0 4,0 4,0 280 7,6 6,7 6,4 6,0 5,4 4,0 4,0 4,0 4,0 300 6,7 6,4 6,0 5,5 4,5 4,0 4,0 4,0 4,0 325 6,4 6,0 5,7 5,0 4,0 4,0 4,0 4,0 4,0 350 6,3 5,8 5,2 4,0 4,0 4,0 4,0 4,0 4,0 400 6,0 5,2 4,0 4,0 4,0 4,0 4,0 4,0 4,0 450 5,5 4,5 4,0 4,0 4,0 4,0 4,0 4,0 4,0 500 5,0 4,0 4,0 4,0 4,0 4,0 4,0 4,0 4,0 600 4,0 4,0 4,0 4,0 4,0 4,0 4,0 4,0 4,0 7.7.19.3. Minimum radius of vertical curve (4.2.3.5) P cases (1) Instead of point 4.2.3.5(1), only for side track with maximum speed up to 10 km/h, the radius of vertical curves (except for humps in marshalling yards) shall be at least 500 m in both in a crest and in a hollow. (2) Instead of point 4.2.3.5(3), for 1 520 mm track gauge system, the radius of vertical curves (except the marshalling yards) shall be at least 2 000 m both on a crest and in a hollow, in cramped conditions (e.g. insufficient space) at least 1 000 m both on a crest and in hollow. (3) For side track with maximum speed up to 10 km/h, it shall be allowed to use the radius of vertical curves at least 500 m both on a crest and in a hollow. (4) Instead of point 4.2.3.5(4), for the 1 520 mm track gauge system for humps in marshalling yards the radius of vertical curves shall be at least 300 m on a crest and 250 m in a hollow. 7.7.19.4. Cant deficiency (4.2.4.3) P cases Instead of point 4.2.4.3(3), for all types of rolling stock of the 1 520 mm track gauge system the cant deficiency shall not exceed 137 mm. For passenger traffic, this limit is valid for speeds up to 230 km/h. For mixed traffic, this limit is valid for speed up to 160 km/h. 7.7.19.5. The immediate action limit for track twist (4.2.8.3) P cases Instead of point 4.2.8.3(4) and 4.2.8.3(5), for the 1 520 mm track gauge system, points from 4.2.8.3(1) to 4.2.8.3(3) shall be applied. 7.7.19.6. The immediate action limit of track gauge as an isolated defect (4.2.8.4) P cases Instead of point 4.2.8.4(2), for 1 520 mm track gauge system, the immediate action limits of track gauge as an isolated defects are set out in Table 35. Table 35 Immediate action limits of track gauge for 1 520 mm track gauge system in Slovak republic Speed [km/h] Dimensions [mm] Minimum track gauge Maximum track gauge v ≤ 80 1 511 1 555 80 < v ≤ 120 1 512 1 550 120 < v ≤ 160 1 513 1 545 160 < v ≤ 230 1 514 1 540 7.7.19.7. The immediate action limit for cant (4.2.8.5) P cases Instead of point 4.2.8.5(3), for the 1 520 mm track gauge system, the maximum cant allowed in service is 170 mm. 7.7.19.8. The immediate action limits for switches and crossings (4.2.8.6) P cases Instead of point 4.2.8.6(3), 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 60 mm. (b) Minimum value of fixed nose protection for common crossings is 1 472 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 is 1 436 mm (d) Minimum flangeway width is 40 mm (e) Minimum flangeway depth is 40 mm (f) Maximum excess height of check rail is 54 mm 7.7.19.9. Platform height (4.2.9.2) P cases For renewed lines with maximum speed of no more than 120 km/h the nominal platform height shall be allowed from 200 mm to 300 mm above the running surface. 7.7.19.10. Equivalent conicity in service (4.2.11.2) T cases Until introduction of equipment for measurement of elements required for calculation of equivalent conicity in service, it is allowed in Slovak republic not to assess this parameter. 7.7.19.11. Track sleepers (5.3.3) P cases The requirement of point 5.3.3(2) shall be applied for speeds above 250 km/h. | ||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|
