In accordance with Article 4(3) of Directive (EU) 2016/797, this TSI:

In accordance with Article 4(5) of the Directive (EU) 2016/797, provisions for specific cases are indicated in section 7.

Requirements in this TSI are valid for all track gauge systems within the scope of this TSI, unless a paragraph refers to specific track gauge systems or to specific nominal track gauges.

the infrastructure structural subsystem

the part of the maintenance functional subsystem relating to the infrastructure subsystem (that is: washing plants for external cleaning of trains, water restocking, refuelling, fixed installations for toilet discharge and electrical shore supplies).

Line layout,

Track parameters,

Switches and crossings,

Track resistance to applied loads,

Structures resistance to traffic loads,

Immediate action limits on track geometry defects,

Platforms,

Health, safety and environment,

Provision for operation,

Fixed installations for servicing trains.

Rolling stock subsystem,

Energy subsystem,

Control command and signalling subsystem,

Traffic operation and management subsystem.

the characteristics of the line and the exact position of the obstacles;

the reference profile of the structure gauge of that line;

a combination of the methods referred to in points (a) and (b).

The Union rail system, to which ►M1  Directive (EU) 2016/797 ◄ applies and of which the infrastructure and maintenance subsystems are parts, is an integrated system whose consistency needs to be verified. This consistency must be checked in particular with regard to the specifications of the infrastructure subsystem, its interfaces in relation to the other subsystems of the Union rail system in which it is integrated, as well as the operating and maintenance rules.

The limiting values set out in this TSI are not intended to be imposed as usual design values. However the design values must be within the limits set out in this TSI.

The functional and technical specifications of the infrastructure and part of the maintenance subsystems and their interfaces, as described in points 4.2 and 4.3, do not impose the use of specific technologies or technical solutions, except where this is strictly necessary for the interoperability of the Union rail system.

Innovative solutions for interoperability which do not fulfil the requirements specified in this TSI and/or which are not assessable as stated in this TSI require new specifications and/or new assessment methods. In order to allow technological innovation, these specifications and assessment methods shall be developed by the process for innovative solutions described in Article 10.

Where reference is made to EN standards, any variations called ‘national deviations’ in the EN do not apply, unless otherwise specified in this TSI.

Where line speeds are stated in [km/h] as a category or performance parameter in this TSI, it shall be allowed to translate the speed to equivalent [mph] as in Appendix G, for Ireland and for the networks of the United Kingdom in respect of Northern Ireland.

The elements of the Union's rail network are set out in point 1 of Annex I to Directive (EU) 2016/797. In order to deliver interoperability cost-effectively, each element of the Union's rail network shall be assigned a ‘TSI category of line’.

The TSI category of line shall be a combination of traffic codes. For lines where only one type of traffic is carried (for example, a freight only line), a single code may be used to describe the performances; where mixed traffic runs the category will be described by one or more codes for passenger and freight. The combined traffic codes describe the envelope within which the desired mix of traffic can be accommodated.

These TSI categories of line shall be used for the classification of existing lines to define a target system so that the relevant performance parameters will be met.

Lines shall be classified based on the type of traffic (traffic code) characterised by the following performance parameters:

The values in the columns for ‘structure gauge’ and ‘axle load’, which directly affect train running, shall be mandatory minimum levels as per traffic code targeted. Notwithstanding TEN-T requirements, the range of values indicated in the columns for ‘line speed’, ‘usable length of platform’ and ‘train length’ shall be applied, as long as reasonably practicable.

The performance parameters listed in Table 2 and Table 3 are not intended to be used for compatibility checks between rolling stock and infrastructure. Route compatibility checks are subject to point 4.2.2.5 and Appendix D.1 of the Annex of the Commission Implementing Regulation (EU) 2019/773 ( 4 ) (‘TSI OPE’).

Information defining minimum capability requirements for existing structures in relationship to different train types is given in Appendix E. For the networks of the United Kingdom in respect of Northern Ireland, information defining the relation between maximum axle load and maximum speed in accordance with type of vehicle is given in Appendix F.

The performance levels for types of traffic are set out in Table 2 and Table 3.

For structures, axle load by itself is not sufficient to set out the requirements for infrastructure. Requirements are specified as follows:

Passenger hubs, freight hubs and connecting lines are included in the above traffic codes, as appropriate.

In accordance with Article 4(7) of Directive (EU) 2016/797 which provides that TSIs shall not prevent the Member States from deciding on the use of infrastructures for the movement of vehicles not covered by the TSIs, it is allowed to design new and upgraded lines able to accommodate:

than those specified in Table 2 and Table 3.

