THE COMMISSION OF THE EUROPEAN COMMUNITIES,Having regard to the Treaty establishing the European Community,Having regard to Council Directive 96/48/EC of 23 July 1996 on the interoperability of the trans-European high-speed rail network(1), and in particular Article 6(1) thereof,Whereas:(1) In accordance with Article 2(c) of Directive 96/48/EC, the trans-European high-speed rail system is subdivided into structural or functional subsystems. These subsystems are described in Annex II to the Directive.(2) In accordance with Article 5(1) of the Directive, each of the subsystems shall be covered by a technical specification for interoperability (TSI).(3) In accordance with Article 6(1) of the Directive, draft TSIs shall be drawn up by the joint representative body.(4) The Committee set up under Article 21 of Directive 96/48/EC has appointed the European Association for Railway Interoperability (AEIF) as the joint representative body in accordance with Article 2(h) of the Directive.(5) The AEIF has been given a mandate to draw up a draft TSI for the infrastructure subsystem in accordance with Article 6(1) of the Directive. This mandate has been established in accordance with the procedure laid down in Article 21(2) of the Directive.(6) The AEIF has drawn up the draft TSI, together with an introductory report containing a cost-benefit analysis as provided for in Article 6(3) of the Directive.(7) The draft TSI has been examined by the representatives of the Member States, in the framework of the Committee set up by the Directive, in the light of the introductory report.(8) As specified in
Article 1
The TSI relating to the “infrastructure” subsystem of the trans-European high-speed rail system referred to in Article 6(1) of Directive 96/48/EC is hereby adopted by the Commission. The TSI is set out in the Annex to this Decision. The TSI is fully applicable to the infrastructure of the trans-European high-speed rail system as defined in Annex I of Directive 96/48/EC, taking into account Article 2 and Article 3 hereunder.
Article 2
1. With regard to the aspects that are common to the high-speed and the conventional rail systems, but not covered in the attached TSI, the conditions to be complied with for the verification of the interoperability within the meaning of Article 16(2) of Directive 96/48/EC are the applicable technical rules in use in the Member State which authorises the placing in service of the subsystem concerned by this Decision.
2. Each Member State shall notify to the other Member States and to the Commission within six months of the notification of this Decision:
– the list of the applicable technical rules mentioned under Article 2(1),
– the conformity assessment and checking procedures to be applied with regard to the application of these rules,
– the bodies it appoints for carrying out those conformity assessment and checking procedures.
Article 3
1. For the purposes of this Article:
– “upgrading” means major work to modify a subsystem or part of a subsystem which changes the performance of the subsystem,
– “renewal” means major work to replace a subsystem or part of a subsystem which does not change the performance of the subsystem,
– “maintenance-related replacement” means replacement of components by parts of identical function and performances in the context of predictive or corrective maintenance.
2. In the case of upgrading, the contracting entity will submit a dossier describing the project to the Member State concerned. The Member State will examine the dossier and, taking into account the implementation strategy in Chapter 7 of the attached TSI, will (where appropriate) decide whether the scale of the work requires the need for a new authorisation for placing in service under Article 14 of Directive 96/48/EC. Such authorisation for placing in service is necessary whenever the level of safety may objectively be affected by the work envisaged.
Where a new authorisation for placing in service under Article 14 of Directive 96/48/EC is necessary, the Member State decides whether:
(a) the project includes full application of the TSI, in which case the subsystem will be subject to the EC verification procedure in Directive 96/48/EC; or
(b) full application of the TSI is not yet possible. In this case the subsystem will not be in full conformity with the TSI and the EC verification procedure in Directive 96/48/EC shall be applied only in respect of the parts of the TSI applied.
In these two cases the Member State will inform the Committee, set up pursuant to Directive 96/48/EC, of the dossier including the parts of TSI being applied and the degree of interoperability being achieved.
3. In the case of renewal and maintenance-related replacement, application of the attached TSI is voluntary.
Article 4
The relevant parts of the Commission Recommendation 2001/290/EC(3) on the basic parameters of the trans-European high-speed rail system no longer have effect from the date of entry into force of the attached TSI.
Article 5
The attached TSI shall enter into force six months after notification of this Decision.
THE COMMISSION OF THE EUROPEAN COMMUNITIES,Having regard to the Treaty establishing the European Community,Having regard to Council Directive 96/48/EC of 23 July 1996 on the interoperability of the trans-European high-speed rail network(1), and in particular Article 6(1) thereof,Whereas:(1) In accordance with Article 2(c) of Directive 96/48/EC, the trans-European high-speed rail system is subdivided into structural or functional subsystems. These subsystems are described in Annex II to the Directive.(2) In accordance with Article 5(1) of the Directive, each of the subsystems shall be covered by a technical specification for interoperability (TSI).(3) In accordance with Article 6(1) of the Directive, draft TSIs shall be drawn up by the joint representative body.(4) The Committee set up under Article 21 of Directive 96/48/EC has appointed the European Association for Railway Interoperability (AEIF) as the joint representative body in accordance with Article 2(h) of the Directive.(5) The AEIF has been given a mandate to draw up a draft TSI for the infrastructure subsystem in accordance with Article 6(1) of the Directive. This mandate has been established in accordance with the procedure laid down in Article 21(2) of the Directive.(6) The AEIF has drawn up the draft TSI, together with an introductory report containing a cost-benefit analysis as provided for in Article 6(3) of the Directive.(7) The draft TSI has been examined by the representatives of the Member States, in the framework of the Committee set up by the Directive, in the light of the introductory report.(8) As specified in
The TSI relating to the “infrastructure” subsystem of the trans-European high-speed rail system referred to in Article 6(1) of Directive 96/48/EC is hereby adopted by the Commission. The TSI is set out in the Annex to this Decision. The TSI is fully applicable to the infrastructure of the trans-European high-speed rail system as defined in Annex I of Directive 96/48/EC, taking into account Article 2 and Article 3 hereunder.
