Teknisk stystemstandard för höghastighetsbanor KRAV 2.1

MEMO Case number Document date

[Case number] 24/08/2016

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1(70)

The Swedish Transport Administration

Solna strandväg 98

172 90 Sundbyberg

Visiting address: Solna strandväg 98

Text telephone: +46 (0)10 - 123 99 97 Telephone: +46 (0)771 921 921 [email protected] www.trafikverket.se

Lithner, Robert, UHt Konsult

Technology & Design, New main lines

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Established by:

Peter Uneklint

Copy to:

Havin Nyqvist Ingemar Frej Lennart Lennefors Anna Forslund Tomas Johansson

Technical system standard for high-speed tracks, requirements, version 2.2

This document is valid until further notice exclusively for projects included in the New Main Lines Programme [Program Nya stambanor].



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Table of Contents

Technical system standard for high-speed tracks, requirements, version 2.2 .. 1

1 Purpose and scope ......................................................................................... 8

2 Definitions and abbreviations ........................................................................ 9

3 Requirements for planning ............................................................................12

3.1 Formalities ..................................................................................................12

3.2 Load-bearing capacity, stability and durability .......................................12

3.2.1 Planning, tunnel ........................................................................................ 12

3.3 Safety in service .........................................................................................12

3.3.1 Physical barrier ......................................................................................... 12

3.3.2 Requirements for fire safety ..................................................................... 12

3.4 Environment and health ............................................................................13

3.4.1 Fauna passages ........................................................................................ 13

3.4.2 The track area's ecological qualities and design ................................... 13

3.5 Punctuality ..................................................................................................14

3.6 Capacity ......................................................................................................14

3.7 Robustness .................................................................................................14

3.7.1 Making trees safe ...................................................................................... 14

3.7.2 Requirements for information security ................................................... 14

3.7.3 Requirements for crisis management ..................................................... 15

3.7.4 Miscellaneous ............................................................................................ 15

3.8 Usability ......................................................................................................15

3.9 Optimised life cycle cost ...........................................................................15

3.10 Interfaces between components and between installations ..................15

3.11 Interfaces with vehicles .............................................................................16

3.12 Work on the installation and traffic operation at the work site ..............16

3.13 Productivity and efficiency ........................................................................16

3.14 Special requirements .................................................................................16

3.14.1 Requirements for electrical safety ......................................................... 16

4 Requirements for bridges ..............................................................................17

4.1 Formalities ..................................................................................................17


4.2.1 General ....................................................................................................... 17

4.2.2 Bridge types .............................................................................................. 17

4.2.3 Traffic load on bridges.............................................................................. 17

4.2.4 Combined response on load-bearing structures and tracks from variable loads ......................................................................................................... 18

4.2.5 Dynamic analyses ..................................................................................... 18



4.5 Punctuality ..................................................................................................19



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4.6 Capacity ......................................................................................................20

4.7 Robustness .................................................................................................20

4.7.1 Measurement and detection ..................................................................... 20

4.8 Usability ......................................................................................................20







5 Requirements for tunnels ..............................................................................21

5.1 Formalities ..................................................................................................21


5.2.1 Basic dimensioning requirements ........................................................... 21

5.2.2 Loads ......................................................................................................... 21


5.3.1 Walkways ................................................................................................... 21


5.5 Punctuality ..................................................................................................22

5.6 Capacity ......................................................................................................22

5.7 Robustness .................................................................................................22


5.8 Usability ......................................................................................................22







6 Requirements for power supply ....................................................................24

6.1 Formalities ..................................................................................................24




6.5 Punctuality ..................................................................................................24

6.6 Capacity ......................................................................................................24

6.6.1 Power supply system ............................................................................... 24

6.6.2 Catenary system ....................................................................................... 25

6.6.3 Auxiliary power system 3-phase 50 Hz ................................................... 26

6.7 Robustness .................................................................................................26

6.7.1 Climate assurance .................................................................................... 26

6.7.2 Collective power supply ........................................................................... 26

6.7.3 Faults in catenary systems ...................................................................... 26



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6.8 Usability ......................................................................................................26







7 Requirements for track substructure and supporting foundation .............28

7.1 Formalities ..................................................................................................28


7.2.1 Basic dimensioning requirements ........................................................... 28

7.2.2 Track substructure .................................................................................... 33

7.2.3 Supporting foundation.............................................................................. 34

7.2.4 Catenary foundation ................................................................................. 34

7.2.5 Dewatering ................................................................................................. 35



7.5 Punctuality ..................................................................................................36

7.6 Capacity ......................................................................................................36

7.7 Robustness .................................................................................................36

7.8 Usability ......................................................................................................36







8 Requirements for track superstructure ........................................................38

8.1 Formalities ..................................................................................................38


8.2.1 General ....................................................................................................... 38

8.2.2 Track resistance and loads ...................................................................... 38



8.4.1 Protection of surface water and groundwater ........................................ 40

8.5 Punctuality ..................................................................................................40

8.6 Capacity ......................................................................................................40

8.6.1 Length of platform .................................................................................... 40

8.6.2 Width of platform ...................................................................................... 40

8.6.3 Platform height .......................................................................................... 40

8.6.4 Platform distance from centre of track.................................................... 40

8.6.5 Track design adjacent to platforms ......................................................... 40

8.6.6 Other design requirements at stations for passenger exchange ......... 41



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8.7 Robustness .................................................................................................41


8.7.2 Climate assurance .................................................................................... 42

8.7.3 Access to the track ................................................................................... 42

8.8 Usability ......................................................................................................43




8.11.1 General requirements ............................................................................. 43

8.11.2 Design requirements, track design ........................................................ 43

8.11.3 Track design ............................................................................................ 45

8.11.4 Special requirements for fixed track design (ballastless) ................... 46

8.11.5 Point switches ......................................................................................... 47




9 Requirements for signal systems .................................................................49

9.1 Formalities ..................................................................................................49



9.3.1 Requirements for traffic safety ................................................................ 49


9.5 Punctuality ..................................................................................................49

9.6 Capacity ......................................................................................................49

9.7 Robustness .................................................................................................49

9.8 Usability ......................................................................................................49







9.14.1 Compatability........................................................................................... 51

10 Requirements for railway traffic management systems .........................52

10.1 Formalities ..................................................................................................52




10.5 Punctuality ..................................................................................................52

10.6 Capacity ......................................................................................................52

10.7 Robustness .................................................................................................52

10.8 Usability ......................................................................................................52




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10.10 Interfaces between components and between installations .................52

10.11 Interfaces with vehicles ............................................................................52

10.12 Work on the installation and traffic operation at the work site .............53

10.13 Productivity and efficiency .......................................................................53

10.14 Special requirements ................................................................................53

11 Requirements for telecommunications ....................................................54

11.1 Formalities ..................................................................................................54



11.3.1 Monitoring and alarms Humans and animals ....................................... 54


11.5 Punctuality ..................................................................................................54

11.5.1 Monitoring and alarms General.............................................................. 55

11.5.2 Control and monitoring system ............................................................. 55

11.6 Capacity ......................................................................................................55

11.6.1 Technology areas .................................................................................... 55

11.6.2 Canalisation ............................................................................................. 55

11.6.3 Transmission ........................................................................................... 55

11.6.4 Radio equipment GSM-R/MOBISIR ........................................................ 56

11.6.5 Reserve capacity ..................................................................................... 56

11.7 Robustness .................................................................................................56

11.7.1 Monitoring and alarms Track ................................................................. 56

11.8 Usability ......................................................................................................57



11.10.1 Cabling ................................................................................................... 57


11.11.1 Monitoring and alarms Vehicles .......................................................... 57




12 Requirements for track design .................................................................59

12.1 Formalities ..................................................................................................59



12.3.1 Lock systems........................................................................................... 59


12.4.1 Collision with people and animals ......................................................... 59

12.5 Punctuality ..................................................................................................59

12.6 Capacity ......................................................................................................60

12.6.1 Points ....................................................................................................... 60

12.7 Robustness .................................................................................................60

12.7.1 Maintenance vehicles ............................................................................. 60



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12.7.2 Requirements for maintenance safety .................................................. 60

12.7.3 Maintenance windows ............................................................................ 61

12.7.4 Other requirements for maintenance .................................................... 61

12.8 Usability ......................................................................................................61

12.8.1 Climate assurance ................................................................................... 61







13 Requirements for documentation, including geometric description and labelling of the installation ....................................................................................63

13.1 Formalities ..................................................................................................63




13.5 Punctuality ..................................................................................................63

13.6 Capacity ......................................................................................................63

13.7 Robustness .................................................................................................63

13.7.1 Installation and maintenance planning system .................................... 63

13.7.2 Reserve materials supply ....................................................................... 63

13.8 Usability ......................................................................................................64







14 Appendices .................................................................................................65

14.1 Appendix 1 – Figures, tables, type sections and suchlike .....................65

14.1.1 Figure 1 .................................................................................................... 65

Figure 1: Essential definition of fixed track, with superstructure, substructure and supporting foundation. ...................................................................................65

14.1.2 Figure 2 .................................................................................................... 66

Figure 2: Outline diagram – Swedish fixed track construction for high-speed line, double track. ...................................................................................................66

14.1.3 Figure 3 .................................................................................................... 67

15 References ..................................................................................................68

16 Change log ..................................................................................................70



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1 Purpose and scope

Technical system standard for high-speed tracks, requirements, version 2.2, is a Swedish Transport Administration document containing the Transport Administration's technical requirements for the planning, design, construction and operation of high-speed tracks. This document is valid until further notice exclusively for projects included in the New Main Lines Programme [Program Nya stambanor].

The document should be used together with Technical system standard for high-speed tracks, advice, version 2.2.

Technical system standard for high-speed tracks aims to describe a modern high-speed railway, Category 1 according to TSI Infrastructure, adapted to Swedish conditions. Technical system standard for high-speed tracks complements the existing steering

documents to allow speeds of ≤320 km/h.

Technical system standard for high-speed tracks presents additional/more stringent requirements to already existing steering documents. In this technical system standard, we have chosen to only refer to documents where the execution includes choice or where it is relevant to clarify requirements.

Technical system standard for high-speed tracks is to be used for the procurement of high-speed rail projects in which the state, through the Swedish Transport Administration, is the client. Technical system standard for high-speed tracks is to be used by personnel involved in planning, design, construction and maintenance and by other related personnel, as well as by consultants who perform similar work. In turnkey contracts, these requirements govern the contractor's work with planning.

Questions concerning this document are primarily submitted to the Project Manager for Technology & Design within the New Main Lines Programme.

