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

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

P cases

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:

Table 25

Immediate action limits of track gauge for 1 520  mm track gauge in Poland

Speed [km/h]	Dimensions [mm]	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

7.7.12.9.   The immediate action limits for switches and crossings (4.2.8.6)

P cases

• (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.

7.7.12.10.   Platform height (4.2.9.2)

P cases

• (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.

7.7.12.11.   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 Poland not to assess this parameter.

7.7.12.12.   Track sleepers (5.3.3)

P cases

The requirement of point 5.3.3(2) shall be applied for speeds above 250 km/h.

7.7.13.   Particular features on the Portuguese network

7.7.13.1.   Structure gauge (4.2.3.1)

P cases

• (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.

7.7.13.2.   Distance between track centres (4.2.3.2)

P cases

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.

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

P cases

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.

Table 28

Immediate action limits of Portuguese track gauge

Speed [km/h]	Dimensions [mm]	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

7.7.13.4.   The immediate action limit for switches and crossings (4.2.8.6)

P cases

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.

7.7.13.5.   Platform height (4.2.9.2)

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.

7.7.13.6.   Platform offset (4.2.9.3)

P cases

• (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.

7.7.13.7.   Assessment of structure gauge (6.2.4.1)

P cases

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.

7.7.13.8.   Assessment of maximum pressure variations in tunnels (6.2.4.12)

P cases

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.

7.7.14.   Particular features on the Ireland network

7.7.14.1.   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 IRL2 as set out in Appendix O to this TSI.

7.7.14.2.   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 7.7.14.1. 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.

7.7.14.3.   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 ‘IRL2’ as defined in Appendix O to this TSI.

7.7.15.   Particular features on the Spanish network

7.7.15.1.   Structure gauge (4.2.3.1)

P cases

• (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.

7.7.15.2.   Distance between track centres (4.2.3.2)

P cases

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.

7.7.15.3.   Design track twist due to rail traffic actions (4.2.7.1.6)

P cases

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.

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

P cases

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.

Table 31

Immediate action limits of 1 668  mm track gauge

Speed [km/h]	Dimensions [mm]	Dimensions [mm]
Speed [km/h]	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

7.7.15.5.   The immediate action limits for switches and crossings (4.2.8.6)

P cases

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.

7.7.15.6.   Platform height (4.2.9.2)

P cases

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.

7.7.15.7.   Platform offset (4.2.9.3)

P cases

• (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.

7.7.15.8.   Assessment of structure gauge (6.2.4.1)

P cases

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.

7.7.15.9.   Assessment of maximum pressure variations in tunnels (6.2.4.12)

P cases

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.

7.7.16.   Particular features on the Swedish network

7.7.16.1.   General

P cases

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.

7.7.16.2.   Platform offset (4.2.9.3)

P cases

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. Particular features on the UK network for Northern Ireland

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]	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.

Appendix A

Assessment of interoperability constituents

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.

Table 36

Assessment of interoperability constituents for the EC declaration of conformity

Characteristics to be assessed	Assessment in the following phase	Assessment in the following phase	Assessment in the following phase	Assessment in the following phase
Characteristics to be assessed	Design and development phase	Design and development phase	Design and development phase	Production phase Manufacturing process + product test
Characteristics to be assessed	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

Assessment of the infrastructure subsystem

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’.

Table 37

Assessment of the infrastructure subsystem for the EC verification of conformity

Characteristics to be assessed	New line or upgrading/renewal project	New line or upgrading/renewal project	Particular assessment procedures
Characteristics to be assessed	Design review	Assembly before putting into service	Particular assessment procedures
Characteristics to be assessed	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

Technical characteristics of track design and switches and crossings design

Appendix C.1

Technical characteristics of track design

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

Technical characteristics of switches and crossings design

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

Conditions of use of track design and switches and crossings design

Appendix D.1

Conditions of use of track design

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

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

Capability requirements for existing structures in accordance with traffic code

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].

Table 38A

Loading capability requirements for bridges and additional requirements due to dynamic effects ⁽¹⁾

| 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 | a12 | | P1520 | Open point | Open point | | P1600 | Open point | Open point |

Table 39A

Loading capability requirements for bridges expressed by EN Line Category –Associated Speed ⁽¹⁾

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 ([^E0018]) and L<4m D2-200 ([^E0019]), 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.

Table 38B

Loading capability requirements for geotechnical structures and earthworks⁽¹⁾⁽²⁾

| 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 | a12 | | P1520 | open point | open point | | P1600 | open point | open point |

Table 39B

Loading capability requirements for geotechnical structures and earthworks

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

Capability requirements for structures according to traffic code in the United Kingdom (Northern Ireland)

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.