1. With regard to the aspects that are common to the high-speed and the conventional rail systems, but not covered in the attached TSI, the conditions to be complied with for the verification of the interoperability within the meaning of Article 16(2) of Directive 96/48/EC are the applicable technical rules in use in the Member State which authorises the placing in service of the subsystem concerned by this Decision.
2. Each Member State shall notify to the other Member States and to the Commission within six months of the notification of this Decision:
– the list of the applicable technical rules mentioned under Article 2(1),
– the conformity assessment and checking procedures to be applied with regard to the application of these rules,
– the bodies it appoints for carrying out those conformity assessment and checking procedures.
1. For the purposes of this Article:
– “upgrading” means major work to modify a subsystem or part of a subsystem which changes the performance of the subsystem,
– “renewal” means major work to replace a subsystem or part of a subsystem which does not change the performance of the subsystem,
– “maintenance-related replacement” means replacement of components by parts of identical function and performances in the context of predictive or corrective maintenance.
2. In the case of upgrading, the contracting entity will submit a dossier describing the project to the Member State concerned. The Member State will examine the dossier and, taking into account the implementation strategy in Chapter 7 of the attached TSI, will (where appropriate) decide whether the scale of the work requires the need for a new authorisation for placing in service under Article 14 of Directive 96/48/EC. Such authorisation for placing in service is necessary whenever the level of safety may objectively be affected by the work envisaged.
Where a new authorisation for placing in service under Article 14 of Directive 96/48/EC is necessary, the Member State decides whether:
(a) the project includes full application of the TSI, in which case the subsystem will be subject to the EC verification procedure in Directive 96/48/EC; or
(b) full application of the TSI is not yet possible. In this case the subsystem will not be in full conformity with the TSI and the EC verification procedure in Directive 96/48/EC shall be applied only in respect of the parts of the TSI applied.
In these two cases the Member State will inform the Committee, set up pursuant to Directive 96/48/EC, of the dossier including the parts of TSI being applied and the degree of interoperability being achieved.
3. In the case of renewal and maintenance-related replacement, application of the attached TSI is voluntary.
The relevant parts of the Commission Recommendation 2001/290/EC(3) on the basic parameters of the trans-European high-speed rail system no longer have effect from the date of entry into force of the attached TSI.
The attached TSI shall enter into force six months after notification of this Decision.
TECHNICAL SPECIFICATION FOR INTEROPERABILITY RELATING TO THE INFRASTRUCTURE SUBSYSTEM
1. INTRODUCTION
1.1. TECHNICAL SCOPE
This TSI concerns the infrastructure subsystem, which is one of the subsystems listed in Annex II(1) to Directive 96/48/EC.
This TSI is part of a set of six TSIs, which cover all the eight subsystems defined in the Directive. The specifications concerning the “users” and “environment” subsystems, which are necessary to ensure interoperability of the trans-European high-speed rail system in compliance with the essential requirements, are set out in the TSIs concerned.
More information about the infrastructure subsystem is given in Chapter 2.
1.2. GEOGRAPHICAL SCOPE
The geographical scope of this TSI is the trans-European high-speed rail system as described in Annex I to Directive 96/48/EC.
Reference shall be made in particular to the lines of the trans-European rail network described in Decision No 1692/96/EC of the European Parliament and of the Council of 23 July 1996 on Community guidelines for the development of the trans-European transport network or in any update to the same Decision as a result of the revision provided for in Article 21 of that Decision.
1.3. CONTENT OF THIS TSI
In accordance with Article 5(3) and with Annex I(1)(b) of Directive 96/48/EC, this TSI:
(a) specifies the essential requirements for the subsystems and their interfaces (Chapter 3);
(b) establishes the basic parameters described in Annex II(3) of that Directive, which are necessary to meet the essential requirements (Chapter 4);
(c) establishes the conditions to be complied with to achieve the specified performances for each of the following categories of line (Chapter 4):
– category I: specially built high-speed lines equipped for speeds generally equal to or greater than 250 km/h;
– category II: specially upgraded high-speed lines equipped for speeds of the order of 200 km/h;
– category III: specially upgraded high-speed lines which have special features as a result of topographical, relief or town-planning constraints, on which the speed must be adapted to each case.
(d) establishes implementing provisions in certain specific cases (Chapter 7);
(e) determines the interoperability constituents and interfaces which must be covered by European specifications, including European standards, which are needed in order to achieve interoperability within the trans-European high-speed rail system while meeting the essential requirements (Chapter 5);
(f) states, in each case under consideration, which of the modules defined in Decision 93/465/EEC or, where appropriate, which specific procedures are to be used in order to assess either the conformity or the suitability for use of the interoperability constituents, as well as “EC” verification of the subsystems (Chapter 6).
2. DEFINITION OF THE INFRASTRUCTURE SUBSYSTEM/SCOPE OF APPLICATION
2.1. The infrastructure subsystem of the trans-European high-speed rail system comprises all the fixed plant serving to fulfil the following functions, in compliance with the essential requirements:
– confinement of the vehicles to their path, including their carriage and guidance within an unobstructed space, together with the safety equipment necessary to guarantee this function,
– passenger boarding and alighting from trains stopped in stations.
