Technical system standard for high-speed tracks system standard for high-speed tracks This document forms part of the Swedish Transport Administration's safety management system for

REQUIREMENT 1 (81)

Created by (name and organisational unit) Document ID Case number

Karlsson, Robert, UHau konsult [Ärendenummer] Approved by Document date Version

Manager, VO Maintenance 0.1 Document title

Technical system standard for high-speed tracks

This document forms part of the Swedish Transport Administration's safety management system for

railways. See specific rules for the administration of safety permits.

TRVK Technical system standard for high-speed tracks (TDOK 2014:0159) is a Swedish Transport

Administration document which includes the Swedish Transport Administration's technical

requirements for formulation, design, inspection and maintenance of high-speed railways. TRVK

Technical system standard for high-speed tracks is a document of Requirements type. TRVK Technical

system standard for high-speed tracks forms part of the Swedish Transport Administration's

installation management system. Questions relating to these regulations should be submitted in the

first instance to Christian Eriksson at the Swedish Transport Administration.

TRVK Technical system standard for high-speed tracks must be applied as of 26 March 2014. These

regulations do not replace any earlier regulations, but involve new requirements for high-speed

railways (tracks operating at MPS 250-320 km/h). Deviations from these technical requirements are

managed by the project New technical system standard for high-speed tracks.

In case of any inconsistency between this document and the corresponding

document in Swedish, the Swedish version shall prevail.

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Document ID Case number Version

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Contents

1 Purpose and scope ............................................................................................................................ 10

2 Definitions and abbreviations ........................................................................................................... 11

2.1 Definitions ............................................................................................................................................ 11

2.2 Abbreviations ....................................................................................................................................... 13

3 Requirements for planning ................................................................................................................ 15

3.1 Formalities ........................................................................................................................................... 15

3.2 Load-bearing capacity, stability and durability ...................................................................................... 15

3.3 Safety in service ................................................................................................................................... 15

3.3.1 Physical barrier .................................................................................................................................... 15

3.3.2 Requirements for traffic safety ............................................................................................................. 15

3.4 Environment and health ....................................................................................................................... 15

3.4.1 Fauna passages and similar ................................................................................................................ 15

3.4.2 Requirements for safety guards ........................................................................................................... 16

3.5 Punctuality ........................................................................................................................................... 16

3.6 Capacity ............................................................................................................................................... 16

3.7 Robustness .......................................................................................................................................... 17

3.7.1 Making trees safe ................................................................................................................................. 17

3.7.2 Requirements for information security .................................................................................................. 17

3.7.3 Requirements for crisis management ................................................................................................... 17

3.7.4 Miscellaneous ...................................................................................................................................... 17

3.8 Usability ............................................................................................................................................... 17

3.9 Optimised life cycle cost ....................................................................................................................... 17

3.10 Interfaces between components and between installations ................................................................. 18

3.11 Interfaces with vehicles ........................................................................................................................ 18

3.12 Work on the installation and traffic operation at the work site .............................................................. 18

3.13 Productivity and efficiency .................................................................................................................... 18

3.14 Special requirements ........................................................................................................................... 18

3.14.1 Requirements for electrical safety ........................................................................................................ 18

4 Requirements for bridges.................................................................................................................. 19

4.1 Formalities ........................................................................................................................................... 19


4.2.1 General ................................................................................................................................................ 19

4.2.2 Bridge types ......................................................................................................................................... 20

4.2.3 Traffic load on bridges .......................................................................................................................... 21

4.2.3.1 Train load models ................................................................................................................................. 21

4.2.3.2 Load distribution ................................................................................................................................... 21

4.2.3.3 Dynamic magnification factor ............................................................................................................... 21

4.2.4 Combined response on load-bearing structures and tracks from variable loads .................................. 21

4.2.5 Dynamic analyses ................................................................................................................................ 22

4.2.5.1 Checking whether dynamic analysis is required .................................................................................. 22

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4.2.5.2 Additional fatigue verification when dynamic analysis is required ........................................................ 22

4.2.5.3 Verification of serviceability limit state .................................................................................................. 22

4.2.5.4 Calculation models ............................................................................................................................... 23

4.2.5.5 Damping ............................................................................................................................................... 23

4.2.5.6 Rigidity of load-bearing structures and supports .................................................................................. 23

4.2.5.7 Mass .................................................................................................................................................... 24



4.5 Punctuality ........................................................................................................................................... 24

4.6 Capacity ............................................................................................................................................... 24

4.7 Robustness .......................................................................................................................................... 24

4.7.1 Measurement and detection ................................................................................................................. 24

4.8 Usability ............................................................................................................................................... 25







5 Requirements for tunnels .................................................................................................................. 26

5.1 Formalities ........................................................................................................................................... 26


5.2.1 Basic dimensioning requirements ........................................................................................................ 26

5.2.2 Loads ................................................................................................................................................... 26


5.3.1 Walkways ............................................................................................................................................. 26


5.5 Punctuality ........................................................................................................................................... 27

5.6 Capacity ............................................................................................................................................... 27

5.7 Robustness .......................................................................................................................................... 27


5.8 Usability ............................................................................................................................................... 27



5.10.1 Boundary to track substructure ............................................................................................................ 28

5.10.2 Boundary to track superstructure ......................................................................................................... 28





6 Requirements for power supply ....................................................................................................... 29

6.1 Formalities ........................................................................................................................................... 29

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6.5 Punctuality ........................................................................................................................................... 29

6.6 Capacity ............................................................................................................................................... 30

6.6.1 Infeed point .......................................................................................................................................... 30

6.6.2 Catenary system .................................................................................................................................. 30

6.6.2.1 Catenary system - electric .................................................................................................................... 30

6.6.2.2 Catenary system - mechanical ............................................................................................................. 30

6.6.3 Auxiliary power system ........................................................................................................................ 31

6.7 Robustness .......................................................................................................................................... 32


6.7.2 Climate assurance ............................................................................................................................... 32

6.7.3 Collective power supply ....................................................................................................................... 33

6.7.4 Faults in catenary systems ................................................................................................................... 33

6.7.5 Auxiliary power system ........................................................................................................................ 33

6.8 Usability ............................................................................................................................................... 33







7 Requirements for track substructure and supporting foundation ................................................. 35

7.1 Formalities ........................................................................................................................................... 35


7.2.1 Basic dimensioning requirements ........................................................................................................ 35

7.2.1.1 Essential definition of ballastless track ................................................................................................. 35

7.2.1.2 Service life for geostructures ................................................................................................................ 35

7.2.1.3 Design train speed for geostructures ................................................................................................... 35

7.2.1.4 Design train loads for geostructures ..................................................................................................... 35

7.2.1.5 Design frost recurrence ........................................................................................................................ 36

7.2.2 Track substructure ............................................................................................................................... 36

7.2.2.1 Frost insulation layer ............................................................................................................................ 36

7.2.2.2 Fill ........................................................................................................................................................ 36

7.2.2.3 Transitions ........................................................................................................................................... 37

7.2.3 Supporting foundation .......................................................................................................................... 37

7.2.3.1 Geotechnical category and safety class ............................................................................................... 37

7.2.3.2 Bearing capacity beneath railway embankments ................................................................................. 38

7.2.3.3 Stability of geostructures ...................................................................................................................... 38

7.2.3.4 Settlements .......................................................................................................................................... 38

7.2.3.5 Track vibrations .................................................................................................................................... 38

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7.2.3.6 Soil and rock excavation ...................................................................................................................... 38

7.2.3.7 Light fills/ground reinforcements .......................................................................................................... 38

7.2.4 Catenary foundation ............................................................................................................................. 39



7.4.1 Dewatering ........................................................................................................................................... 39

7.5 Punctuality ........................................................................................................................................... 40

7.6 Capacity ............................................................................................................................................... 40

7.7 Robustness .......................................................................................................................................... 40



7.8 Usability ............................................................................................................................................... 40







8 Requirements for track superstructure ............................................................................................ 42

8.1 Formalities ........................................................................................................................................... 42


8.2.1 General ................................................................................................................................................ 42

8.2.2 Track resistance and loads .................................................................................................................. 42

8.2.2.1 Track resistance for vertical loads ........................................................................................................ 42

8.2.2.2 Track resistance for longitudinal forces ................................................................................................ 43

8.2.2.3 Track resistance for lateral forces ........................................................................................................ 43

8.2.2.4 Transition zones ................................................................................................................................... 43

8.2.2.5 Track rigidity ......................................................................................................................................... 43


8.3.1 Fencing ................................................................................................................................................ 44


8.5 Punctuality ........................................................................................................................................... 44

8.6 Capacity ............................................................................................................................................... 44

8.6.1 Length of platform ................................................................................................................................ 44

8.6.2 Width of platform .................................................................................................................................. 44

8.6.3 Platform height ..................................................................................................................................... 44

8.6.4 Platform distance from centre of track .................................................................................................. 45

8.6.5 Track design adjacent to platforms ...................................................................................................... 45

8.6.6 Other design requirements at stations ................................................................................................. 45

8.7 Robustness .......................................................................................................................................... 45



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8.7.3 Access to the track ............................................................................................................................... 47

8.8 Usability ............................................................................................................................................... 48




8.11.1 General requirements .......................................................................................................................... 48

8.11.2 Design requirements, track design ....................................................................................................... 48

8.11.2.1 Infrastructure profile ............................................................................................................................. 48

8.11.2.2 Track spacing ....................................................................................................................................... 48

8.11.2.3 Inclination ............................................................................................................................................. 49

8.11.2.4 Cants .................................................................................................................................................... 49

8.11.2.5 Cant deficiency..................................................................................................................................... 49

8.11.2.6 Cant excess ......................................................................................................................................... 49

8.11.2.7 Sudden cant change ............................................................................................................................ 49

8.11.2.8 Minimum horizontal radius ................................................................................................................... 50

8.11.2.9 Minimum vertical radius ....................................................................................................................... 50

8.11.2.10 Minimum transition curve length ...................................................................................................... 50

8.11.2.11 Length of straight track or circular curves between transition curves and ramps ............................. 50

8.11.2.12 Crosswinds ...................................................................................................................................... 50

8.11.3 Track design......................................................................................................................................... 51

8.11.3.1 Absolute track position (permanent deviations)................................................................................... 51

8.11.3.2 Relative track location .......................................................................................................................... 51

8.11.3.3 Reinforcement layers ........................................................................................................................... 51

8.11.3.4 Track gauge ......................................................................................................................................... 51

8.11.3.5 Equivalent conicity ............................................................................................................................... 52

8.11.3.6 Rail quality ........................................................................................................................................... 52

8.11.3.7 Rail head profile ................................................................................................................................... 52

8.11.3.8 Rail inclination ...................................................................................................................................... 52

8.11.3.9 Sleeper spacing (spacing between support points) .............................................................................. 52

8.11.3.10 Rail fastenings ................................................................................................................................. 52

8.11.3.11 Joints ............................................................................................................................................... 52

8.11.4 Special requirements for fixed track design (ballastless) ..................................................................... 53

8.11.4.1 Maintenance requirements ................................................................................................................... 54

8.11.5 Point switches ...................................................................................................................................... 54

8.11.5.1 Geometric design of point switches ...................................................................................................... 54

8.11.5.2 Reroutable crossing ............................................................................................................................. 54




9 Requirements for signal systems ..................................................................................................... 56

9.1 Formalities ........................................................................................................................................... 56


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9.5 Punctuality ........................................................................................................................................... 57

9.6 Capacity ............................................................................................................................................... 57

9.7 Robustness .......................................................................................................................................... 57


9.8 Usability ............................................................................................................................................... 59







10 Requirements for railway traffic management systems ................................................................. 61

10.1 Formalities ........................................................................................................................................... 61




10.5 Punctuality ........................................................................................................................................... 61

10.6 Capacity ............................................................................................................................................... 61

10.7 Robustness .......................................................................................................................................... 61


10.8 Usability ............................................................................................................................................... 62







11 Requirements for telecommunications ............................................................................................ 63

11.1 Formalities ........................................................................................................................................... 63




11.5 Punctuality ........................................................................................................................................... 64

11.6 Capacity ............................................................................................................................................... 64

11.7 Robustness .......................................................................................................................................... 64


11.8 Usability ............................................................................................................................................... 66




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12 Requirements for track design ......................................................................................................... 68

12.1 Formalities ........................................................................................................................................... 68



12.3.1 Lock systems ....................................................................................................................................... 68


12.4.1 Suicide and collisions with people ........................................................................................................ 68

12.4.1.1 Protective measures ............................................................................................................................ 68

12.4.1.2 Collision with animals ........................................................................................................................... 69

12.4.1.3 Alarms .................................................................................................................................................. 69

12.5 Punctuality ........................................................................................................................................... 69

12.6 Capacity ............................................................................................................................................... 69

12.6.1 Points ................................................................................................................................................... 69

12.7 Robustness .......................................................................................................................................... 70

12.7.1 Maintenance vehicles ........................................................................................................................... 70

12.7.2 Requirements for maintenance safety .................................................................................................. 70

12.7.3 Maintenance windows .......................................................................................................................... 71

12.7.4 Other requirements for maintenance .................................................................................................... 71

12.8 Usability ............................................................................................................................................... 71








13 Requirements for documentation, including geometric description and labelling of the installation ............................................................................................................................................................ 73

13.1 Formalities ........................................................................................................................................... 73




13.5 Punctuality ........................................................................................................................................... 73

13.6 Capacity ............................................................................................................................................... 73

13.7 Robustness .......................................................................................................................................... 73

13.7.1 Installation and maintenance planning system ..................................................................................... 73

13.7.2 Reserve materials supply ..................................................................................................................... 73

13.8 Usability ............................................................................................................................................... 74


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13.13.1 Documentation and instructions ........................................................................................................... 74


14 Appendices ......................................................................................................................................... 75

14.1 Annex 1 – Figures, tables, type sections and suchlike ......................................................................... 75

14.1.1 Figure 1 ................................................................................................................................................ 75

14.1.2 Figure 2 ................................................................................................................................................ 76

14.1.3 Figure 3 ................................................................................................................................................ 76

14.1.4 Table 1 ................................................................................................................................................. 76

15 References .......................................................................................................................................... 77

15.1 TSI ....................................................................................................................................................... 77

15.2 Other European standards and directives ............................................................................................ 77

15.3 Swedish Transport Administration requirements, recommendations and AMA .................................... 77

15.4 Swedish Transport Administration publications and reports ................................................................. 78

15.5 Laws and documents from other authorities ........................................................................................ 79

15.6 Other railway administrations ............................................................................................................... 79

15.7 Other .................................................................................................................................................... 79

16 Change log .......................................................................................................................................... 80

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1 Purpose and scope

TRVK Technical system standard for high-speed tracks (TDOK 2014:0159) is a Swedish Transport

Administration document which includes the Swedish Transport Administration's technical

requirements for the planning, design, construction and operation of high-speed tracks at MPS up to

320 km/h. This document describes the technical requirements which must be met in order to achieve

the set targets of the high-speed track.

