Appendix I contains a non-exhaustive list of railway infrastructure interfaces.
Page 98 of 109 Additional approval and verification procedures apply to work which is within
the scope of the High Speed TSI, as identified in the TSI and Interoperability Regulations.
b) Main requirements of High Speed TSI
The Designer shall check the version of the High Speed TSI current at the time of the Design and shall identify the version in the AIP Submission. UK1 gauge has been revised for Issue II of the High Speed TSI. Application rules are given in Railway Group Standard GE/RT8073 Issue 1: Requirements
for the application of standard vehicle gauges, with guidance in GE/GN8573
Issue 2: Guidance on gauging.
Where the application of the High Speed TSI requires a load classification factor α (for loading heavier or lighter than normal rail traffic) to be applied, the value of α to be used shall be the greater of the value required by the TSI and the value required elsewhere by this standard, and details shall be identified in the AIP Submission.
The Sections of the High Speed TSI (Issue II) likely to be relevant are as follows, without limitation:
TSI requirements particularly relevant to Bridge Design
(Listing is not exhaustive)
TSI Section Number
Minimum infrastructure gauge 4.2.3
Traffic loads on structures 4.2.14
Vertical loads 4.2.14.1
Dynamic analysis 4.2.14.2
Centrifugal forces 4.2.14.3
Nosing forces 4.2.14.4
Actions due to traction and braking (longitudinal loads) 4.2.14.5 Longitudinal forces due to interaction between structures and
track 4.2.14.6
Aerodynamic actions from passing trains on line side structures
4.2.14.7
Application of the requirements of EN1991-2:2003 4.2.14.8
Lateral space for passengers and onboard staff in the event of detrainment outside of a station – Lateral space alongside tracks
4.2.23.1
Register of infrastructure 4.8
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Particular features of the British network 7.3.6
c) Other TSI aspects to be considered
The following TSI (Infrastructure) aspects, relevant to other structure related issues, shall also be considered in the Design:
TSI aspect (Listing is not exhaustive) TSI Section Number
Essential (general and specific) requirements, and meeting those requirements, including:
Reliability and availability (including monitoring and maintenance)
Safety
Health (including materials hazardous to health) Environmental protection
Technical compatibility
3.2 & 3.3
Operational noise 3.2.2
Ground vibration 3.2.2
Prevention of unauthorised access 3.3.1
d) Additional factor for deterioration γdet
In addition to the TSI infrastructure requirements, Network Rail also require an additional partial factor γdet to be used in the Design of all Bridge elements
that form part of the trans-European high-speed rail network. γdet shall provide
an additional 10% allowance on the effects from live loads (at ultimate limit state) for future (normal) structural deterioration, to enable the various TSI structure-related requirements to be met in the longer term and to provide Network Rail with flexibility in asset stewardship in meeting in-service TSI obligations.
The application of γdet shall be identified in the AIP Submission.γdet shall not
be applied to fatigue checks and shall not be applied to deformation checks. The additional partial factor γdet shall be applied when determining the Design
loads for live loads only, such that using the notation in BS 5400: Steel,
concrete and composite bridges:
Q
*
= .γ
det . γfL . Qk and is subject to application ofγ
f3 where:Q
*
is the design load.γdet is an additional partial factor for structural deterioration, but
applied to live loads only. γdet shall be taken as:
Page 100 of 109 1.0 for the serviceability limit state.
γfL is the partial factor for loads defined in the BS 5400: Steel,
concrete and composite bridges Part 2: 2006: Specification for
Loads, as modified by this standard.
Qk is the nominal live load.
γ
f3 is an additional partial factor to be applied to the load effects orto the capacity/stiffness in accordance with the applicable Part of BS 5400: Steel, concrete and composite bridges.
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Appendix H: Modification to Appendix 1 of GC/RT5212
Note that this modification to GC/RT5212 shall not be implemented for a Bridge that is subject to High Speed TSI requirements (see 6.9.6 and
Appendix G). (Note: on these routes there is a statutory requirement to comply with GC/RT5212 via the High Speed TSI).
Issue 1 of GC/RT5212: Requirements for Defining and Maintaining
Clearances supersedes all of GE/RT8029: Management of Clearances and
Gauging (except for Section 14), which has been withdrawn.
Appendix B of GE/RT8029 (Issue 1) gave a “Structure gauge for areas close to the plane of the rail”. This included an area defined as being an “area for dwarf signals, bridge girders, and other lineside equipment (conductor rail equipment, such as hook switches, is also permitted to utilise this area)”. The area extended outwards from a point 240 mm + 318 mm = 558 mm from the nearest running edge, to a height of 110 mm above the plane of the rails. In Appendix 1 in Issue 1 of GC/RT5212, the various areas included in the “Structure gauge for areas close to the plane of the rail” were consolidated into an area designated as an “Area reserved for items intended to come in close proximity to trains (for example, conductor rails and AWS magnets)”. Bridge girders were therefore excluded from the area permitted by
GE/RT8029 (as bridge girders are not “intended to come in close proximity to
trains” in the same way as conductor rails and AWS magnets).
It has been established that it was not the intention to exclude bridge girders from the area permitted by GE/RT8029 when Issue 1 of GC/RT5212 was drafted. The exclusion was inadvertent - there are no safety grounds for such an exclusion.
The Design of Bridges in accordance with NR/L2/CIV/020 shall therefore permit fixed infrastructure to be located in the “area for dwarf signals, bridge girders, and other lineside equipment” previously identified in GE/RT8029. Until GC/RT5212 is revised, where a Bridge Design includes girders within the area identified above, the girders and the relevant dimensions shall be
identified in the AIP Submission, with a cross reference to this Appendix. Note: GM/RT2149: “Requirements for Defining and Maintaining the Size of Railway Vehicles” permits train builders to design a swept envelope that comes within 50 mm of the area subject to this application, reducing to 25 mm “under worst case conditions, such as suspension failure”. Section G2 of
GC/RT5212 therefore requires: “When designing new infrastructure,
allowance shall be made for construction tolerances to ensure these
requirements [structures do not intrude inside the structure gauge set out in Appendix 1] are met once the infrastructure has been built”. “Infrastructure” is defined as track and structures in combination. Allowance has therefore to be made for construction tolerances of both the structure and the adjacent track.
Page 102 of 109 Bridge girders occupying the area subject to this modification must continue to
Page 103 of 109