| R1/R2 | 150 | 160 | 170 | 180 | 190 | 200 | 220 | 230 | 250 | 280 | 300 |
| 150 | 11,0 | 10,7 | 10,4 | 10,0 | 9,8 | 9,5 | 9,0 | 8,7 | 8,1 | 7,6 | 6,7 |
| 160 | 10,7 | 10,4 | 10,0 | 9,8 | 9,5 | 9,0 | 8,6 | 8,1 | 7,6 | 6,7 | 6,4 |
| 170 | 10,4 | 10,0 | 9,8 | 9,5 | 9,0 | 8,5 | 8,1 | 7,6 | 6,7 | 6,4 | 6,0 |
| 180 | 10,0 | 9,8 | 9,5 | 9,0 | 8,5 | 8,0 | 7,5 | 6,6 | 6,4 | 6,0 | 5,5 |
| 190 | 9,8 | 9,5 | 9,0 | 8,5 | 8,0 | 7,5 | 6,5 | 6,3 | 6,0 | 5,4 | 4,5 |
| 200 | 9,5 | 9,0 | 8,5 | 8,0 | 7,5 | 6,5 | 6,2 | 6,0 | 5,3 | 4,0 | 3,0 |
| 220 | 9,0 | 8,6 | 8,1 | 7,5 | 6,5 | 6,2 | 6,0 | 5,3 | 4,0 | 3,0 | 0,0 |
| 230 | 8,7 | 8,1 | 7,6 | 6,6 | 6,3 | 6,0 | 5,3 | 4,0 | 3,0 | 0,0 | |
| 250 | 8,1 | 7,6 | 6,7 | 6,4 | 6,0 | 5,3 | 4,0 | 3,0 | 0,0 | ||
| 280 | 7,6 | 6,7 | 6,4 | 6,0 | 5,4 | 4,0 | 3,0 | 0,0 | |||
| 300 | 6,7 | 6,4 | 6,0 | 5,5 | 4,5 | 3,0 | 0,0 | ||||
| 325 | 6,4 | 6,0 | 5,7 | 5,0 | 4,0 | 0,0 | |||||
| 350 | 6,3 | 5,8 | 5,2 | 4,0 | 3,0 | 0,0 | |||||
| 400 | 6,0 | 5,2 | 4,0 | 3,0 | 0,0 | ||||||
| 450 | 5,5 | 4,5 | 3,0 | 0,0 | |||||||
| 500 | 5,0 | 3,0 | 0,0 | ||||||||
| 600 | 3,0 | 0,0 | |||||||||
| 700 | 0,0 | ||||||||||
| R1/R2 | 150 | 160 | 170 | 180 | 190 | 200 | 220 | 230 | 250 | ||
| 150 | 11,0 | 10,7 | 10,4 | 10,0 | 9,8 | 9,5 | 9,0 | 8,7 | 8,1 | ||
| 160 | 10,7 | 10,4 | 10,0 | 9,8 | 9,5 | 9,0 | 8,6 | 8,1 | 7,6 | ||
| 170 | 10,4 | 10,0 | 9,8 | 9,5 | 9,0 | 8,5 | 8,1 | 7,6 | 6,7 | ||
| 180 | 10,0 | 9,8 | 9,5 | 9,0 | 8,5 | 8,0 | 7,5 | 6,6 | 6,4 | ||
| 190 | 9,8 | 9,5 | 9,0 | 8,5 | 8,0 | 7,5 | 6,5 | 6,3 | 6,0 | ||
| 200 | 9,5 | 9,0 | 8,5 | 8,0 | 7,5 | 6,7 | 6,2 | 6,0 | 5,3 | ||
| 220 | 9,0 | 8,6 | 8,1 | 7,5 | 6,5 | 6,2 | 6,0 | 5,3 | 4,0 | ||
| 230 | 8,7 | 8,1 | 7,6 | 6,6 | 6,3 | 6,0 | 5,3 | 4,0 | 4,0 | ||
| 250 | 8,1 | 7,6 | 6,7 | 6,4 | 6,0 | 5,3 | 4,0 | 4,0 | 4,0 | ||
| 280 | 7,6 | 6,7 | 6,4 | 6,0 | 5,4 | 4,0 | 4,0 | 4,0 | 4,0 | ||
| 300 | 6,7 | 6,4 | 6,0 | 5,5 | 4,5 | 4,0 | 4,0 | 4,0 | 4,0 | ||
| 325 | 6,4 | 6,0 | 5,7 | 5,0 | 4,0 | 4,0 | 4,0 | 4,0 | 4,0 | ||
| 350 | 6,3 | 5,8 | 5,2 | 4,0 | 4,0 | 4,0 | 4,0 | 4,0 | 4,0 | ||
| 400 | 6,0 | 5,2 | 4,0 | 4,0 | 4,0 | 4,0 | 4,0 | 4,0 | 4,0 | ||
| 450 | 5,5 | 4,5 | 4,0 | 4,0 | 4,0 | 4,0 | 4,0 | 4,0 | 4,0 | ||
| 500 | 5,0 | 4,0 | 4,0 | 4,0 | 4,0 | 4,0 | 4,0 | 4,0 | 4,0 | ||
| 600 | 4,0 | 4,0 | 4,0 | 4,0 | 4,0 | 4,0 | 4,0 | 4,0 | 4,0 | ||
| Speed [km/h] | Dimensions [mm] | ||||||||||
| Minimum track gauge | Maximum track gauge | ||||||||||
| v ≤ 80 | 1 511 | 1 555 | |||||||||
| 80 < v ≤ 120 | 1 512 | 1 550 | |||||||||
| 120 < v ≤ 160 | 1 513 | 1 545 | |||||||||
| 160 < v ≤ 230 | 1 514 | 1 540 |
Appendix A
The characteristics of the interoperability constituents to be assessed by the notified body or the manufacturer in accordance with the selected module, in the different phases of design, development and production, are marked by ‘X’ in Table 36. Where no assessment is required, this is marked by ‘n.a.’ in the table.