This technical system standard for high-speed tracks indicates which laws and steering documents are

applicable to the planning, design, construction and operation of high-speed railways. For this

purpose, this document presents further requirements/more stringent requirements and, where

applicable, requirements which are being revised and will probably be made more stringent, and which

control planning, design, construction and operation of high-speed railways in Sweden.

The regulations must be applied prior to procurement procedures for high-speed railway projects in

which the State, via the Swedish Transport Administration, is the client. The regulations must be

applied by project managers, traffic engineers and other relevant personnel, and also by consultants

carrying out corresponding work. In the case of turnkey contracts, these requirements must control the

contractor's design work.

The system standard aims to describe a modern high-speed railway, category 1 in accordance with

(TSI Infrastructure), adapted to Swedish conditions. This railway is designed for high-speed traffic

operating at speeds from 250 km/h up to 320 km/h. As the track will form part of the Trans-European

high-speed rail network, TEN, traffic from e.g. Hamburg via the Fehmarn Belt and

Copenhagen/Malmö to Stockholm is predicted.

Important criteria to permit the function described by the standard are:

A separate traffic system with little impact from other systems, giving maximum punctuality

and greatest capacity utilisation

Good connecting traffic

A separate track with few connections to existing main lines

Few stops

Simple infrastructure with few installation elements

A fixed track system

A modern, efficient, energy-efficient electrical system with a high level of redundancy

Signal systems with ERTMS level 2 (E2)

The installation is being designed with a view to reducing the impact of factors such as the

climate and snow

It must be possible to lay the track on viaducts where this would be advantageous from the

standpoint of land and the environment



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2 Definitions and abbreviations

2.1 Definitions

Serious incident (within the work environment) An incident which in itself

presents a major risk of ill-health or accidents.

Installation (within the transport system) A space or area arranged for a

specific function together with necessary installations.

Installation cost (within investment operations) Total cost, from pilot study up

to and including handover of the installation to administration.

Corrective maintenance (within the provide the transport system field) Maintenance which is

carried out once a fault has been discovered and with a view

to ensuring that the installation is in a condition that allows it

to perform the designated function.

Operation (within the provide the transport system field) A combination

of all technical, administrative and steering measures which

support traffic operations on a section of railway and which

are not maintenance measures.

Operation site A location on the section of railway where passengers can

board or leave a train. A separate restricted area of the track

where panel operators can monitor train movements more

closely. Equipped with a signal safety installation.

Available time Agreed time for e.g. A-type protection in respect of planned

maintenance or investment.

Double track A section with two main tracks between two operation sites.

Double run One train in either direction.

Single track A section with just one main track on the line between two

operation sites. The capacity is dependent upon the passing

clearance between trains at certain locations.

Fault (in installations) The cessation of a unit's ability to perform

the required function.

Fixed track Also known as a ballastless track system. A railway

installation which is not ballasted, where the rail is mounted

on a track plate instead of sleepers. See also Track plate.

Preventive maintenance (within the provide the transport system field) Maintenance

carried out at set intervals or in accordance with prescribed

criteria with a view to reducing the likelihood of faults or

impairment of the function of an installation.

Preventive measure A measure for eliminating the cause of a potential non-

conformance or another unwanted possible situation.

Provision A generally applicable rule decided upon by the Riksdag

(Swedish parliament), the Government, another authority or a

municipality.



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Administrator (in the administration model) A role which involves carrying

out operational work with one or more administration

components.

High-speed train, high-speed track Train and track standard above 250 km/h.

Infrastructure administrator An organisation which manages tracks in accordance with the

Swedish Railways Act (2004:519).

Intelligent trains Designation for trains/vehicles which have their own metering

equipment which alerts the operator in the event of faults due

to overheating, wheel wear, pantograph wear, etc.

International Union of Railways Union Internationale des Chemins de fer (UIC). Works to

promote railway transport by means of standardisations and

interaction between railway administrators, among other

things.

Railway company A company operating rail traffic in accordance with the

Swedish Railways Act (2004:519).

Inclination The longitudinal inclination of the railway is specified in per

mille (‰), i.e. thousandths, and is equivalent to tenths of a

percent. A 10 ‰ inclination means that the track height

changes by 10 metres over a distance of 1 000 metres.

Environment Surroundings in which an organisation operates, which

includes air, water, land, natural resources, flora, fauna and

people, and the interaction between these elements.

Environmental impact Every positive or negative change to the environment which is

caused entirely or partly by the organisation's environmental

aspects.

Operator See Railway company

Platform A raised area beside a track for use by passengers for boarding

and leaving trains.

Project A task limited in terms of time and space, with physical

measures. May refer to both investment and maintenance

projects. Here, "project" generally related to railway building

projects.

Punctuality A quality gauge, indicating how well the trains follow the

timetable.

Regional train A passenger train for traffic between urban areas in a region.

There are also long-range regional trains which link together

multiple regions.

Timeliness Trains arriving on time in accordance with the train plan.

Track A unit consisting of rails, rail fixings, sleepers and ballast,

point switches and other components such as track

superstructure.

Track installation The track and other fixed installations that are required for the

track inventory, operation and use, signal and safety



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installations in general, traffic management installations and

arrangements for providing electrical power to the traffic.

Track plate Also known as slab track. The fixed structure on which the

rail is mounted in the case of a fixed track system, instead of

sleepers. See also Fixed track.

Station See operation site.

TEN network Trans-European Network. A European transport network

defined by the EU. This network includes roads, railways and

shipping lanes.

Incident (within the work environment) An unwanted event which

could lead to ill-health or accidents.

Traffic system A traffic operation network with various kinds of train within

an area.

Train plan A plan for traffic operation on the railway network. Includes

timetables, track usage plans, etc. National train plan switch in

June, international in December every year.

Train set One or more rail vehicles linked together for rail traffic.

Maintenance (within the provide the transport system field) A combination

of all technical, administrative and steering measures during

the service life of an installation, designed to maintain it at or

restore it to a condition that permits it to execute the intended

function.

Maintenance window See Available time

2.2 Abbreviations

ATC Automatic train control. An automated signal system which

monitors the situation to ensure that the engine driver is

compliant with signals and speed limits.

DB Deutsche Bahn, the German state railway.

ERTMS European Rail Traffic Management System. A newly

developed European train management system with a view to

achieving interoperability across national boundaries.

ETCS European Train Control System

LCC Life Cycle Cost

MTBF Mean Time Between Failures Used to indicate the mean time

between component failures.

MTTR Mean Time To Repair

RT Right Time, as per the timetable

MPAL Maximum Permitted Axle Load



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MPS Maximum Permitted Speed

TEN Trans-European Network. A European transport network

defined by the EU. This network includes roads, railways and

shipping lanes.

ESD Electrical Switch Detector

TSI Technical Specifications for Interoperability. Technical

regulations issued by the European Commission which apply

to high-speed tracks and trains or conventional tracks and

trains in Europe.

UIC Union Internationale des Chemins the fer, or International

Union of Railways. Works to promote railway transport by

means of standardisations and interaction between railway

administrators, among other things.



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3 Requirements for planning

3.1 Formalities

3.2 Load-bearing capacity, stability and durability

For the design of tunnel mouths, size of tunnel cross-sections, positioning of air shafts and other

structural design, see section 5.2.2

3.3 Safety in service

3.3.1 Physical barrier

The track must have a physical barrier along its entire length in order to minimise the risk of collisions

with people and animals. The barrier must be at least 2.5 metres high and may consist of fencing,

noise-muting measures and/or other measures for protection or configuration along the track. The

barrier is designed to prevent or imped climbing, graffiti or other vandalism.

The barrier must be positioned at least 5 metres from the centre of the track along its entire length so

as to make it possible for maintenance personnel to move along the track for transport and

maintenance measures while train services continue.

Adaptation of personal protection to prevent suicide and accidents involving humans must be designed

on the basis of local needs, and consist of measures in accordance with section 12.4.1.1. Measures at

operation sites where passengers board and leave trains must be taken into account in particular.

3.3.2 Requirements for traffic safety

The installation must be designed with a high level of safety in terms of traffic safety, personal safety

and suicide so as minimise serious incidents and accidents.

The safety zone normally extends at least 2.2 metres out from the rail, but for high-speed tracks the

safety zone is extended to 3.5 metres.

The track must be designed so that people, animals and foreign objects cannot access tracks that are

used by trains.

It must be possible to have flexible braking distances in the system in the event of problems with grip

in winter, wheelslip due to leaves, etc.

3.4 Environment and health

3.4.1 Fauna passages and similar

To minimise the risk of collisions with animals and permit wildlife to move about unimpeded, fauna

passages, gates/bridges for wildlife and/or ecoducts must be constructed along the track in accordance

with (Swedish Transport Administration Publication 2012:179) and (Swedish Transport



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Administration Publication 2012:181). The number of passages is adapted on the basis of local needs

and requirements from authorities. Bird protection or alternative arrangements which scare birds must

be set up at potential bird routes in order to prevent larger birds flying in and being injured or dying

and causing damage to the installation and vehicles.

If the track is built as an elevated structure, there is no need for special animal passages.

3.4.2 Requirements for safety guards

Protection for the track must be designed using barriers in order to make it impossible to commit

suicide, sabotage and prevent other unauthorised access to the track.

See section 12.4.1.1 for possible protective measures.

The track and its surrounding area must not have any flammable material or equipment which could

result in a fire leading to stoppage of traffic.

3.5 Punctuality

The requirement for accessibility must be at least 99% throughout the entire high-speed train system.

Accessibility is a generic quality gauge for a product. Accessibility involves high levels of punctuality,

reliability for customers and stringent functional requirements for the installation and vehicles. The

quality gauge is followed up in terms of customer satisfaction, destination targets/results, quality of

connections, frequency of services, punctuality on arrival, etc.

Punctuality on arrival must be at least 95% (RT+5), measured at all operation sites in the system.

3.6 Capacity

For vertical clearance requirements to fixed structures in respect of the power supply system, see

section 6.6.2.2.

For requirements for platform lengths and future expansion options, see section 8.6.1.

For requirements for platform width, see section 8.6.2.

For requirements for track design next to platforms, see section 8.6.5.

For requirements for the distance between platform tracks and normal main tracks, see section 8.6.6.

For requirements for parking tracks and surfaced areas adjacent to these, see section 8.6.6.

For requirements for spacing between points/point connections, see section 12.6.1.



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3.7 Robustness

3.7.1 Making trees safe

The track must be free of ground vegetation and undergrowth along its entire length, and trees must be

made safe back by placing maintenance routes at least 20 metres away from the nearest track centre in

accordance with the Swedish Transport Administration's standard.

An elevated alternative means that the scope of the requirement for making trees safe is reduced.

3.7.2 Requirements for information security

Information systems required for operation of the track must be designed to minimise the risk of

information losses and guarantee correctness.

3.7.3 Requirements for crisis management

Access roads must be designed so that these can be used by emergency vehicles as well.

There must be access to the track at least every 5 km so as to permit maintenance, rescue, evacuation,

etc.

3.7.4 Miscellaneous

For requirements for the positioning of section barriers and design of the power supply installation, see

section 6.7.

For requirements for the positioning and design of cable ducts, see section 7.7.

For requirements for the design of climate assurance measures, see section 7.7.2.

For requirements for track connections and road connections to the track, as well as the dimensioning

of these, see section 8.7.3.