(not used)

It is permissible for specific locations on the line to be designed for any or all of the performance parameters line speed, usable length of platform and train length less than those set out in Table 2 and Table 3, where duly justified to meet geographical, urban or environmental constraints.

Line layout:

Track parameters:

Switches and crossings

Track resistance to applied loads

Structures resistance to traffic loads

Immediate action limits on track geometry defects

Platforms

Health, safety and environment

▼M1

▼B

Provision for operation

Fixed installations for servicing trains

Maintenance rules

▼M1

▼B

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

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

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

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

Requirements for lines representing specific cases are described under point 7.7.

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

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

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

The upper part of the structure gauge shall be set on the basis of the gauges selected in accordance with point 4.2.1, which are set out in the specification referenced in Appendix T Index [3].

The lower part of the structure gauge shall be GI2 as set out in the specification referenced in Appendix T Index [3]. Where tracks are equipped with rail brakes, structure gauge GI1 as set out in the same specification shall apply for the lower part of the gauge.

Calculations of the structure gauge shall be done using the kinematic method in accordance with the requirements of the specification referenced in Appendix T Index [3].

Instead of points (1) to (3), for the 1 520  mm track gauge system, all traffic codes selected according to point 4.2.1 are applied with the uniform structure gauge ‘S’ as defined in Appendix H to this TSI.

Instead of points (1) to (3), for the 1 600  mm track gauge system, all traffic codes selected according to point 4.2.1 are applied with the uniform structure gauge IRL1 as defined in Appendix O to this TSI.

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

The nominal horizontal distance between track centres for new lines shall be specified for the design and shall not be smaller than the values from the Table 4; it considers margins for aerodynamic effects.

The distance between track centres shall at least satisfy the requirements for the limit installation distance between track centres, defined in accordance with the specification referenced in Appendix T Index [3].

Instead of points (1) to (3), for the 1 520  mm track gauge system, the nominal horizontal distance between track centres shall be specified for the design and shall not be smaller than the values from the Table 5; it considers margins for aerodynamic effects.

Instead of point (2), for the 1 668  mm track gauge system, the nominal horizontal distance between track centres for new lines shall be specified for the design and shall not be smaller than the values from the Table 6, it considers margins for aerodynamic effects.

Instead of points (1) to (3), for the 1 600  mm track gauge system, the distance between track centres shall be set on the basis of the gauges selected according to point 4.2.1. The nominal horizontal distance between track centres shall be specified for the design and shall not be less than 3,57 m for gauge IRL1; it considers margins for aerodynamic effects.

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

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

Gradients as steep as 35 mm/m are allowed for main tracks on new P1 lines dedicated to passenger traffic at the design phase provided the following ‘envelope’ requirements are observed:

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

Reverse curves, except in marshalling yards where wagons are shunted individually, with small radii for new lines shall be designed to prevent buffer locking.

For straight intermediate track elements between the curves, the specification referenced in Appendix T, Index [4] shall apply, whose values are based on the reference vehicles defined in the same specification. To prevent buffer locking for existing vehicles that do not fulfil the assumptions of the reference vehicles, infrastructure manager may specify longer lengths of the straight intermediate element.

For non-straight intermediate track elements, a detailed calculation shall be made in order to check the magnitude of the end throw differences.

Instead of point (2), for the 1 520  mm track gauge system, reverse curves with radii in the range from 150 m up to 250 m shall be designed with a section of straight track of at least 15 m between the curves.

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

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

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

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

European standard nominal track gauge shall be 1 435  mm.

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

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

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

The design cant for lines shall be limited as defined in Table 7.

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

New lines with mixed or freight traffic on curves with a radius less than 305 m and a cant transition steeper than 1 mm/m, the cant shall be restricted to the limit given by the following formula

D ≤ (R – 50)/1,5

where D is the cant in mm and R is the radius in m.

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

Instead of point (1), for the 1 668  mm track gauge system, the design cant shall not exceed 185 mm.

Instead of point (2), for the 1 668  mm track gauge system, the design cant on tracks adjacent to station platforms where trains are intended to stop in normal service shall not exceed 125 mm.

Instead of point (3), for the 1 668  mm track gauge system, for new lines with mixed or freight traffic on curves with a radius less than 250 m, the cant shall be restricted to the limit given by the following formula:

D ≤ 0,9 * (R – 50)

where D is the cant in mm and R is the radius in m.

Instead of point (1), for the 1 600  mm track gauge system the design cant shall not exceed 185 mm.

The maximum values for cant deficiency are set out in Table 8.

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

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

Instead of point (1), for the 1 668  mm track gauge system, the maximum values for cant deficiency are set out in Table 9.