The fixed plant therefore includes, inter alia:
– the plain track, excluding points and crossings, which acts as the guideway,
– points and crossings which serve to modify the vehicles’ path,
– the structures, e.g. bridges and tunnels, that allow, under specific conditions, the crossing of obstacles,
– the necessary safety and protective equipment to maintain the integrity of the subsystem,
– the associated infrastructures in stations (platforms, access areas, etc.).
This fixed plant corresponds to the “fixed installations” defined in Annex I to EEC Regulation No 2598/70 of 18 December 1970, except for the signalling and telecommunications installations and plant for transforming and carrying electric power, which are the subject of specific TSIs, which are built on the lines defined in Article 10(2) and Annex I of Decision No 1692/96/EC of the European Parliament and of the Council of 23 July 1996.
2.2. The aspects of the infrastructure subsystem relating to the interoperability of the trans-European high-speed rail system are described below, with the principles adopted concerning them:
Plain line track
The plain line track constitutes the physical guideway for the vehicles, the characteristics of which enable the interoperable vehicles to run under the desired conditions of safety and with the specified performance.
The following elements of the plain line track are involved in the interoperability of the infrastructure subsystem:
(a) The structure gauge and the distance between track centres
The interfaces which concern the rolling stock, control command and signalling and energy subsystems: loading gauge of the rolling stock, clearance gauge of fixed plant and clearance gauge of pantographs.
These interfaces define the distance between the vehicle envelopes, the pantograph and the lineside structures, and between the vehicles themselves when passing. Besides the necessary requirements to prevent vehicles fouling the structure gauge, these interfaces also allow the derivation of the lateral aerodynamic forces affecting the vehicles and, reciprocally, the fixed plant.
The lines of the existing European rail network present a broad range of structure gauges due to the historical context that prevailed when they were built. In order to eventually achieve harmonisation of this situation, a target structure gauge is proposed for future construction, while allowing leeway to use existing gauges when compliance with the target gauge would involve excessive modifications.
In accordance with Article 5(4) of Directive 96/48/EC, this does not prevent adoption of larger structure gauges that might be necessary for running other trains.
(b) Track gauge and guideway
The distance between the two rails, as well as the shapes of the wheels and rails coming into mutual contact, is defined in great detail in order to ensure compatibility of the infrastructure with the rolling stock subsystem.
Furthermore, this compatibility takes into account existing lines, which form a large part of the interoperable network.
(c) Track loading
The forces exerted by the vehicles on the track, which determine both the conditions relating to safety against vehicle derailment and the characteristics of the track’s ability to withstand them, stem solely from the contact between the wheels and the rails and from any associated braking equipment when this acts directly on the rail.
These forces include:
– vertical forces – static, due to the weight of the vehicle spread over the wheelsets, quasi-static in curves, due to transfer of the vertical loads as a result of lateral accelerations not compensated by track cant, and dynamic, due to the track geometry and the vehicles’ behaviour,
– lateral forces, which are quasi-static in curves, due to lateral accelerations not compensated by track cant, and dynamic, due to the track geometry and the vehicles’ behaviour,
– longitudinal forces due to vehicle accelerations and decelerations when braking and accelerating.
For each of these three types of load, one or more characteristic criteria of the mechanical interaction between the vehicle and the track are defined as limits not to be exceeded by the vehicle and, conversely, as the minimum loadings which the track must be able to withstand. According to Article 5(4) of Directive 96/48/EC, these criteria are not an impediment to choosing higher limit values as appropriate for running other trains. These characteristic safety criteria of the vehicle-track interaction are the interfaces with the rolling stock subsystem.
INTEROPERABILITY CONSTITUENTS OF THE INFRASTRUCTURE SUBSYSTEM
This annex describes the Conformity assessment of the Interoperability Constituent “Rail” of the infrastructure subsystem.
A.2. Characteristics to be assessed, testing methods and modules
The characteristics of the interoperability constituents to be assessed in the different phases of design, production and assembly are described in the following Sections A.3 to A.7.
In the associated Tables A.1 to A.4 the phases of design and production concerned by the assessment procedure are marked by an X in these tables.
A.3. Rails on plain line track and in switches and crossings
Assessment of the interoperability constituent “rails” for the EC declaration of conformity
n.a.: not applicable.
A.4. Rail fastening systems
Assessment of the interoperability constituent “rail fastening systems” for the EC declaration of conformity and suitability for use
n.a.: not applicable.
A.5. Track sleepers and bearers
Assessment of the interoperability constituent “sleepers and bearers” for the EC declaration of conformity
n.a.: not applicable.
A.6. Switches and crossings
Assessment of the interoperability constituent “switches and crossings” for the EC declaration of conformity or suitability for use
n.a.: not applicable.
ASSESSMENT OF THE INFRASTRUCTURE SUBSYSTEM
This annex indicates the assessment of conformity of the infrastructure subsystem.
B.2. Characteristics and modules
The characteristics of the subsystem to be assessed in the different phases of design, assembly, installation and operation are marked by X in Tables B.1 to B.10. These tables have been laid down so that each table corresponds to a different domain of a project of rail infrastructure, for the activities concerned. The aim of this presentation is to ease the verification procedure for such projects incorporating quite different technical activities depending on several undertakings.
Assessment of the infrastructure subsystem for the EC verification of conformity
Domain: Civil engineering (general)
n.a.: not applicable.