For requirements for the positioning of equipment outside sites where A-type protection is required,

see section 12.7.4.

3.8 Usability

No further requirements beyond those stated in existing regulations.

3.9 Optimised life cycle cost

For the entire installation, including non-specific railway installations, the entire life cycle (LCC) must

be taken into account right from the planning and design phase, and analyses must be carried out in

order to optimise materials selection, maintenance methodology, inspection of the condition of the

installation during the operation phase, maintenance of stocks of spares, training initiatives,



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organisation for maintenance, maintenance vehicles, etc. for both the maintenance contractor and the

Swedish Transport Administration's Traffic Management team.

3.10 Interfaces between components and between installations


3.11 Interfaces with vehicles

For requirements for the track's infrastructure profile, see section 8.11.2.1.

For requirements for track spacing, see section 8.11.2.2.

For requirements for inclination, see section 8.11.2.3.

For requirements for minimum horizontal radius, see section 8.11.2.8.

For requirements for minimum vertical radius, see section 8.11.2.9.

For requirements for minimum transition curve length, see section 8.11.2.10.

For requirements for the 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 installation must be designed so that each part of the installation can be reached, a maximum of 1

km's walk from the car park, without crossing tracks or entering the safety zone.

Two-way vehicles must have the option of using every track for a maximum distance of 60-80 km

without crossing any other main line/train track.

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 construction of railway bridges on

tracks with an MPS above 250 km/h but not exceeding 320 km/h. The requirements in accordance

with (TSI Infrastructure) and (TRVK Bridge 11) are applicable, and this chapter mainly specifies

supplements and amendments to these requirements. Supplements are indicated as inserted text in

italics and are to be regarded as mandatory requirements. Comments in inserted text in italics are to be

regarded as advisory. The following chapter provides references to (SS-EN 1990) and (EN 1991-2).

The following documents have not been finalised but should be referred to at a later stage:

(prEN 16432-1:2014) and (prEN 16432-2:2014)

(Swedish Transport Administration, 2011, Railway for 320 km/h)

The following documents are not implemented in currently applicable Swedish regulations, but

provide guidance on the implementation of ballastless track systems in Germany.

(Deutsche Bahn, 2002)

(Deutsche Bahn, 2012)


4.2.1 General

Requirements for design reports on analysis of dynamic effects are specified in (TRVK Bridge 11,

A.3.5.4).

The technical service life for railway bridges is normally 120 years (TRVK Bridge 11, B.1.2).

Railway bridges are implemented in accordance with safety class 3, (TRVK Bridge 11, B.2.2).

Basic dimensioning regulations are specified in (TRVK Bridge 11, B.2.3).

Comment 1: Requirements for fixed track systems in accordance with prEN 16432-1:2012

should be taken into account. Further guidelines are provided in (Deutsche Bahn,

2002) and (Deutsche Bahn, 2012).

Exposure classes are specified in (TRVR Bridge 11, Table D.1-1).

Requirements for link plates are specified in (TRVK Bridge 11, D.1.2.10).

Requirements for settlement are specified in (TRVK Bridge 11, B.3.4.2.5).

Supplement 1: Requirements for the absolute position of the track in accordance with section

8.11.3.1 must be taken into account.

The design of foundations is specified in (TRVK Bridge 11, C).

Supplement 2: Requirements in accordance with chapter 7, Requirements for track substructure

and supporting foundation, must be taken into account.

The durability of concrete structures is specified in (TRVK Bridge 11, D.1.3).



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Comment 2: Recommendations in respect of fixed track systems can be found in (Deutsche

Bahn, 2002) and (Deutsche Bahn, 2012).

The durability of steel bridges is specified in (TRVK Bridge 11, E.2.2).

Requirements for sealing layers are specified in (TRVK Bridge 11, G.2.3).

Requirements for dewatering systems are specified in (TRVK Bridge 11, G.5).

Requirements for transition structures for railway bridges are specified in (TRVK Bridge 11, G.8).


8.11.3.1 are also applicable to differential settling between the end of the bridge

and the transition structure.

Supplement 4: Requirements for the transition zone in accordance with section 8.11.3.3 must be

taken into account.

Comment 3: Recommendations in respect of transition structures for fixed track systems on

bridges can be found in (Deutsche Bahn, 2012).

Requirements for supporting structures are specified in (TRVK Bridge 11, L.2).

Requirements for the design of troughs are specified in (TRVK Bridge 11, L.3), and requirements for

the design of pile decks are specified in (TRVK Bridge 11, L.4).

Supplement 5: The requirements in accordance with (SS-EN 1990, A2.4) are also applicable to

troughs and pile decks to the same extent as railway bridges.


8.11.3.1 are also applicable to troughs and pile decks.

Supplement 7: Requirements for the transition zone in accordance with section 8.11.3.3 are also

applicable to troughs and pile decks.

Requirements for design of screens, walls and canopies at railways are specified in (TRVK Bridge 11,

L.8).

4.2.2 Bridge types

Dynamic controls in accordance with (SS-EN 1990, A2.4) and (TRVK Bridge 11, A.3.5.4) be carried

out when draft drawings are compiled. (TRVK Bridge 11, A.2.2) is applicable in respect of proposals

for a technical solution.

Comment 4: It is best not to implement railway bridges on high-speed tracks as suspension

bridges, cable-stayed bridges or arch bridges with suspension struts due to the risk

of resonance.

Comment 5: There is a risk of high levels of vibration in steel and composite girder bridges due

to a combination of low mass and low natural frequency.

Comment 6: There is a risk of high levels of vibration in bridges with integrated back walls due

to transient vertical train loads against the integrate back walls.



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Comment 7: There is a risk of high levels of vibration in short bridges on soft foundations even

if the load-bearing structure is highly rigid.

4.2.3 Traffic load on bridges

General requirements in respect of traffic load on bridges are specified in (TSI Infrastructure, 4.2.14).

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).

Supplement 8: 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.

Supplement 9: 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 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

Comment 8: For fixed track systems on bridges, load distribution in accordance with (SS-EN

1991-2, 6.3.6.2) or (SS-EN 1991-2, 6.3.6.3) is not applicable.

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.

Comment 9: For linear dynamic systems, the factor 0.5φ´´ can normally be multiplied to give

the results from the dynamic analysis.

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.



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Comment 10: Fixed track systems can be designed with a separating layer between the track

plate and the load-bearing structure with a view to reducing mechanical forces in

the track plate due to temperature fluctuations and shrinkage of the load-bearing

structure. In such instances, the mode of operation for the combined response

between the track plate and the load-bearing structure must be demonstrated by

means of calculations. It is also necessary to demonstrate that horizontal forces

from braking and acceleration can be transmitted to the load-bearing structure.

Comment 11: The values in accordance with (SS-EN 1991-2, 6.5.4) are applicable only to

ballasted track. Recommendations for fixed track systems are provided in

(Deutsche Bahn, 2012).

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.

Supplement 10: The same requirements for fatigue verification are also applicable to

pile 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) and lateral deflection and

oscillation in accordance with (SS-EN 1990, A2.4.4.2.4).

Comment 12: By way of an amendment to (SS-EN 1990, A2.4.4.2.3(3)), requirements are

specified for angle changes at supports in (TRVK Bridge 11, B.2.3.1j). This is

applicable to ballasted track.

Comment 13: For fixed track systems, necessary movements and forces must be taken into

account. These may be dependent on the choice of technical solution and

determined in consultation with the client.

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



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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, where MPS in the formula is MPS on the

track. Increases in speed are executed in sufficiently small steps to describe resonance peaks.

Supplement 11: It is necessary to demonstrate that the relevant train load models do not induce

significant resonance rates below 40 m/s.

Supplement 12: For bridges where MPS<200 km/h but which still have to be compliant

with train load model HSLM or equivalent, dynamic analyses plus Supplement 11

above are required.

Supplement 13: 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.

Supplement 14: Increased damping Δζ in accordance with (EN 1991-2, 6.4.6.4) must not

be permitted as this risks overestimating the interaction between vehicles and the

load-bearing structure in combination with train load model HSLM.

Comment 14: Increased damping due to interaction with the substructure may be included if it

can be demonstrated that the total damping is not overestimated.

4.2.5.6 Rigidity of load-bearing structures and supports

The estimation of bridge rigidity must be carried out along the lower edge throughout, in accordance

with (SS-EN 1991-2, 6.4.6.3.3).

Comment 15: A lower modulus of elasticity normally results in a lower resonance rate. The

resulting rigidity relates to short-term load and bridge condition throughout its

technical service life. The use of variable rigidity distribution must be

demonstrated by means of calculation. A rigidity of 0.6Eck can often be regarded as

conservative.

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

Comment 16: Low foundation rigidity may result in low vertical eigenmodes, e.g. for short flat,

girder or slab frame bridges.

System calculation modules can be calculated in accordance with (TRVR Bridge 11, Annex 107).



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4.2.5.7 Mass

(SS-EN 1991-2, 6.4.6.3.2) specifies that dynamic analyses must be carried out with a minimum and a

maximum estimate of the mass of the load-bearing structure.

Supplement 15: For load-bearing structures with a fixed track system, it is allowed for

only one analysis with a nominal mass to be carried out.

Comment 17: For slab frame bridges, the dynamic response can be reduced by means of

interaction with surrounding fill, e.g. as mass with sympathetic vibration. The

validity of this must be demonstrated by means of calculation.


Requirements for and the design of guard rails are specified in (TRVK Bridge 11, B.1.11.3 and

G.12.5).


Requirements for environmental impact are specified in (TRVK Bridge 11, B.1.5) and (TRVR Bridge

11, B.1.5).

4.5 Punctuality


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

Intrusion detection must be installed on bridges ≥15 metres, with an alarm connection to the Swedish

Transport Administration's Scada system.



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4.8 Usability





Requirements for load-bearing structures from track substructure and track superstructure are specified

in section 4.2.


In the case of additional fatigue verification in accordance with section 4.2.5.2, the tonnage and mix of

actual trains must be specified for the project in question.


Requirements for fixed inspection devices are specified in (TRVK Bridge 11, G.11).







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5 Requirements for tunnels

5.1 Formalities

The following chapter specifies a technical system standard for tunnels for tracks with an MPS above

250 km/h but not exceeding 320 km/h. Basic requirements for high-speed railways in tunnels can be

found in the technical specifications for interoperability (TSI), EU regulations which include

requirements for both conventional railways and high-speed railways. The national requirements

devised by the Swedish Transport Agency and the requirements devised by the Swedish Transport

Administration are also applicable, both for conventional rail traffic.

The Swedish Transport Administration's requirements in respect of tunnels for conventional rail traffic

are specified in the following documents:

(TRVK Tunnel 11)

(TK Geo 11)

This chapter primarily specifies supplements and amendments to these requirements.


5.2.1 Basic dimensioning requirements

Tunnels must be dimensioned for the speed for which the track section in question is designed, and for

the train types that must be able to operate on the track. When designing double track tunnels, it is

necessary to state what train types are to be able to meet in the tunnel and what speeds are to apply to

the oncoming trains. The tunnel must be designed so that no "sonic boom" occurs.

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. Comfort requirements for passengers must also be taken into account, i.e. the

maximum pressure difference to which rail passengers and staff are exposed must not cause

discomfort.

In the case of underground stations, measures must be implemented to ensure that passengers are not

subjected to major air movements.


5.3.1 Walkways

Walkways must be designed in accordance with (TSI Safety in railway tunnels, 4.2.2.7).



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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 to maintenance personnel for inspection, checks and maintenance while the track is in

use.

The same requirements are specified for underground stations.


Intrusion detection must be installed at tunnel mouths, with an alarm connection to the Swedish

Transport Administration's Scada system.

Maintenance work is carried out at times when trains are not running.

5.8 Usability



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

component structural elements.



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5.10.1 Boundary to track substructure

The transition between fixed track outside the tunnel and fixed track inside the tunnel must be

designed so that there is no harmful settlement. The design of the substructure in connection to the

tunnel is extremely significant here. See also section 7.2.2.3.

Otherwise, see chapter 7.

5.10.2 Boundary to track superstructure

The tunnel is implemented with fixed track.

Settlement differences in the tunnel and between the tunnel and track outside must not exceed the

specifications in section 8.11.3.1.

Otherwise, see chapter 8.











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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 tracks with

an MPS above 250 km/h but not exceeding 320 km/h. Applicable elements from the following

regulations are cited:

(TSI Energy)

(ELSÄK-FS 2008:1)

(SS-EN 50367)

(BVS 543.14320)

(BVS 1543.11601)

(BVS 1543.14000)

(BVS 1543.17000)

(BVS 1586.20)




The power supply system must be compliant with (ELSÄK-FS 2008:1).



6.5 Punctuality

The power supply system must make a positive contribution to overall punctuality for the

infrastructure with correctly dimensioned capacity (see section 6.6) and robustness (see section 6.7).

On high-speed sections where the MPS is above 200 km/h, sectioning must be carried out with air

sectioning. At lower speeds, this is applicable as a first-choice solution, but section isolators may be

permitted in exceptional cases if there are imperative reasons for these.

See section 6.7 for more requirements for sectioning.

Disconnectors are fitted on masts and controlled remotely, with the exception of locally sited

operating disconnectors.