The maximum values of abrupt change of cant deficiency shall be:

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

Instead of points (1) and (2), for the 1 520  mm track gauge system the maximum values of abrupt change of cant deficiency shall be:

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

The limiting values for equivalent conicity quoted in Table 10 shall be calculated for the amplitude (y) of the wheelset's lateral displacement:

where TG is the track gauge and SR is the distance between the flange contact faces of the wheelset.

No assessment of equivalent conicity is required for switches and crossings.

▼M1

Design track gauge, rail head profile and rail inclination for plain line shall be selected to ensure that the equivalent conicity limits set out in Table 10 are not exceeded.

▼B

The following wheelsets, as defined in the specification referenced in Appendix T, index [6], shall be modelled passing over the designed track conditions (simulated by calculation in accordance with the specification referenced in Appendix T, Index [5]):

For SR1 and SR2 the following values apply:

Instead of points (1) to (4), for the 1 520  mm track gauge system, no assessment of equivalent conicity is required.

The railhead profile shall be selected from the range set out in one of the specifications referenced in Appendix T, Index [7] and Index [8], or shall be in accordance with point (2).

The design of railhead profiles for plain line shall comprise:

▼M1

Figure 1

Railhead profile

▼B

These requirements are not applicable to expansion devices.

The rail shall be inclined towards the centre of the track.

For tracks intended to be operated at speeds greater than 60 km/h, the rail inclination for a given route shall be selected from the range 1/20 to 1/40.

For sections of not more than 100 m between switches and crossings without inclination where the running speed is no more than 200 km/h, the laying of rails without inclination is allowed.

The rail shall be designed to be either vertical or inclined.

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

The inclination can be given by the shape of the active part of the rail head profile.

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

For speeds of more than 250 km/h the rails shall be inclined.

the axle load selected according to point 4.2.1;

maximum vertical wheel forces. Maximum wheel forces for defined test conditions are set out in the specification referenced in Appendix T, Index [9].

vertical quasi-static wheel forces. Maximum quasi-static wheel forces for defined test conditions are set out in the specification referenced in Appendix T, Index [9].

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

Provisions for the use of eddy current braking systems on track shall be defined at operational level by the infrastructure manager on the basis of the specific characteristics of the track, including switches and crossings. The conditions of use of this braking system are registered in accordance with Commission Implementing Regulation (EU) 2019/777 ( 5 ) (RINF).

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

lateral forces; maximum lateral forces exerted by a wheel set on the track for defined test conditions are set out in the specification referenced in Appendix T, Index [9];

quasi-static guiding forces; maximum quasi-static guiding forces Yqst for defined radii and test conditions are set out in the specification referenced in Appendix T, Index [9].

Load Model 71, as set out in the specification referenced in Appendix T, Index [10];

in addition, for continuous bridges, Load Model SW/0, as set out in the specification referenced in Appendix T, Index [10].

Where an existing structure is replaced by a new structure then the new structure shall be in accordance with the requirements of point 4.2.7.1 or point 4.2.7.2.

If the minimum capability of the existing structures satisfy the requirements in Appendix E then the existing structures satisfy the relevant interoperability requirements.

Where the capability of an existing structure does not satisfy the requirements in Appendix E and works (e.g. strengthening) are being carried out to raise the capability of the structure to meet the requirements of this TSI (and the structure is not to be replaced by a new structure) then the structure shall be brought into conformity with the requirements in Appendix E.

The immediate action limits for isolated defects in alignment are set out in the specification referenced in Appendix T, Index [12]. Isolated defects shall not exceed the limits of wavelength range D1.

The immediate action limits for isolated defects in alignment for speeds of more than 300 km/h are an open point.

The immediate action limits for isolated defects in longitudinal level are set out in the specification referenced in Appendix T, Index [12]. Isolated defects shall not exceed the limits of wavelength range D1.

The immediate action limits for isolated defects in longitudinal level for speeds of more than 300 km/h are an open point.

The immediate action limit for track twist as an isolated defect is given as a zero to peak value. Track twist is set out in the specification referenced in Appendix T, Index [13].

The track twist limit is a function of the measurement base applied in accordance with the specification referenced in Appendix T, Index [12].

The infrastructure manager shall set out in the maintenance plan the base-length on which it will measure the track in order to check compliance with this requirement. The base-length of measurement shall include at least one base between 2 and 5 m.

Instead of points (1) and (2), for the 1 520  mm track gauge system the track twist, for a base length of 10 m, shall be not more than:

Instead of point (3), for the 1 520  mm track gauge system the Infrastructure Manager shall set out in the maintenance plan the base-length on which it will measure the track in order to check compliance with this requirement. The base-length of measurement shall include at least one base of 10 m.