The document replaces Memo Technical system standard for high-speed tracks, requirements, version 2.1, which ceases to be valid. Technical system standard for high-speed tracks, requirements, version 2.2, is valid from the date of establishment.

Deviations from these technical requirements are handled by sub-project Technology & Design within the New Main Lines Programme.



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2 Definitions and abbreviations

Installation Major industrial or technical construction with many constituent components.

Notified Body Also NoBo. Independent party verifying that a subsystem and its components fulfil the requirements of the TSI.

Corrective maintenance Maintenance that occurs in order to remove already existing faults and deficiencies.

Track The entire track installation, including track substructure, superstructure, overhead contact line installations inside the physical barrier and signal systems. The track can be divided into the line and operation sites.

BVDOK The Transport Administration's steering documents originating from the Swedish National Rail Administration.

Disposable time Time that is available for use.

Operation Ongoing use of the installation.

Operation site An area of the track demarcated from the line that can be monitored by dispatchers in more detail than is required for the line.

Fauna passage Fauna passages include wildlife bridges, wildlife gates and ecoducts. A fauna passage allows for the movement of animals and/or spread of plantlife.

Fixed track Ballastless track system. Track locked in a hard-to-move position. The locking is often achieved through embedding in a concrete slab.

Physical barrier A physical barrier is a fitting that is not possible to pass without aids.

Preventive maintenance Maintenance carried out with the aim of avoiding the occurrence of faults and deficiencies. Preventive maintenance is based on experience and planning.

Preventive measure Action aimed at achieving a specific result. Preventive measures are based on experience and planning.

Regulation Document that must be followed.

Administrator Person or organisation that handles and manages some other party's operations. The Swedish Transport Administration is administrator of the national railway.

Walkway A walkway is a path where safer transport by foot can take place. A walkway may not cross a track. Walkways provide the possibility of access with smaller vehicles and wagons during maintenance and evacuation.

Stop Location along a railway line, tram line or bus line intended for the vehicle to stop at, in order to take on board and/or let off passengers.



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Halting point Railway term pertaining to a location within the operation site that is intended for passenger boarding and alighting but which is not the operation site's main location for this purpose. The halting point is designated using a specific name.

High-speed track A section of railway established by the Transport Administration which in whole or in part contains high-speed railway and encompasses the entire stretch between two or more specified operation sites.

High-speed railway Railway designed for speeds of over 250 km/h.

High-speed train According to the Transport Administration’s practice, a

speed train with a top speed of 250 km/h or more is called a high-speed train.

Station for passenger exchange Operation site, part of an operation site, passing loop, stop or halting point where passenger exchange occurs.

Line The track outside the operation sites’ limits.

MTBF Mean Time Between Failures. Mean Time Between Failures.

RT Punctuality.

Punctuality Term to describe the train's accordance with the timetable.

Maintenance windows Time allocated for maintenance, both for preventive and corrective maintenance.

Service route Service route is a collective term for access route, maintenance route or escape route etc. The purpose of the service route is to allow access for rubber-wheeled vehicles along the track.

Track adjustment Applies only to adjustments that can be performed within the track's fortifications

Track plate The concrete slab on which the rails are mounted. A track plate replaces the ballast when the track is a fixed track.

MPS Maximum permitted speed. The maximum speed allowed on a particular track section.

TDOK The Swedish Transport Administration's governing documents.

TEN-T Trans-European Transport Network.

Accessibility Accessibility is a comprehensive measure of quality for a product. Accessibility is about high punctuality, reliability for customers, and high performance requirements on installation and vehicle. Quality measurements are monitored regarding customer satisfaction, travel time targets/results, quality of connections, frequency, punctuality of arrival, etc.



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Station Common term for operation site, part of an operation site, passing loop, stop and halting point. Every station has a designated name and is entered in the route book.

TSI Technical Specification for Interoperability. European standards and requirements to enable and facilitate train traffic across national borders.

Two-way railway vehicle Vehicles designed for dual carriageway and railway use. I.e. a vehicle that has both rubber wheels and railway wheels and can switch between these wheel types depending on where the transport takes place.



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3 Requirements for planning

3.1 Formalities

The following chapter specifies a technical system standard for planning high-speed

tracks with MPS ≤320 km/h, with additional/more stringent requirements to those in

already existing steering documents.

3.2 Load-bearing capacity, stability and durability

The section is intentionally left without content.

3.2.1 Planning, tunnel

For the design of tunnel mouths, size of tunnel cross-sections, positioning of air shafts and other design of the tunnel structure, see Section 5.2.2.

3.3 Safety in service


3.3.1 Physical barrier

The entire track must have a physical barrier of at least 250 cm in height.

A physical barrier must be provided on both sides of the track.

The physical barrier shall prevent larger animals and field game from getting on to the track.

The physical barrier must be positioned at least 350 cm from the nearest track centre.

Exemption from the requirement and adjustments regarding a physical barrier’s distance

from the track centre can apply on bridges and in tunnels based on set requirements for these facilities.

For switches/point connections, the measurement to a physical barrier must be at least 500 cm from the nearest track centre. This requirement applies at least 50 metres before and after switches/point connections.

Adaptations to safety guards designed to prevent suicide and accidents to persons must be designed according to local needs. Measures at stations for passenger exchange must be especially considered.

For adaptations to safety guards at stations for passenger exchange, see also Section 8.6.6.

3.3.2 Requirements for fire safety

For requirements for protective measures, see sections 3.3.1 and 8.6.6.

Flammable materials according to MSBFS 2010:4, or equipment and/or other materials that could result in fire causing a traffic stop, may not be found in the track area.

If equipment containing flammable materials/liquids must nonetheless be placed within the track area, specific measures must be implemented that minimise the risk of fire.

Storage material and other items that are easily combustible must not be located inside the physical barrier.



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3.4 Environment and health


3.4.1 Fauna passages

Access and barrier analyses, focusing on the entire range of fauna problems, must be conducted in the planning and design phase, firstly in a more general overview and then in a more detailed analysis.

Fauna passages are to be established along the track according to:

Swedish Transport Administration Publication 2012:179



For potential bird routes, larger birds must be prevented from flying into the track area and being injured or killed, or damaging the installation and vehicles.

Culverts intended for waterways must be adapted for aquatic organisms, so that there are no migration obstacles for fish or other aquatic organisms.

For culverts, intended for waterways, with the dimensions 1,500-2,000 mm, a land passage must be offered in the culvert itself or as a standalone smaller culvert.

Dry culverts for smaller fauna such as field game and the like shall be installed with good frequency where there are no bridges to satisfy the need for passage.

The installations must be designed so that amphibians and reptiles cannot be trapped in manholes and the like.

Measures should be taken to protect bats from traffic mortality that significantly impacts the bat population.

Measures should be taken to reduce the barrier effect for bats.

3.4.1.1 Design of fauna passages

Physical barriers and/or possible noise screens must be designed so that birds are not caused injury.

3.4.2 The track area's ecological qualities and design

An investigation into the track's ecological potential should be carried out in the planning and design phase, firstly in a more general overview and then in a more detailed analysis.

Surfaces that are to have a good ecological status may not consist of macadam or topsoil, but must be covered by sand or poor soil.

Erosion protection in waterways must be made of stone materials of a rounded natural character and of a rock type resistant to weathering, see TRVK Bridge 11. Natural gravel should be avoided based on established natural environmental objectives concerning

“good quality groundwater”.

The design and ecological status of the tree securing zone should be considered and it should regarded as an area with potential for biodiversity.



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3.5 Punctuality

The track must be designed and managed so that the operational targets for punctuality are achieved. The operational targets are:

Accessibility for the track must be at least 99%.

Arrival punctuality must be at least 95% (RT+5) measured at all

stations for passenger exchange.

3.6 Capacity

For requirements for:

Platform lengths and future expansion options, see Section 8.6.1.

Platform width, see Section 8.6.2.

Track design next to platforms, see Section 8.6.5.

Distance between platform tracks and normal main tracks, see

Section 8.6.6.

Parking tracks and surfaced areas adjacent to these, see Section

8.6.6.

Spacing between points/point connections, see Section 12.6.1.

3.7 Robustness


3.7.1 Making trees safe

The area between the track and the physical barrier must be free of ground vegetation.

The track must be tree secured at least 20 metres away from the nearest track centre. An adjustment should be made where the track is elevated and where the zone for tree securing should be able to be reduced.

3.7.2 Requirements for information security

In the planning of track, the telecommunications and information systems needed for the track's operation and maintenance should be designed so that the risk of information loss

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is minimised and correctness is guaranteed, and that statutory confidentiality is maintained.

3.7.3 Requirements for crisis management


3.7.4 Miscellaneous

Regarding requirements for:

Positioning of section barriers and design of the power supply

installation, see Section 6.7.

Design of climate assurance measures, see Section 7.7.2.

Track connections and road connections to the track, as well as the

dimensioning of these, see Section 8.7.3.

Positioning of equipment outside sites where A-type protection is

required, see Section 12.7.4.

3.8 Usability


3.9 Optimised life cycle cost

Life cycle cost should be considered early in the planning and design phase for the entire track and for associated installations and non-specific rail equipment.

Simple and standardised solutions should be selected when they fulfil the required function.

The track must be constructed so that corrective and preventive maintenance can be performed in an efficient manner with consideration given to environment and work environment aspects.

The track is to be designed in such a way that it has high resistance against sabotage, vandalism and theft.

Analyses, regarding both the body responsible for maintenance and traffic management, must be carried out in order to ensure:

maintenance methodology/maintenance strategy

optimised materials selection

inspection of the condition of the installation during the operation

phase

maintenance of stocks of spares

training initiatives

optimised organisation for maintenance

required function of maintenance vehicles and other maintenance

material.

3.10 Interfaces between components and between installations




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3.11 Interfaces with vehicles


The track's infrastructure profile, see Section 8.11.2.1.

Track spacing, see Section 8.11.2.2.

Inclination, see Section 8.11.2.3.

Minimum horizontal radius, see Section 8.11.2.8.

Minimum vertical radius, see Section 8.11.2.9.

Minimum transition curve length, see Section 8.11.2.10.

Length of straight track or circular curves between transition curves

and ramps, see Section 8.11.2.11.

3.12 Work on the installation and traffic operation at the work site

The transport route from the car park to each part of the track may not exceed 1,000 metres.

All parts of the track should be reachable via a transport route with connection points specified in Section 8.7.3.

3.13 Productivity and efficiency


3.14 Special requirements


3.14.1 Requirements for electrical safety

Land which cannot be used freely for reasons of electrical safety must be included in land earmarked for the track.