For disconnector positioning, see section 6.7.



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At 15 kV, the supply boundary can be uninterruptible for train operation. If an input is placed on a

section of line which is not close to signals, live protection points with air sectioning can be arranged.

Otherwise section isolators with earthing horns are implemented in the first instance.

For operation sites and points, section barriers must be positioned so that reasonably long track

sections can be powered down for work while traffic can operate at point connections as far as

possible. Natural locations for sectioning are either between opposing signals at operation site

boundaries or close to (facing) points.

For double tracks, transverse feeds with remotely controlleddisconnectors (at one end, and a manually

operated operating disconnector at the other end) must be arranged on every operation site and close to

the infeed point.

6.6 Capacity

Power supply systems must be built with a capacity capable of accommodating well-defined traffic.

The capacity at infeed points can also be built in stages if the final traffic is implemented later than the

opening of the track.

6.6.1 Infeed point

Power supply systems to traction systems (vehicles) must be 16.7 Hz. Frequency converters must be

used to convert 50 Hz energy to 16.7 Hz energy in accordance with (BVS 1543.17000).

The infeed points must be capable of ensuring a load capacity as defined in (High-speed tracks and

expansion of existing main lines Stockholm-Gothenburg/Malmö), unless defined otherwise.

6.6.2 Catenary system

6.6.2.1 Catenary system - electric

AT systems must be constructed in accordance with (BVS 1543.11601).

Catenary current capacity must meet the requirements demanded by final traffic.

6.6.2.2 Catenary system - mechanical

The catenary must have an EC declaration.

The catenary must be dimensioned to withstand speeds of 350 km/h, for the pantograph clearance

specified in (TSI Energy, 4.2.19).

The catenary must be designed so that it is suitable for a Nordic winter climate and the prevailing

ground conditions.

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.



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The design of the catenary must meet the requirements in (TSI Energy, 4.2.9.1).

The catenary's geometry must be compliant with the technical specifications defined in (TSI Energy,

4.2.9.2), (TSI Energy, 4.2.10) and (TSI Energy, 4.2.12).

The contact wire material must meet the requirements in (TSI Energy, 4.2.11).

The contact wire wave propagation speed must meet the requirements in (TSI Energy, 4.2.12).

The catenary must be designed by using the static contact force and mean contact force Fm as

specified in (TSI Energy, 4.2.14) and (TSI Energy, 4.2.15).

The catenary must be designed in accordance with the requirements for dynamic behaviour as

specified in (TSI Energy, 4.2.16).

The catenary must be designed to provide the necessary space for raising as specified in (TSI Energy,

4.2.16).

The vertical displacement of the contact point must be in accordance with (TSI Energy, 4.2.17).

Phase-separating sections or protection points must be implemented in accordance with (TSI Energy,

4.2.21).

The catenary must be constructed for a pantograph 1600 mm wide in accordance with (SS-EN 50367,

Figure A.6).


Figure B.5).


Figure A.7).

The catenary must be dimensioned for normal traffic at wind speeds of up to 30 m/s.

In general, all structures must meet the requirements in (SS-EN 50119). As regards insulation distance,

(SS-EN 50119, Table 9) for 25 kV, 50 Hz systems must be followed.

If there is a risk of birds short-circuiting the catenary with other earthed structural elements (plates,

bridges, etc.), the insulation distance must be increased from 270 mm to 400 mm.

Equipment 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 must not encroach upon the infrastructure profile, see (BVS 1586.20).

Vertical clearance to fixed structures must be more than 6.7 metres in accordance with (BVS 1586.20).

Catenaries in tunnels must be designed so that they can be accommodated in the available space as

described in (TRVK Tunnel 11).

The condition of the pantograph must be monitored by means of at least one camera on either track.

The raising of the pantograph must be monitored by means of at least one camera on either track.

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

Auxiliary power systems must meet load requirements or be in accordance with (BVS 543.14320).



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6.7 Robustness

The catenary installation must be designed and configured to cope with SMHI warning class 2 with no

material damage to the installation.

Sectioning of the catenary installation must be optimised on the basis of the track's division with lines

and operation sites, and the traffic management's need for fast restore capability in the event of

accidents and catenary failures, for example, so that traffic can be resumed as soon as possible.

Section barriers and installation design in general must be configured such that maintenance work and

repairs can be carried out on one track while traffic continues to operate on the other (probably with a

speed reduction).

Section barriers must be positioned so that the track can be used for traffic as efficiently as possible

during planned maintenance and for rectification of faults.

All elements of the electrical installation must be protected from birds in order to prevent birds dying

and damage occurring to the installation that would result in traffic being stopped.

Synthetic DNA (SmartDNA) must be used on all copper materials left open in the installation in order

to facilitate traceability and proof in the event of crimes. Catenary equipment must be traceable down

to component level so as to permit the geographical location of components in the installation to be

recorded in a database. Alternative methods and materials approved by the Swedish Transport

Administration can be used.

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 inconveniently shut the track unnecessarily. If possible, disconnectors should be

accessibly using both track vehicles and road vehicles. It is also possible to consider implementing

operating disconnectors and an auxiliary supply option for catenary groups so that disconnectors can

be made available for maintenance without closing the track.


Requirements for KIKA detection of vehicle pantographs before entering the high-speed network with

alarm connection to the Swedish Transport Administration's Scada system.

Requirements for measurement of temperature changes in the electrical installation with infrared

camera at least once a month.

6.7.2 Climate assurance

Effective ways of deicing the catenary must be available.



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6.7.3 Collective power supply

Traffic must not be restricted in the event of failure of a converter station. This assumes that it is

possible to maintain a collective power supply between two adjacent stations and that traffic operates

with the planned distance between trains. Acceleration capability can also be restricted if there are

traffic disruptions which result in trains running unusually close to one another.

If one station fails in such a manner that the collective power supply between adjacent stations cannot

be maintained, the impact upon traffic can be accepted.

Converter stations must meet the N-1 criterion.

6.7.4 Faults in catenary systems

The catenary must not cause more than 5 faults/year/100 km which are due to the design of the

catenary.

Catenary maintenance times must be scheduled in the timetable every 300 hours/100 km and year.

Maintenance is distributed over 4-hour shifts.

The MTBF for catenary faults must be more than 10 years/km.

The MTBF for catenary faults which disrupt trains must be more than 30 years/km.

The maintenance organisation must be dimensioned so that the average train delay due to a catenary

fault which disrupts trains does not exceed 10 hours.

Administration data must be supplied in the form of a 3D model file which must be maintained

throughout the service life of the catenary.

A maintenance system must exist in which the maintenance intervals follow the maintenance

instructions from the supplier.

6.7.5 Auxiliary power system

Requirements in accordance with (BVS 543.14320), (BVS 1543.14310) and (BVS 1543.14320).

6.8 Usability

Carbon collector strips must be adapted to Nordic winter conditions and be impact-resistant.


When procuring the catenary installation for a high-speed track, it is extremely important for the

Swedish Transport Administration not to procure different catenary systems for different subsections.

This is because having different catenary systems will probably make maintenance more difficult

(more variants for components and solutions) and hence result in a higher LCC for the overall section

of the high-speed track.



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The risk is deemed to be reduced if the procurement procedure is divided up into a design phase and a

construction phase. During the design phase, the Swedish Transport Administration is responsible for

ensuring that a design is produced on the basis of the functional requirements that will be included in

the Swedish Transport Administration's standard for high-speed catenaries.








For infeed points in accordance with (BVS 1543.17000).





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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 tracks with an MPS above 250 km/h but not exceeding 320 km/h. Applicable elements

from the following regulations are cited:

(TK Geo 13)

(AMA Construction 13)

(TK Dewatering)

(TR Dewatering)

(MB 310 Technical dewatering dimensioning and design)


7.2.1 Basic dimensioning requirements

7.2.1.1 Essential definition of ballastless track

The superstructure, substructure and supporting foundation must be designed in accordance with

Annex 1: Figure 1.

7.2.1.2 Service life for geostructures

Permanent geostructures in the substructure and supporting foundation must be dimensioned for the

same technical service life as the structure above, but at least 80 years.

Load-bearing structures such as piles, pile footings, pile decks and similar must be dimensioned for a

service life of 120 years.

7.2.1.3 Design train speed for geostructures

Permanent geostructures in the substructure and supporting foundation must be dimensioned for train

speeds of 320 km/h.

When dimensioning geostructures, there must be no futureproofing for higher future train speeds.

7.2.1.4 Design train loads for geostructures

Permanent 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. Cf. section 8.11.1.



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7.2.1.5 Design frost recurrence

Permanent geostructures in the substructure must be dimensioned for cold conditions (–oCd , minus

degree days) with a frost recurrence time of at least 100 years as determined by SMHI.

7.2.2 Track substructure

7.2.2.1 Frost insulation layer

Basic requirements/thickness

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

Frost insulation layer thickness:

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.

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.

Requirements for materials

Frost insulation layers must be made using crushed rock made of hard, durable rock varieties which

offer good resistance to weathering, from 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 150 mm.

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.

Requirements for packing

Storage density ID = 1.0 must be met for frost insulation layers.

7.2.2.2 Fill

Basic requirements

Fills must be implemented so that the total settlement does not exceed 5 mm after the installation time.



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Requirements for materials

Fills must be implemented in accordance with (TK Geo 13) and (AMA Construction 13, CEB, 3 Fills)

for track installations.

Maximum permitted particle size 300 mm.

Requirements for packing

Requirements for storage density which must be met:

ID = 1.0 fills less than 2.5 metres beneath the top edge of the track plate (see Annex 1: Figure 1).

ID = 0.98 fills between 2.5 metres beneath the top edge of the track plate (see Annex 1: Figure 1) and

the lower face of the fill.

7.2.2.3 Transitions

The following types of transition may occur:

Track and bridge

Track inside and outside a tunnel

Track on a less rigid supporting foundation and very rigid supporting foundation (rock)

Track on ballast and fixed track

Other rigidity differences in the longitudinal direction of the track (track crossings, drums,

etc.)

Special solutions for different types of transition must be established in relation to track rigidity

requirements (see section 8.11.3.3). Measures for equalising rigidity must be implemented if rigidity

differences may occur in the substructure or supporting foundation. Transition lengths must be

determined in relation to dynamic and design factors. The design of transitions must be verified by

theoretical studies which must show the effect of every solution in the form of a continuous change of

track rigidity between the very rigid and the less rigid side of the track.

Type solutions for transitions must be approved by the Swedish Transport Administration.

7.2.3 Supporting foundation

7.2.3.1 Geotechnical category and safety class

The geotechnical category and safety class must be determined in accordance with (TK Geo 13).

Geostructures must be verified, implemented and checked in geotechnical categories GK2 or GK3.

When dimensioning geostructures, the following safety classes must be applied:

Safety class 2 is applied unless specified otherwise.

Safety class 3 is applied with regard to stability failure for structures on a supporting

foundation of quick clay and for geostructures which affect or are affected by rail traffic.



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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

(TK Geo 13, 2.2.1) and (TK Geo 13, 2.2.2).

7.2.3.4 Settlements

Design settlements must be calculated for a dimensioning period of 80 years, and attention must be

paid to settlement in both supporting foundations and substructures.

Zero design consolidation settlements may occur in unreinforced or reinforced supporting foundations

after the installation period:

Settlements in an individual section

Transverse settlement

Longitudinal settlement

7.2.3.5 Track vibrations

When designing high-speed railways on supporting foundations made of unreinforced or reinforced

soil, the critical speed ccr and resulting vertical displacements must be investigated.

Speed-related track vibrations for high-speed railways 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 Annex 1: Figure 1) at the relevant load of a variable axle load at design speed must not

exceed 1.2 mm.

7.2.3.6 Soil and rock excavation

Soil and rock excavation must be designed in accordance with (TK Geo 13, 6), (AMA Construction 13,

CBB (Soil excavation)), (AMA Construction 13, CBC (Rock excavation)) and (AMA Construction 13,

CBD (Rock drilling)).

7.2.3.7 Light fills/ground reinforcements

Light fills/ground reinforcements may be used if the supporting foundation does not meet

requirements for:

Stability



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Bearing capacity

Settlements

Track and ambient vibrations

Light fills/ground reinforcements must be designed in accordance with (TK Geo 13, 10), (TK Geo 13,

11), (TK Geo 13, 12), (TK Geo 13, 13), (TK Geo 13, 14), (TK Geo 13, 16) and (AMA Construction 13,

CDB).

Technical, financial and environmental assessments are required as a basis when making decisions on

the use of light fills/ground reinforcements or bridges.

7.2.4 Catenary foundation

The foundations of catenary masts must normally be dimensioned in Safety class 2 and Geotechnical

class 2.

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 total

settlement and horizontal displacement at catenary wire level, which must not exceed the permitted

value to be determined by a catenary officer at the Swedish Transport Administration.

See also section 6.6.2.




7.4.1 Dewatering

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

(TK Dewatering)

(TR Dewatering)

(MB Technical dewatering dimensioning and design)

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.

The impact assessment must as a minimum describe the consequences of higher flows and levels than

the design flows and levels, as well as consequences if the bypass is overloaded for other reasons such

as blockage, altered flow conditions, etc. An approach for dealing with the identified potentially severe

consequences must are specified (preventive measures, contingency measures and/or a cautious

approach).