Instead of point (2), for the 1 668  mm track gauge system, the track twist limit is a function of the measurement base applied in accordance with the specification referenced in Appendix T, Index [12].

The immediate action limits of track gauge as an isolated defect are set out in Table 12.

Instead of point (1), for the 1 520 track gauge system the immediate action limits of track gauge as an isolated defect are set out in Table 13.

Instead of point (1), for the 1 600 track gauge system the immediate action limits of track gauge as an isolated defect are:

The maximum cant allowed in service is 180 mm.

The maximum cant allowed in service is 190 mm for dedicated passenger traffic lines.

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

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

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

The technical characteristics of switches and crossings shall comply with the following in-service values:

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

Instead of point (1), for the 1 520  mm track gauge system the technical characteristics of switches and crossings shall comply with the following in-service values:

Instead of point (1), for the 1 600  mm track gauge system the technical characteristics of switches and crossings shall comply with the following in-service values:

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

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

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

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

For platforms where only passenger trains that are explicitly listed as excluded from the scope of Commission Regulation (EU) No 1302/2014 (‘TSI LOC&PAS’) ( 6 ) in its point 1.1 are intended to stop in normal service, different provisions for the nominal platform height might apply.

Instead of points (1) and (2), for the 1 520  mm track gauge system the nominal platform height shall be 200 mm or 550 mm above the running surface. ►M2  These values shall be considered with a tolerance of -10/+20 mm. ◄

Instead of points (1) and (2), for the 1 600  mm track gauge system the nominal platform height shall be 915 mm above the running surface.

The distance between the track centre and the platform edge parallel to the running plane (bq), as defined in the specification referenced in Appendix T, Index [3], shall be set on the basis of the installation limit gauge (bqlim). The installation limit gauge shall be calculated on the basis of the gauge G1.

The platform shall be built close to the gauge within a maximum tolerance of 50 mm. The value for bq shall therefore respond to:

bqlim ≤ bq ≤ bqlim + 50 mm.

Instead of points (1) and (2), for the 1 520  mm track gauge system the platform offset shall be:

▼M2

These values shall be considered with a tolerance of -10/+10 mm.

▼B

Instead of points (1) and (2), for the 1 600  mm track gauge system the platform offset shall be 1 560  mm.

Track adjacent to the platforms for new lines shall preferably be straight, but shall nowhere have a radius of less than 300 m.

No values are specified for an existing track alongside new, renewed or upgraded platforms.

A line is interoperable from the cross wind point of view if safety is ensured for a reference train running along that line under the most critical operational conditions.

The rules for proving conformity shall take into account the characteristic wind curves of the reference trains defined in the LOC&PAS TSI.

If safety cannot be achieved without mitigating measures, either due to the geographic situation or to other specific features of the line, the infrastructure manager shall take the necessary measures to maintain the safety, for example by:

It shall be demonstrated that safety is achieved after measures taken.

If ride instability is reported, the railway undertaking and the infrastructure manager shall localise the section of the line in a joint investigation according paragraphs (2) and (3) hereafter.

Note: This joint investigation is also specified in point 4.2.3.4.3.2 of TSI LOC & PAS for action on rolling stock.

The infrastructure manager shall measure the track gauge and the railhead profiles at the site in question at a distance of approximate 10 m. The mean equivalent conicity over 100 m shall be calculated by modelling with the wheelsets (a) – (d) mentioned in paragraph 4.2.4.5(4) of this TSI in order to check for compliance, for the purpose of the joint investigation, with the limit equivalent conicity for the track specified in Table 14.

If the mean equivalent conicity over 100 m complies with the limit values in Table 14, a joint investigation by the railway undertaking and the infrastructure manager shall be undertaken to specify the reason for the instability.

Where a washing plant is provided it shall be able to clean the outer sides of single or double-deck trains between a height of:

The washing plant shall be designed so that trains can be driven through it at any speed between 2 km/h and 5 km/h.

Fixed equipment for water restocking shall be compatible with the characteristics of the water system specified in the LOC & PAS TSI.

Fixed equipment for the supply of water intended for human consumption shall be supplied with drinking water meeting the requirements of Directive (EU) 2020/2184 of the European Parliament and of the Council ( 7 ).

The materials used for the supply of water intended for human consumption to the rolling stock (e.g. tank, pump, piping, water tap and sealing material and quality) shall comply with the requirements applicable to water intended for human consumption.

Operating rules are developed within the procedures described in the infrastructure manager's safety management system. These rules take into account the documentation related to operation which forms a part of the technical file as required in ►M1  Article 15(4) and set out in Annex IV (point 2.4) of Directive (EU) 2016/797 ◄ .