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4 Requirements for bridges

4.1 Formalities

The following chapter specifies a technical system standard for railway bridges for high-

speed tracks with MPS ≤320 km/h, with additional/more stringent requirements to

those in already existing steering documents.



4.2.1 General

Regarding requirements for:

The track’s absolute position, see Section 8.11.3.1.

The track’s relative position, see Section 8.11.3.2.

The transition zone, see Section 8.2.2.4.

Requirements for the absolute position of the track in accordance with Section 8.11.3.1 are also applicable to differential settling between the end of the bridge and the transition structure.

Requirements for the absolute position of the track in accordance with Section 8.11.3.1 are also applicable to troughs and piled decks.

Requirements for the transition zone in accordance with Section 8.2.2.4 are also applicable to troughs and piled decks.

Requirements in SS-EN 1990, A2.4 are applicable to troughs and piled decks to the same extent as railway bridges.

4.2.2 Bridge types

Dynamic controls in accordance with SS-EN 1990, A2.4 and TRVK Bridge 11, A.3.5.4 must be carried out when draft drawings are compiled. TRVK Bridge 11, A.2.2 is applicable in respect of proposals for a technical solution.

4.2.3 Traffic load on bridges


4.2.3.1 Train load models

The following train load models must be applied:

Load model LM 71 in accordance with SS-EN 1991-2, 6.3.2

Load model SW/0, for continuous bridges in accordance with SS-

EN 1991-2, 6.3.3

Load model HSLM in accordance with SS-EN 1991-2, 6.4.6.1.1

As a supplement to TRVK Bridge 11, B.3.2.1.4, the load factor α = 1.00 can be used for tracks which will only be used by passenger traffic. The load factor is determined for the project in question.

For tracks which may be used in future by trains travelling at speeds in excess of 200 km/h and which have configurations or loads which are not covered by load model



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HSLM, separate dynamic controls must be carried out with these load models. The composition of the load models is defined for the project in question.

4.2.3.2 Load distribution


4.2.3.3 Dynamic magnification factor

For train load models LM 71 and SW/0, a dynamic magnification factor Φ2 in accordance with SS-EN 1991-2, 6.4.5.2, Equ. 6.4 must be used.

For train load model HSLM, a dynamic magnification factor 1+ φ´dyn+0.5φ´´ in accordance with (SS-EN 1991-2, 6.4.6.4) must be used. The factor φ´dyn is determined by means of a dynamic analysis.

4.2.3.4 Aerodynamic loads from passing trains


4.2.4 Combined response on load-bearing structures and tracks from variable loads

Calculation principles in accordance with SS-EN 1991-2, 6.5.4 can be used unless something else is demonstrated to be more correct.

For fixed track systems on bridges, the track's plastic load-bearing capacity for shear force in the longitudinal direction is determined in each individual case.

4.2.5 Dynamic analyses


4.2.5.1 Checking whether dynamic analysis is required

When checking whether dynamic analysis is required SS-EN 1991-2, Figure 6.9, the effect of the resiliency of the supports must be taken into account.

4.2.5.2 Additional fatigue verification when dynamic analysis is required

Fatigue verification in accordance with SS-EN 1991-2, 6.4.6.6 must be carried out.

The tonnage and mix of actual trains are specified for the project in question.

The same requirements for fatigue verification are also applicable to piled decks and troughs.

4.2.5.3 Verification of serviceability limit state

Checking in accordance with SS-EN 1991-2, 6.4.6.5 is applicable together with SS-EN 1990, A2.4.4.

Requirements for vertical acceleration of the superstructure in accordance with SS-EN 1990, A2.4.4.1 where γdf = 5 m/s2 for bridges with fixed track systems.

Requirements for superstructure rotation in accordance with SS-EN 1990, A2.4.4.2.2.

Requirements for superstructure deflection in accordance with SS-EN 1990, A2.4.4.2.3.

Requirements for lateral deflection and oscillation in accordance with SS-EN 1990, A2.4.4.2.4.



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Comfort requirements in accordance with (SS-EN 1990, A2.4.4.3.1) are checked with bv = 1.0 m/s2.

4.2.5.4 Calculation models

In the case of dynamic analyses, speeds in accordance with SS-EN 1991-2, 6.4.6.2 must be used, resulting in a series of analyses from 40 m/s up to 1.2×MPS at the bridge site. Increases in speed are executed in sufficiently small steps to describe resonance peaks.

It is necessary to demonstrate that the relevant train load models do not induce significant resonance rates below 40 m/s.

For bridges where MPS<200 km/h but which still have to be compliant with train load model HSLM or equivalent, dynamic analyses are required as indicated above.

As a supplement to TRVK Bridge 11, B.2.7.2, the three-dimensional mode of operation of bridges must be taken into account in the dynamic analyses unless it can be demonstrated that observation as a two-dimensional mode of operation would be safe.

4.2.5.5 Damping

Values in accordance with EN 1991-2, 6.4.6.3.1 must be used for damping of the load-bearing structure.

Increased damping Δζ in accordance with EN 1991-2, 6.4.6.4 may not be applied.

4.2.5.6 Rigidity of load-bearing structures and supports

The estimation of bridge rigidity must be carried out along the lower edge, in accordance with SS-EN 1991-2, 6.4.6.3.3.

In the case of dynamic analyses, the resiliency of the supports must be taken into account.

4.2.5.7 Mass





Ecoducts must have a minimum width of 35 metres and exclusively function for fauna.

All bridges that bridge a waterway must, under the bridge and along the waterway, have land passage on at least one side of the waterway.

Diversion of surface water from the bridge shall take place without the risk of polluting the recipient body of water.

4.5 Punctuality




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4.6 Capacity


4.7 Robustness

Bridges must be of such technical design that future maintenance measures are managed within the requirements for maintenance windows in accordance with Section 12.7.3.

4.7.1 Measurement and detection

For intrusion detection on bridges ≥15 metres, see Section 11.3.1.

4.8 Usability
















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5 Requirements for tunnels

5.1 Formalities

The following chapter specifies a technical system standard for railway tunnels for high-





5.2.1 Basic dimensioning requirements

A tunnel may not be dimensioned for a lower MPS than the MPS established on the track adjacent to the tunnel.

A tunnel is to be dimensioned for a reference profile specified in Section 8.11.2.1.

When designing double track tunnels, it is necessary to state what vehicle types are to be able to meet in the tunnel.

When designing double track tunnels, it is necessary to state what speeds are to apply to vehicles in the event of oncoming trains in the tunnel.

The tunnel must be designed so that problems with so-called sonic boom do not arise during traffic operation.

5.2.2 Loads

The design of tunnel mouths, size of tunnel cross-sections, positioning of air shafts and other design of the structure must be adapted so that the pressure variations in the tunnel do not exceed the specifications of TSI Infrastructure, 4.2.10.1.

In addition, the following comfort requirements must be taken into account with regard to train passengers and staff:

Pressure change in a single-track tunnel must be ≤ 1.5 kPa/4s

Pressure change in a double-track tunnel with passing must be ≤ 3.0

kPa/4s.

In the case of underground stations for passenger exchange, measures must be implemented to ensure that passengers are not subjected to major air movements. This should be evaluated for each individual case.



5.3.1 Walkways

Walkways must be designed in accordance with TSI Safety in railway tunnels, 4.2.1.6.





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5.5 Punctuality


5.6 Capacity


5.7 Robustness

All technical equipment needed for the operation of tunnels must be designed and positioned so that it is accessible for inspection, checks and maintenance. Inspection, checks and maintenance must be able to be performed within the requirements for maintenance windows in accordance with Section 12.7.3.

Equipment rooms and the like must be located so that they are also accessible during traffic.


For intrusion detection at tunnel mouths, see Section 11.3.1.

5.8 Usability



An LCC analysis must be carried out and form the basis for selection of a tunnel structure and component structural elements.


The track superstructure in a tunnel must be constructed with a fixed track at MPS >200 km/h.


The track’s absolute position, see Section 8.11.3.1.

The track’s relative position, see Section 8.11.3.2.

Design in transition zones, see Section 8.2.2.4.

Traffic loads, see Section 4.2.3.

Combined response on load-bearing structures and tracks from

variable loads, see Section 4.2.4.

Dynamic analyses, see Section 4.2.5.



The track's infrastructure profile, see Section 8.11.2.1.

Track spacing, see Section 8.11.2.2.

Inclination, see Section 8.11.2.3.

Minimum horizontal radius, see Section 8.11.2.8.



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Minimum vertical radius, see Section 8.11.2.9.

Minimum transition curve length, see Section 8.11.2.10.

Length of straight track or circular curves between transition curves

and ramps, see Section 8.11.2.11.


The requirements for maintenance windows shall apply to both of the tracks in accordance with Section 12.7.3.







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6 Requirements for power supply

6.1 Formalities

The following chapter specifies a technical system standard for power supply systems for

high-speed tracks with MPS ≤320 km/h, with additional/more stringent requirements to







The installation must be designed so that birds do not risk electrocution.

Transformers within a water protection area/body of water of importance to the drinking water supply, or an area at risk of hydrological/hydrogeological damage, must at least have a double wall system or have damming/collection capacity that holds the entire amount of liquid, and is also covered so as not to be filled by rainwater.

6.5 Punctuality

The power supply system's design must make a positive contribution to overall punctuality for the infrastructure with correctly dimensioned capacity and robustness.

6.6 Capacity

6.6.1 Power supply system


6.6.1.1 System selection

The power supply to the traction system (vehicle) must be 15 kV and 16.7 Hz.

6.6.1.2 Capacity

Power supply systems must be built with a capacity capable of accommodating traffic agreed upon between the Swedish Transport Administration's business area Planning and the Swedish Transport Administration's business area Maintenance.

The power supply should be prepared to gradually be adapted to increased traffic.

At least one converter assembly must be able to be out of operation in a converter station without train services being affected.



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6.6.1.3 Infeed points

At present, there are no deviating requirements for converter stations beyond the existing TDOK. This will be subject to change through ongoing investigations.

6.6.2 Catenary system


6.6.2.1 AT system

The catenary system shall be constructed as an AT system adapted for the high-speed

tracks’ higher power demands according to Decision guidance document UHte 15-074:

AT dimensioning high-speed track. In addition, further investigation is underway

regarding the AT system's design, including the transformers’ size, their wiring,

switchgear construction, impact of two S-rails etc.