The groundwater level must not exceed 1.5 metres below the lower edge of the track plate (see Annex

1: Figure 1 and Annex 1: Figure 3) throughout the service lives of the geostructures.



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Dewatering systems must be capable of accepting and dealing with the design water load throughout

their service lives so that traffic is not affected and 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 drums 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

Cuttings must be minimised in the system as this causes problems in winter with drifting, for example.

A cable duct is constructed outside a catenary mast to ensure good access while the track is in use. The

cable duct is designed and constructed such that it forms part of the area for passenger transport along

the track.

For requirements in respect of ground vegetation, undergrowth and making trees safe, see section

3.7.1.


Strain gauges are fitted in exposed locations with an alarm connection to the Swedish Transport

Administration's Scada system.


Line sections with cuttings must be provided with protective vegetation or a protective structure (e.g.

snow fence, snow gallery, canopy) in order to minimise the risk of drifting.

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 tracks with an

MPS above 250 km/h but not exceeding 320 km/h. Steering documents are:

(TSI Infrastructure)

(TSI Accessibility for people with reduced mobility)

(SS-EN 14363:2005)

(UIC report: "Maintenance of high speed lines")

(BVS 1586.20)

(BVS 1586.26)

(TDOK 2014:0075)

(TDOK 2013:0347)

(TDOK 2013:0664)

Attention has also been paid where applicable to a new, merged TSI Infrastructure for both high-speed

and conventional. Requirements specified by other administrations for their high-speed tracks have

also provided guidelines.


8.2.1 General

The service life of the fixed track system's track plate must be at least 80 years for tracks on the

ground and 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

The track must be dimensioned as a minimum for the forces defined in accordance with EN-14363 and

described below.

8.2.2.1 Track resistance for vertical loads

The track must withstand, as a minimum, the following vertical loads:

M Qmax,lim = 200 kN for speeds ≤ 160 km/h

Maximum wheel load Qmax,lim = 190 kN for speeds > 160 km/h and ≤ 200 km/h



Maximum wheel load Qmax,lim = 160 kN for speeds > 300 km/h

Quasistatic wheel load Qqst,lim = 145 kN in accordance with (EN 14363, chapter 5.3.2.3).



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8.2.2.2 Track resistance for longitudinal forces

The track must withstand, as a minimum, longitudinal forces equivalent to a train braking at 2.5 m/s2.

The track must be designed to withstand braking with eddy-current brakes and electro-magnetic rail

brakes.

8.2.2.3 Track resistance for lateral forces

The track must withstand, as a minimum, lateral forces ƩYmax,lim and Yqst,lim in accordance with (EN

14363 chapter 5.3.2.2) (ƩYmax,lim = 1.0(10+2Q0/3)), giving ƩYmax,lim = 67 kN for high-speed trains with

an axle load of 17 tonnes. The track must also withstand, as a minimum, the quasistatic lateral force

Yqst,lim = 60 kN in accordance with (EN 14363 chapter 5.3.2.3).

8.2.2.4 Transition zones

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

transitions between ballast track and fixed track

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 section 8.11.3.1. The transition zones must

be at least 50 metres long (equivalent to approx. 0.5 sec at 320 km/h).

Other requirements for the transition zones are:

different types of transitions must not coincide

Welded joints must be avoided in the transition zone

Insulated joints and 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. See also section 8.2.2.5

Rail migration due to the temperature difference between the tunnel and the railway embankment must

be prevented.

Type solutions for the design of transition zones must be approved by the Swedish Transport

Administration.

8.2.2.5 Track rigidity

The rigidity (cG) at the support points 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)



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Q = Static wheel load (kN)

z = Rail deflection (mm)

Track rigidity must not vary by more than 0.3 kN/mm per metre on average over 10 metres.

Springback in rigidity must not exceed 3 kN/mm. There must be at least 20 metres between such

springbacks.


8.3.1 Fencing

The track area must be fenced in with a barrier at least 2.5 metres high. For possible solutions and

distance from the centre of the track, see section 3.3.1.



8.5 Punctuality


8.6 Capacity

8.6.1 Length of platform

Platforms for high-speed trains must be constructed for a train length of 400 metres.

Platforms for regional trains must be constructed for a train length of 250 metres.

8.6.2 Width of platform

The width of platforms must be dimensioned in accordance with (BVS 1586.26). This regulation is

adapted to match applicable TSIs.

8.6.3 Platform height

In the case of high-speed tracks, platforms must be arranged at a height of 550 mm, which is

equivalent to the national and international standard for intercity traffic.



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8.6.4 Platform distance from centre of track

Platforms must be positioned 1700 mm from the centre of the track plus any supplement for curves

and cants in accordance with (BVS 1586.26) which is linked to the requirements in TSI.

8.6.5 Track design adjacent to platforms

The minimum track radius adjacent to platforms is 500 metres. Attempts must be made to implement

straight track or large radii on tracks next to platforms. In the case of a new high-speed line, the track

adjacent to platforms must be designed so that it is possible to maintain an overview along the entire

length of the train.

The inclination of the track is specified in section 8.11.2.3, and the maximum cant is specified in

section 8.11.2.4.

8.6.6 Other design requirements at stations

Platforms may only be positioned next to tracks with a maximum speed of 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 with a maximum speed of 160 km/h. For stations in tunnels, an appropriate speed

(max. 160 km/h) must be examined in each individual case, depending on wind loads, tunnel design

and any protection on the platform.

The length of the platform tracks must be adapted to the speed at deviating points and normal comfort

braking.

The platform track must be located at least 7 metres from the normal main tracks if the platforms are

not sited adjacent to normal main tracks or if the normal main track operates at a speed of 200 km/h or

less. Protective fencing must be positioned between the platform track and the normal main track

(where the speed of the normal main track exceeds 200 km/h) to prevent objects being whipped up on

the platform. The station must also be designed to prevent unauthorised access to the tracks.

See Annex 1: Figure 2.

Parking tracks must be located adjacent to every operation site where passengers may board or leave

the train. These tracks must be at least 400 metres long, and it must be possible to use them for parking

passenger train sets, maintenance machines, visual inspection and minor repairs. These tracks need

only be sited on one side of the track system.

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

must be road connections to these areas. See also section 8.7.3.

8.7 Robustness

The installation must have high levels of accessibility and reliability, and punctual traffic with a high

level of preventive maintenance. Prior warning must be given of critical technical conditions and

frequent inspection/checking both manually and using multi-instrument vehicles for measuring the

status of track location, catenary, rail profile, signal installation, etc.



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The installation must be provided with transmitters, sensors and cameras for surveillance and checking

tracks and points, measuring stresses in rails, surveillance of the line area, tunnels, etc., where the

results must be used as a basis by a contracted maintenance contractor for planning of preventive

maintenance.

Strategic cyclic grinding of the rail material must be carried out regularly with a view to removing

defects at an early stage.

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. Point

switches must be configured and designed for technical robustness and reliability, where included

materials and components must function with few faults and where disruptions to rail traffic are

minimised together with planned preventive maintenance.


Safety inspections and measurement using instrument vehicles must initially take place at frequent

intervals in order to build up a knowledge base of the installation's wear and critical states.

Sensors must be present which detect any people, animals or foreign objects in the track area, with an

alarm connection to the Swedish Transport Administration's Scada system.

Rail indication must be provided so that alerts can be issued immediately in the event of rail faults, rail

breaks, track location faults, etc. with alarm connection to the Swedish Transport Administration's

Scada system.

Systems must be present which measure slowness and operating times for point machines and include

limit values with alarm connection to the Swedish Transport Administration's Scada system.


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 per hour and snowfall of at

least 20 cm per hour for a minimum period of 2 hours for traffic to function in accordance with the

applicable train plan. This means that both the installation and maintenance methods must be adapted

in order to meet the requirements.

All point switches must be provided with points heating, snow protection, protective covers and other

protective arrangements to the requisite extent in order to keep them free of snow and ice.

Function requirements for point switches:

There must be no Electrical Switch Detectors (ESDs) in the installation

Energy-efficient track points heating must be used

Point switches must be free of snow and ice in winter

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 must be taken into account during the design

phase.



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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 must be adapted depending on local requirements and criteria, 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. It must be possible for people to use roads and footpaths while the track is live

without encroaching upon the safety zone. The need for rapid evacuation of passengers must be taken

into account in this work.

Track connections to high-speed tracks can be made from:

the conventional track network

maintenance depots along the line

parking, maintenance and diverging tracks along the line

It is assessed that rack connections to the track will be needed at approx. 60-80 km intervals initially,

which is equivalent to approx. 1 hour's outbound transport and approx. 1 hour's return transport for

working trains with a transport speed of up to approx. 100 km/h. The speed of working trains may be

limited in some cases. Connecting tracks must be adapted to the requirement in such instances.

Road connections can be predicted to be required:

to maintenance depots and workshops

to local inspection and control sites

to technical buildings and signal boxes

to transformer stations and substations (roads must be constructed for heavy loads and with

sufficient load profile where necessary)

to GSM-R masts (mobiSIR sites) and special masts for the emergency services

to both sides of viaducts and tunnels

to emergency exits (from tunnels, fences, screens and other barriers) with regard to safety and

access for the emergency services, etc., the design is dependent upon the emergency strategies

selected

to and along assembly locations for entire points and point crossings and similar larger

exchange objects

along diverging tracks and parking tracks

every 2 km on either side of the track for maintenance personnel and for evacuation of

passengers from trains

for road and track vehicles (two-way) and associated necessary "track plans" for joining and

leaving the road/track, initially every 5 km.

Access roads must be dimensioned for the function required. The inclination should be no more than

approx. 5-8% depending on the type of surface layer and friction.

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

These locations are designed and positioned for optimum accessibility, transport solutions and

operating methods.

Parking and operating areas can also be predicted to be required:

at maintenance depots and workshops

at control and management centres



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at substations and suchlike

at each end of viaducts and tunnels

at access points and emergency exits if necessary

at access points for works machines and suchlike

8.8 Usability







8.11.1 General requirements

The track must be dimensioned for a 17-tonne axle load and 320 km/h (high-speed trains) and for a

22.5-tonne axle load and 200 km/h (fast regional trains). Cf. section 7.2.1.4.

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. 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 also be capable of withstanding a temperature of +100 °C for

short period (a few hours) without losing its function.

8.11.2.1 Infrastructure profile

The track must be constructed in accordance with applicable regulations (BVS 1586.20).

8.11.2.2 Track spacing

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

main tracks.



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For spacing between tracks at operation sites/stations, see section 8.6.6.

8.11.2.3 Inclination

Swedish high-speed tracks must be constructed with a maximum mean inclination of 25 ‰ over 10

km. Up to 35 ‰ may be permitted over a maximum of 2 km in exceptional cases. However, an

inclination greater than 25 ‰ should be avoided within 10 km of operation sites where trains stop for

passengers to board and leave the train.

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

uncoupled, a maximum inclination of 2.5 ‰ is to be arranged.

The maximum inclination for parking tracks and "BA sticks" is 2 ‰, and these must not slope towards

the line.

8.11.2.4 Cants

Cants higher than 160 mm are not arranged.

The cant in a fixed track system must be selected very carefully as changing this is a very complicated

and expensive operation. For guidance, high-speed trains must not have less than a 30 mm cant

deficiency, but the margins for speed increases must be as great as possible.

The speed profile, including a cant table, must be approved by the Swedish Transport Administration.

At platforms, the cant must not exceed 70 mm. The recommended cant adjacent to platforms is 50

mm.

8.11.2.5 Cant deficiency

The maximum cant deficiency for speeds above 300 km/h is 80 mm in current TSIs (in future TSIs, it

is proposed that this maximum should be increased to 100 mm). A 153 mm cant deficiency may be

permitted for speeds up to and including 300 km/h.

The minimum cant deficiency should be no less than 30 mm.

8.11.2.6 Cant excess

The maximum cant excess is 100 mm in accordance with (TDOK 2014:0075). As even slow trains are

passenger trains, the cant excess must be minimised for slow regional trains out of consideration for

passenger comfort.

8.11.2.7 Sudden cant change

The track must be constructed in accordance with the national standard, (TDOK 2014:0075). A sudden

change of cant of 100 mm up to 100 km/h is permitted there, and above that 85 mm is permitted up to

230 km/h.



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8.11.2.8 Minimum horizontal radius

The permitted cant and cant deficiency sets limits for the minimum permitted radius. A minimum

radius is one which provides an 80 mm cant deficiency and 160 mm cant at 320 km/h. This gives a

minimum radius of 5050 metres. Furthermore, margins should be added in order to increase comfort,

reduce the cant excess for slow passenger trains and reduce stresses on vehicles and tracks, unless this

affects costs, etc. Bearing this in mind, a minimum recommended radius for the track is 6300 metres.

Radius selection should also be guided by achieving a cant deficiency of at least 30 mm for slow

passenger trains, such as regional trains travelling at 200 km/h.

For deviating main tracks, curve radii are arranged on the basis of (TDOK 2014:0075) depending on

the design speed. Most deviating main tracks where speeds exceed 80 km/h should be arranged with

transition curves to promote comfort (with the exception of the diverging track curve for points).