In certain situations involving pre-planned works, it may be necessary to temporarily suspend the specifications of the infrastructure subsystem and its interoperability constituents defined in sections 4 and 5 of this TSI.

Maintenance rules are developed within the procedures described in the infrastructure manager's safety management system.

The maintenance file shall be prepared before placing a line into service as the part of the technical file accompanying the declaration of verification

The maintenance plan shall be drawn up for the subsystem to ensure that the requirements set out in this TSI are maintained during its lifetime.

a set of values for immediate action limits,

the measures taken (for example speed restriction, repair time) when prescribed limits are not met,

a set of values for intervention limits and alert limits,

a statement about the methods, professional competences of staff and personal protective safety equipment necessary to be used,

the rules to be applied for the protection of people working on or near the track,

the means used to check that in-service values are respected,

the measures taken, for speed greater than 250 km/h, to mitigate the risk of ballast pick up.

The health and safety conditions of staff required for the operation and maintenance of the infrastructure subsystem shall be compliant with the relevant European and national legislation.

The issue is covered by the procedures described in the infrastructure manager's safety management system.

The requirements of point 5.3 are based on a traditional design of ballasted track with Vignole (flat-bottom) rail on concrete or wooden sleepers and fastening providing resistance to longitudinal slip by bearing on the rail foot.

Components and subassemblies used for the construction of other designs of track are not considered to be interoperability constituents.

For the purposes of this technical specification for interoperability, only the following elements, whether individual components or subassemblies of the track are declared to be ‘interoperability constituents’:

The following points describe the specifications applicable to each of these constituents.

Rails, fastenings and sleepers used for short length of track for specific purposes, for example in switches and crossings, at expansion devices, transition slabs and special structures, are not considered to be interoperability constituents.

railhead profile,

rail steel.

The rail steel is relevant to the requirements of point 4.2.6 ‘Track resistance to applied loads’.

The rail steel shall meet the following requirements:

The rail fastening system is relevant to the requirements of point 4.2.6.1 for ‘Track resistance to vertical loads’, point 4.2.6.2 for ‘Longitudinal track resistance’ and point 4.2.6.3 for ‘Lateral track resistance’.

The rail fastening system shall comply in laboratory test conditions with the following requirements:

▼M1

▼B

Track sleepers shall be designed such that when they are used with a specified rail and rail fastening system they will have properties that are consistent with the requirements of point 4.2.4.1 for ‘Nominal track gauge’, point 4.2.4.7 for ‘Rail inclination’ and point 4.2.6 for ‘Track resistance to applied loads’.

For the nominal track gauge system of 1 435  mm, the design track gauge for track sleepers in straight alignments and in horizontal curves with radius greater than 300 m shall be 1 437  mm.

The conformity assessment procedure of interoperability constituents as defined in section 5 of this TSI shall be carried out by application of the relevant modules.

Serviceable interoperability constituents that are suitable for reuse are not subject to the conformity assessment procedures.

The following modules for conformity assessment of interoperability constituents are used:

The modules for conformity assessment of interoperability constituents shall be chosen from those shown in Table 20.

In the case of products placed on the market before the publication of relevant TSIs, the type is considered to have been approved and therefore EC type examination (module CB) is not necessary, provided that the manufacturer demonstrates that tests and verification of interoperability constituents have been considered successful for previous applications under comparable conditions and are in conformity with the requirements of this TSI. In this case these assessments shall remain valid in the new application. If it is not possible to demonstrate that the solution is positively proven in the past, the procedure for interoperability constituents placed on the EU market after publication of this TSI applies.

The conformity assessment of interoperability constituents shall cover the phases and characteristics as indicated in Table 36 of Appendix A to this TSI.

the combination of rail, rail inclination, rail pad and type of sleepers with which the fastening system may be used

the maximum axle load the rail fastening system is designed to accommodate.

the combination of rail, rail inclination and type of rail fastening system with which the sleeper may be used,

the nominal and design track gauge,

the combinations of axle load and train speed the track sleeper is designed to accommodate.

Rail hardness shall be tested for position RS in accordance with the specification referenced in Appendix T, Index [7].

Tensile strength shall be tested in accordance with the specification referenced in Appendix T, Index [7].

Fatigue test shall be done in accordance with the specification referenced in Appendix T, Index [7].

(not used)

For polyvalent gauge and multiple gauge track sleepers it is allowed not to assess the design track gauge for the nominal track gauge of 1 435  mm.

At the request of the applicant, the notified body carries out the EC verification of the infrastructure subsystem in accordance with ►M1  Article 15 of Directive (EU) 2016/797 ◄ and in accordance with the provisions of the relevant modules.