There are no particular assessment procedures required for interoperability constituents of the infrastructure subsystem.
| Characteristics to be assessed | Assessment in the following phase | |||
|---|---|---|---|---|
| Design and development phase | Production phase Manufacturing process + product test | |||
| Design review | Review of manufacturing process | Type test | Product quality (series) | |
| 5.3.1 The rail | ||||
| 5.3.1.1 Railhead profile | X | n.a. | X | X |
| 5.3.1.2 Rail steel | X | X | X | X |
| 5.3.2 The rail fastening systems | n.a. | n.a. | X | X |
| 5.3.3 Track sleepers | X | X | n.a. | X |
Appendix B
The characteristics of the subsystem to be assessed in the different phases of design, construction and operation are marked by ‘X’ in Table 37.
Where no assessment by a notified body is required, this is marked by ‘n.a.’ in the table. This does not prevent the need for other assessments to be performed in the framework of other phases.
Definition of assessment phases:
(1) ‘Design review’ : it includes checking of correctness of values/parameters against applicable TSI requirements related to the final design.
(2) ‘Assembly before putting into service’ : checking on site that the actual product or subsystem complies with the relevant design parameters just before putting it into operation.
Column 3 gives references to point 6.2.4 ‘Particular assessment procedures for subsystem’ and to point 6.2.5 ‘Technical solutions giving presumption of conformity at design stage’.
| Characteristics to be assessed | New line or upgrading/renewal project | Particular assessment procedures | |
|---|---|---|---|
| Design review | Assembly before putting into service | ||
| 1 | 2 | 3 | |
| Structure gauge (4.2.3.1) | X | X | 6.2.4.1 |
| Distance between track centres (4.2.3.2) | X | X | 6.2.4.2 |
| Maximum gradients (4.2.3.3) | X | n.a. | |
| Minimum radius of horizontal curve (4.2.3.4) | X | X | 6.2.4.4 |
| Minimum radius of vertical curve (4.2.3.5) | X | n.a. | 6.2.4.4 |
| Nominal track gauge (4.2.4.1) | X | X | 6.2.4.3 |
| Cant (4.2.4.2) | X | X | 6.2.4.4 |
| Cant deficiency (4.2.4.3) | X | n.a. | 6.2.4.4 6.2.4.5 |
| Abrupt change of cant deficiency (4.2.4.4) | X | n.a. | 6.2.4.4 |
| Assessment of design values for equivalent conicity (4.2.4.5) | X | n.a. | 6.2.4.6 |
| Railhead profile for plain line (4.2.4.6) | X | n.a. | 6.2.4.7 |
| Rail inclination (4.2.4.7) | X | n.a. | |
| Design geometry of switches and crossings (4.2.5.1) | X | n.a. | 6.2.4.8 |
| Use of swing nose crossings (4.2.5.2) | X | n.a. | 6.2.4.8 |
| Maximum unguided length of fixed obtuse crossings (4.2.5.3) | X | n.a. | 6.2.4.8 |
| Track resistance to vertical loads (4.2.6.1) | X | n.a. | 6.2.5 |
| Longitudinal track resistance (4.2.6.2) | X | n.a. | 6.2.5 6.2.4.15 |
| Lateral track resistance (4.2.6.3) | X | n.a. | 6.2.5 |
| Resistance of new bridges to traffic loads (4.2.7.1) | X | n.a. | 6.2.4.9 |
| Equivalent vertical loading for new earthworks and earth pressure effects (4.2.7.2) | X | n.a. | 6.2.4.9 |
| Resistance of new structures over or adjacent to tracks (4.2.7.3) | X | n.a. | 6.2.4.9 |
| Resistance of existing bridges and earthworks to traffic loads (4.2.7.4) | X | n.a. | 6.2.4.10 |
| The immediate action limit for alignment (4.2.8.1) | n.a. | n.a. | |
| The immediate action limit for longitudinal level (4.2.8.2) | n.a. | n.a. | |
| The immediate action limit for track twist (4.2.8.3) | n.a. | n.a. | |
| The immediate action limit of track gauge as an isolated defect (4.2.8.4) | n.a. | n.a. | |
| The immediate action limit for cant (4.2.8.5) | n.a | n.a. | |
| The immediate action limit for switches and crossings (4.2.8.6) | n.a. | n.a. | |
| Usable length of platforms (4.2.9.1) | X | n.a. | |
| Platform height (4.2.9.2) | X | X | |
| Platform offset (4.2.9.3) | X | X | 6.2.4.11 |
| Track layout along platforms (4.2.9.4) | X | n.a. | |
| Maximum pressure variation in tunnels (4.2.10.1) | X | n.a. | 6.2.4.12 |