8.11.2.9 Minimum vertical radius

Vertical radii are arranged in accordance with (TDOK 2014:0075) on the basis of design speed. This

specifies a minimum vertical radius of 0.175∙V2, which gives a minimum vertical radius of 18000

metres for 320 km/h and a recommended radius of 0.3∙V2, which gives a minimum vertical radius of

31000 metres for 320 km/h.

8.11.2.10 Minimum transition curve length

The length of transition curves is dimensioned in accordance with requirements in (TDOK

2014:0075). Optimum transition curve lengths depending on design speed are specified in (TDOK

2014:0075, Annex 1: Table 1). This table can also be used to determine the transition curve length on

the basis of the radius size.

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

Besides the requirements in (TDOK 2014:0075), the minimum length of straight track and circular

curves between transition curves and ramps should be at least 1.5 ∙ √𝑅𝑎𝑑𝑖𝑒𝑛 in order to increase

comfort on the track.

8.11.2.12 Crosswinds

It must be possible for a reference vehicle to drive safely along the track under the most critical

operating conditions in terms of crosswinds. The reference vehicle is defined in (TSI LOC and PAS).

It must be possible to demonstrate this by means of measurements and calculations and be assured by:

Locally reducing the speed if there is a risk of critical crosswinds

Designing arrangements which protect the track from critical crosswinds

Other appropriate measures

The project must chart areas where high crosswinds may occur. Measures must be implemented in

accordance with the above at these points. Another measure may also involve reducing the cant

deficiency, which is a contributory risk factor.



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8.11.3 Track design

For an outline diagram, see Annex 1: Figure 3.

The fixed track system must be dimensioned in accordance with Concrete Calendar 2000 (BK2,

section D, chapter 3). Other dimensioning models must be approved by the client.

The rigidity of the track plate must be approx. 34000 N/mm2.

8.11.3.1 Absolute track position (permanent deviations)

Stringent requirements for the relative and absolute position of the track are specified for lines which

are to be dimensioned for 320 km/h. When the track is commissioned, an option must remain to adjust

the track position by ±20 mm vertically and ±5 mm laterally.

The absolute position of the track must not deviate by more than ±20 mm vertically and ±5 mm

laterally from the designed position throughout the service life of the track. This deviation must not be

more than 4 mm vertically and 3 mm laterally over a length of 25 metres. This must be maintained via

no more than 2 track adjustments over the first 10 years and then no more than one track adjustment

every 10 years.

Track adjustments refer only to adjustments which can be carried out on track fastenings.

In ballast tracks, the absolute position of the track must be dimensioned in accordance with applicable

regulations for conventional track.

8.11.3.2 Relative track location

The track must at least be compliant with the track location for speed class 5H in accordance with

(TDOK 2013:0347, Track superstructure-Track location requirements for construction and

maintenance).

8.11.3.3 Reinforcement layers

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. Reinforcement layers may be

made using asphalt, cement-stabilised gravel/sand, compacted crushed rock or similar.

The rigidity of reinforcement layers or frost insulation layers must be 5000 – 10000 N/mm2.

8.11.3.4 Track gauge

The nominal track gauge is 1435 mm. Sleepers or support points in fixed track must be designed for a

track gauge of 1437 ± 2 mm.



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8.11.3.5 Equivalent conicity

According to calculation criteria described in TSI, the equivalent conicity must not exceed values

described in Annex 1: Table 1.

8.11.3.6 Rail quality

The steel variety must be R260.

8.11.3.7 Rail head profile

The rail profile to be used on Swedish high-speed railways is 60E2 for speeds above 200 km/h. Rail

profile 60E1 can be used below this speed.

8.11.3.8 Rail inclination

The rail inclination must be 1:30 ± 0.25 degrees. This rail inclination is also applicable to point

switches.

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 must be

0.65 metres ± 0.02 metres. The number of support points per 1000 metres must not deviate by more

than 0.5% from the number achieved with the selected support point spacing.

8.11.3.10 Rail fastenings

Rail fastenings must be capable of withstanding resistance to slippage of 9 kN, vertical force, lateral

force and longitudinal force. Besides this, the rail fastening must also be capable of adjusting the track

40 mm vertically and 10 mm laterally (±20, ±5).

Insulation value 5kΩ.

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 as these result in a greater need for

maintenance and an increased risk of disruptions. The movement length must be limited to 300 mm or

600 mm as far as possible.



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8.11.4 Special requirements for fixed track design (ballastless)

The fixed track system is dimensioned in accordance with Concrete Calendar 2000 (BK2, section D,

chapter 3). Other dimensioning models must be approved by the client. The rigidity of the track plate

must be approx. 34000 N/mm2.

The concrete quality is determined by the dimensioning (strength) and the exposure zone (durability of

concrete and protection of the reinforcement). Materials, implementation and inspection in accordance

with (AMA Construction) and (TRVAMA Construction).

Service life class L100 must be used when selecting the minimum concrete cover in

accordance with (SS 137010) for concrete base courses to be designed for a technical service

life of less than 100 years.

Supplement to guidelines for the selection of exposure class in accordance with the Swedish

Concrete Association's concrete report no. 11:

o All steel parts susceptible to corrosion in a concrete base course, such as connecting

devices which are corrosion-protected only by the concrete, must be included in the

term "reinforcement".

Exposure classes XD3 and XF4 must be applied to reinforced concrete base courses in the

following exposure zones:

o 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

o 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.

The concrete base course must be designed so that requirements for joint-free track in

accordance with (TDOK 2013:0664 Track superstructure – Jointless track, requirements for

construction and maintenance) are met.

Max. crack width ≤ 0.5 mm on the top side.

Max. crack width at level of structural parts susceptible to corrosion ≤ 0.2 mm.

No cracks are permitted to pass through the area around fixings for rail fastenings.

Crack formation must be controlled on implementation if non-prefabricated sleepers are cast

in.

Working joints must be sealed to prevent water ingress.

o Comment: Casting joints for prefabricated structural components must be regarded

as working joints.

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.

Relevant, 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).



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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.

Good accessibility for grinding and profile grinding the rails

Good accessibility to drainage wells

Good accessibility for welding (between the support points, there must be at least 60 mm

clearance beneath the rail)

Maintenance initiatives for carrying systems (track plate and any reinforcement layer)

requiring more than 4 hours of track closures must not occur during the first 40 years, and then

no more frequently than every 20 years.

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

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. This

may particularly involve point switches at hubs and for line-separating point switches.

Attempts must be made to implement straight points. 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.







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9 Requirements for signal systems

9.1 Formalities

The following chapter specifies a technical system standard for signal systems for tracks with an MPS

above 250 km/h but not exceeding 320 km/h. The primary steering document is (TSI Traffic

management and signalling). The Swedish Transport Administration's steering documents and the

documents to which the Swedish Transport Administration's steering documents refer are used in

addition to this document.

Basic requirements are that signal systems, including peripheral systems, must be capable of handling

speeds of up to 320 km/h and the theoretical traffic volume.

The signal system is built in accordance with the principles for ERTMS/ETCS level 2. This system is

described in detail in the TSI referred to above. The various ERTMS levels are referred to as E1, E2

and E3 in the document.

Baseline 3 or above must be selected as the underlying system selection for E2.

Theme

The current ATC is not capable of withstanding the higher speeds.

New tracks in Europe must be fitted with ERTMS.

E2 is the standard choice for the current type of railway.

E2 is a robust, tried and tested system for this type of railway.

E1, which is similar to today's ATC, is designed for operation sites with more frequent traffic.

Stockholm, Gothenburg, Malmö and Hallsberg are examples of operation sites equipped with

E1.

As things stand at present, E3 is not deemed to be sufficiently reliable to be used on tracks

with the type of traffic which will be found on the high-speed lines.

Baseline 3 or higher is an adaptation to to international traffic, primarily to Danish conditions.

E2 is designed to cope with the desired traffic.


Signal systems must be designed so that they can withstand the extreme weather that may occur near

the installations. Hence signal systems must also withstand the consequences of extreme weather such

as strong winds, high water flows, drought, high temperatures, forest fires and strong, long-term

precipitation.

The signal installations must have burglary protection, automatic extinguishing equipment, an

auxiliary power plant and UPS. All alarms must be connected to operational management, and the

communication routes for alarms must be protected from potential jamming.

The signal systems must be autonomous, i.e. high-speed lines' signal systems must not be dependent

on other signal systems not owned by the Swedish Transport Administration.



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The signal installations must be designed so that they can be maintained safely in accordance with

applicable legislation.

The signal installations must be designed so that they can be maintained safely in accordance with

applicable efficiency requirements.

The signal installations must be safe to use and safe in service. The physical barrier must also include

the signal installations. When designing the physical barrier, attention must be paid to signal

installations and their needs. The signal installations must be constructed and classified as protection

objects and be equipped with access controls.

It must be possible to maintain vital parts of the signal systems at all times of the day/night and year

and in all types of weather. As the signal systems have overcapacity, not all elements need to be

operational all the time. In other words, it is acceptable for circumstances temporarily to prevent

maintenance of certain parts of the signal and telecommunications installations if the signal

installations as a whole are operational and traffic can be maintained.


The signal installations must be equipped with air conditioning installations with a view to extending

the service life of the equipment and improving comfort for maintenance personnel. The function of

air conditioning installations must have alarm systems connected to operational management.

9.5 Punctuality

The signal systems must be designed so that the technical system standard's general punctuality

requirements are not adversely affected. See section 3.5.

9.6 Capacity

The signal systems must be dimensioned to cope with the maximum theoretical traffic volume.

"Maximum theoretical traffic volume" refers to the fact that the signal system must be capable of

withstanding a considerably higher load than that referred to by "planned traffic volume". "Maximum

theoretical traffic volume" essentially refers to a location in which a block section and another defined

part of the system may be located with a vehicle. The signal system must not become non-operational

due to maximum load.

The signal systems must also be capable of handling passenger information and information from

detectors, and the telecommunications systems must have 25% overcapacity for any future

requirements.

9.7 Robustness

The signal systems must be very robust systems with contingency to withstand effects, even if these

effects are rare or very unlikely to occur.



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The signal systems must work even if two of the communication paths are broken. The

communication paths must be well planned, and attention must be paid to the disruption scenario.

All cabling must be protected from attack, i.e. sabotage and also attack from the weather, groundwater

or other external impact.

It must not be possible to cause any damage to the signal system without tools or planning. The

installation must be safe to the extent that being able to commit sabotage or other destruction must

require extensive prior effort and a knowledge of the design of the installations.

Switchgear and associated equipment must not be positioned in the same location so that reliability is

affected when a single location is disabled. A plan must exist for the positioning of signal system

components with a view to maintaining reliability even if parts of the signal system are non-

operational. Switchgear must not extend over two or more sides of an operation site. Nor may

switchgear handle an operation site and a line simultaneously. Although the switchgear and RBC have

high capacity, the switchgear and RBC should not be used up to their full capacity. It must be possible

to disable switchgear and associated installations without having a noticeable effect on operations. In

other words, it must be possible to maintain traffic services when the signal system switchgear is

partially non-operational.

The switchgear/RBC must be connected to Gemini at points with minimum network class 1. The

allocation system must not be included in the signal housings. A minimum node class of 2 must apply

to signal housings. It must be possible to configure redundant equipment (switchgear/RBC) within 12

hours to replace any of the installation's signal housings. All switchgear/RBC for a control area is

placed in a signal housing. Any signal housing containing switchgear/RBC for more than one control

area is divided into the equivalent number of signal rooms (fireproofed). All switchgear/RBC for a

specific control area is collected in a signal room. If an entire signal housing, any of the ones in the

installation, is disabled, it must be possible for redundant equipment (switchgear/RBC) to replace the

disabled equipment.

It must not be possible to adversely affect the signal system by means of vibrations or other

disruptions from rail traffic or other activities. The signal system must also withstand the effect of high

voltage such as fallen catenaries or misconnections.

The signal system must be protected against snow clearance and other external maintenance work.

Signal system parts must not be positioned in such a way that they may be damaged by other

maintenance work that may be carried out in the track environment.

Faults resulting in train stoppage which are dependent upon faults in the telecommunications system

may only occur twice every 10 km and year. After faults resulting in train stoppage which are

dependent upon faults in the telecommunications system, traffic must be resumed after 15 minutes on

average over 1 year during the daytime (06.00-midnight). The signal system must be designed so that

delays propagates through the existing infrastructure are minimised. The signal system must be

designed to cope with changes to train plans without impairing safety.


Fault detection must be present for all vital parts in the signal system, and it must be possible to report

faults automatically to operational management.

Detection systems with a view to preventing damage to the track caused by vehicles must be provided.

It must be possible to automatically report fault detections from vehicles to operational management.

Detection systems with a view to preventing unauthorised vehicles accessing the high-speed track



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must be provided. Detection systems with a view to preventing damage to the track caused by people

and animals must be provided. Systems for dealing with faults in the installations and vehicles must be

provided.

Detection systems for wind speed management must be provided at tunnel mouths.

Intrusion, fire, sabotage, function fault detection with alarm connections to the Swedish Transport

Administration's Scada system must be provided at signal installations and tunnels.