If the applicant demonstrates that tests or assessments of an infrastructure subsystem or parts of the subsystem are the same as have been successful for previous applications of a design, the notified body shall consider the results of these tests and assessments for the EC verification.

The EC verification of the infrastructure subsystem shall cover the phases and characteristics indicated in Table 37 in Appendix B to this TSI.

Performance parameters as set out in point 4.2.1 of this TSI are not subject to the EC verification of the subsystem.

Particular assessment procedures for specific basic parameters of infrastructure subsystem are set out in point 6.2.4.

The applicant shall draw up the EC declaration of verification for the infrastructure subsystem in accordance with Article 15 of Directive (EU) 2016/797.

Module SG: EC verification based on unit verification, or

Module SH1: EC verification based on full quality management system plus design examination.

Assessment of structure gauge as a design review shall be done against characteristic cross sections using the results of calculations made by infrastructure manager or the contracting entity on the basis of the specification referenced in Appendix T, Index [3].

Characteristic cross sections are:

After assembly before putting into service clearances shall be verified at locations where the designed installation limit gauge is approached by less than 100 mm or the installation nominal gauge or uniform gauge is approached by less than 50 mm.

Instead of point (1), for the 1 520  mm track gauge system assessment of structure gauge as a design review is to be made against characteristic cross sections using the uniform structure gauge ‘S’ as defined in Appendix H to this TSI.

Instead of point (1), for the 1 600  mm track gauge system assessment of structure gauge as a design review is to be made against characteristic cross sections using the structure gauge ‘IRL1’ as defined in Appendix O to this TSI.

A design review for assessment of the distance between track centres shall be done using the results of calculations made by the Infrastructure Manager or the contracting entity on the basis of the specification referenced in Appendix T, Index [3]. The nominal distance between track centres shall be checked at the line layout where distances are given in parallel to the horizontal plane. The limit installation distance between track centres shall be checked with the radius and relevant cant.

After assembly before putting into service, distance between track centres shall be verified at critical locations where the limit installation distance between track centres as defined in accordance with the specification referenced in Appendix T, Index [3] is approached by less than 50 mm.

Instead of point (1), for the 1 520  mm track gauge system a design review for assessment of the distance between track centres is to be made using the results of calculations made by the infrastructure manager or the contracting entity. The nominal distance between track centres shall be checked at the line layout where distances are given in parallel to the horizontal plane. The limit installation distance between track centres shall be checked with the radius and relevant cant.

Instead of point (2), for the 1 520  mm track gauge system after assembly before putting into service, distance between track centres shall be verified at critical locations where the limit installation distance between track centres is approached by less than 50 mm.

Assessment of the nominal track gauge at design review shall be done by checking the self-declaration of the applicant.

Assessment of the nominal track gauge at assembly before putting into service shall be done by checking the interoperability constituent sleeper's certificate. For non-certified interoperability constituents assessment of the nominal track gauge shall be done by checking the self-declaration of the applicant.

At design review the curvature, cant, cant deficiency and abrupt change of cant deficiency shall be assessed against the local design speed.

Assessment of switches and crossings layout is not required.

At assembly before putting into service, for the review of the minimum horizontal curve the measurement values provided by the applicant or infrastructure manager shall be assessed. Rules for acceptance of works defined by the infrastructure manager shall be taken into account.

The design profile of new rails shall be checked against point 4.2.4.6.

Reused serviceable rails shall not be subject to the requirements for railhead profile as set out in point 4.2.4.6.

Assessment of new structures shall be done by checking the traffic loads and the track twist limit used for design against the minimum requirements of points 4.2.7.1 and 4.2.7.3. The notified body is not required to review the design nor carry out any calculations. When reviewing the value of factor alpha used in the design according to point 4.2.7.1 it is only necessary to check that the value of factor alpha satisfies Table 11.

Assessment of new earthworks and earth pressure effects shall be done by checking the vertical loads used for design according to requirements of point 4.2.7.2. When reviewing the value of factor alpha used in the design according to point 4.2.7.2 it is only necessary to check that the value of factor alpha satisfies Table 11. The notified body is not required to review the design nor carry out any calculations.