Assessment of the infrastructure subsystem for the EC verification of conformity
Domain: Civil engineering (stations, general)
n.a.: not applicable.
Assessment of the infrastructure subsystem for the EC verification of conformity
Domain: Underground stations
n.a.: not applicable.
Assessment of the infrastructure subsystem for the EC verification of conformity
Domain: Structures (rail bridges and viaducts)
n.a.: not applicable.
Assessment of the infrastructure subsystem for the EC verification of conformity
Domain: Structures (road bridges)
n.a.: not applicable.
Assessment of the infrastructure subsystem for the EC verification of conformity
Domain: Tunnels and cut-and covers
n.a.: not applicable.
Assessment of the infrastructure subsystem for the EC verification of conformity
Domain: Superstructure (plain track)
n.a.: not applicable.
Assessment of the infrastructure subsystem for the EC verification of conformity
Domain: Superstructure (switches and crossings)
n.a.: not applicable.
Assessment of the infrastructure subsystem for the EC verification of conformity
Domain: Superstructure (plain track and switches and crossings)
n.a.: not applicable.
Table B.10.
Assessment of the infrastructure subsystem for the EC verification of conformity
Domain: Miscellaneous equipment
n.a.: not applicable.
ASSESSMENT PROCEDURES (MODULES)
– for conformity of interoperability constituents and
– for the EC verification of the infrastructure subsystem.
This annex covers the modules for the assessment procedures for the conformity assessment of interoperability constituents and the EC verification of the infrastructure subsystem.
C.2. Module A (internal production control)
Conformity assessment of interoperability constituents
1. This module describes the procedure whereby the manufacturer or his authorised representative established within the Community, who carries out the obligations laid down in Point 2, ensures and declares that the interoperability constituent concerned satisfies the requirements of the TSI that apply to it.
2. The manufacturer must establish the technical documentation described in Point 3.
3. The technical documentation must enable the conformity of the interoperability constituent with the requirements of this TSI to be assessed. It must, as far as relevant for such assessment, cover the design, manufacture and operation of the interoperability constituent. So far as relevant for the assessment, the documentation must contain:
– a general description of the interoperability constituent,
– conceptual design and manufacturing drawings and schemes of components, subassemblies, circuits, etc.,
– descriptions and explanations necessary for the understanding of the said drawings and schemes and the operation of the interoperability constituent,
– a list of the technical specifications (relevant TSI and/or European specifications with relevant clauses, referred to in the TSI), applied in full or in part,
– descriptions of the solutions adopted to meet the requirements of this TSI, where the European specifications referred to in the TSI have not been applied in full,
– results of design calculations made, examinations carried out, etc.,
– test reports.
4. The manufacturer must take all the measures necessary in order that the manufacturing process ensures compliance of the manufactured interoperability constituent with the technical documentation referred to in Point 2 and with the requirements of the TSI that apply to it.
5. The manufacturer, or his authorised representative established within the Community, must draw up a written declaration of conformity. The content of this declaration has to include at least the information, indicated in Directive 96/48/EC, Annex IV(3) and in Article 13(3). The EC declaration of conformity and the accompanying documents must be dated and signed. The declaration must be written in the same language as the technical file and must contain the following:
– the directive reference (Directive 96/48/EC and other directives to which the interoperability constituent may be subject),
– the name and address of the manufacturer or his authorised representative established within the Community (give trade name and full address and in the case of authorised representative also give the trade name of the manufacturer or constructor),
– description of interoperability constituent (make, type, etc.),
– description of the procedure (module) followed in order to declare conformity,
– all the relevant descriptions met by the interoperability constituent and in particular its conditions of use,
– reference to this TSI and to any other applicable TSI, and where appropriate reference to European Specifications,
– identification of signatory having received power to engage the manufacturer or his authorised representative established within the Community.
6. The manufacturer or his authorised representative must keep a copy of the EC declaration of conformity with the technical documentation for a period of 10 years after the last interoperability constituent has been manufactured. Where neither the manufacturer nor his authorised representative is established within the Community, the obligation to keep the technical documentation available is the responsibility of the person who places the interoperability constituent on the Community market.
7. If additional to the EC declaration of conformity an EC declaration for suitability for use for the interoperability constituent is required by the TSI, this declaration has to be added after being issued by the manufacturer under the conditions of Module V.
C.3. Module B (type-examination)
Conformity assessment of interoperability constituents (new products)
1. This module describes that part of the procedure by which a notified body ascertains and attests that a type, representative of the production envisaged, meets the provisions of the TSI that apply to it.
2. The application for the type-examination must be lodged by the manufacturer or his authorised representative established within the Community with a notified body of his choice.
The application must include:
– the name and address of the manufacturer and, if the application is lodged by the authorised representative, his name and address in addition,
– a written declaration that the same application has not been lodged with any other notified body,
– the technical documentation, as described in Point 3.
The applicant must place at the disposal of the notified body a specimen, representative of the production envisaged and hereinafter called “type”.
A type may cover several versions of the interoperability constituent provided that the differences between the versions do not affect the provisions of the TSI.
The notified body may request further specimens if needed for carrying out the test programme.
If no type tests are requested within the type-examination procedure (see Point 4.4.), and the type is sufficiently defined by the technical documentation, as described in Point 3, the notified body may agree, that no specimens are placed at their disposal.