9.8 Usability

It must be possible to operate services on one track of the double track when the other track is

undergoing maintenance or is non-operational for any other reason. In other words, single track

operation and reversal of the direction of travel must be readily possible.

It must always be possible to operate services on at least one of the tracks on an operation site. It must

also be possible to reverse trains on the line.


The signal system must be designed during the planning and design phase so that future replacement

of units is rationalised. See also section 3.9.


The signal system must be integrated with the Swedish Transport Administration's national train

management system (NTL). The high-speed lines must not be different to other railway systems in

respect of train management.

The number of varying signal system components of different makes and versions, etc. must be kept to

a low level with a view to facilitating future maintenance and operation. Standard components and

standard connections must be used where possible. Attempts must be made to achieve simplicity in the

installation and a minimised number of spare parts.

Signal components installed must be compatible with signal components already installed unless these

are the first components being installed in independent systems.




Signal 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.



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It must be possible to reach all signal installations all year round, with on-road vehicles, safely and

within a time which does not adversely impact upon the maintenance of the installation.

All signal installations must have parking places for maintenance vehicles. These parking places must

be provided close to the installations to be visited. As there is a risk of theft from visiting vehicles, it

must also be possible to park vehicles within lockable enclosures.


The installation must be designed so that efficient, safe and rational maintenance can be carried out.

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

For example, equipment must not be positioned such that this makes it more difficult to replace units,

and special tools must not be required in order to work with the installations.

The signal system must be modular. For example, couplings must be designed so that it is not possible

to connect the wrong module in the wrong place. Nor must it be necessary to solder equipment in the

field. Simple maintenance must be possible.

Signal installations must, of possible, be positioned in the same locations as other installations. "Other

installations" refers to AT transformers, for example. Positioning installations in the same locations as

others aims to reduce the number of locations along the track so as to reduce the need for maintenance

routes and surveillance.


MobiSIR sites must be sited 4 to 5 km apart. The MobiSIR sites are positioned in appropriate locations

along the track, but they do not have to be positioned directly next to the track if other positions are

considered to be better. However, these sites must be enclosed securely, and it must be easy for

maintenance personnel to access them.

Track management systems, with isolators, must not be used. Vehicle detection systems other than the

traditional track management must be used. No intervention, cutting, is permitted on the track with a

view to detecting vehicles.

Road protection, level crossings, must not be constructed. Not even transitions for maintenance

vehicles or personnel may be constructed.



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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 tracks

with an MPS above 250 km/h but not exceeding 320 km/h. The primary steering documents are (TSI

Traffic management and signalling) and (TSI Operation) with supplements (TSI Operation and traffic

management, Annex A, version 1) and amendment of (TSI Operation and traffic management). The

Swedish Transport Administration's steering documents and the documents to which the Swedish

Transport Administration's steering documents refer are used in addition to this document.

Traffic on the high-speed lines must be monitored via the national traffic management system NTL.

The high-speed lines do not differ from the rest of the railway network in respect of traffic

management. In this respect, the NTL requirements coincide with the requirements specified for traffic

management for the high-speed lines. The traffic management system requirements must match the

requirements specified for other systems in respect of the high-speed lines and TSIs.







10.5 Punctuality


10.6 Capacity


10.7 Robustness


For requirements for measurement and detection, see chapters 9 and 11.



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10.8 Usability
















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11 Requirements for telecommunications

11.1 Formalities

The following chapter specifies a technical system standard for telecommunications for tracks with an

MPS above 250 km/h but not exceeding 320 km/h. The primary steering document is (TSI Operation

and traffic management). The Swedish Transport Administration's steering documents and the

documents to which the Swedish Transport Administration's steering documents refer are used in

addition to this document.

Basic requirements state that the telecommunications systems must be capable of handling the entire

information volume arising in connection with the operation of the high-speed lines. Spare space must

be provided for temporary increases in information and any future expansions. The

telecommunications systems must be structured using modern, network-based IP technology.

(BVS 1545.16002) specifies basic requirements for connections to the Swedish Transport

Administration's network and must be followed.


Telecommunications systems must be designed so that they can withstand the extreme weather that

may occur near the installations. Hence telecommunications systems must also withstand the

consequences of extreme weather such as strong winds, high water flows, drought, high temperatures,

forest fires and strong, long-term precipitation.

The telecommunications installations must have burglary protection, automatic extinguishing

equipment, an auxiliary power plant and UPS. All alarms must be connected to operational

management, and the communication routes for alarms must be protected from potential jamming.

The telecommunications systems must be autonomous, i.e. high-speed lines' telecommunications

systems must not be dependent on other telecommunications systems not owned by the Swedish

Transport Administration.


The telecommunications installations must be designed so that they can be maintained safely in

accordance with applicable legislation. The telecommunications installations must be designed so that

they can be maintained safely in accordance with applicable efficiency requirements.

The telecommunications installations must be safe to use and safe in service. The physical barrier must

also include the telecommunications installations. When designing the physical barrier, attention must

be paid to telecommunications installations and their needs. The telecommunications installations

must be constructed and classified as protection objects and be equipped with access controls.

It must be possible to maintain vital parts of the telecommunications systems at all times of the

day/night and year and in all types of weather. As the telecommunications systems have overcapacity,

not all elements need to be operational all the time. In other words, it is acceptable for circumstances

temporarily to prevent maintenance of certain parts of the signal and telecommunications installations

if the signal installations as a whole are operational and traffic can be maintained.



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The telecommunications installations must be equipped with air conditioning installations with a view

to extending the service life of the equipment and improving comfort for maintenance personnel. The

function of air conditioning installations must have alarm systems connected to operational

management.

11.5 Punctuality

The design of the telecommunications systems must not adversely affect general punctuality

requirements.

11.6 Capacity

The telecommunications systems must be dimensioned to cope with the maximum theoretical traffic

volume. "Maximum theoretical traffic volume" refers to the fact that the telecommunications system

must be capable of withstanding a considerably higher load than that referred to by "planned traffic

volume". "Maximum theoretical traffic volume" essentially refers to a location in which a block

section and another defined part of the system may be located with a vehicle. The telecommunications

system must not become non-operational due to maximum load.

The telecommunications systems must also be capable of handling passenger information and

information from detectors, and the telecommunications systems must have 25% overcapacity for any

future requirements.

11.7 Robustness

The network must be structured to be physically capable of providing full functionality in weather

covered by SMHI class 2.

The traffic information installation (signs, loudspeakers) must have an auxiliary power supply in order

to function optimally when there are disruptions to transport services.

The telecommunications systems must be very robust systems with contingency to withstand effects,

even if these effects are rare or very unlikely to occur.

The telecommunications systems must work even if two of the communication paths are broken. The

communication paths must be well planned, and attention must be paid to the disruption scenario.

All cabling must be protected from attack, i.e. sabotage and also attack from the weather, groundwater

or other external impact.

It must not be possible to cause any damage to the telecommunications system without tools or

planning. The installation must be safe to the extent that being able to commit sabotage or other

destruction must require extensive prior effort and a knowledge of the design of the installations.

Switchgear and associated equipment must not be positioned in the same location so that reliability is

affected when a single location is disabled. A plan must exist for the positioning of

telecommunications system components with a view to maintaining reliability even if parts of the

telecommunications system are non-operational. Switchgear must not extend over two or more sides



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of an operation site. Nor may switchgear handle an operation site and a line simultaneously. Although

the switchgear and RBC have high capacity, the switchgear and RBC should not be used up to their

full capacity. It must be possible to disable switchgear and associated installations without having a

noticeable effect on operations. In other words, it must be possible to maintain traffic services when

the telecommunications system switchgear is partially non-operational.

The switchgear/RBC must be connected to Gemini at points with minimum network class 1. The

allocation system must not be included in the signal housings. A minimum node class of 2 must apply

to signal housings. It must be possible to configure redundant equipment (switchgear/RBC) within 12

hours to replace any of the installation's signal housings. All switchgear/RBC for a control area is

placed in a signal housing. Any signal housing containing switchgear/RBC for more than one control

area is divided into the equivalent number of signal rooms (fireproofed). All switchgear/RBC for a

specific control area is collected in a signal room. If an entire signal housing, any of the ones in the

installation, is disabled, it must be possible for redundant equipment (switchgear/RBC) to replace the

disabled equipment.

It must not be possible to adversely affect the telecommunications system by means of vibrations or

other disruptions from rail traffic or other activities. The telecommunications system must also

withstand the effect of high voltage such as fallen catenaries or misconnections.

The telecommunications system must be protected against snow clearance and other external

maintenance work. Telecommunications system parts must not be positioned in such a way that they

may be damaged by other maintenance work that may be carried out in the track environment.

Faults resulting in train stoppage which are dependent upon faults in the telecommunications system

may only occur twice every 10 km and year. After faults resulting in train stoppage which are

dependent upon faults in the telecommunications system, traffic must be resumed after 15 minutes on

average over 1 year during the daytime (06.00-midnight). The telecommunications system must be

designed so that delays propagates through the existing infrastructure are minimised. The

telecommunications system must be designed to cope with changes to train plans without impairing

safety.


Fault detection must be present for all vital parts in the telecommunications system, and it must be

possible to report faults automatically to operational management.

Detection systems with a view to preventing damage to the track caused by vehicles must be provided.

It must be possible to automatically report fault detections from vehicles to operational management.

Detection systems with a view to preventing unauthorised vehicles accessing the high-speed track

must be provided. Detection systems with a view to preventing damage to the track caused by people

and animals must be provided. Systems for dealing with faults in the installations and vehicles must be

provided.

Detection systems for wind speed management must be provided at tunnel mouths.

Intrusion, fire, sabotage, function fault detection with alarm connections to the Swedish Transport

Administration's Scada system must be provided at telecommunications installations and tunnels.



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11.8 Usability

It must be possible to operate services on one track of the double track when the other track is

undergoing maintenance or is non-operational for any other reason. In other words, single track

operation and reversal of the direction of travel must be readily possible.

It must always be possible to operate services on at least one of the tracks on an operation site. It must

also be possible to reverse trains on the line.


To achieve an optimum life cycle cost, the public network must be utilised in the first instance via

agreements which guarantee availability. A separate infrastructure may be constructed if this cannot be

implemented in a cost-effective manner.

The telecommunications system must be designed during the planning and design phase so that future

replacement of units is rationalised.


Protocols and interfaces specified in TSI are utilised in the first instance. If there are no such protocols

and interfaces, protocols in accordance with (BVS 1545.10001) must be used.

Connection to the network must be provided at all operation sites.

The telecommunications system must be integrated with the Swedish Transport Administration's

national train management system (NTL). The high-speed lines must not be different to other railway

systems in respect of train management.

The number of varying telecommunications system components of different makes and versions, etc.

must be kept to a low level with a view to facilitating future maintenance and operation. Standard

components and standard connections must be used where possible. Attempts must be made to achieve

simplicity in the installation and a minimised number of spare parts.

Telecommunications components installed must be compatible with telecommunications components

already installed unless these are the first components being installed in independent systems.




Telecommunications 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.

It must be possible to reach all telecommunications installations all year round, with on-road vehicles,

safely and within a time which does not adversely impact upon the maintenance of the installation.



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All telecommunications installations must have parking places for maintenance vehicles. These

parking places must be provided close to the installations to be visited. As there is a risk of theft from

visiting vehicles, it must also be possible to park vehicles within lockable enclosures.


The installation must be designed so that efficient, safe and rational maintenance can be carried out.

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

For example, equipment must not be positioned such that this makes it more difficult to replace units,

and special tools must not be required in order to work with the installations.

The telecommunications system must be modular. For example, couplings must be designed so that it

is not possible to connect the wrong module in the wrong place. Nor must it be necessary to solder

equipment in the field. Simple maintenance must be possible.

Telecommunications installations must, of possible, be positioned in the same locations as other

installations. "Other installations" refers to AT transformers, for example. Positioning installations in

the same locations as others aims to reduce the number of locations along the track so as to reduce the

need for maintenance routes and surveillance.


MobiSIR sites must be sited 4 to 5 km apart. The MobiSIR sites are positioned in appropriate locations

along the track, but they do not have to be positioned directly next to the track if other positions are

considered to be better. However, these sites must be enclosed securely, and it must be easy for

maintenance personnel to access them.

Track management systems, with isolators, must not be used. Vehicle detection systems other than the

traditional track management must be used.

Road protection, level crossings, must not be constructed. Not even transitions for maintenance

vehicles or personnel may be constructed.



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12 Requirements for track design

12.1 Formalities

The following chapter specifies a technical system standard for track design for tracks with an MPS

above 250 km/h but not exceeding 320 km/h.




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 Suicide and collisions with people

Safety planning for the track must focus specifically on how the installation is designed with a view to

preventing suicide and collisions with people, the general requirement being a zero-event vision.

12.4.1.1 Protective measures

The track must have a physical barrier along its entire length and be designed with detection,

surveillance and alarm functions in order to provide automatic warnings when people or animals move

on or close to the track. These must be connected to a surveillance centre.

The physical barrier is supplemented in vulnerable locations with technology for surveillance/alarms

and smart barrier solutions, the problems of operation sites where passengers board and leave the train

being taken into account into particular.