A check that the values of EN line categories, in combination with the allowed speed published, or intended to be published, for the lines containing the structures, are in line with the requirements of Appendix E;

A check that the values of EN line categories, in combination with the allowed speed specified for the bridges or for the design, or alternative requirements specified with LM71 and factor alpha (α) for P1 and P2, are in line with the requirements of Appendix E;

A check that the traffic loads specified for the structures or for the design against the minimum requirements of points 4.2.7.1.1, 4.2.7.1.2 and 4.2.7.2. When reviewing the value of factor alpha (α) in accordance with points 4.2.7.1.1 and 4.2.7.2, it is only necessary to check that the value of factor alpha (α) is in line with the value of factor alpha (α) set out in Table 11;

where the requirement for an existing bridge is specified by reference to the design load model HSLM in Appendix E, the assessment of the existing bridge shall be done by either of the following methods:

where the requirement for an existing bridge is specified by reference to alternative dynamic loading requirements (Appendix E note 8), the assessment of the existing bridge shall be done by checking the specification of the dynamic appraisal for these alternative loading requirements against the requirements in Appendix E note 8.

Assessment of the distance between the track centre and the platform edge as a design review shall be done using the results of calculations made by the Infrastructure Manager or the contracting entity on the basis of the specification referenced in Appendix T, Index [3].

After assembly before putting into service clearances shall be verified. The offset is checked at the ends of the platform and every 30 m in straight track and every 10 m in curved track.

Instead of point (1), for the 1 520  mm track gauge system assessment of the distance between the track centre and the platform edge as a design review shall be done against requirements of point 4.2.9.3. Point (2) applies accordingly.

Instead of point (1), for the 1 600  mm track gauge system assessment of the distance between the track centre and the platform edge as a design review shall be done against requirements of point 4.2.9.3(4). Point (2) applies accordingly.

The demonstration of conformity of the track to the requirements of point 4.2.6 may be done by reference to an existing track design which meets the operating conditions intended for the subsystem concerned.

A track design shall be defined by the technical characteristics as set out in Appendix C.1 to this TSI and by its operating conditions as set out in Appendix D.1 to this TSI.

A track design is considered to be existing, if both of the following conditions are met:

The operating conditions for an existing track design refer to conditions which have been applied in normal operation.

The assessment to confirm an existing track design shall be performed by checking that the technical characteristics as set out in Appendix C.1 to this TSI and conditions of use as set out in Appendix D.1 to this TSI are specified and that the reference to the previous use of the track design is available.

When a previously assessed existing track design is used in a project, the notified body shall only assess that the conditions of use are respected.

For new track designs that are based on existing track designs, a new assessment can be performed by verifying the differences and evaluating their impact on the track resistance. This assessment may be supported for example by computer simulation or by laboratory or in situ testing.

A track design is considered to be new, if at least one of the technical characteristics set out in Appendix C to this TSI or one of conditions of use set out in Appendix D to this TSI is changed.

The provisions as set out in point 6.2.5.1 are applicable for the assessment of track resistance for switches and crossings. Appendix C.2 sets out the technical characteristics of switches and crossings design and Appendix D.2 sets out the conditions of use of switches and crossings design.

Assessment of design geometry of switches and crossings shall be done according to point 6.2.4.8 of this TSI.

Assessment of maximum unguided length of fixed obtuse crossings shall be done according to point 6.2.4.8 of this TSI.

the realignment of part of an existing route;

the creation of a bypass;

the addition of one or more tracks on an existing route, regardless of the distance between the original tracks and the additional tracks.

For the upgraded infrastructure subsystem, the application of this TSI shall be compulsory, and applied to the upgraded subsystem within the geographical coverage of the upgrading. The geographical coverage of the upgrading shall be defined based on locations on tracks and metric references and shall result in the compliance of all basic parameters of the infrastructure subsystem associated with the tracks that are subject to the upgrading of the infrastructure subsystem.

The addition of one or more rails supporting a further track gauge is also considered as upgrade when the performance criteria of the subsystem is triggered as described in point 7.3.1.

In the event of a change other than an upgrading of the infrastructure subsystem, the application of this TSI for each basic parameters (referred to in point 4.2.2) affected by a change shall be compulsory when the change requires to carry out a new ‘EC’ verification procedure in accordance with Implementing Regulation (EU) 2019/250 ( 10 ). Provisions defined in Articles 6 and 7 of Implementing Regulation (EU) 2019/250 shall apply.

In the event of a change other than an upgrading of the infrastructure subsystem and for those basic parameters that are not affected by the change, or when the change does not require a new ‘EC’ verification, the demonstration of the level of compliance with this TSI is voluntary.

In case of upgrading or renewal of the infrastructure subsystem, the compliance with the requirements which are laid down for new lines is not required.

In case of ‘major substitution’, as defined in Article 2(15) of Directive (EU) 2016/797 of the European Parliament and of the Council, in the framework of a ‘renewal’, non TSI-compliant elements of the subsystem or part(s) of it shall systematically be replaced with TSI-compliant ones.