Because of the risk of electrical instability, the amount of cable in the AT system must be minimised. A guideline value is that not more than 20 % of a section (in the order of 50 km) can have an AT and FÖ line as cable, otherwise a resonance study needs to be conducted. This is carried out by Maintenance on behalf of the projects and can lead to special requirements on the construction of the AT system.

6.6.2.2 Catenary system – electric

Catenary current capacity must meet the requirements for capacity outlines in the general requirements, in addition to the number of AT transformers that can be expanded in pace with increasing traffic.

6.6.2.3 Catenary system – mechanical

An investigation regarding a catenary system for 320 km/h is ongoing within Maintenance. This will specify the requirements on the catenary system. Until further notice, Decision guidance document UHte 15-083 Catenary partial decision on post placement applies.

The catenary system must be approved for MPS 320 km/h.

The catenary must be built in accordance with TSI Energy. In addition, expanded requirements are specified below:

The catenary system must be built according to the requirements and type specified in the upcoming investigation from the Swedish Transport Administration.

The catenary must be constructed so that it fulfils the requirements for climate assurance under Section 8.7.2.

The catenary must be designed so that the the suspension line and contact wires maintain a constant clamp load in the range -40 ⁰C to the maximum temperature which can occur during operation in accordance with TSI Energy, 4.2.18.

The catenary must be dimensioned for temperatures down to -40 ⁰C.

The catenary must be constructed for a pantograph 1,800 mm and 1,950 mm wide in accordance with SS-EN 50367, figure B.5 and A.7.

The catenary must be dimensioned for normal traffic at wind speeds of up to 29 m/s.

For requirements for insulation distance, SS-EN 50119, Table 2 must be followed for 25 kV, 50 Hz systems.



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If there is a risk of birds short-circuiting the catenary with other earthed structural elements (bridges and the like), the insulation distance must be increased from 270 mm to 400 mm.

Power supply material must be traceable down to component level, which means that the geographical location of components in the installation can be recorded in a database.

The catenary suspension must not move by more than + 70 mm due to dynamic movements in the foundation and mast.

6.6.3 Auxiliary power system 3-phase 50 Hz

The presence of an auxiliary power system and its construction and capacity are determined by local conditions. The aim should be to have a uniform system. The system design should be agreed upon with the Swedish Transport Administration's business area Maintenance.

The system must be built with the approved specifications in TDOK.

6.7 Robustness

In connection with the catenary system for 320 km/h being developed, a study of robustness will be carried out which may lead to modified requirements.

Parts of the electrical installation susceptible to bird damage must be protected from such.

Synthetic DNA (SmartDNA) must be used on all theft-prone materials that are openly available within the track area.

Available conductors such as earth wires, etc. must be designed from materials which are not attractive to thieves.

Disconnectors must be positioned so that they are accessible for maintenance as far as possible without having to shut down the track.

6.7.1 Climate assurance

Effective methods for de-icing the catenary must be in place so that weather phenomena which create problems with ice formation on the catenary do not cause restrictions in traffic.

It must be possible to have traffic services on the track in the event of frost on the catenary.

6.7.2 Collective power supply


6.7.3 Faults in catenary systems


6.8 Usability

In order to maintain the intended function of the catenary system, track access agreements with operators should require that vehicles use carbon collector strips adapted to the Nordic winter conditions.



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In order to maintain the intended function of the catenary system, track access agreements with operators should require that vehicles use impact-resistant carbon collector strips.


The Swedish Transport Administration will use the same catenary system for 320 km/h.




See requirements under Section 6.8.


Sectioning of the catenary installation must be optimised based on traffic-related requirements and maintenance requirements.

Sectioning of the catenary installation must be adapted to the traffic management needs of fast recovery capability, for example, in the event of accidents and catenary failures.

Sectioning of the catenary installation must be designed with the aim of quickly being able to restore traffic after an interruption.

Sectioning of the catenary installation must be designed so that parallel and adjacent tracks are not affected by maintenance work and repairs.

Sectioning of the catenary installation must be designed so that the track can be trafficked effectively during preventive and corrective maintenance.

On track sections with MPS ≥200 km/h, sectioning must be carried out as air sectioning.

On track sections with MPS <200 km/h, sectioning must be carried out using air sectioning as the primary solution. Section insulators may on exception be permitted if there are significant reasons for doing so.

Disconnectors are to be remotely controlled with the exception of locally positioned work disconnectors.

For double tracks, traversal power feeds with remote-controlled disconnectors at one end (and a hand-operated work disconnector at the other end) are to be arranged at each operation site as well as in the vicinity of the feeding point.







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7 Requirements for track substructure and supporting foundation

7.1 Formalities

The following chapter specifies a technical system standard for track substructure and

supporting foundation for high-speed tracks with MPS ≤320 km/h, with

additional/more stringent requirements to those in already existing steering documents.



7.2.1 Basic dimensioning requirements


7.2.1.1 Service life for geostructures

Geostructures in the substructure and supporting foundation must be dimensioned for the same technical service life as the structure above, however at least 80 years, with the exception of piles, pile footings, piled decks and catenary foundation, which must be dimensioned for a service life of 120 years.

7.2.1.2 Design train speed for geostructures


7.2.1.3 Design train loads for geostructures

Geostructures in the substructure and supporting foundation must be dimensioned for an axle load of 25 t and line load of 8 t per metre.

7.2.1.4 Design frost recurrence

Geostructures in the substructure must be dimensioned for cold conditions (–oCd,

minus degree days) with a frost recurrence time of at least 100 years, which is calculated for specific projects based on data from SMHI.

7.2.1.5 Settlements


7.2.1.5.1 General

The stated settlement requirements are designed with the intention of maintaining an acceptable track location with limited maintenance needs, caused by settlement of the embankment or in the supporting foundation. Arising settlements that fall within the requirements comprise elastic/time-delayed deformations in the body of the track/embankment and supporting foundation. Consolidation settlement must be addressed/corrected before commissioning.

To reduce settlements during the operating time and for the determination of expected future settlements, the following general requirements apply:



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Completed embankments are to have a lying time of at least 1 year before the

track superstructure is constructed. Exceptions are provided in 7.2.1.5.2.

Verifying settlement measurements must be performed by the contractor during

the lying time.

Expected settlements during the operating time are to be shown as a continuous

curve for the first 60 years after commissioning.

7.2.1.5.2 Lying time for a completed embankment and period settlement measurements

Completed embankments must have at least 1 year of lying time.

Completed embankment here refers to an embankment structure up to the top edge of a frost insulation layer or 0.5 m below the rail's lower edge.

During the lying time, settlement measurements are to be performed in accordance with 7.2.1.5.4.

7.2.1.5.3 Permissible settlements after commissioning

Requirements regarding relative track position under 8.11.3.2 take priority over the settlement requirements stated below. The requirements must be met along the entire length of the track and throughout the operating time.

Arising settlements refer to elastic settlements of the embankment and supporting foundation and creep settlements in the embankment. Consolidation settlements in the supporting foundation may not occur.

Total settlement and settlement difference longitudinally

Table 7.1 shows the permissible total settlement and permissible settlement difference between points longitudinally relative to a fixed point. Both requirements must be met along the entire length of the track. Fixed point refers to a settlement-free point, for example, a bridge support or embankment lower in height than 2 m on rock. Figure 7.1 shows the permissible total settlement according to Table 7.1.

Permissible total settlement refers to extrapolated settlement over time, according to Chapter 7.2.1.5.5. Settlement difference refers to extrapolated settlement difference over time.

Distance from fixed

point

(m)

Permissible total

settlement 60

years after

commissioning

(mm)

Permissible settlement difference

between two arbitrary points in the

track longitudinally during the

entire operating time

0-20 10 1:1000

20-50 30 1:500

≥ 50 40 1:500

Table 7.1 Total settlement and differential settlement longitudinally



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Figure 7.1 Total settlement and differential settlement longitudinally

Settlement differences transversely

The total settlement may not entail that the settlement difference transversely exceeds 1:1000 at any point in time after commissioning.

Differential settlements between catenary foundation and rail

The maximum permissible settlement difference between a catenary foundation and adjacent track plate is 40 mm.

7.2.1.5.4 Settlement measurements prior to installation of reinforcement layer and track plate

The following requirements apply, with the exception of embankments lower in height than 3 m of rock or by a track on a bridge with a pile foundation.

For embankments lower in height than 3 m of rock, measurements are to be carried out as follows, but with double the distance between the proposed measurement sections longitudinally.

Settlement measurements shall be made by a contractor.

Measurement sections must be spaced with a c/c distance of 10 m along the track and with measurement points located in each track's centre line.

Figure 7.2 Location of points for settlement measurement.

At every measurement section, two further measurement points must also be established, spaced 10 m to measure the settlement difference transversely.

The measurement points must be established and located on the frost insulation layer's

upper surface or 0.5 m below the rail’s lower edge, see Figure 7.2 and Section 14.1.1,

Figure 1.



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Settlements in the substructure and supporting foundation must be verified through measurements over the course of at least 1 year prior to commissioning.

Settlement measurements should be performed at least 2 times per month, with at least 15 days between measurements.

Settlement measurement shall also be performed at the earliest 14 days before the installation of a reinforcement layer and track plate, and thereafter corresponding points shall be instrumented on the reinforcement layer and track plate that are undergoing inspection.

The results are compared with the settlement immediately before the installation of the reinforcement layer and track plate and communicated to the client.

7.2.1.5.5 Verification of acceptable settlement development after commissioning

Expected settlements from the date of commissioning up to and including 60 years of operation shall be determined through the extrapolation of settlement measurements conducted before the installation of the reinforcement layer and track plate.

The settlement development must be assumed to be hyperbolic over time. The total settlement during the operating time shall be determined as follows:

1. Settlements prior to commissioning (the construction phase before the

installation of the reinforcement layer and track plate), are plotted as

time/settlement, (y-axis), against time, (x-axis), see Figure 7.3. A linear scale for

the y-axis and a log scale for the x-axis are applied.

2. A straight line is adapted to the measurement points, whereby the least squares

method is to be used.

3. The line's slope, b, is determined.

4. The settlement, Δs60, is determined as 1/b.

5. In the event that the settlement development indicates a bilinear process (in the

t/s–t chart), a corresponding procedure is instead performed, 2) - 5), based on the

measurements during the last six months.

6. Expected settlement during the remaining construction period, Δsb, is evaluated.

7. Settlement during the operation phase, Δsdr, is determined as Δsdr = Δs60 – (Δssp+Δsb), where Δssp is settlement during the lying time and Δsb is

settlements during the period of installation of the track plate up until the

commissioning date, see Figure 7.3 and 7.4.

