Technical Specifications

CENTRAL RAILWAY PROJECT
Appendix B - Technical Specifications
November 2017
Central Railway Project 2 / 37
Appendix B. Technical Specifications
INDEX
1 How to read the specifications .....................................................................................4

2 Project Specifications ...................................................................................................4
3 Train traffic specifications ............................................................................................. 8
4 Stations and track yards ............................................................................................... 9
5 Technical Specifications of the Railway infrastructure ................................................9
6 Naming of stations, tracks, and other elements of the Railway system ...................10
7 Track geometry ...........................................................................................................10
8 Track superstructure ..................................................................................................12
9 Track substructure,drainage and erosion protection .................................................15
10 Track foundations .......................................................................................................22
11 Level crossings and roads .........................................................................................22
12 Passenger platforms and routes ................................................................................24
13 Bridges and structures ...............................................................................................25
14 Trench structures ........................................................................................................27
15 Electricity.....................................................................................................................29
16 Signaling System and Centralized Traffic Control System .......................................30
17 Rolling stock monitoring .............................................................................................34
18 Railway cables ............................................................................................................34
19 Underground services and overhead cables in the Railway Area ............................35
20 Fencing of Railway Area ............................................................................................36
21 Train traffic signs ........................................................................................................36
22 Environment ................................................................................................................36
23 Auditing and approvals ...............................................................................................37
APPENDIXES
B1 INF TSI Regulations (technical specifications for interoperability relating to the

“infrastructure” subsystem of the European Union rail system)
B2 ETI INF Regulations
B3 Guide for the application of INF TSI
B4 Guide for the application of ETI INF
B5 Identification of Legal Requirements in Uruguay_IDRL
B6 Loading Gauges (UY standard)
1 How to read the specifications
These Technical Specifications are the technical requirements of the Railway

Project. The interpretation of these Technical Specifications is mandatory for the
Railway Project. The Comments shall be usedto interpret the Requirements.
Wherever Railway Specifications refer to a standard, this shall mean a reference to
the standard version in force.
2 Project Specifications
Req. 1 The new and upgraded railway infrastructure shall be designed in accordance the
European Community’s technical specifications for interoperability for conventional
rail system’s infrastructure subsystem (“CR INF TSI”).
Comment 1: “Technical specifications for interoperability” (the “TSIs”) are the

specifications which each subsystem or part of subsystem must
comply with so as to meet the essential requirements and to ensure
the compliance with the “CR INF TSI”.
Comment 2: Local construction methods and solutions shall also be integrated into
the designs in a consistent manner and, where and when applicable,
and when supporting the use of TSIs.
Req. 2: The Order of priority of the documents is the following:
(a) Appendix A (Scope of the Railway Project);

(b) Appendix B (Technical Specifications);
(c) Appendix C to O (Maintenance Standards to Reference Data);
(d) To the extent not already covered by the documents above, theTechnical
Standards for Interoperability shall be applied (as defined in the Appendix B
(Technical Specifications); and
(e) For whatever not covered by the documents above, the European Standards
(ENs) shall be applied.
Important note: Contractor proposals may improve the design based on recognized International
Technical Standards, which will be studied at the time of the bid evaluation. In all cases, the
Contractor assumes the risks for the technical solution presented in its offer. In the event
that the proposed variant is not accepted by the Contracting Authority, the Contractor must
execute the basic design.
The management of the requests for the proposals of technical improvements of the Railway
Specifications must include the following information:
 Analysis and detailed technical description of the improvement