3. The technical documentation must enable the conformity of the interoperability constituent with the provisions of the TSI to be assessed. It must, as far as relevant for such assessment, cover the design, manufacture and operation of the product. The technical documentation must contain:
– a general type-description,
– conceptual design and manufacturing drawings and schemes of components, subassemblies, circuits, etc.,
– descriptions and explanations necessary for the understanding of said drawings and schemes and the operation of the product,
– conditions of integration of the interoperability constituent in its system environment (subassembly, assembly, subsystem) and the necessary interface conditions,
– conditions for use and maintenance of the interoperability constituent (restrictions of running time or distance, wear limits etc.),
– a list of the technical specifications, against which the conformity of the interoperability constituent is to be assessed (relevant TSI and/or European specification with relevant clauses),
– descriptions of the solutions adopted to meet the requirements of the TSI in cases where the European specification referred to in the TSI have not been applied in full,
– results of design calculations made, examinations carried out, etc.,
– test reports.
4. The notified body must:
DEFINITION OF PHASES FOR THE ASSESSMENT OF THE INFRASTRUCTURE SUBSYSTEM
This annex describes the different phases or steps into which the design, construction, and final assembly of an infrastructure subsystem is divided. For each step or phase, the technical documentation to be provided by the adjudicating entity to enable the verification of conformity of the subsystem is detailed.
As these technical elements are limited to the part of the technical documentation relevant for interoperability, by which a new or modified infrastructure subsystem may be granted an authorisation for operation by the National Authority, the Infrastructure Manager of the line concerned may be devoted the same role as the adjudicating entity, as indicated in the following sections.
D.2. LINES TO BE SPECIALLY BUILT FOR HIGH SPEED
The design and construction of a new railway infrastructure generally takes several years. Moreover, nonconformities of design or construction can entail substantial consequences if it is necessary to do corrective work on engineering works that are already on the way to completion. It is therefore essential to accurately define, according to the general adjudicating procedures adopted for the project, the phases at which the verification procedures by the notified body shall take place. For the infrastructure subsystem, the project phases which are to be assessed can in general be set out as follows:
– detailed design of the entire civil engineering and superstructure works,
– civil works execution design phase,
– civil works construction phase,
– superstructure execution design phase,
– superstructure construction phase,
– project commissioning phase.
Each of the above phases corresponds to different design or construction works which may overlap in time and which may be checked by distinct verifications, provided coherence is maintained throughout the subsystem as per this TSI.
D.2.1. Detailed design of the entire civil engineering and superstructure works
The purpose of this phase is to identify and state the technical specifications that are to serve as the basis for drafting the subsequent contracts for the execution design and construction of the civil works and superstructure.
As a first step, in order to allow the verifications by the designated notified body to proceed smoothly, the adjudicating entity, or the Infrastructure Manager, prepares and sends the latter, for the project concerned, a verification book which summarises the project definition information for the planned subsystem which shall be part of the technical file of the subsystem, as it emerges at this stage of definition, from the design having served as the basis for the Member State’s decision to proceed. This verification book describes in a separate chapter the elements to be inserted in the Infrastructure Register, of the line concerned as defined in Section 4.2.3.2.6.
Considering the usual procedures followed in new infrastructure construction, the definition or specification of the characteristics of the subsystem may, at this stage, be incomplete, particularly as concerns the characteristics of certain interoperability parameters, elements and constituents which can only be defined following the adjudicating procedures for the contracts concerned. The adjudicating entity, or the Infrastructure Manager, shall advise the notified body of this fact, giving an indication of the probable date on which the constructional decisions for each parameter, element or constituent will be taken and will be communicated to it. Every decision which further specifies or alters the choices made as to the interoperability parameters, elements and constituents shall be communicated by the adjudicating entity or the Infrastructure Manager to the notified body by issuing to the latter an updated version of the verification book for the line concerned.
In any case, an updated version of the verification book shall be addressed by the adjudicating entity or the Infrastructure Manager to the notified body on completion of each of the “definition” phases in the above-listed project phases, for each construction lot and prior to the start of the construction works.
This phase of detailed design shall be considered completed when, for any given construction lot, the contracts drawn up in accordance with the specifications selected for the parameters and elements, and verified by the notified body, have been awarded to the general contractors concerned.
Based on the verification book, the parameters and elements which must be verified under the heading of detailed design of the entire civil engineering and superstructure works are the following, with the procedure to be followed for each indicated thereafter.
Infrastructure gauge, distance between track centres, lateral space, access and intrusions
The adjudicating entity or its authorised representative, or the Infrastructure Manager, shall draw up, for the purpose of verification by the notified body, a set of drawings of typical cross-sections of the plain line showing the arrangements planned for the four elements:
– gauge: the relevant drawings are made for the line sections on straight alignment as well as for the most extreme curves from the standpoint of the structure gauge. Each drawing shall include the following information:
– the structure gauge, for each of tracks concerned, as it results from the choices made in response to the indications in the Infrastructure Register, and from the calculations to apply the relevant European specifications, or, pending their publication, UIC leaflets 505-4 and 506 as set out in Section 4.3.3 for the “structure gauge” element (4.3.3.1), which calculations shall be appended to the drawings,
– the pantograph clearance gauge, as it results from the choices made in response to the indications given in the Register of Infrastructure on the subject of the electrification system and from the calculations to apply UIC leaflets 606-1, 505-1 and 505-4 as set out in Section 4.3.3 for the “structure gauge” element (4.3.3.1), which calculations shall be appended,
– the positions of the fixed obstacles belonging to the other subsystems (energy, control-command and signalling),
– the distance between track centres for each of the situations where this applies in the case of lines with more than two tracks;
– lateral space: the typical cross-sections mentioned above shall include the planned lateral spaces with the dimensions of their width and distance from the nearest rail marked thereon,
– accessways and intrusions: the typical cross-sections shall furthermore represent any fences planned by the adjudicating entity, or the Infrastructure Manager, according to the requirements of Section 4.3.3 (4.3.3.25), and the principle of the devices, if any, intended to limit the risks of intrusion by road vehicles.