The contractor's analysis of the remaining settlements according to the above shall be communicated to the client before the reinforcement layer and track plate may be installed on the embankment. Action is required if the analysis indicates that the settlement requirements outlined above are not met.



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Figure 7.3 Determination of the line's slope, b.

Figure 7.4 Settlement development for embankment and substructure.

Date when the embankment up to the top edge of the frost insulation layer is complete.

t0 Date when the embankment's construction is complete up to the top edge

of the frost insulation layer or 0.5 m below the rail’s lower edge



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t0-t1 Lying time for the completed embankment before the reinforcement layer

and track plate may be constructed.

t1 Date when the contractor, through measurement of settlements, can show

that the settlement rate in the embankment and supporting foundation has subsided

enough to be able to start the work on the reinforcement layer and track plate.

t2 Date when the construction of the reinforcement layer and track plate is

complete. Here, the contractor verifies the track plates’ level. Measurement/verification of the track centre must be performed for both tracks.

t2 - t3 The period t2 - t3 is the operation phase.

7.2.2 Track substructure


7.2.2.1 Frost insulation layer


7.2.2.1.1 Basic requirements/thickness

No frost may occur on the terrace surface during the design frost recurrence period (100 years).

Frost insulation layer thickness:

If the terrace surface and underlying soil consist of frost-susceptible material,

classes 2, 3 and 4 in accordance with AMA Construction 13, Table DC/1, the

thickness must be determined by means of a special investigation in which heat

conduction properties for the superstructure and frost quantities corresponding to

the geographical location (produced by SMHI) must be taken into account.

If the terrace surface and underlying soil consist of rigid, non-frost-susceptible

material, class 1 in accordance with AMA Construction 13, Table DC/1, rock or

tall blasted rock embankments, frost insulation layers must be at least 0.5 metre

thick.

7.2.2.1.2 Requirements for materials Construction and inspection

Frost insulation layers must be made using crushed rock made of material type 1 in accordance with AMA Construction 13, Table DC/1, which meets requirements for particle size distribution in accordance with AMA Construction 13, Table DCH 16/1.

Crushed rock must be made using rock type 1 or 2.

The organic content must not exceed 2 per cent by weight.

Maximum permitted particle size is 150 mm.

7.2.2.1.3 Requirements for bearing capacity

The bearing capacity of the upper surface of frost insulation layers must be at least Ev2=120 MPa.

The bearing capacity of the terrace surface must be at least Ev2=60 MPa.



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7.2.2.2 Fill


7.2.2.2.1 Requirements for materials Construction and inspection

The fill must consist of soil or rock material.

7.2.3 Supporting foundation


7.2.3.1 Geotechnical category and safety class

Geostructures must be constructed, planned and dimensioned in geotechnical categories GK2 or GK3.

When dimensioning geostructures where embankments are concerned, Safety class 3 must be applied:

7.2.3.2 Bearing capacity beneath railway embankments

The supporting foundation beneath railway embankments must bee packed or reinforced so that the bearing capacity at the upper face of the supporting foundation is at least Ev2=45 MPa.

7.2.3.3 Stability of geostructures

Material properties and stability calculations must be determined and implemented in accordance with TDOK 2013:0667, 2.2.1-2.2.2.

7.2.3.4 High-speed related track vibrations

When designing a track on supporting foundations made of unreinforced or reinforced soil, the critical speed ccr and resulting vertical displacements must be investigated.

The resonance phenomenon related to vibrations generated by high-speed trains on a track based on unreinforced or reinforced supporting foundations must not occur.

The resulting design vertical displacement (peak-to-peak value) of the track at the upper edge of a track plate (see Appendix 1: Figure 1) at the relevant load of a variable axle load at design speed must not exceed 1.2 mm.

7.2.3.5 Soil and rock excavation

In excavation for the foundation of a bridge in frost heaving soil, the foundation level should be set at the minimum distance according to AMA Construction 13, Figure RA CEB.42/1.

7.2.4 Catenary foundation

The foundations of catenary masts must be dimensioned in Safety class 2 and Geotechnical class 2, see Section 7.2.3.1.

When dimensioning catenary foundations, the serviceability limit state for the most adverse load combination must be taken into account.

The geometry and foundation of the catenary foundation must meet requirements for the design horizontal displacement.



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Permissible horizontal displacement of the catenary wire caused by the foundation’s

movements may not exceed ±70 mm at the catenary level.

7.2.5 Dewatering

Drainage and dewatering must be dimensioned and designed in accordance with:

TDOK 2014:0045

TDOK 2014:0046

TDOK 2014:0051

7.2.5.1 Drainage

The groundwater level must not exceed the terrace surface, see Appendix 1:Figure 1 and Appendix 1: Figure 2, throughout the service lives of the geostructures.

7.2.5.2 Surface water

Surface water that is collected from surfaced areas should where possible be directed to infiltration within the structure and/or in its immediate vicinity.

7.2.5.3 Flows

The bypassing of flow must be dimensioned on the basis of an impact assessment and for flows with a recurrence period of at least 200 years (HQ200).

The impact assessment must as a minimum describe the consequences of higher flows and levels than the design flows and levels. The analysis must be done for flow

1.3•HQ200 and should also be done for 2•HQ200. Consequences if the bypassing is

overloaded for other reasons, such as clogging, changing flow conditions and the like, should also be assessed.

Approaches for managing the potentially severe consequences identified must be outlined (preventive measures, contingency measures and/or a cautious approach) in the impact assessment.

7.2.5.4 Water levels

The track must be dimensioned and designed with respect to the water levels that may occur in nearby seas, lakes and waterways.

The design level should be determined locally and/or regionally through consultation with the relevant county administrative board coordinator/s for climate adaptation.

The design level should be chosen so that the probability of it being exceeded within a 100-year period is at most 64%.

For the selected design level, the specific recurrence period it represents must be indicated as well as the data on which it is based.

The track's terrace surface must be elevated so that it is on par with or higher than the design level.

7.2.5.5 Dewatering system

Dewatering systems must be capable of accepting and dealing with the design water load throughout their service lives so that traffic is not affected.



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Dewatering systems must be capable of accepting and dealing with the design water load throughout their service lives so that damage to structures and surrounding land and property is avoided.

Dewatering systems must be configured, designed and implemented so that operation, inspection, maintenance and repair are facilitated.

Pipe systems and culverts must be capable of carrying the relevant traffic load and earth load.

Drainage of the embankment must ensure that the railway's bearing capacity properties and frost resistance are maintained.





7.5 Punctuality


7.6 Capacity


7.7 Robustness


7.8 Usability










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8 Requirements for track superstructure

8.1 Formalities

The following chapter specifies a technical system standard for track superstructures for


those in already existing steering documents. For some geometric track elements, adjustments must be made for a future speed of 360 km/h.


The track superstructure shall be designed for an axle load of 22.5 tonnes at 200 km/h, an axle load of 20 tonnes at 250 km/h and an axle load of 17 tonnes at 360 km/h.

8.2.1 General

The service life of the fixed track system's track plate must be at least 60 years for tracks on the ground.

The service life of the fixed track system's track plate must be at least 120 years for tracks on bridges.

The service life of sleepers in conventional ballast track must be at least 50 years.

8.2.2 Track resistance and loads


8.2.2.1 Track resistance for vertical loads

The track and points must be designed to withstand, as a minimum, the vertical loads specified in TSI Infrastructure.

8.2.2.2 Track resistance for longitudinal forces

The track and points must be designed to withstand, as a minimum, the longitudinal forces specified in TSI Infrastructure.

The track and points must be designed to withstand braking with eddy-current brakes (as emergency brakes) and electro-magnetic rail brakes (as emergency brakes).

8.2.2.3 Track resistance for lateral forces

The track and points must be designed to withstand, as a minimum, the lateral forces specified in TSI Infrastructure.

8.2.2.4 Transition zones

Transition zones must be designed according to prEN 16432-2 point 6.8 “Transitions” and the following.

The following types of transitions are referred to:

Track between banks and structures such as bridges or tunnels

Track between different types of fixed track solutions as well as

between track and point

Transitions between ballast track and fixed track



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Transition between different rigidities in the substructure/supporting

foundation

Transitions must be designed so that the track location, depending on changes in the substructure and track structure, or depending on irregular settlement or suchlike, remains within the limits applicable to the track in general without increased maintenance, see sections 8.11.3.1 and 8.11.3.2.

Transitions where different rigidities in the substructure/supporting foundation occur must be designed so that the track location, depending on changes in the substructure and track structure, or depending on irregular settlement or suchlike, remains within the limits applicable to the track in general without increased maintenance, see sections 8.11.3.1 and 8.11.3.2.

Transition structures must fulfil the requirements for rigidity gradients under Section 8.2.2.5.

Other requirements for the transition zones are:

Different types of transitions must not coincide

Welded joints must be avoided in the transition zone

Welded joints made in the field are not permitted in the transition

zone

In the transition zone, particular attention must be paid to variation or springback in track rigidity which must be minimised.

8.2.2.5 Track rigidity

The track rigidity must be designed according to prEN 16432-2 point 6.4 “Vertical track

stiffness” and the following.

The rigidity (cG) at the support points (the fortification points c/c 65 cm) must be 65 ±5

kN/mm. This gives a “deflection” at the supporting point of approx. 1.5 mm. This

deflection must take place without allowing the rail inclination of 1:30 to vary by more than ± 0.25 degrees.

cG = Q/z,

where; cG = track rigidity (kN/mm)

Q = Static wheel load (kN)

z = Rail deflection (mm)

The guideline value for maximum track rigidity gradient during changes in the dynamic track rigidity is 2 MN/m/m.

In a transition zone between different track rigidities, the change in track rigidity must be distributed linearly over a length corresponding to 0.5 seconds of train passage, i.e. on the length:

L = V/7.2 metres

where; L = length of track in metres

V = train speed in km/h

For technical reasons, transition zones are often built so that the entire transition section is divided into several sub-zones, each with constant rigidity. Each rigidity zone will then have the length L as above and each step should be a maximum of 20 MN/m; at speeds above 200 km/h it should be a maximum 10 mN/m.



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8.4.1 Protection of surface water and groundwater

Measures must be implemented in terms of the need for surface water management.

The installation must be designed so that the risk of contamination of soil and water in the construction and operation phase is limited.

The installation must be designed so that the impact on water flows and levels does not entail unacceptable impact on other interests that depend on sustained water flows and levels.

8.5 Punctuality


8.6 Capacity


8.6.1 Length of platform

Platforms for high-speed trains must be constructed with a length of 410 metres.