 Analysis of compatibility with the basic design standard
Req. 3: All standards that are referred to in the TSIs are mandatory for the purposes of the
Railway Project and must be complied with. Without limiting the above, all European
standards must be complied with including the following specific standards:
1. EN 13230-1:2016
Railway applications. Track. Concrete sleepers and bearers.
2. EN 13250:2014+A1:2015
Geotextiles and geotextile-related products. Characteristics required for use in
the construction of railways.
3. EN 13450:2002+AC:2004
Aggregates for railway ballast.
4. EN 15528:2015
Railway applications. Line categories for managing the interface between load
limits of vehicles and infrastructure.
5. EN 13674-1-2011
Railway applications. Track. Rail.
6. EN 13803-1:2010
Railway applications - Track - Track alignment design parameters - Track
gauges 1435 mm and wider - Part 1: Plain line.
7. EN 13803-2:2006+A1:2009
Railway applications - Track - Track alignment design parameters - Track
gauges 1 435 mm and wider - Part 2: Switches and crossings and comparable
alignment design situations with abrupt changes of curvature.
8. EN 13848-1:2003+A1:2009
Railway applications. Track. Track geometry quality. Part 1: Categorization of
the track geometry.
9. EN 13848-2:2006
Railway applications. Track. Track geometry quality. Part 2: Measuring systems.
Track recording vehicles.
10. EN 13848-3:2009
Track construction and maintenance machines.
11. EN 13848-4:2011
Manual and lightweight devices.
12. EN 13848-5:2008+A1:2010
Railway applications. Track. Track geometry quality. Part 5: Geometric quality
levels. Plain line.
13. EN 13848-6:2014
Railway applications. Track. Track geometry quality. Part 6: Characterization of
track geometry quality.
14. EN 22477-5:2016
Geotechnical investigation and testing. Testing of geotechnical structures. Part
5: Testing of anchors.
15. EN 50129:2003
Railway applications. Communication, signaling and processing systems. Safety
related electronic systems for signaling.
16. EN 50121 Series
Railway applications. Electromagnetic compatibility.
17. EN 50124-1
Railway applications. Insulation coordination. Part 1: Basic requirements.
Clearances and creepage for all electronic equipment.
18. EN 50124-2
Railway applications. Insulation coordination. Part 2: Over voltages and related
protections.
19. EN 50125-1
Railway applications. Environmental conditions for equipment. Part 1:

Equipment on board rolling stock.
20. EN 50125-3
Railway applications. Environmental conditions for equipment. Part 3:
Equipment for signaling and communications.
21. EN 50126
Railway applications. The specification and demonstration of Reliability,
Availability and Safety (“RAMS”).
22. EN 50128
Railway applications. Communication, signaling and processing systems.
Software for railway control and protection systems.
23. EN 50159-1
Railway applications. Communication, signaling and processing systems, Part
1: Safety related Communication in open transmission systems.
24. EN 50159-2
Railway applications. Communication, signaling and processing systems, Part
2: Safety related Communication in open transmission systems.
25. EN 60529
Degrees of protection provided by enclosures (IP Code).
Eurocodes for bridges and structures

26. EN 1990 Eurocode: Basis of structural design.
27. EN 1991 Eurocode 1: Actions on structures (Part 2: Traffic loads on bridges).
28. EN 1992 Eurocode 2: Concrete structures project.
29. EN 1993 Eurocode 3: Steel structures project.
30. EN 1994 Eurocode 4: Composite steel and concrete structures project.
31. EN 1995 Eurocode 5: Timber structures project.
32. EN 1996 Eurocode 6: Masonry structures project.
33. EN 1997 Eurocode 7: Geotechnical project.
34. EN 1998 Eurocode 8: Structures for earthquake resistance project.
35. EN 1999 Eurocode 9: Aluminum structures Design.
UIC CODE Leaflets

1. UIC CODE 720 Lying and Maintenance of CWR Track.
2. UIC CODE 712 Rail defects.
3. UIC CODE 719-R Earthworks and track bed for railways lines.
DIN standards
1. DIN 18134Plate Load Test Procedure.
2. DIN 6163 Colors and color limitations for signaling lights.
UNISIG
1. ETRMS / ETCS system requirements specification (SRS), Version 3.6.0.
Other Technical Specifications proposed by the Offeror and authorized by the

Infrastructure Manager.
Req.4 The TSI categories of the main Railway line as per the Trans-European transport
network (“TEN-T”) and the related requirements are shown in Table 1.
Table 1. TSI categories.