Cants and curve radii
The adjudicating entity or its representative shall, for the purpose of verification by the notified body, have a list of the curves in the relevant line section of the project drawn up, to the degree of definition achieved at that stage of design, showing the radius of curvature, the theoretical cant and the cant deficiency that results from that cant at the selected maximum speed. The three values shall be indicated separately for each track if the tracks have different radius or cant characteristics.
If the project includes service or trainset stabling sidings which must be open to interoperable trainsets, the adjudicating entity or the Infrastructure Manager shall have a plan of these installations drawn up, showing the elements of their alignment and the radius of the curves on those sidings.
Rising and falling gradients
The adjudicating entity or its representative, or the Infrastructure Manager, shall, for the purpose of verification by the notified body, have a drawing made of the alignment showing the gradients planned to be used on the route at that stage of the design, as well as the planned radii of transition curves between the elements of the vertical alignment.
Environmental protection
The adjudicating entity or its representative, or the Infrastructure Manager, shall supply, for the purpose of verification by the notified body, the environmental impact study made according to the requirements set out by the Member State to comply with Council Directive 85/337/EC. This study shall state the vibration levels expected to arise along the infrastructures relative to the levels defined in the European specifications or the applicable regulations of the Member States, and describe the protection devices set in place to respect these levels.
Effect of crosswinds
The adjudicating entity or its representative, or the Infrastructure Manager shall determine the sites where crosswind speeds in excess of the acceptable limits are to be experienced, and where adequate wind protection shall be put in place.
Length of platforms
Height of platforms
For the purpose of verification of these two elements by the notified body, the adjudicating entity or its representative, or the Infrastructure Manager, shall have site plans drawn of the stations to be constructed, with the platforms’ useful length and cross-sections of the platforms shown thereon.
D.2.2. Civil works execution design phase
This phase shall comprise the design work for all the engineering structures necessary for building the infrastructure, including earth structures, engineering structures, tunnels, and surface and underground stations. Construction of the main parts of these works which contain elements shall not go forward before the notified body has carried out its verification of the elements.
The verification of conformity for this phase shall as a rule be made for each work concerned by the provisions of this TSI. However, in the case where “standard structures” are used, the relevant verifications of the design may be made on the basis of a common design file for a set of structures with identical features in a given construction lot.
The interface parameters and elements which shall be subject to verification of conformity in their design phase are listed below by type of structure:
1. All civil engineering works comprising structures close to the tracks or overhanging them, e.g. road bridges, shelters on passenger platforms, underground stations
structure gauge, distance between track centres, lateral space:
for each structure or lot of identical structures in the case of standard structures, the adjudicating entity or its representative, or the Infrastructure Manager, shall have cross-sections of the structures drawn, taken parallel to the tracks, with the following information marked thereon:
– structure gauge of each track,
– track centres distance,
– pantograph clearance for the selected type of electrification,
CHARACTERISTICS REQUIRED TO APPEAR IN THE INFRASTRUCTURE REGISTER
The Infrastructure Register shall allow:
– the Member State responsible for granting authorisation to place the subsystem into service to have at hand a document describing, for each line of the trans-European high-speed rail system, the basic parameters on which operation of that line depends,
– the Infrastructure Manager to have at hand a recapitulative document describing the lines concerned so that he can follow the subsequent evolutions in the implementation of the TSI,
– the railway undertakings that operate or wish to operate services on the line to be informed of the line’s particular features, when the parameters or some of the interoperability specifications result from a choice made by the Infrastructure Manager.
The Infrastructure Register shall contain the following information relevant to the infrastructure subsystem:
– a descriptive map of the concerned line, showing the stations opened to interoperable high-speed train traffic,
– a line diagram showing:
– where tracks cross (geographical location of crossovers),
– noticeable features making it easier for a driver to situate himself geographically, giving their milepost position on the line in kilometres,
– possible access ways to the railway right-of-way from the road network, with their kilometric position, to facilitate evacuation of passengers by road,
– railway structures and tunnels whenever these comprise special arrangements for evacuating passengers,
– a diagram of each station where high-speed trains can call with an indication of the length of the tracks other than the main tracks and of the length and height of the platforms; the arrangements made to facilitate access by disabled passengers shall be mentioned thereon,
– the performance levels assigned in each homogeneous section of the line concerned, with an indication of the maximum speeds on each of them; if the line must also carry other trains besides interoperable trains, their respective performance levels must be mentioned,
– the type of electrification used on each of the homogenous line sections, with an indication of the heights of the overhead lines and the associated pantograph types,
– for each of the homogeneous line sections, a statement of the choices made concerning each of the characteristics of the line which it is necessary to know in order to operate the line, which are listed below:
Basic parameters:
– structure gauge: specify the structure and pantograph gauge used or the particular gauge selected,
– minimum radius of curvature: indicate minimum radius of curves in the plain line track of the line, the maximum cant and the maximum cant deficiency used; state the minimum radius used on sidings,
– track gauge: indicate if any specific case has been adopted,
– minimum length of platform: to be marked on the station diagram mentioned above,
– characteristics relating to access by disabled persons: to be marked on the station diagram mentioned above,
– maximum pressure change in tunnels: give the maximum pressure value selected if it is less than the requested limit value,
– maximum gradients: indicate the maximum gradient adopted on the line section, and its maximum length,
– minimum distance between track centres: indicate the minimum distance between centres which has been selected, or the “specific case” adopted.