| Effect of crosswinds (4.2.10.2) | n.a. | n.a. | 6.2.4.13 |
| Location markers (4.2.11.1) | n.a. | n.a. | |
| Equivalent conicity in service (4.2.11.2) | n.a. | n.a. | |
| Toilet discharge (4.2.12.2) | n.a. | n.a | 6.2.4.14 |
| Train external cleaning facilities (4.2.12.3) | n.a. | n.a. | 6.2.4.14 |
| Water restocking (4.2.12.4) | n.a. | n.a. | 6.2.4.14 |
| Refuelling (4.2.12.5) | n.a. | n.a. | 6.2.4.14 |
| Electric shore supply (4.2.12.6) | n.a. | n.a | 6.2.4.14 |
| Application of Interoperability Constituents | n.a. | X |
Appendix C
Appendix C.1
Track design shall be at least defined by the technical characteristics as follows:
(a) Rail — Profile(s) & grades — Continuous welded rail or length of rails (for jointed track sections)
(b) Fastening system — Type — Pad stiffness — Clamping force — Longitudinal restraint
(c) Sleeper — Type — Resistance to vertical loads: — Concrete: design bending moments
— Wood: compliance with the specification referenced in Appendix T, Index [15]
— Steel: moment of inertia of cross section — Resistance to longitudinal and lateral loads: geometry and weight — Nominal and design track gauge
(d) Rail inclination
(e) Ballast cross sections (ballast shoulder — ballast thickness)
(f) Ballast type (grading = granulometrie)
(g) Sleeper spacing
(h) Special devices: for example sleeper anchors, third/fourth rail, …
Appendix C.2
Switches and crossings design shall be at least defined by the technical characteristics as follows:
(a) Rail — Profile(s) & grades (switch rail, stock rail) — Continuous welded rail or length of rails (for jointed track sections)
(b) Fastening system — Type — Pad stiffness — Clamping force — Longitudinal restraint
(c) Bearer — Type — Resistance to vertical loads: — Concrete: design bending moments — Wood: compliance with the specification referenced in Appendix T, Index [15] — Steel: moment of inertia of cross section — Resistance to longitudinal and lateral loads: geometry and weight — Nominal track gauge
(d) Rail inclination
(e) Ballast cross sections (ballast shoulder — ballast thickness)
(f) Ballast type (grading = granulometrie)
(g) Type of crossing (fixed or movable point)
(h) Type of locking (switch pannel, movable point of crossing)
(i) Special devices: for example sleeper anchors, third/fourth rail, …
(j) Generic switches and crossings drawing indicating
— Geometrical diagram (triangle) describing the length of the turnout and the tangents at the end of the turnout — Main geometrical characteristics like the main radii in switch, closure and crossing panel, crossing angle — Sleeper spacing
Appendix D
Appendix D.1
Conditions of use of track design are defined to be as follows:
(a) Maximum axle load [t]
(b) Maximum line speed [km/h]
(c) Minimum horizontal curve radius [m]
(d) Maximum cant [mm]
(e) Maximum cant deficiency [mm]
Appendix D.2
Conditions of use of switches and crossings design are defined to be as follows:
(a) Maximum axle load [t]
(b) Maximum line speed [km/h] on through route and diverging track of switches
(c) Rules for curved turnouts based on generic designs, giving minimum curvatures (for through route and diverging track of switches)
Appendix E
The minimum capability requirements for existing bridges in accordance with point 4.2.7.4(2) are set out in Table 38A and Table 39A in accordance with the traffic codes given in Table 2 and Table 3. These capability requirements are set out using the vertical loading only defined by the EN line category with a corresponding speed or by LM71 with the factor alpha. Additional dynamic capability requirements are expressed by the dynamic load model HSLM. The EN line category and associated speed shall be considered as a single combined quantity.
The minimum capability requirements for existing geotechnical structures and earthworks in accordance with point 4.2.7.4(2) are set out in Table 38B and Table 39B in accordance with the traffic codes given in Table 2 and Table 3.