Platforms for regional trains must be constructed with a length of 255 metres.

The length of platform tracks must be adjusted to the speed in deviating points and normal comfort braking.

8.6.2 Width of platform

The width of platforms must be dimensioned in accordance with TDOK 2014:0686 (formerly BVS 1586.26).

8.6.3 Platform height

Platforms must be arranged at a height of 550 mm.

8.6.4 Platform distance from centre of track

Platforms must be positioned in accordance with TDOK 2014:0686 (formerly BVS 1586.26).

8.6.5 Track design adjacent to platforms

The minimum track radius adjacent to platforms is 500 metres.

The track adjacent to platforms must be designed so that it is possible to maintain an overview along the entire length of the train.



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8.6.6 Other design requirements at stations for passenger exchange

Platforms may not be positioned next to tracks with MPS >160 km/h.

If the speed is above 160 km/h on consistent normal main tracks, the platforms must be positioned next to the deviating main track, platform track.

If the MPS is 160≤200 km/h on consistent normal main tracks, the platform track must

be positioned at least 4.5 metres from the normal main track.

If the speed is above 200 km/h on consistent normal main tracks, the platform track must be positioned at least 7 metres from the normal main track.

If the speed is above 200 km/h on consistent normal main tracks, objects must be prevented from being whipped up on the platform.

For stations for passenger exchange in tunnels, an appropriate speed must be examined in each individual case, depending on wind loads, tunnel design and any protection on the platform etc.

Requirements for the design of the track protection to prevent unauthorised track access and suicide shall also apply to stations for passenger exchange, which must be designed in such a way that unauthorised track access and suicide are minimised.

The entire track is subject to zero tolerance regarding people being hit by trains.

Parking tracks must be located on at least one side of the track system adjacent to every station for passenger exchange. For stations located on a bridge or in a tunnel, the need for parking tracks and their placement must be examined case by case.

Parking tracks must have the capacity to be used for the stabling of a row of carriages 400 metres in length, maintenance machinery, inspection and minor repairs.

There must be surfaced areas next to these parking tracks for parking cranes, storing track materials, etc.

It must be possible for two-way railway vehicles to access a high-speed track via a parking track.

There must be road connections to surfaced areas adjacent to parking tracks. See also section 8.7.3.

8.7 Robustness

In order to maintain the rail's function, strategic cyclical grinding of rail material must be performed regularly.

Measures for minimising wear at curves and point connections must be taken into account during the design phase in respect of design of the installation and/or measures during the operation phase.


Safety inspections and measurement using instrument vehicles must be carried out in

accordance with the Swedish Transport Administration’s steering documents based on

track classification. Safety inspections and measurement using instrument vehicles must initially be performed 50% more frequently in order to build up a knowledge base of the installation's wear and critical states.



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Precipitation-related speed limits are classified as infrastructure faults.

Trains must be able to travel at the maximum speed of the track in the event of rainfall of at least 20 mm/h for a minimum period of two hours.

Trains must be able to travel at the maximum speed of the track in the event of snowfall of at least 5 cm/h for a minimum period of four hours.

The track must be equipped with lightning protection to protect the electronics in all technologies, BEST.

The track's lightning protection should be restored automatically.

Platform surfaces and connecting steps and ramps must be free from snow and ice and be non-slippery all year round.

The need for removal of any melted snow from platform surfaces as well as adjacent steps and ramps must be taken into account during the design phase.

Sections of track with cuts must be equipped with protective vegetation or a protective structure (such as snow paling, snow shed, shelter and the like).

8.7.3 Access to the track

The requirements for operation and maintenance must be taken into account early on in the planning and design phase. Measures shall be adapted to local requirements and preconditions, but above all on the basis of a preventive maintenance strategy.

The installation must be designed such that maintenance personnel, rescue personnel, etc. can access the track easily.

The need for rapid evacuation of passengers must be taken into account in the planning work.

Rail-bound maintenance vehicles including two-way railway vehicles must be able to reach all parts of the track in a maximum of 30 minutes.

Two-way railway vehicles must be able to connect to the track via on-ramps adjacent to parking tracks at stations for passenger exchange, as well as via gates along the track.

The need for construction and assembly sites for points and crossings must be taken into account.

Construction and assembly sites are to be designed and positioned for optimal accessibility, transport solutions and operating methods.

Access to the track via a gate must be possible every 2,000 metres. This requirement applies only to pedestrian maintenance personnel who must have access to the track for inspection, minor maintenance, etc. Access points are only required on one side of the track.

There must be a route to a gate for lighter maintenance vehicles/cars. Placement of a turning area and/or car park should be based on the local solution so as not to obstruct general traffic.

Access for vehicles is limited to 30 km by ramp and the ability to drive on with a two-way railway vehicle. There are exceptions for sections with a bridge or tunnel where there are requirements for other solutions.



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The track’s service roads are to be designed in accordance with the Swedish Forest

Agency's “Instructions for the planning and construction of forest roads classifications

III and IV”, where a minimum of class III and accessibility class A must be chosen.

Service roads, connection points and areas related to the track must be designed so that it entails good access for personnel performing corrective and preventive maintenance, as well as the handling of accidents and evacuations.

8.8 Usability








8.11.1 General requirements

The track superstructure must be dimensioned for TSI line category P1 and P2.

8.11.2 Design requirements, track design

The track must be constructed as fixed track where the speed is greater than 200 km/h. Conventional ballast track can be constructed for tracks where the speed is 200 km/h or lower.

For requirements for track superstructure, see Section 5.10.

Conventional ballast track is dimensioned in accordance with existing regulations.

All materials in the track superstructure must be capable of withstanding at least +55 °C to -45 °C and maintain their function.

The track must be capable to withstand a rail temperature of +100 °C without loss of function for shorter periods of time (a few hours).”

8.11.2.1 Infrastructure profile

The track must be constructed in accordance with TDOK 2014:0555 (formerly BVS 1586.20). For elongated barriers, a normal section N 3.5 (at least) must be included, and on both sides for double tracks.

8.11.2.2 Track spacing

The track must generally be constructed with minimum track spacing of 4.5 metres between normal main tracks.

For spacing between tracks at stations for passenger exchange, see Section 8.6.6.



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8.11.2.3 Inclination

The maximum gradient of the track may not exceed 35 ‰. A mean gradient of 15-25 ‰ at a length of 10 km. A mean gradient of 25-35 ‰ at a length of 2 km.

The inclination on tracks adjacent to platforms must not exceed 5 ‰. If cars are coupled

and uncoupled, a maximum inclination of 2.5 ‰.

8.11.2.4 Cants

Cants higher than 160 mm are not arranged.

At platforms, the cant must not exceed 70 mm.

8.11.2.5 Cant deficiency

The maximum permissible cant deficiency is indicated in TSI Infrastructure.

8.11.2.6 Cant excess

The maximum cant excess is 100 mm in accordance with TDOK 2014:0075.

8.11.2.7 Sudden cant change

Limit values for sudden change of cant are indicated in TDOK 2014:0075.

8.11.2.8 Minimum horizontal radius

The minimum horizontal radius for 320 km/h is 4650 metres.

In other cases, horizontal radii are organised according to TDOK 2014:0075 depending on the design speed.

8.11.2.9 Minimum vertical radius

For 320 km/h, the minimum vertical radius is 23,000 metres, to allow for a future MPS of 360 km/h.

In other cases, vertical radii are organised according to TDOK 2014:0075 depending on the design speed.

8.11.2.10 Minimum transition curve length

The length of transition curves must be dimensioned for a cant of 180 mm and a cant deficiency of 153 mm, where these values are required for a future possible MPS of 360 km/h.

Otherwise, the length of the transition curves must be dimensioned according to TDOK 2014:0075.

8.11.2.11 Length of straight track or circular curves between transition curves and ramps, inclination between vertical curves

Length (L) of straight track and circular curves between transition curves and ramps must be at least L=V/3 (V=speed).

Length (L) of constant inclination between vertical curves in different directions must be at least L=V/5 (V=speed in km/h).



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8.11.2.12 Crosswind

It must be possible for a reference vehicle, as defined in TSI LOC and PAS, to drive safely along the track under the most critical operating conditions in terms of crosswinds.

The project must chart areas where high crosswinds may occur.

8.11.3 Track design

Dimensioning of the fixed track system must be carried out according to prEN 16432-1 2015 (E) and prEN 16432-2 2015 (E).

8.11.3.1 Absolute track position (permanent deviations)

Requirements for the track’s absolute position are outlined in TDOK 2014:0075.

8.11.3.2 Relative track location

Limit values according to prEN 13848-5:2014 (E) must be met in wavelength ranges D1 and D2.

8.11.3.3 Reinforcement layer

The reinforcement layer must be implemented where required in order to provide the bearing capacity and absolute position of the track in accordance with section 8.11.3.1.

8.11.3.4 Track gauge

The nominal track gauge is 1,435 mm.

Sleepers or support points in fixed track must be designed for a track gauge of 1,437 ± 2 mm.

8.11.3.5 Equivalent conicity

Limit values for equivalent conicity are stated in TSI Infrastructure.

8.11.3.6 Rail quality

The steel variety must be R260.

8.11.3.7 Rail head profile

The rail profile for speeds above 200 km/h is 60E2.

The rail profile for speeds of 200 km/h and under is 60E1.

8.11.3.8 Rail inclination

The rail inclination in tracks and points must be 1:30 ± 0.25 degrees.

8.11.3.9 Sleeper spacing (spacing between support points)

The spacing between sleepers or support points for arrangement of the rails at a fixed track may not exceed 0.65 metres.

The spacing between sleepers or support points for arrangement of the rails at a fixed track may not vary more than ± 0.02 metres.



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The number of support points per 1,000 metres must not deviate by more than 0.5% from the number achieved with the selected support point spacing.

Conventional ballast track is dimensioned in accordance with existing regulations.

8.11.3.10 Rail fastenings

Rail fastenings must be capable of withstanding resistance to slippage of 9 kN, as well as design vertical force, lateral force and longitudinal force according to TSI Infrastructure.

The fastening system must also, on an embankment, at a minimum be capable of adjusting the track -4/+70 mm vertically and ±8 mm laterally. After installation of the track plate and the track has been completed and the track position meets the requirements for newly built tracks, an adjustability in the rail fastening of at least 0/+ 50 mm vertically and +/- 4 mm laterally must remain. This also applies to bridges where long-duration warping after the track's completion is expected to exceed 30 mm.