Section of line TSI Category of Loading Axle Line Train Usable
Line for freight gauge (*) load speed length length
(F) and (t) (km/h) (m) of
passenger (P) platform
traffic (m)
Montevideo–25 de F2 UY standard 22,5 80 800 -

Agosto P5 UY standard 20 80 - 65-200
25 de Agosto– F2 UY standard 22,5 80 800 -
Florida - - - - - -
Florida–Durazno F2 UY standard 22,5 80 800 -
- - - - - -
Durazno–Paso de F2 UY standard 22,5 80 800 -
Los Toros - - - - - -
New track from the F2 UY standard 22,5 80 800 -
main line to the mill - - - - - -
(*) Classification not from TSI
Comment 1: The TSI category of line is a combination of traffic codes, the “TSI
Category of Line”. On a line where only one type of traffic is
carried, a single code is used to describe the requirements. For
the purposes of TSI categorization, lines are classified generically
based on the type of traffic (traffic code) characterized by the
performance parameters gauge, axle load, line speed and train
length (freight traffic) orusable length of platform (passenger
traffic).
Comment 2: The track width and axle load directly control the trains that may
run. The requirements for line speed, usable length of platform and
train length define the capacity of freight and passenger traffic in
the Railway system.
Comment 3: The main track from the Port / Montevideo main passenger station
to Paso de Los Toros including the side tracks of the Meeting
Stations and the connection linesto the Pulp Mill site is considered
to be a part of the Uruguay core railway network.
Req.5 The pre-engineering design and reference data are inWGS84 UTM 21 S / Local
orthometric height -coordinate system.
Comment 1: The chosen coordinate and height system and map projection
must be precise enough for the purpose of Railway construction
and possible land acquisitions.
Req.6 All Railway designs will be presented according to both the national railway kilometer
system and coordinate system.
Comment 1: The national railway kilometer system is the recalculated kilometer

system for the Railway Area according to the new proposed
routing.
Comment 2: The zero-point of the kilometer system is at the old General Artigas
Central Railway Station.
Req. 7 The design and construction of the Railway Project shall be based on the Geodetic
Reference System and Geodetic Control Network.
Comment 1: This request includes all technical subsystems of the Railway

system (substructure, superstructure, signaling system, drainage,

bridges, street and road level crossings, stations, etc.).
Comment 2: The new Geodetic Reference System shall be defined, designed

and implemented for the detail design and construction.
Req.8 The maintenance requirements of the Railway Area shallbe as per the TSI Category
of Line and the designed maximum speed of the track line.
Comment 1: This requirement also affects the quality of trains running on the
line. There shall be a management system of quality approvals for
all rolling stock, trains, locomotives, wagons and work machinery
using the track under the responsibility of the DNTF.
Comment 2: The requirements for maintenance are presented in the

Maintenance Standards of the Railway Project.
3 Train traffic specifications
Req. 1 Annual maximum estimated amount of freight transportation is 4 million net tons.
Comment 1: The infrastructure shall allow for feasible standard train traffic
timetables for more than 15+15 freight trains per day based on
standard train schedules.
Comment 2: Operation time shall be twenty-four (24) hours a day.
Comment 3: There shall be no daily track maintenance windows in the normal

train timetable. Track maintenance windows must be reserved in
advance so all works can be coordinated with train traffic by the
Traffic Control Center.
Comment 4: The current amount of passenger trains on the track section

Montevideo - Progreso / 25 de Agosto is 9+9 per day.
Req.2 The track capacity must be sufficient for the estimated amount of freight
transportation (as set out in Req.1 above) and the track infrastructure must not limit
the capacity or travel times between Montevideo to Paso de Los Toros.
Comment 1: New Meeting Stations must be constructed to ensure the sufficient

track capacity. The locations of the Meeting Stations and the
distance between the Meeting Stations are presented on the Track
maps.
Comment 2: The locations of the Meeting Stations are optimized and based on
travel times, maximum track speed, geometry and double track
section.
Comment 3: The number of Meeting Stations with side tracks is 5 between

Progreso and Florida and 4 between Durazno and Paso de Los
Toros.
Comment 4: The number of Meeting Stations with side tracks is 8 between