EN line categories are a function of axle load and geometrical aspects relating to the spacing of axles and are set out in the specification referenced in Appendix T, Index [2].
For continuous bridges, the case with most onerous effects between Load Model 71 (LM71) and Load Model SW/0 shall be taken into account. LM71, Load Model SW/0 and Load Model HSLM are set out in the specification referenced in Appendix T, Index [10].
| Traffic code | Traffic with loco hauled trains: Passenger trains including Carriages (Coaches, Vans and Car Carriers) and Light Freight Wagons and Locomotives and Power Heads(2)(3)(5)(6)(4) | Traffic with Electric or Diesel Multiple Units, Power Units and Railcars (2)(5)(4) |
|---|---|---|
| P1 | n.a.(7) | HSLM (8) and D2-200 or HSLM (8) andLM71 with α = 1.0(14) |
| P2 | HSLM (8) and D2-200 Or HSLM (8) and LM71 with α = 0.91(14) | HSLM (8) and D2-200 Or HSLM (8) andLM71 with α = 0.91(14) |
| P3a (> 160 km/h) | L≥4m D2-100 and L<4m D2-200(9)(10)(15) | L≥4m C2-100 and L<4m C2-200(9)(15) |
| P3b (≤ 160 km/h) | L≥4m D2-100 and L<4m D2-160(9)(11)(15) | L≥4m D2-100 and L<4m D2-160(9)(15) |
| P4a (> 160 km/h) | L≥4m D2-100 and L<4m D2-200(9)(12)(15) | L≥4m C2-100 and L<4m C2-200(9)(15) |
| P4b (≤ 160 km/h) | L≥4m D2-100 and L<4m D2-160(9)(13)(15) | L≥4m C2-100 and L<4m C2-160(9)(15) |
| P5 | C2-120 | B1-120 |
| P6 | a12 | |
| P1520 | Open point | |
| P1600 | Open point | |
| Traffic code | Freight trains including freight wagons, other vehicles and locomotives(2) | |
| --- | --- | |
| F1 | D4 – 120 | |
| F2 | D2 – 120 | |
| F3 | C2 – 100 | |
| F4 | B2 – 100 | |
| F1520 | Open point | |
| F1600 | Open point |
Notes:
(1) The indicated speed value in the tables represents the maximum requirement for the line and may be lower in accordance with the requirements in point 4.2.1(12). When checking individual structures on the line, it is acceptable to take account the local allowed speeds as also indicated in the notes 2 and 3 of Table 2 and in the note 1 of Table 3.
(2) Passenger Carriages (including Coaches, Vans, Car Carriers), Other Vehicles, Locomotives, Power Heads, Diesel and Electric Multiple Units, Power Units and Railcars are defined in the TSI LOC&PAS. Light Freight Wagons are defined as vans except that they are allowed to be conveyed in formations which are not intended to convey passengers.
(3) The requirements for structures set out using EN line categories or load model LM71 are compatible with up to two adjacent coupled locomotives and/or power heads. The requirements for structures are compatible with a maximum speed of 120 km/h for three or more adjacent coupled locomotives and/or power heads (or a train of locomotives and/or power heads) subject to the locomotives and/or power heads satisfying the corresponding limits for freight wagons.
(4) For traffic codes P2, P3 and P4, the requirements for both traffic with loco hauled trains and traffic with multiple units shall apply. For traffic code P5, the Member State may indicate whether the requirements for locomotives and power heads apply.
(5) The requirements for structures are compatible with carriages, light freight wagons and electric or diesel multiple units with an average mass per unit length over the length of each vehicle of 2.45 t/m for EN line category A, 2.75 t/m for EN line category B1, 3.1 t/m for EN line category C2 and 3.5 t/m for EN line category D2 (not for P5).
(6) The requirements for structures are compatible with 4 axle locomotive and power heads with a spacing of the axles in a bogie of at least 2.6 m and the average mass per unit length over the length of the vehicle of up to 5.0 t/m.
(7) Taking into account the state of the art of operation there is no need to define harmonized requirements to deliver an adequate level of interoperability for these types of vehicles for the traffic code P1.
(8) For P1 and P2 lines, compliance with HSLM in accordance with the specification referenced in Appendix T, Index [10] shall be stated (see procedure in point 6.2.4.10 of this TSI). If HSLM compliance cannot be shown, for the purpose of dynamic compatibility checks set out in accordance with the route compatibility check in Appendix D.1 to the TSI OPE (RINF parameter 1.1.1.1.2.4.4), the dynamic loading, to which the compatibility with existing bridges should be checked, shall be provided in the documents with the procedure(s) as set out in RINF parameter 1.1.1.1.2.4.4 (see also procedure in point 6.2.4.10 of this TSI). When a dynamic analysis has to be undertaken with load models based on individual trains, the characteristic value of the loading for passengers or luggage carrying vehicles shall be in accordance with the design mass under normal payload in accordance with Appendix K of this TSI.