On other bridges, tunnels and rock cuts, with a length of 100 metres, a rail fastening system with adjustability of at least -4/+30 mm vertically and ± 8 mm laterally is accepted. After installation of the track plate and the track has been completed and the track position meets the requirements for newly built tracks, an adjustability in the rail fastening of at least 0/+ +15 mm vertically and +/- 4 mm laterally must remain.

8.11.3.11 Joints

The type of expansion joint is selected in accordance with the Swedish Transport Administration's standard.

The number of expansion joints must be minimised.

8.11.4 Special requirements for fixed track design (ballastless)

The fixed track system must be dimensioned in accordance with Section 8.11.3.

Exposure classes XD3 and XF4 must be applied to reinforced concrete base courses in the following exposure zones:

Salted roads running along the railway which are closer than 6

metres, counted from the nearest adjacent edge from the road and

the concrete base course

At least 20 metres before to at least 20 metres after salted

roads/road bridges crossing the railway.

Exposure class XF3 must be applicable for at least 300 metres next to a tunnel, counted from the tunnel mouth.

There must be no standing water in the carrying system.

The reinforcement layer under the track plate must be protected from weathering.

In the case of reinforced concrete base courses, the reinforcement content must be at least 0.85% of the cross-sectional area of the concrete base course.

More stringent requirements must be dimensioned for when trains pass, given the various requirements for maximum permitted deformations for the track location and structures, in accordance with Eurocodes.

8.11.4.1 Maintenance requirements

It must be possible to inspect the fastenings visually.

It must be possible to examine the function of all included components.



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There must be good accessibility for grinding and profile grinding the rails.

There must be good accessibility to drainage wells.

There must be good accessibility for welding (between the support points, there must be at least 60 mm clearance beneath the rail).

The supplier of the ballastless track solution must be able to present a method for replacement of the entire system.

The supplier must be able to present a method for repairing any damage to the track plate, e.g. derailment, local settlement or lateral movement.

8.11.5 Point switches

Point switches installed on normal main tracks with MPS > 160 km/h must be dimensioned for at least 80 km/h.

Point switches must be possible to control both centrally and locally.

Tongue detection contact may not be found in the installation.

8.11.5.1 Geometric design of point switches

The point switch type is selected from the standard range offered by the Swedish Transport Administration from its selection of point switches for ballast tracks.

The Swedish Transport Administration's standard range must be adapted to fixed track solutions if possible. If this is not possible, the point switch structures must be approved by the Swedish Transport Administration.

If necessary, geometric solutions must be devised in cooperation with the Swedish Transport Administration for point switches with speeds greater than 130 km/h in deviating main tracks.

Points should not be positioned on canted tracks if trains on these tracks operate at speeds above 200 km/h.

8.11.5.2 Reroutable crossing

Point switches with reroutable crossing must be used for speeds above 250 km/h.

It must be possible for local control of point switches with reroutable crossing to be performed both from the crossing and switchpoint.

8.11.5.3 Climate assurance of point switches

Point switches must be equipped with switch heating, snow protectors, protective covers and other protective devices to the extent necessary to be kept free from snow and ice.

In cases where point switch heating is used, energy efficient solutions must be applied.







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9 Requirements for signal systems

9.1 Formalities

The following chapter specifies a technical system standard for signal systems for high-



Signal systems must be ERTMS level 2 or higher.


The signal installations must have burglary protection with protection class 3 according

to “SSF 200 Rules for mechanical burglary protection”.


The physical barrier must include all track-side signal installations.

9.3.1 Requirements for traffic safety

The speed on the section of rail must be possible to adjust to differential adhesion conditions.



9.5 Punctuality


9.6 Capacity


9.7 Robustness


9.8 Usability



The signal system must be designed during the planning and design phase so that future replacement of units is rationalised.



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Signal installations must, where technically possible, be co-located with the gates to the track.

Signal installations must, where technically possible, be co-located with electrical power installations.

For all signal installations, it must be possible to conduct safe transport even when the track is in full operation.

The signal installations must, where technically possible, be accessible for maintenance during operation.

Access to signal engineering objects must be achievable in a safe manner. “Safe manner” entails that signal engineering objects must be:

positioned so that access does not necessitate track closure.

equipped with a ladder hook, or the like, in case regular

maintenance or periodic remedial work is required.

placed in such a way that injuries to personnel are eliminated.

placed outside the catenary installation's live components. If such

placement is impossible, a protective device must be installed.

equipped with a platform where placement requires such.


Standard components, standard connections and standard construction of the signal installations must be used. Deviations from this requirement require an exemption.

Simplicity in the signal system structure should be sought.

The signal installations must be constructed so that a minimal number of different spare parts are needed.

The signal installation must be designed so that rational maintenance can be carried out.

The signal installations’ construction and design may not negatively impact traffic,

capacity and redundancy.

Attention must be paid to the operating phase right from the preparatory phases (planning and design).

Equipment must not be positioned such that this makes it more difficult to replace units.





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9.14.1 Compatability

The signal distances must not be more than 25 km long.

The signal distances must be adapted to the expected train speed at, for example, a station for passenger exchange.



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10 Requirements for railway traffic management systems

10.1 Formalities

The following chapter specifies a technical system standard for traffic management

systems for high-speed tracks with MPS ≤320 km/h, with additional/more stringent

requirements to those in already existing steering documents.







10.5 Punctuality


10.6 Capacity


10.7 Robustness


10.8 Usability





Interface communication shall be conducted via XLM over TCP/IP.





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11 Requirements for telecommunications

11.1 Formalities

The following chapter specifies a technical system standard for telecommunications for




Cables and other equipment used in telecommunications systems must be inaccessible to unauthorised individuals.

When designing telecommunications systems, consideration should be given to minimising the possibility of sabotage.

Technical buildings must have burglary protection with protection class 3 according to

“SSF 200 Rules for mechanical burglary protection”.



11.3.1 Monitoring and alarms Humans and animals

The track must be equipped with monitoring and alarm systems at the following locations:

Tunnels (intrusion detection)

Bridges >15 metres (intrusion detection)

Stations for passenger exchange, see Section 8.6.6

Locations where special needs are considered to exist

The monitoring and alarm system must be able to distinguish people from animals, shadows and foliage in different lighting conditions and different weather and temperature conditions.

Intrusion detection must be established at the tunnel entrances.

Intrusion detection must be established on bridges ≥15 metres.

Gates/access points in a physical barrier must be supervised and equipped with intrusion detection.

On sections where the physical barrier is designed as a fence, intrusion and disruption detection must be fitted in the form of alarm wire or similar.



11.5 Punctuality




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11.5.1 Monitoring and alarms General

Detectors, sensors, cameras and the like in the installation must be linked to a central monitoring system.

Alarms should have a sufficiently clear level of detail for the operator to maintain a good overview and determine the correct course of action.

Alarm division should be as follows:

A-type alarms - Alarms from faults requiring immediate action and

which are safety-related and/or will disrupt trains

B-type alarms - Alarms from faults which may be deferred but must

be rectified the next time service disruptions are planned

C-type alarms - Alarms from faults which may be deferred until a

planned service/replacement initiative

11.5.2 Control and monitoring system

The control and monitoring system should be doubled where one part is redundant for the other.

The control and monitoring system components must be located in different fire cells.

Redundant data communication cables must have separated complete physical paths in their structure, and shall thereby not constitute singular points of failure.

11.6 Capacity


11.6.1 Technology areas

Technology areas must be located so that they can be accessed in a safe manner.

Technology areas must be well designed for their intended use.

In all the technology areas where there is a need for a service port outlet, these must be highly visible and easily accessible.

A disabled technical building containing a module system may not lead to a total stoppage on an entire or on the width of an operation site.

11.6.2 Canalisation

Covers on wells and cable drains must, through their weight or design, be stable and impossible to lift or move without using a tool.

Conduit for the laying of new optical cable must be laid along the track.

11.6.3 Transmission

Transmission for EST applications, and related equipment, shall be based on IP technology.

Transmission must be included in the GEMINI network.

Uninterruptible power must be available for IP transmission equipment in technical buildings with node class 1-4 and have 10 hours of UPS with an A+B system.



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UPS and telecommunications transmission equipment must be monitored using IP technology.

11.6.4 Radio equipment GSM-R/MOBISIR

SIR 01-611/01 must be followed during design and construction.

Handover between base stations may not occur more frequently than every 10 seconds.

Monitoring must be IP-based.

The radio equipment SIR must be administered and monitored by the Swedish Transport Administration.

11.6.5 Reserve capacity

Low-voltage central units must be dimensioned with approximately 30% reserve groups and at least one reserve group per central unit.

New installation components must be designed so that there is approximately 30% reserve space in the cabinet.

The overall overcapacity of free conductors in new cables between two technology areas must be about 30% when the installation is commissioned.

In the construction of cabinets and technology areas, there must be approximately 30% reserve space for future signal engineering equipment.

In the construction of stands for signal engineering relay technology, there must be approximately 30% reserve space for future equipment.

11.7 Robustness


11.7.1 Monitoring and alarms Track

Systems and planning for management of faults in the installations must be established.

Monitoring and alarms must installed with regard to:

Fire

Burglary and sabotage

Point switches (including inertia and change-over times, including

limit values for point switch drive)

Voltages in the rails

Catenary fault

Fault in signal and telecommunications installation

The track must be adapted for frequent inspection and checks, both manually and with a multi-measurement vehicle, to be carried out on:

Catenary and other electrical power installations

Rail profile, rail fractures, track position irregularities

Signal and telecommunications installations

Measurement of temperature changes in aboveground electrical systems for power supply should be done using an infrared camera at least once a month.

There must be a detection system for measuring wind speeds at high bridges, tunnel entrances and other vulnerable points.



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Data on wind speeds must be possible to read remotely.

11.8 Usability

Telecommunications systems must be tailored to accommodate the traffic management system requirements and function.


Access to products used shall be guaranteed for 10 years after commissioning.



11.10.1 Cabling

Local optical cable and primary optical cable of at least 24 fibre must be used.

Cables should be laid in such a way that access is difficult for unauthorised individuals.



11.11.1 Monitoring and alarms Vehicles

The track must be designed so that the disposal of damaged vehicles is possible.

Systems and planning for management of faults in vehicles must be established.

It must be possible to automatically relay detected faults from vehicles to the control centre.

A detector installation is to be connected to DPC for presentation.

A detector installation is to be shown on a track plan.

There must be a detection system to prevent unauthorised rail-mounted vehicles entering the track.

The vehicle's pantograph must be detected before the entrance gate to the track.