Table 40

Route Availability number —Associated Speed [^E0020] [^E0024]

[miles per hour] — Passenger traffic

| Traffic code | Passenger Carriages (including Coaches, Vans and Car Carriers) and Light Freight Wagons [^E0021] [^E0022] [^E0025] | Locomotives and Power Heads [^E0021] [^E0023] | Electric or Diesel Multiple Units, Power Units and Railcars [^E0021] [^E0022] [^E0025] |

| --- | --- | --- | --- | | P1 | n.a. [^E0030] | n.a. [^E0030] | Open Point | | P2 | n.a. [^E0030] | n.a. [^E0030] | Open Point | | P3a (> 160 km/h) | RA1 – 125 RA2 – 90 | RA7 – 125 [^E0026] RA8 – 110 [^E0026] RA8 – 100 [^E0027] RA5 – 125 [^E0028] | Open point | | P3b (≤ 160 km/h) | RA1 – 100 RA2 – 90 | RA8 – 100 [^E0027] RA5 – 100 [^E0028] | RA3 – 100 | | P4a (> 160 km/h) | RA1 – 125 RA2 – 90 | RA7 – 125 [^E0026] RA7 – 100 [^E0027] RA4 – 125 [^E0028] | Open point | | P4b (≤ 160 km/h) | RA1 – 100 RA2 – 90 | RA7 – 100 [^E0027] RA4 – 100 [^E0028] | RA3 – 100 | | P5 | RA1 – 75 | RA5 – 75 [^E0027] [^E0029] RA4 – 75 [^E0028] [^E0029] | RA3 – 75 | | P6 | RA1 | RA1 | RA1 | | P1600 | Open point | Open point | Open point |

Table 41

Route Availability number — Associated Speed

[miles per hour] — Freight traffic

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	Open point

Appendix G

Speed conversion to miles per hour for Ireland and United Kingdom (Northern Ireland)

Table 42

Speed conversion from [km/h] to [mph]

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

Structure gauge for the 1 520  mm track gauge system

Figure 3

Structure gauge S for the 1 520  mm track gauge system [dimensions in mm]

Image omitted; see official source

Clarifications for Figure 3:

All horizontal dimensions shall be measured from the centre of the track, and all vertical dimensions shall be measured from the top of the rail head level.

Left side of contour — applications for tracks in the railway station, stop/halt and for branch tracks/industry track (except contour Ia, Ib, IIa, IIIa),

Right side of contour — applications for tracks on the plain line.

Application of specific parts of the contour:

1,I — 1, I — contour of structure gauge for non-electrified tracks,

1,I — II — III — II — 1,I — contour of structure gauge for electrified tracks — for tracks on the plain (open) line and for tracks in the railway station and for branch/industry tracks, where standing of vehicles is not expected,

Ia — Ib — IIa — IIIa — contour of structure gauge for electrified tracks — for other station tracks and other branch/industry tracks

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,

11 — 10 — 3 — contour of structure gauge for structures and equipment (except tunnel, bridge, platform, ramp) on the outside of ‘edge’ tracks;

9 — 4a — contour of structure gauge for tunnel, for railing on the bridge, elevated track (ballast profile), signals, embankment wall and for railing on the other structures of railway subgrade,

12-12 — contour from which (on track between stations or in stations within usale length of track) any device could not be above (higher), except level crossing covering, locomotive signaling inductors, switches mechanism and their near situated signaling and safety equipment

14-14 — contour of building (or foundation), underground cables, steel cables, pipes and other not railway structures (except signalling and safety equipment)

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

Image omitted; see official source

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

Image omitted; see official source

Appendix I

(not used)

Appendix J

Safety assurance over fixed obtuse crossings

• (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 Image omitted; see official source

Figure 7

Point retraction X on check face Image omitted; see official source

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

Image omitted; see official source

• 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

Image omitted; see official source

• 1 Minimum wheel diameter [mm]

- 2 N for crossing angle tangent 1 in N

• 3 Height of check rail [mm] (Z3)

Appendix K

Basis of minimum requirements for structures for passenger carriages and multiple units

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].

Table 45

Passenger payload in standing areas in kg/m² in accordance with the specification referenced in Appendix T, Index [1]

| Type of train | Normal payload to specify Dynamic Compatibility |

| --- | --- | | High speed and long distance trains | 160 [^E0031] | | High speed and long distance trains Reservation Obligatory | 0 | | Others (regional, commuter, suburban trains) | 280 |

Normal payload of the specification referenced in Appendix T, Index [1] plus an additional 160 kg/m² for standing areas

Appendix M

Specific case on the Estonian network

• (1)Locomotive

• Image omitted; see official source

• (2)Distributed load: 140 kN/m

- (3)Wagon

• Image omitted; see official source

Appendix N

(not used)

Appendix O

Specific case on the Ireland and United Kingdom of Northern Ireland networks

Rules and drawings related to gauges IRL1, IRL2 and IRL3 are an open point.

Appendix P

Structure gauge for the lower parts for the 1 668  mm track gauge on the Spanish network

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.

Figure 12

Reference profile of lower parts of kinematic gauge GEI1 for vehicles which can pass over rail brakes in an active position (l = track gauge)

(Dimensions in millimeters)

Image omitted; see official source

• (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.

Figure 13

Reference profile of lower parts of kinematic gauge GEI2 for vehicles which may pass over rail brakes in a non-active position (l = track gauge)

(Dimensions in millimeters)

Image omitted; see official source

• (1) Running surface.

P.2.   ASSOCIATED RULES

Table 46 shows the additional overthrows for gauges GEI1 and GEI2.

Table 46

Rules for additional overthrows S for gauges GEI1 and GEI2

Additional overthrows for track gauge ‘l’ and height ‘h’ compared to the running surface	Additional overthrows for track gauge ‘l’ and height ‘h’ compared to the running surface
Radius	h ≤ 0,4 m
250 ≤ R < ∞	Image omitted; see official source
150 ≤ R < 250	Image omitted; see official source Image omitted; see official source

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

Glossary

Table 48

Terms

| Defined term | TSI point | Definition |