(9) For avoiding excessive dynamic effects including resonance, currently it is not possible to specify harmonized minimum bridge properties to obviate the need for a dynamic appraisal. The dynamic loading from vehicles satisfying the bridge static loading requirements (specified as either a Line Category in accordance with the specification referenced in Appendix T, Index [2] or in terms of load model LM71) can in a number of cases exceed these normal bridge static loading requirements (when these static loadings are enhanced by normal industry allowances for dynamic factors for bridge recalculation or bridge design). This risk to compatibility between vehicles and bridges is managed by the dynamic compatibility checks set out in Appendix D.1 to the TSI OPE (RINF parameter 1.1.1.1.2.4.4). When a dynamic analysis has to be undertaken with load models based on individual trains, the characteristic value of the loading for passengers or luggage carrying vehicles shall be in accordance with the design mass under normal payload in accordance with Appendix K of this TSI.
(10) The requirements for loco hauled passenger trains are valid for carriages and light freight wagons satisfying EN line category A for speeds up to 200 km/h (local allowed speed) or EN line category C2 for speeds up to 160 km/h (local allowed speed).
(11) The requirements for loco hauled passenger trains are valid for carriages and light freight wagons satisfying EN line category C2 for speeds up to 160 km/h (local allowed speed).
(12) The requirements for loco hauled passenger trains are valid for carriages and light freight wagons satisfying line EN category A for speeds up to 200 km/h (local allowed speed) or EN line category B1 for speeds up to 160 km/h (local allowed speed).
(13) The requirements for loco hauled passenger trains are valid for carriages and light freight wagons satisfying EN line category B1 for speeds up to 160 km/h (local allowed speed).
(14) The requirements set out using EN line categories or load model LM71 can be fulfilled either via EN line category with the corresponding speed or with LM71 with the factor alpha in accordance with the specification referenced in Appendix T, Index [10]. The decision between the two available options, not necessarily the most onerous, is to be made exclusively by the applicant. EN line category with the corresponding speed is based on static loading multiplied by a dynamic amplification factor.
(15) Where the minimum capability requirements for a traffic code given in Table 38A are given for example in the form L>=4m D2-100 (13) and L<4m D2-200 (14), the relevant criteria in accordance with the loaded length L of the bridge element being considered shall be satisfied. EN line category with the corresponding speed is based on static loading multiplied by a dynamic amplification factor.
| Traffic code | Traffic with loco hauled trains: Passenger trains including Carriages (Coaches, Vans and Car Carriers) and Light Freight Wagons and Locomotives and Power Heads(3) | Traffic with Electric or Diesel Multiple Units, Power Units and Railcars(3) |
|---|---|---|
| P1 | n.a.(4) | D2 |
| P2 | D2 | D2 |
| P3a (> 160 km/h) | D2 | C2 |
| P3b (≤ 160 km/h) | D2 | D2 |
| P4a (> 160 km/h) | D2 | C2 |
| P4b (≤ 160 km/h) | D2 | C2 |
| P5 | C2 | B1 |
| P6 | a12 | |
| P1520 | open point | |
| P1600 | open point | |
| Traffic code | Freight trains including freight wagons, other vehicles and Locomotives | |
| --- | --- | |
| F1 | D4 | |
| F2 | D2 | |
| F3 | C2 | |
| F4 | B2 | |
| F1520 | open point | |
| F1600 | open point |
Notes:
(1) The published line categories of the section of line including earthworks take account of the local allowed speeds.
(2) Passenger Carriages (including Coaches, Vans, Car Carriers), Other Vehicles, Locomotives, Power Heads, Diesel and Electric Multiple Units, Power Units and Railcars are defined in point 2.2 of the TSI LOC&PAS. Light Freight Wagons are defined as vans except that they are allowed to be conveyed in formations which are not intended to convey passengers.
(3)
For traffic codes P2, P3 and P4 the requirements for both traffic with loco hauled trains and traffic with multiple units shall apply. For traffic code P5 the Member State may indicate whether the requirements for locomotives and power heads apply.
(4) Taking into account the state of the art of operation there is no need to define harmonized requirements to deliver an adequate level of interoperability for this type of vehicles for P1 traffic codes.
Appendix F
The minimum capability requirements for structures are defined in Table 40 and Table 41 according to the traffic codes given in Table 2 and Table 3. The capability requirements are defined in Table 40 and Table 41 by a combined quantity comprising of the Route Availability number and a corresponding maximum speed. The Route Availability number and associated speed shall be considered as a single combined quantity.