Florida and Durazno, including Florida and Durazno.
Comment 5: The capacity of the infrastructure must also include maintenance

windows, disturbance margins and recovery times from
disturbances.
4 Stations and track yards
Req. 1 The minimum train length of all tracks shall be eight hundred (800) meters.
Comment 1: The main track and sidetracks at each Meeting Station must be for
a train of eight hundred (800) meters or more.
Comment 2: The length of other sidetracks is dependent on the use of those

tracks and as shown on the Track Maps.
Comment 3: The exact locations of the new and renewable stations and side
tracks are based on information about current and near future train
traffic.
Req. 2 The Meeting Stations must not have level crossing between the outer switches.
5 Technical Specifications of the Railway infrastructure
Req. 1 The design speed shall be eighty (80) km/h with axle load of 22.5 tons for all sections
of line (new and upgraded).
Req. 2 The nominal track width shall be one thousand four hundred and thirty-five 1435 mm
(standard gauge).
Req.3 The design loading gauge shall be according to the AFE Standard in all new and
upgraded sections of line.
Comment 1: The loading gauge is presented in the Appendix B6.
Comment 2: In any special transport of loads requires more space than the
loading gauge (e.g. fences, signs), such transports must be
planned well in advance to have all necessary actions taken into
account before the transportation.
Req. 4 The structural clearance in all new and upgraded sections of line shall be as shown
in Figure 1 below.
Figure 1:Structural clearance of Central Railway
6 Naming of stations, tracks, and other elements of the Railway system
Req. 1 All stations, junctions, tracks, sidetracks, signals and switches shallbe given a name
or a code for the signaling and automatic train traffic control system. The same codes
are used in documentation of maintenance actions.
Req. 2 All the names or codes must be unique within the Uruguay national railway system .
Comment 1: The National regulatory authority by law (Law No. 18,834, Art. 173)
is the “Dirección Nacional de Transporte Ferroviario” (“DNTF”).
7 Track geometry
Req. 1 The track geometry shall be designed and constructed according to the Track Maps.
Req.2 The minimum nominal horizontal distance between the tracks on double track
sections shall be 4.5m. The minimum distance between tracks at stations without
loading or shunting facilities shall be5.3m (main track-sidetrack) and 4.8m (between
two sidetracks).
Comment 1: The minimum distance can be adjusted in special cases or

situations.
Comment 2: The distance between existing tracks on double track sections may
be less than 4.5 m, as long as the distance is enough for passing
trains with relevant margins for safety and for aerodynamic effects.
Comment 3: The distance between the main tracks in double-track sections:

 Km 0+000 - 8+900 Montevideo - Sayago, 4.0 m + widening in
curves
 Km 8+900 - 27+000 Sayago - Progreso, 4.5 m with the
exceptions as set out in the Track Maps:
 Km 18+600 - 20+700 Las Piedras trench section 4.0 m
Comment 4: The railway area is based on a reservation for the double track
between Florida - Durazno, Km ~104+800 - ~197+000.The
horizontal distance between the tracks in the designs is4.5 m.
Comment 5: The distance between tracks can be wider for example to meet the
requirements of bridges, geotechnical or other structures.
Comment 6: The distance between the main track and the side track at Carnelli
station can be 4.8 m.
Req. 3 The design speed of horizontal and vertical geometry on main tracks shall be eighty
(80) km/h and the design speed of the horizontal and vertical geometry on sidetracks
shall be forty (40) km/h. Minimum radius for new main tracks must be calculated with
a formula presented in standards (EN 13803-1 and EN 13803-2).
Comment 1: The formulafor minimum radius in EN Standardsshall

be(11.8*V2)/R-D < 100, where V is the train speed [km/h], R is
radius [m] and D is track cant [mm].
Comment 2: The minimum radius for the track in rural area is R800 and in urban
areas is R600.
Req. 4 Allowed maximum track cant for freight (or mixed) traffic tracks shall be eighty (80)
mm.
Comment 1: Track cant at curves shall be designed so that the balance speed
is as close as possible to the actual average speed.
Req. 5 Transition curves, clothoids, are designed in all curves on the main tracks with track
cant. The transition lengths shall allow for a future speed increase up to 110 km/h.
In the reduced radius curves which do not allow reaching 110 km/h, the transition
length shall be dimensioned for the maximum possible speed in terms of its radius
and track cant.
Comment 1: The formula for minimum length of transition curve is