Detection of the following must be possible:

Wheel damage

Temperature of wheel bearings

Temperature of wheel rim

Loading gauge, inclined load and overload

Pantograph’s condition

Pantograph’s elevation (measured at high speed)


The requirements for signal systems in Section 9.12 shall apply also to telecommunications systems.



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The requirements for signal systems in Section 9.13 shall apply also to telecommunications systems.





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12 Requirements for track design

12.1 Formalities

The section is intentionally left without content. The following chapter specifies a

technical system standard for track design for high-speed tracks with MPS ≤320 km/h,

with additional/more stringent requirements to those in already existing steering documents.





12.3.1 Lock systems

A uniform lock system which meets the Swedish Transport Administration's requirements must be provided for all gates/doors, technology areas, etc.



12.4.1 Collision with people and animals

The general requirement for collisions with people and animals is to achieve a zero-event vision.

The general requirement regarding animal collisions in terms of larger animals and field game is to achieve as close a zero-event vision as possible.

12.4.1.1 Protective measures

For physical barriers, see Section 3.3.1.

For unauthorised access to tracks, see Section 8.6.6.

12.4.1.2 Collision with animals

Animals must be prevented from entering the installation and causing damage or service stoppages.

See Section 12.4.1.1 for protective measures.

For fauna passages and the handling of bird routes, see Section 3.4.1.

12.5 Punctuality




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12.6 Capacity


12.6.1 Points

Point connections between upline and downline must be installed at least 50 km apart. The exception to this is stations for passenger exchange that are constructed less than 50 km apart: this may mean that points/point connections are constructed more closely together due to traffic and capacity requirements.

It must be simple and clear for the traffic management to determine whether or not it is possible to safely pass a point switch.

12.7 Robustness

Track, installations and methods must be adapted and optimised at the planning and design phase so as to facilitate the efficient replacement of units that have malfunctioned.

A modular-based unit and repair system should be sought where repairs are preferably done at a workshop.

Structures, maintenance methods and maintenance resources must be planned to minimise disruptions to traffic.

Set maintenance windows must be established to allow for preventive maintenance, see also Section 12.7.3.

12.7.1 Maintenance vehicles

The unit responsible for maintenance must ensure that there is a fleet of machines to meet the demands imposed with regard to:

achieving optimum preventive maintenance

achieving short repair times during accidents and vehicle

malfunction

meeting the requirements of availability and punctuality under

Section 3.5

12.7.2 Requirements for maintenance safety

In the planning and design phase, procedures and rules must be established for how traffic is resumed after maintenance measures, on a track section with MPS >250 km/h.

Procedures and rules for how traffic is resumed after maintenance measures must be adapted for specific parts of the track depending on the installation's technical characteristics, on a track section with MPS >250 km/h.

Procedures and rules for how traffic is resumed after maintenance measures must be well known and available to both the unit responsible for maintenance and the Swedish Transport Administration, on a track section with MPS >250 km/h.

Infrastructure faults resulting in train stoppages may occur no more than 15 times every 100 km of double track and year.

Following infrastructure faults resulting in train stoppages, traffic services must be resumed after 15 minutes on average over the calendar year, between 06.00 and midnight.



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12.7.3 Maintenance windows

The track must be accessible to traffic every day from 06.00 to midnight.

Available time of at least 5 consecutive hours should be set aside for maintenance between 00:00-06:00 every day.

During available time, work with A-type protection must be possible if so required.

Between 00.00-06.00, scheduled traffic on a single track must be possible.

During the scheduled inspection of tunnel construction and technical installations in double track tunnels, it must be possible to initiate a total shutdown of 1-2 nights per year for this purpose. This means that the service window between 00:00-06:00 is extended to both tracks at these times.

12.7.4 Other requirements for maintenance

All equipment which is not to be placed in the immediate vicinity of the track must be sited outside the area where A-type protection is required.

12.8 Usability



The infrastructure should be constructed and maintenance methods designed in such a way that the installation can handle a SMHI class 2 warning, as well as requirements regarding precipitation in Section 8.7.2, without a negative impact on traffic.


Equipment elements, systems and components must have a clear theoretical service life described by the supplier.

Suppliers of equipment elements, systems or components must supply operating instructions to ensure that this theoretical service life is achieved.

Suppliers of equipment elements, systems or components must clearly describing service, maintenance and replacement intervals on the basis of planning traffic operations.







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The maximum speed when trains pass on the adjacent track, during line work on double tracks, is established depending on the track spacing, operating methods and protective measures.

Level crossings may not be built.







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13 Requirements for documentation, including geometric description and labelling of the installation

13.1 Formalities

The following chapter specifies a technical system standard for documentation, including geometric description and labelling of the installation, for high-speed tracks with MPS

≤320 km/h, with additional/more stringent requirements to those in already existing

steering documents.







13.5 Punctuality


13.6 Capacity


13.7 Robustness


13.7.1 Installation and maintenance planning system

A safe, reliable installation and maintenance planning system must be devised as early as the design phase in order to facilitate efficient control and administration.

Maintenance and replacement intervals according to instructions from manufacturers and suppliers must be entered in the installation and maintenance planning system no later than the commencement of traffic.

Administration data, in a format approved by the Swedish Transport Administration, must be delivered no later than the commissioning, and maintained during the installation's life.

13.7.2 Reserve materials supply

Reserve materials supply must be assured at least 6 months before transport services commence via the auspices of the unit responsible for materials.



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13.8 Usability
















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14 Appendices

14.1 Appendix 1 – Figures, tables, type sections and suchlike

14.1.1 Figure 1

Figure 1: Essential definition of fixed track, with superstructure, substructure and supporting

foundation.

Reinforcement layers

Fill

Track plate

SU

PE

RS

TR

UC

TU

RE

Frost insulation layer

TRACK

Nature

soil/rock

SU

BS

TR

UC

TU

RE

S

UP

PO

RT

ING

F

OU

ND

AT

ION

Terrace surface

Lower edge of track plate



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14.1.2 Figure 2

Figure 2: Outline diagram – Swedish fixed track construction for high-speed line, double

track.



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14.1.3 Figure 3

Figure 3: Type design platform track at MPS >200 km/h on consistent normal main track.



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15 References

TSI Energy

TSI Infrastructure

TSI LOC and PAS

TSI Rolling stock

TSI Safety in railway tunnels

TSI Accessibility for persons with reduced mobility

TSI Control command and signalling

13848-5:2014 (E)

prEN 16432-1

prEN 16432-2

SS-EN 1990, Basis of structural design

SS-EN 1991-2 Actions on structures – Part 2: Traffic load on bridges

SS-EN 50119 Railway applications – Fixed installations – Electric traction overhead

contact lines

SS-EN 50367 Railway applications – Current collection systems – Technical criteria for

the interaction between pantograph and overhead line (to achieve free access)

SS 137010 Concrete structures – Concrete cover

SSF 200 Rules for mechanical burglary protection

AMA Construction 13

TRVK Bridge 11

TRVK Tunnel 11

TDOK 2013:0347 Track superstructure – Track location requirements for construction

and maintenance

TDOK 2013:0664 Track superstructure – Jointless track, requirements for construction

and maintenance

TDOK 2013:0667 The Transport Administration's technical requirements for geostructures TK Geo 13

TDOK 2014:0045 The Transport Administration's technical requirements for dewatering TK Dewatering

TDOK 2014:0046 The Transport Administration's technical advice for dewatering TR Dewatering

TDOK 2014:0051 Dewatering engineering dimensioning and design – MB310

TDOK 2014:0075 Track superstructure – Track geometry Requirements for track

geometry during construction, reinvestment/upgrade, maintenance and operation

TDOK 2014:0272 Personal protection in railway environment – fences, gates and

railings

TDOK 2014:0555 (formerly BVS 1586.20)



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TDOK 2014:0686 (formerly BVS 1586.26)

Swedish Transport Administration publication 2012:179, General requirements Design of Roads and Streets

Swedish Transport Administration publication 2012:180, Requirements for the Design of Roads and Streets

Swedish Transport Administration publication 2012:181, Advice for the Design of Roads and Streets

ELSÄK-FS 2008:1, National Electrical Safety Board regulations

ELSÄK-FS 2010:1, National Electrical Safety Board regulations

MSBFS 2010:4, Swedish Civil Contingencies Agency regulations on what goods are to be classified as flammable or explosive goods; adopted on 10 August 2010.

Swedish Forest Agency Instructions for design and construction of forest roads class 3 and 4

Swedish Concrete Association Concrete Report no. 11

SIR 01-611/01, planning manual, ”Swedish International Radio for railway”

Comprehensive design programme, Ref. no. F08-10130/SA20, Appendix 10 of the Rail Survey for Ostlänken



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16 Change log

Established version Document date Modification Name (established by)

1.0 26/03/2014 Head of Business Area Maintenance

2.0 01/07/2015 Editorial changes, amended and new requirements.

Not formally established

2.1 03/05/2016 Editorial changes, amended requirements; 3.3.1, 3.12, 5.2.2, 8.2.1, 8.6.1, 8.7.3, 8.11.1, 8.11.2.1, 8.11.2.8.

Peter Uneklint, Programme Director of New Main Lines Programme

2.2 24/08/2016 Editorial changes, amended, new and abolished requirements; 3.4.1, 3.7.1, 3.7.3, 3.12, 4.4, 6.4, 6.6, 6.6.1, 6.6.1.1, 6.6.1.2, 6.6.1.3, 6.6.2.1, 6.6.2.2, 6.6.2.3, 6.6.3, 6.7, 6.7.2, 6.7.3, 6.9, 6.12, 7.1, 7.2.1.1, 7.2.1.2, 7.2.1.5, 7.2.1.5.1, 7.2.1.5.2, 7.2.1.5.3, 7.2.1.5.3, 7.2.1.5.4, 7.2.1.5.5, 7.2.3.1, 8.2, 8.2.2, 8.2.2.1, 8.2.2.2, 8.2.2.3, 8.2.2.4, 8.2.2.5, 8.7.1, 8.7.2, 8.7.3, 8.11.2.9, 8.11.2.10, 8.11.2.11, 8.11.3, 8.11.3.1, 8.11.3.2, 8.11.3.10, 8.11.4, 8.11.3.1, 15

Peter Uneklint, Programme Director of New Main Lines Programme, through:

Anna Lundman, UH, re Power Supply, Operation and Maintenance

Mats Karlsson, IV, re Track Substructure

Melker Pettersson, UHtsv, re Track Superstructure

Petter Åsman, PLkvm, re Environment

Teknisk stystemstandard för höghastighetsbanor KRAV 2.1

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