‘Substitution in the framework of maintenance’ means any replacement of components by parts of identical function and performance in the framework of maintenance, as defined in Article 2(17) of Directive (EU) 2016/797. It shall be made in accordance with the requirements of this TSI, whenever reasonably and economically feasible and it does not require an ‘EC’ verification.

The following exceptions are permitted for existing infrastructure subsystem, in case of upgrading or renewal:

1 650  mm for platforms with heights of 300 mm and

1 750  mm for platforms with height of 1 100  mm.

Instead of points 4.2.3.1(1) and 4.2.3.1(2), for the nominal track gauge of 1 524  mm, both the upper and lower part of the structure gauge shall be set on the basis of the gauge FIN1. Those gauges are defined in Annex D, section D4.4 of ►M2  EN 15273-3:2013+A1:2016 ◄ .

Instead of point 4.2.3.1(3), for the nominal track gauge of 1 524  mm, calculations of the structure gauge shall be done using the static method in accordance with the requirements of sections 5, 6, 10 and Annex D Section D.4.4 of EN 15273-3:2013.

Instead of point 4.2.3.2(1), for the nominal track gauge of 1 524  mm, the distance between track centres shall be set on the basis of the gauge FIN1.

Instead of point 4.2.3.2(2), for the nominal track gauge of 1 524  mm, the nominal horizontal distance between track centres for new lines shall be specified for the design and shall not be smaller than the values mentioned in Table 21; it considers margins for aerodynamic effects.

Instead of point 4.2.3.2(3), for the nominal track gauge of 1 524  mm, the distance between track centres shall at least satisfy the requirements for the limit installation distance between track centres, defined according Annex D, Section D4.4.5 of ►M2  EN 15273-3:2013+A1:2016 ◄ .

Instead of point 4.2.4.2(1), for the nominal track gauge of 1 524  mm, the design cant shall not exceed 180 mm for ballasted or non-ballasted track.

Instead of point 4.2.4.2(3), for the nominal track gauge of 1 524  mm, new lines with mixed or freight traffic on curves with a radius less than 320 m and a cant transition steeper than 1 mm/m, the cant shall be restricted to the limit given by the following formula

D ≤ (R – 50) × 0,7

where D is the cant in mm and R is the radius in m.

instead of point (J.1)(b), the minimum radius through obtuse crossing shall be 200 m; for radius between 200-220 m small radius shall be compensated with track gauge widening;

instead of point (J.1)(c), the minimum check rail height shall be 39 mm.

Maximum value of free wheel passage in switches: 1 469  mm.

This value can be increased if the Infrastructure Manager demonstrates that the actuation and locking system of the switch is able to resist the lateral impact forces of a wheel set.

Minimum value of fixed nose protection for common crossings: 1 476  mm.

This value is measured 14 mm below the running surface, and on the theoretical reference line, at an appropriate distance back from the actual point (RP) of the nose as indicated in Figure 2.

For crossings with point retraction, this value can be reduced. In this case the Infrastructure Manager shall demonstrate that the point retraction is sufficient to guarantee that the wheel will not hit the nose at the actual point (RP).

Maximum value of free wheel passage at crossing nose: 1 440  mm.

Maximum value of free wheel passage at check rail/wing rail entry: 1 469  mm.

Minimum flangeway width: 42 mm.

Minimum flangeway depth: 40 mm.

Maximum excess height of check rail: 55 mm.

330 to 4 367  mm for a single-deck train,

330 to 5 300  mm for double-deck trains.

on straight track and inside the curves:

bqlim = 1 650  + 3 750 /R + (g – 1 435 )/2 + 11,5

outside the curves:

bqlim = 1 650  + 3 750 /R + (g – 1 435 )/2 + 11,5 + 220 * tanδ

where R is the radius of the track, in metres, g is the track gauge, δ is the angle of the cant with the horizontal line.

Instead of point 4.2.4.5.(3) design values of track gauge, rail head profile and rail inclination for plain line shall be selected to ensure that the equivalent conicity limits set out in Table 24 are not exceeded.

Instead of point 4.2.4.5. (4) the following wheelsets shall be modelled passing over the designed track conditions (simulated by calculation according to ►M2  EN 15302:2021 ◄ ):

▼M2

▼B

For SR1 and SR2 the following values apply:

For sub-point 4.2.7.1.1(1)(a), for the 1 520  mm track gauge system, load model 71 shall be applied with a distributed load qvk of 100 kN/m.

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.

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:

For platforms used for urban or suburban railway services the nominal platform height of 960 mm above running surface shall be allowed.

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.

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 ►M2  EN 15273-3:2013+A1:2016 ◄ .