The Route Availability number is a function of axle load and geometrical aspects relating to the spacing of axles. Route Availability numbers are defined in the national technical rules notified for this purpose.
| Traffic code | Passenger Carriages (including Coaches, Vans and Car Carriers) and Light Freight Wagons (20) (21) (24) | Locomotives and Power Heads (20) (22) | Electric or Diesel Multiple Units, Power Units and Railcars (20) (21) (24) |
| --- | --- | --- | --- | | P1 | n.a. (29) | n.a. (29) | Open Point | | P2 | n.a. (29) | n.a. (29) | Open Point | | P3a (> 160 km/h) | RA1 – 125 RA2 – 90 | RA7 – 125 (25) RA8 – 110 (25) RA8 – 100 (26) RA5 – 125 (27) | Open point | | P3b (≤ 160 km/h) | RA1 – 100 RA2 – 90 | RA8 – 100 (26) RA5 – 100 (27) | RA3 – 100 | | P4a (> 160 km/h) | RA1 – 125 RA2 – 90 | RA7 – 125 (25) RA7 – 100 (26) RA4 – 125 (27) | Open point | | P4b (≤ 160 km/h) | RA1 – 100 RA2 – 90 | RA7 – 100 (26) RA4 – 100 (27) | RA3 – 100 | | P5 | RA1 – 75 | RA5 – 75 (26) (28) RA4 – 75 (27) (28) | RA3 – 75 | | P6 | RA1 | | | | P1600 | Open point | | | | Traffic code | Freight wagons and other vehicles | Locomotives | | --- | --- | --- | | F1 | RA8 – 75 | RA7 – 75 | | F2 | RA7 – 75 | RA7 – 75 | | F3 | RA5 – 60 | RA7 – 60 | | F4 | RA4 – 60 | RA5 – 60 | | F1600 | Open point | |
Appendix G
| Speed [km/h] | Speed [mph] |
| --- | --- | | 2 | 1 | | 3 | 1 | | 5 | 3 | | 10 | 5 | | 15 | 10 | | 20 | 10 | | 30 | 20 | | 40 | 25 | | 50 | 30 | | 60 | 40 | | 80 | 50 | | 100 | 60 | | 120 | 75 | | 140 | 90 | | 150 | 95 | | 160 | 100 | | 170 | 105 | | 180 | 110 | | 190 | 120 | | 200 | 125 | | 220 | 135 | | 225 | 140 | | 230 | 145 | | 250 | 155 | | 280 | 175 | | 300 | 190 | | 320 | 200 | | 350 | 220 |
Appendix H
Figure 3
Structure gauge S for the 1 520 mm track gauge system [dimensions in mm]
Clarifications for Figure 3:
Application of specific parts of the contour:
Note: Values of 1 000 mm, 1 020 mm, 6 900 mm and 6 400 mm given in the numerators are for contact system with carrying cable.
Values of 1 100 mm, 1 120 mm, 6 750 mm and 6 250 mm given in the denominator are for contact system without carrying cable,
For nominal track gauge of 1 520 mm a1 = 670 mm and a2 = 760 mm.
For nominal track gauge of 1 524 mm a1 = 672 mm and a2 = 762 mm.
Figure 4
Reference profile of the lower parts on tracks fitted with double slip
Clarification for Figure 4:
The distance of 760 mm is for track gauge 1 520 mm, and 762 mm for track gauge 1 524 mm.
Figure 5
Reference profile of the lower parts on marshalling yards fitted with rail brakes
Appendix I
(not used)
Appendix J
(J.1)The fixed obtuse crossings should be designed in order not to have a too long unguided length. In obtuse crossing check rails cannot be constructed to assure guidance over the whole length. This unguided length can be accepted up to a certain limit, defined by a reference situation defining:
(a) Minimum crossing angle: tangent 1 in 9 (tgα = 0,11, α = 6°20′)
(b) Minimum radius through obtuse crossing: 450 m
(c) Minimum height of check rail: 45 mm
(d) Nose shape as defined in the figure below
Figure 6
Obtuse crossing
Figure 7
Point retraction X on check face
X = 3 mm (over a length of 150 mm). Y = 8 mm (over a length of 200 to 500 mm approximately)
(J.2)If one or more of the above requirements is not respected, the design shall be checked, verifying either the equivalence of the unguided length or acceptance of the interference between wheel and nose when they get in contact.
(J.3)The design shall be checked for wheels with diameter between 630 mm and 840 mm. For wheel diameters between 330 mm and 630 mm specific demonstrations are required.
(J.4)The following graphs allow simple verification of unguided length for specific situation with different crossing angles, height of check rail and different crossing curvature.