LK=(dt/dl)*(IV/3.6), where I is cant deficiency [mm] in the specific

curve, V is the train speed [km/h], dt/dl=49 [mm/s]
Req. 6 In a curve with track cant, the cant change must be implemented for the full length
of the transition curve.
Req.7 The minimum length of all elements of the horizontal geometry (line, transition curve,
and curve) shall be thirty (30) meters. In S-curves the minimum length of a line
between two opposite direction curves shall be V/2, where V is the design speed.
Comment 1: The minimum length is defined based on the features of the rolling
stock and the actual speed at each section of the Railway line.
Req. 8 The vertical track geometry’s maximum gradient is 12‰, but a maximum gradient
not exceeding15.0‰ may apply in the exceptional cases listed below.
Comment 1: Curve resistance (wr) must be taken into account when defining
the maximum gradient. Curve resistance is calculated by formula:
wr=650 / (R-55), where R is radius [m]
Comment 2: The length of a constant gradient must be long enough to allow

eighty (80) m long straight section between two successive vertical
curves. In special cases a length of forty(40) meters is allowed.
Req. 9 The vertical geometry of the track must allow trains to stop and continue before
switches and signals.Signals must not be located at slopes over 7.5 ‰.
Req. 10 The allowed minimum radius of vertical curve isRv = V2/3, where V is speed [km/h].
Allowed maximum radius is fifty thousand (50 000) m.
Req. 11 Switches may only be located on a horizontally straight track.There has to be at least
a 5-meter distance of horizontally straight track before and after a switch.
8 Track superstructure
Req. 1 The EN line category shall be D2 for freight and mixed traffic (in “EN Line
Category”).
Req.2 The design maximum speed shall be eighty (80 km/h) with axle load of 22.5 tons.
Req.3 Superstructure on the main track and the side tracks of Meeting Stations include
rails 54E1 (UIC 54), monoblock concrete sleepers and five hundred and fifty (550)
mm layer of rail ballast, but not less than three hundred (300) mm layer of ballast
under the sleepers. The rails must be continuous welded rail throughout the whole
main line section. The minimum width of the ballast bed at both sides of the sleepers
shall be four hundred (400) mm.
Comment 1: Recycled rails are not allowed on main tracks.
Comment 2: Neutral temperature area for welding of continuous rails is 27 – 33

Celsius and the defined variation is – 5…+55 Celsius.
Comment 3: Head hardened rail may be used in tight curves to save on

maintenance.
Comment 4: The inclination of rails is 1:20
Comment 5: Material of rails is 900A (UIC) or R260 (EN 13674).
Req. 4 On other sidetracks the allowed rail profile is UIC 50 or heavier, monoblock concrete
sleepers and five hundred and fifty (550) mm layer of ballast, but not less than three
hundred (300) mm layer of ballast under the sleepers.The sidetracks must be
continuous welded rail. The minimum width of the ballast bed at both sides of the
sleepers shall be four hundred 400 mm.
Comment 1: Recycled rails are not allowed on tracks where the freight trains
operate regularly. Traffic with frequency of more than one time per
month is considered regular.
Req. 5 Concrete sleepers shall be used with a distance of six hundred and ten (610) mm
(1640 sleepers/kilometer)
Req. 6 Concrete sleepers and the rail fastening system must be designed for UIC54.
Comment 1: Concrete sleeper length 2460 - 2500 mm, height of 210-250 mm

and width of 200 mm
Comment 2: The rail pad must be defined as a part of the fastening system.
Req. 7 The aggregates for railway ballast for the main tracks and the side tracks of the
Meeting Stations must fulfill the granulation classification F. Other granulation curves
may be presented for the Infrastructure Administrator’s consideration, the offerer
shall quote LARB ≤ 20, and will indicate the source of the ballast even the volume
to submit of each quarry and the technical specifications of each material.
Comment 1: it is recommended that in Montevideo - Progreso section and