Other characteristics relevant to the infrastructure TSI:
– braking conditions for brakes that do not use wheel-rail adhesion: specify the accepted braking effort value (Case 2 or Case 3 of Section 4.3.3.21) for the type of brake concerned, or state that they are prohibited on the line,
– cant deficiency in switches and crossings: indicate the value actually used if it is less than the maximum permissible value,
– effect of cross-winds: indicate the arrangements adopted at the sites concerned;
– lateral space: indicate the width adopted for the lineside lateral space available, and its position relative to the rail (horizontal and vertical distances) in view of facilitating the organisation of evacuation measures, on open track as well as in tunnels.
Other characteristics relating to other TSIs:
– type of electrification: indicate the voltage and catenary height characteristics,
– control-command and signalling: indicate the type of line signalling and the type of signalling on sidings,
– geographical mileposting: specify the type of kilometric mileposting used on the line, giving a summary description (panel on post, kilometre point marked on catenary mast or other),
– model of temporary works notice, describing the signalling used for works;
– climatic environment conditions to be met along the line,
– where appropriate, state any special, additional arrangements required aboard the rolling stock for running in certain specific, very long tunnels, requested as a derogation from the rolling stock TSI;
– state the location of the depots being in charge of breakdown recovery and re-railing means, and the corresponding activation procedures,
– for each of the homogenous line sections, mention must be made of the application of the community or national regulations that apply, as these relate to the essential requirements, without impeding interoperability of the line, to the extent that those requirements may include obligations to be fulfilled by the railway undertakings operating services on the line.
GA, GB AND GC KINEMATIC GAUGES
GA, GB AND GC KINEMATIC GAUGES
Reference profiles
>PIC FILE= “L_2002245EN.023802.TIF”>
Up to a height of 3250 mm, the reference profile of GA, GB and GC gauges is identical.
LOWER PARTS
A. Lines over which powered units used on international services run
>PIC FILE= “L_2002245EN.023901.TIF”>
B. Lines over which coaches, vans and wagons used on international services run (with the exception of powered units used on international services)
>PIC FILE= “L_2002245EN.023902.TIF”>
On inclined connections with a radius R >= 500 m, the vertical measurements shown in diagrams A and B above must be reduced by
>REFERENCE TO A GRAPHIC>
(R in m). lf 625 >= R >= 500 m, the measurement 80 in diagram A is cancelled.
KINEMATIC GAUGE FOR THE LOWER PARTS IN THE AREA OF THE RAIL, THE AREA TAKEN UP BY TRACK BRAKES AND THE AREA OF THE CENTRE LINE OF THE TRACK
A. Lines over which powered units used on international services run
>PIC FILE= “L_2002245EN.024001.TIF”>
KINEMATIC GAUGE FOR THE LOWER PARTS
B. Lines over which coaches, vans and wagons used on international services run, excluding powered units.
>PIC FILE= “L_2002245EN.024101.TIF”>
REGULATIONS RELATING TO THE LAY-OUT OF S-CURVES
(Length of straight track likely to be required between a curve and a reverse curve)
Data used in the calculation
R1 and R2= Radii, in metres, of the curve and reverse curve concerned, with R1 and R2 >= 150 m.
L= Length, in metres, of straight track likely to be required between curves with radii R1 and R2.
I= Track gauge, in metres, in the area concerned.
Formulae to be applied
>REFERENCE TO A GRAPHIC>
no straight section is necessary between the curve an reverse curve.
>REFERENCE TO A GRAPHIC>
the length of the straight section required between the curve an reverse curve is:
>PIC FILE= “L_2002245EN.024202.TIF”>
When R1 = R2 = R, these formulae can be simplified as follows:
>REFERENCE TO A GRAPHIC>
>REFERENCE TO A GRAPHIC>
>REFERENCE TO A GRAPHIC>
>REFERENCE TO A GRAPHIC>
The above formulae assume that the curves and reverse curves are tangent to one another or to the intermediate straight section. The length of the straight section must be increased, when a deviation angle (points and crossings) alters the swing movement of the vehicles, in order to offset the additional relative displacement of the buffers resulting there from.
These layouts allow a minimum radius of 190 m without straight track between the curves and of 150 m when at least 6 m of straight track is provided between the curves.
UNIVERSAL DYNAMIC TRAIN
Schematic of the trainsets listed above:
>PIC FILE= “L_2002245EN.024302.TIF”>
(1) Power car
(2) End trailer with coupling
(3) Intermediate trailer
FLAT BOTTOM SYMMETRICAL RAILWAY RAILS 46 KG/M AND ABOVE – STEEL GRADES
The seven steel grades are given in Table 1. The five hardness ranges of the steel grades shall conform to those given in Table 1.