The graphs consider the following maximum track tolerances:
(a) Track gauge between 1 433 mm and 1 439 mm inclusive
(b) Nose protection between 1 393 mm and 1 398 mm inclusive
(c) Free wheel passage ≤ 1 356 mm
Figure 8 allows to specify the minimum wheel diameter that can run on curved obtuse crossings with a radius of 450 m, Figure 9 allows it for straight obtuse crossings.
For other situations specific calculations can be performed.
(J.5)For track gauge systems other than 1 435 mm, specific calculations shall be performed.
Figure 8
Minimum wheel diameter against crossing angle for 450 m radius of obtuse crossing
1 Minimum wheel diameter [mm]
2 N for crossing angle tangent 1 in N
3 Height of check rail [mm] (Z3)
Figure 9
Minimum wheel diameter against crossing angle for straight obtuse crossing
1 Minimum wheel diameter [mm]
2 N for crossing angle tangent 1 in N
3 Height of check rail [mm] (Z3)
Appendix K
The following mass definitions for passenger carriages and multiple units form the basis of the minimum dynamic requirements for structures and checking the compatibility of structures with passenger carriages and multiple units.
Where a dynamic appraisal is required to determine the load carrying capacity of the bridge, the load carrying capacity of the bridge shall be specified and expressed in terms of the design mass under normal payload in accordance with the specification referenced in Appendix T, Index [1], taking into account the values for passenger payload in standing areas given in Table 45.
Mass definitions for static compatibility are based upon the design mass under exceptional payload established in accordance with the specification referenced in Appendix T, Index [1], taking into account the specification referenced in Appendix T, Index [2].
| Type of train | Normal payload to specify Dynamic Compatibility |
|---|---|
| High speed and long distance trains | 160 (1) |
| High speed and long distance trains Reservation Obligatory | 0 |
| Others (regional, commuter, suburban trains) | 280 |
| (1) Normal payload of the specification referenced in Appendix T, Index [1] plus an additional 160 kg/m2 for standing areas |
Appendix M
(1)Locomotive
(2)Distributed load: 140 kN/m
(3)Wagon
Appendix N
(not used)
Appendix O
Rules and drawings related to gauges IRL1, IRL2 and IRL3 are an open point.
Appendix P
Structures gauges shall be obtained on the basis of the kinematic reference profiles and associated rules.
Calculations of structure gauge shall be done using the kinematic method in accordance with the requirements of the specification referenced in Appendix T, Index [3] with the kinematic reference profiles and associated rules defined in this Appendix.
P.1. REFERENCE PROFILES
P.1.1. Kinematic reference profile GEI1
Figure 12 shows the reference profile for kinematic gauge GEI1 for vehicles which can pass over rail brakes in an active position.
(1) Running surface.
P.1.2. Kinematic reference profile GEI2
Figure 13 shows the reference profile for kinematic gauge GEI2 for vehicles which may pass over rail brakes in a non-active position.
(1) Running surface.
P.2. ASSOCIATED RULES
Table 46 shows the additional overthrows for gauges GEI1 and GEI2.
| Additional overthrows for track gauge ‘l’ and height ‘h’ compared to the running surface | |
|---|---|
| Radius | h ≤ 0,4 m |
| 250 ≤ R < ∞ | |
| 150 ≤ R < 250 |
P.3. VERTICAL LOWERING
The heights of the lower part must be reduced by the value 50/Rv (m), the radius being in metres.
The vertical curve radius Rv is limited to 500 m. Heights not exceeding 80 mm shall be considered as zero within a radius Rv between 500 m and 625 m.
Appendix Q
(not used)
Appendix R
List of open points
(1)Immediate action limits for isolated defects in alignment for speeds of more than 300 km/h (4.2.8.1).
(2)Immediate action limits for isolated defects in longitudinal level for speeds of more than 300 km/h (4.2.8.2).
(3)The minimum allowed value of distance between track centres for the uniform structure gauge IRL3 is an open point (7.7.18.2).
(4)EN Line Category — Associated Speed [km/h] for Traffic codes P1520 (all vehicles), P1600 (all vehicles), F1520 (all vehicles) and F1600 (all vehicles) in Appendix E, Tables 38A, 39A, 38B and 39B.
(5)Route Availability Number — Associated Speed [miles/h] for Traffic codes P1 (multiple units), P2 (multiple units), P3a (multiple units), P4a (multiple units), P1600 (all vehicles) and F1600 (all vehicles) in Appendix F, Tables 40 and 41.
(6)Rules and drawings related to gauges IRL1, IRL2 and IRL3 are an open point (Appendix O).
(7)The requirements for mitigating the risk for ballast pick up for speed greater than 250 km/h.
Appendix S
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