Durazno - Paso de los Toros section, should be LARB ≤ 18.
Comment 2: The aggregates for railway ballast on other side tracks must fulfill
the granulation classification F and the abrasion classification LA RB≤ 22 (EN 13450).
Req. 9 Ballast layer must be of new materials and no reuse of materials in this layer is
allowed.
Req. 10 Ballast requirements for size are minimum thirty-two (32) mm and maximum sixty-
three (63) mm. The shape of ballast rock must be shape index SI 20.
Comment 1: Granularity ranges for the ballast are shown in Figure 2.

Figure 2: Granularity requirements for ballast materials.
Req.11 The rail switches on the main track shall berail profile UIC 54 or UIC 60 with frog
made out of manganese steel. Rails with a greater strength may be used.
Req.12 The switches at stations must allow a maximum speed of eighty (80) km/h for the
main track (straight direction) and forty (40) km/h for the switching section (curved
side track).
Comment 1: The angle of switches used in the designs is 1:9and with minimum
radius three hundred (300) m.
Req. 13 The switches must be an integrated part of the continuously welded track.
Comment 1: When using different rail type between the switches and main line
track, a transition rail must be used between the different types.
The transition rails are as long for both rails and in the same
longitudinal position.
Req. 14 All controllable switches shall be controlled by interlocking.
Req. 15 All controllable switches shall be equipped with electric motor for moving the switch
blades.
Req. 16 All switches with point machines shall be trailable.
Comment 1: A point machine of a switch which is not trailable needs to be

renewed after accidental drive throughs.If the switch is trailable,
the needed actions after accidental drive throughs are inspection
and adjustments.
Req. 17 Point machines shall have an internal locking device.

9 Track substructure,drainage and erosion protection
Req. 1 The EN Line Category shall be based on the TSI Category of Line and designed
maximum speed of the line. EN Line Category is D2 for freight and mixed traffic.
Req. 2 Substructure must be designed for eighty (80) km/h maximum speed with axle load
of 22.5 tons.
Req. 3 The construction of all tracks must comply with the typical cross-sections.
Comment 1: The substructure layer shall be under the ballast layer and it shall
consist of intermediate layer (sub-ballast) and sub-base layer
Comment 2: The required track substructures are shown in the typical cross-
section drawings as shown in the example in Figure 3.
Comment 3: The normal substructure (platform width) measured at the top of

the substructure layer shall be:
 6.0 meters on single track lines
 10.5 meters on double track lines.
Comment 4: The basis of the cross-section types is:

 Track and ground elevation
 The quality of subsoil under the Railway structures.
Figure 3:Track structure
Req. 4 The bearing capacity E2 andE2/E1 ratio, as well as the density requirements for each
substructure layer shall be as presented in Table 2 and Figure 3.
Table 2: Capacity requirements

Modified
E2 Proctor
Layer (UIC 719-R) E2/E1 Ratio density DPR
Intermediate / sub-ballast 120 MPa < 2,3
Sub-base 80 MPa < 2,5 96 %
Subgrade 45 MPa < 3,0 95 %
Comment 1: E1 and E2 are results from load bearing test at same point
measured by the Static Plate Load Test (DIN 18134; Plate Load
Test Procedure).
Comment 2: The bearing capacity ratio demand E2/E1 can be replaced by

Modified Proctor density DPR.
Comment 3: The bearing capacity E2 result of sub-base layer must be achieved

at the top of subsoil when there is no sub-base layer.
Comment 4: Sub-base layer depth may be increased to achieve the bearing

capacity.
Comment 5: The subsoil can be dried, stabilized or replaced with better material
to achieve the required bearing capacity result.
Comment 6: Geogrids can be used to achieve the required bearing capacity.
Req.5 The thickness of the intermediate layer shall be ≥200 mm.
Req. 6 Intermediate layer must be of new materials and no reuse of materials in this layer
is allowed.
Req. 7 The intermediate layer shall be crushed rock.
Comment 1: Allowed granularity ranges are shown in Figure 4.