Steel grades
Chemical composition/mechanical properties
X = Maximum level
Re = Residual element
Max residual elements
FLAT BOTTOM SYMMETRICAL RAILWAY RAILS 46 KG/M AND ABOVE – RAIL PROFILES
>PIC FILE= “L_2002245EN.024702.TIF”>
Rail profile 54 E 1
>PIC FILE= “L_2002245EN.024801.TIF”>
Rail profile 54 E 2
>PIC FILE= “L_2002245EN.024901.TIF”>
Rail profile 54 E 3
>PIC FILE= “L_2002245EN.025001.TIF”>
Rail profile 56 E 1
>PIC FILE= “L_2002245EN.025101.TIF”>
Rail profile 60 E 1
>PIC FILE= “L_2002245EN.025201.TIF”>
Principal rail transition references
Rail transition references
SWITCH AND CROSSING RAILS USED IN CONJUNCTION WITH FLAT BOTTOM RAILWAYS RAILS 46 KG/M AND ABOVE – STEEL GRADES
The eight steel grades are given in Table 1. The five hardness ranges of the steel grades shall conform to those given in Table 1.
Steel grades
Chemical composition/mechanical properties
X = Maximum level
Re = Residual element
Max residual elements
CHECK RAILS USED IN CONJUNCTION WITH FLAT BOTTOM RAILWAY RAILS 46 KG/M AND ABOVE – RAIL PROFILES
>PIC FILE= “L_2002245EN.025702.TIF”>
Rail profile 54 E1 A1
>PIC FILE= “L_2002245EN.025801.TIF”>
Rail profile 49 E1 A1
>PIC FILE= “L_2002245EN.025901.TIF”>
Rail profile 49 E1 A2
>PIC FILE= “L_2002245EN.026001.TIF”>
Rail profile 60 E1 A1
>PIC FILE= “L_2002245EN.026101.TIF”>
Rail profile 60 E1 A2
>PIC FILE= “L_2002245EN.026201.TIF”>
Rail profile 60 E1 A3
>PIC FILE= “L_2002245EN.026301.TIF”>
Rail profile 54 E1 A2
>PIC FILE= “L_2002245EN.026401.TIF”>
Rail profile 54 E2 A1
>PIC FILE= “L_2002245EN.026501.TIF”>
Rail profile 60 E1 A4
>PIC FILE= “L_2002245EN.026601.TIF”>
Rail profile 60 E1 A5
>PIC FILE= “L_2002245EN.026701.TIF”>
Rail profile 50 E1 T1
>PIC FILE= “L_2002245EN.026801.TIF”>
Rail profile 60 E1 T1
>PIC FILE= “L_2002245EN.026901.TIF”>
Rail profile 50 E2 T1
>PIC FILE= “L_2002245EN.027001.TIF”>
Rail profile 54 E1 T1
>PIC FILE= “L_2002245EN.027101.TIF”>
Rail profile 60 E1 T2
>PIC FILE= “L_2002245EN.027201.TIF”>
Rail profile 49 E1 F1
>PIC FILE= “L_2002245EN.027301.TIF”>
Rail profile 54 E1 F1
>PIC FILE= “L_2002245EN.027401.TIF”>
Rail profile 54 E3 F1
>PIC FILE= “L_2002245EN.027501.TIF”>
Rail profile 60 E1 F1
>PIC FILE= “L_2002245EN.027602.TIF”>
Definition of UK1 gauge
The approach in the United Kingdom is to maximise the vehicle gauge whilst ensuring that the swept envelope of the vehicle is within the structure gauge at each point along the routes.
As a result the UK1 gauge has initially been defined as a vehicle gauge.
1. The diagram gives the basic dimensions for the UK1 gauge. (static on a straight level track).
2. The horizontal and vertical profile below 1100 mm ARL must not be infringed under any combination of vehicle load, wear, suspension travel and geometric conditions.
3. The effects of cant and kinematic movements combined with bogie spacing and bogie overhang, which require enlarged clearances on curves, have to be considered on a case by case basis.
>PIC FILE= “L_2002245EN.027702.TIF”>
>PIC FILE= “L_2002245EN.027703.TIF”>
Marker lamps and rear mirrors.
>PIC FILE= “L_2002245EN.027704.TIF”>
Increase of vehicle gauge, which is valid on specified track sections.
>PIC FILE= “L_2002245EN.027705.TIF”>
Increase of vehicle gauge (A), which is valid on specified track sections.
>PIC FILE= “L_2002245EN.027706.TIF”>
Increase of vehicle gauge (B). Gauge for tilting rolling stock, which is valid on specified track sections.
(1) Low contour for rolling stock, which is running over a hump and a rail brake.
(2) Low contour for rolling stock, which is not running over a hump nor a rail brake, exept for the bogie of tractive stock.
(3) Low contour for a bogie in tractive stock, which is not running over a hump nor a rail brake.
>PIC FILE= “L_2002245EN.027706.TIF”>
>PIC FILE= “L_2002245EN.027802.TIF”>
1. On horizontal curves, due allowance must be made for curvature and cant effects.
2. On vertical curves, due allowance must be made for the effects of such curvature.
3. The underclearance protrusion limit of 60 mm for structures, is subject to all the restrictions set down in standard PW4. The protrusion figure is zero for the Dublin Suburban Area (see standard PW4 for minor exceptions).
4. Bridges:
(a) The vertical height of 4830 mm is a finished height. If extra ballast is proposed, or a track fit is necessary, in order to improve longitudinal profile, a greater height must be provided. Under certain circumstances the figure of 4830 may be reduced to 4690 mm.
(b) Bridge and structure heights must be increased by the values given in Table A, where cant is involved.
(c) Bridge abutments must be 4500 mm from nearest running edge subject to curvature effects.
(d) If electrification is envisaged and there is a level crossing nearby, the vertical clearance must be increased to 6140 mm.
5. There is an allowance for a 700 mm wide walkway. Where no walkway is provided, the dimension referred to may be reduced to 1790 mm.
6. See standard PW39 for comprehensive schedule of platform widths.