The technical solution must be able to distinguish between people and animals, shadows and leaves in

various light conditions during both the day and the night and in all possible weathers and temperature

variations. It must also easily facilitate expansion along the entire track when so required.

Camera surveillance

In vulnerable locations, the track must be provided with camera surveillance and motion sensors

connected to a surveillance centre.



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Physical barriers

A continuous physical barrier must be provided along the entire length of the track. For design, see

section 3.3.1.

Separation at operation sites

At operation sites where passengers board and leave trains, special measures must be implemented to

minimise the risk of suicide and illegal track access.

12.4.1.2 Collision with animals

Specified requirements for barriers along the entire track length must also be adapted to prevent

animals entering the installation and causing damage or service stoppages.

See section 12.4.1.1 for protective measures.

12.4.1.3 Alarms

Alarms from detectors, sensors, cameras, etc. in the installation must have an alarm connection to the

Swedish Transport Administration's Scada system. The alarms must have a clear enough degree of

detail to provide the operator at the Swedish Transport Administration's surveillance department with

enough information to make the right decisions on the right action to take.

Alarm division:

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

12.5 Punctuality


12.6 Capacity

12.6.1 Points

Points/point connections are constructed at least 50 km apart in the system. The exception to this is

operation sites where passengers board and leave trains and are less than 50 km apart: this may mean

that points/point connections are constructed more closely together due to traffic and capacity

requirements.



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It must be simple and clear for the traffic management to determine whether or not it is possible to

safely pass a point switch with a malfunction until rectification of the fault can begin.

12.7 Robustness

For effective maintainability, the system has to be designed to allow maintenance to be carried out

rationally and with minimal track time. Construction and methods must be optimised at the design

phase for rapid action when replacing faulty systems or components by replacing all or parts of units

which are then repaired in the workshop. Structures, maintenance methods, maintenance resources,

etc. must be planned on the basis of the fact that only preventive maintenance is needed. In this

respect, set maintenance windows every night at times when trains are not running are a vital element.

12.7.1 Maintenance vehicles

To achieve optimum maintenance and climate assurance of the installation, the following vehicles

must be provided for efficient, fast measures:

Diesel locomotives for removal of stationary trains and vehicles which have developed faults

and been left standing on the line and which can be equipped for snow clearance on the line in

winter.

Snow sweepers and snow cannons.

Snow blowers with snow melting units.

Vehicles with applicator units for eliminating slippery rails.

Multi-instrument cars for checking tracks, points, track locations, catenaries, ultrasound and

eddy currents.

Grinding trains.

The contracted maintenance contractor must have access to vehicles and equipment, its own or

under contract, for heavy lifting in the event of derailments/accidents, a lack of traction, wheel

damage, etc.

12.7.2 Requirements for maintenance safety

Requirements for maintenance safety mean that the maintenance contractor must be able to assist with

expertise, equipment and stocks of spare parts as required to maintain the function of the installation

and achieve the punctuality target in the system.

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.

It is assumed that work which can be deferred (faults not considered to be hazardous to safety

and having little impact on transport services) and does not require more than 30 minutes of

available time can take place during the day.

When the railway installation is designed, rules and procedures must be devised with regard to

how transport services are to be resumed following intervention in the installation (planned or

emergency), which may vary depending on the technical design of the installation.



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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 (known as maintenance windows) must be established for work with A-type protection,

at least 5 consecutive hours per night set aside for preventive maintenance and corrective maintenance,

and on the condition that every other line section can be operated as a single track.

It must be possible to inspect tracks and points for safety during the day with an available time with A-

type protection of at least 30 consecutive minute, section by section in the track system. This is

applicable to both the line and the operation site.

It must be possible to stop transport services during the night for preventive maintenance on at least

one track at every operation site. Available time (known as maintenance windows) for work with A-

type protection, at least 5 consecutive hours.

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 must be designed such that snow and ice do not build up at points and on the track.


Installation elements, systems and components have a theoretical service life depending on ageing,

external influence and how the installation is operated and maintained. Planning maintenance with

emphasis preventive maintenance results in few train stoppages, better availability, increased

productivity, social economy and happier customers.

Suppliers of installation elements, systems or components must clearly describe the theoretical service

life and supply operating instructions on how to operate and maintain the element to ensure that this is

achieved. This also involves 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.







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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 for tracks with an MPS

above 250 km/h but not exceeding 320 km/h.







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.

13.7.2 Reserve materials supply

Requirements for assurance of reserve materials supply at least 6 months before transport services

commence, either via the Swedish Transport Administration Material Service or via

contractors/suppliers.



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13.8 Usability











13.13.1 Documentation and instructions

The managing organisation and maintenance organisation must receive the necessary documentation,

operating instructions, training, exercises, etc. at least 12 months before services commence in order to

permit efficient maintenance and traffic management.





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14 Appendices

14.1 Annex 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

FO

UN

DA

TIO

N

Terrace

surface

Lower edge of track

plate



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14.1.2 Figure 2

Normalhuvudspår

Avvikande huvudspår

Stängsel7m

Plattform

Figure 2: Type design, platform track.

14.1.3 Figure 3

ev förstärkningslager

Frostisoleringslager

>= 11200

>= 4500

Spårplatta

Spårm

itt

Spårm

itt

Konta

ktle

dnin

gsf

undam

ent

Ev kabelränna

Fyllning alt befintlig jord

Figure 3: Outline diagram – Swedish fixed track design for high-speed line, double track.

14.1.4 Table 1

Wheel profile

Speed range [km/h] S1002, GV1/40 EPS

V ≤ 60 Assessment not required

60 < V ≤ 200 0.25 0.30

200 < V ≤ 280 0.20 0.2

V ≤ 280 0.10 0.15

Table 1: Maximum equivalent conicity in accordance with TSI.

Normal main track

Deviating main track

Fencing

Platform

Track plate

Cable duct (where fitted) Reinforcement layer (where fitted)

Frost insulation layer

Fill or existing soil

Centr

e o

f tr

ack

Centr

e o

f tr

ack

Cate

nary

foundation



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15 References

15.1 TSI

TSI Operation (2008/231/EC)

TSI Operation and traffic management (2010/640/EU)

TSI Operation and traffic management (2012/757/EU)

TSI Energy (2012-12-14)

TSI Infrastructure (2008/217/EC)

TSI LOC and PAS, TSI Rolling stock – Locomotives and passenger rolling stock (2011/291/EU)

TSI Safety in railway tunnels (2008/163/EC)

TSI Accessibility for persons with reduced mobility (2008/164/EC)

TSI Control command and signalling (2012/88/EU)

15.2 Other European standards and directives

SS-EN 14363:2005 Railway applications. Acceptance of running characteristics of railway vehicles –

Testing of running dynamics and stationary tests

SS-EN 1990, Basis of structural design (CEN EN 1990:2002 Sv)

SS-EN 1991-2, Actions on structures – Part 2: Traffic loads on bridges (CEN EN 1991-2:2003 Sv)

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

15.3 Swedish Transport Administration requirements, recommendations and AMA

AMA Civil Engineering Works 13, General description of materials and labour

TK Dewatering, Swedish Transport Administration technical requirements for dewatering

TR Dewatering, Swedish Transport Administration technical recommendations for dewatering

MB 310 Dewatering-related dimensioning and design

TRVK Bridge 11, Swedish Transport Administration technical requirements for bridges (TRV publ.

no. 2011:085)

TRVR Bridge 11, Swedish Transport Administration technical recommendations for bridges (TRV

publ. no. 2011:086)

TRVK Tunnel 11, Swedish Transport Administration technical requirements for tunnels (TRV publ.

no. 2011:087)



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TRVR Tunnel 11, Swedish Transport Administration technical recommendations for tunnels (TRV

publ. no. 2011:088)

TK Geo 13, Swedish Transport Administration technical requirements for geostructures

TK Geo 11, Swedish Transport Administration technical requirements and recommendations for

construction and improvement of geostructures (TRV publ. no. 2011:047)

BVS 543.14320, "Direct current systems for telecommunications and signal installations"

BVS 1543.11601, "Power supply installations – Autotransformer systems – system description"

BVS 1543.14000, "Electric power installations – Ground and building requirements for converter

stations with static converters"

BVS 1543.14310, "Electric power installations – DC systems for electric power installations"

BVS 1543.14320, "Direct current systems for telecommunications and signal installations"

BVS 1543.17000, "Electric power installations – Converters for line power supply"

BVS 1545.10001, "Telecommunications systems – basic requirements for the Swedish Rail

Administration's telecommunications transmission network"

BVS 1545.16002, "Local connections to Gemini"

BVS 1586.20, "Track superstructure – Infrastructure profiles Requirements for free space at the

trackside

BVS 1586.26, "Track superstructure – Platforms, Geometric requirements for construction and

conversion"

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 2014:0075, "Track superstructure – Track geometry Requirements for track geometry during

construction, reinvestment/upgrade, maintenance and operation

15.4 Swedish Transport Administration publications and reports

Swedish Transport Administration, 2011. Railway for 320 km/h, Technical system standard – Track

location. (Project report 110115107, 2011-02-18)

High-speed tracks and expansion of existing main lines Stockholm-Gothenburg/Malmö, Swedish

Transport Administration background report, Lennart Lennefors (2012)

Swedish Transport Administration publication 2012:179 - about fauna passages, gates/bridges for

wildlife and ecoducts. (TRV publ. no. 2012:179)

Swedish Transport Administration publication 2012:181 - about fauna passages, gates/bridges for

wildlife and ecoducts. (TRV publ. no. 2012:181)



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15.5 Laws and documents from other authorities

High voltage regulations, Swedish National Electrical Safety Board (ELSÄK-FS 2008:1)

15.6 Other railway administrations

Deutsche Bahn, 2002. Requirements Catalog for the Construction of the Permanent Way. DB Netz

AG/DB Systemtechnik, 4th Edition, (08/01/2002)

Deutsche Bahn, 2012. Richtlinie 804 – Eisenbahnbrücken (und sonstige Ingenieurbauwerke), bauen

und instand halten [Guideline 804 – Railway bridges (and other civil engineering works), construction

and maintenance]. DB Netz AG, (21/12/2012)

prEN 16432-1:2014 (E), Railway applications – Ballastless track systems – Part 1: General

requirements. (CEN/TC 256)

prEN 16432-2:2014 (E), Railway applications – Ballastless track systems – Part 2: Subsystems and

components. (CEN/TC 256)

15.7 Other

UIC report: "Maintenance of high speed lines"

Concrete Calendar 2000 – BK2



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16 Change log

Established version Document date Change Name

0.9 12/02/2014

0.91 17/03/2014 Editorial changes. Text

added in section

8.11.2.9.

Karlsson, Robert,

UHau konsult


deleted from sections

6.6.2.2 and 7.7.2. Text

amended in section

7.2.2.2.

Karlsson, Robert,

UHau konsult

0.93 22/05/2014 Text added in section

7.2.2.1.

Karlsson, Robert,

UHau konsult


added in sections 7.1,

7.4.1, 8.1, 8.2.1, 8.2.2,

8.2.2.1, 8.2.2.2,

8.2.2.3, 8.2.2.4,

8.2.2.5, 8.7.2, 8.11.2,

8.11.2.1, 8.11.3,

8.11.3.1, 8.11.3.2,

8.11.3.3, 8.11.3.4,

8.11.3.5, 8.11.3.6,

8.11.3.7, 8.11.3.8,

8.11.3.9, 8.11.3.10,

8.11.3.11, 8.11.4,

8.11.4.1, 8.11.4.2,

8.11.5, 8.11.5.1,

8.11.5.2, 9.1, 9.2, 9.3,

9.4, 9.6, 9.7, 9.7.1, 9.8,

9.9, 9.10, 9.12, 9.13,

10.1, 10.7.1, 11.1,

11.2, 11.3, 11.4, 11.5,

11.6, 11.7, 11.7.1,

11.8, 11.9, 11.10,

11.11, 11.12, 11.13,

11.14, 12.1, 12.7.2,

12.7.3, 13.1 and 15.3.

Text deleted from

sections 7.1, 8.6.1, 8.7,

8.7.2, 9.1, 9.6, 9.7,

9.10, 10.1, 10.5, 10.7,

10.10, 11.1, 11.2, 11.3,

11.4, 11.5, 11.6, 11.7,

11.8, 11.11, 11.13,

11.14, 12.7.2 and 15.6.

Karlsson, Robert,

UHau konsult



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Text amended in

sections 3.5, 7.1, 7.4.1,

8.1, 8.2.2.4, 8.6.1,

8.11.1, 8.11.3.3,

8.11.5.1, 9.5, 9.7.1,

9.12, 9.13, 11.1, 11.12,

12.7.2, 12.7.3 and 15.3.


added in sections 4.1,

4.2.5.3, 4.2.5.5,

4.2.5.7, 5.2.2, 9.14 and

15.6. Text deleted from

sections 4.2.5.6, 4.7,

8.11.4 and 8.11.4.2.

Text amended in

sections 4.1, 4.2.5.5,

5.2.1 and 15.6

Karlsson, Robert,

UHau konsult

1.0 2014-06-

Documents

Technical system standard for high-speed tracks system standard for high-speed tracks This document forms part of the Swedish Transport Administration's safety management system for