Figure 4: Granularity requirements for intermediate layer material
Comment 2: Crushed rock must have a uniformity coefficient Cu = D60/D10 ≥ 6,

and the requirement for size is minimum 0.25 mm and maximum
75 mm.
Comment 3: Crushed rock must be ≤ LArb 30, F grading.
Req. 8 The thickness of the sub-base layer shall be ≥250 mm and bearing capacity of the
subgrade shall be 45 MPa (Table 2, UIC 719-R Section 2.3.3 for fine soils).
Comment 1: In case required bearing capacity is not reached, the subgrade

improvement can be done by soil replacements, soil stabilization
or geogrid.
Comment 2: There is no need for the sub-base layer if the subgrade is rock and
the level of the track does not require any additional layers.
Req. 9 The sub-base layer shall be crushed rock, gravel or weathered rock.
Comment 1: Allowed granularity ranges are shown in Figure 5.
Comment 2: The maximum allowed granularity size shall be no more than 50%
of the layer thickness.
Figure 5: Granularity requirements for sub-base materials
Req.10 The sub-base material must be crushed rock when the new track is in a known flood
area, as presented in the Scope of the Railway Project.
Req. 11 Geotextile (N3) shall be used to separate substructure and subsoil when subsoil is
silt or clay.
Comment 1: Static Plate Load Test must be done before applying the
Geotextile.
Req. 12 Granularity ranges for embankment materials are shown in Figure 6.
Comment 1: In case materials of area 3 of Figure 6 are chosen for the

embankment, the additional requirements in Figure 6 shall also be
met.
Comment 2: The embankment must be constructed in layers and the thickness

of the layers is dependent on the material used.
Comment 3: In the detail design phase the influence of water permeability to

the embankment stability should be studied so to adopt the
corresponding action if needed.
Figure 6:Granularity requirements for embankment materials
Req. 13 Embankments higher than 6 meters shall be constructed only from materials of
areas 1 or 2 of Figure 6. No clay or silt shall be allowed. The stability of the
embankments shall be checked in the detail design.
Req. 14 Embankment material must be crushed rock (area 2 of Figure 6), when the new track
is in a flood area. No clay or silt shall be allowed.
Req. 15 Existing embankment must be protected against erosion with an erosion protection
layer of crushed rock (area 2 of Figure 6), when it is in a flood area.
Comment 1: The thickness of this erosion protection is at least 300 mm.A

Geotextile (N3) is installed between the embankment and the
erosion protection layer.
Req. 16 New embankments shall be protected against rain water erosion with an erosion
protection of organic soil ≥ 200 mm.
Comment 1: Embankments with high velocity of water in flood situations

(bridges, culverts, etc.) shall be protected with concrete slope
protection covers.
Req. 17 Transition structures are needed between soil cuttings and rock cuttings (Figure 7).
Comment 1: The requirement for the bearing capacity of the transition

structures are 45 MPa under the sub-base layer.
Comment 2: The declinations of the wedges are 1:40 in soil and 1:10 in rock.
Comment 3: The materials of transition structures are

 soil cutting section, same material as is used in upper layer
(sub-base material or intermediate material)
 Rock section crushed rock.
Comment 4: Transition structure is drained into the ditch.
Figure 7: Transition structure in a cutting (between subsoil and rock)
Req. 18 Drainage systems must be constructed to protect the Railway from damages and
disturbances caused by water.
Comment 1: The drainage system consists of ditches, underdrains, sewers,

culverts and pumps.
Req. 19 Drainage level of the track shall be at the bottom of the constructed layers or below
them.
Comment 1: Minimum drainage levels at different sections of the Railway line

must be designed based on land surveys or a terrain model that is
precise enough.
Comment 2: The drainage of the Railway must not degrade the local drainage
conditions.
Req. 20 There shall be at least a one (1) meter wide plane area between the Railway
embankment and the ditch, when the ditch is on the lower level than the bottom of
the Railway embankment.
Comment 1: The purpose of the flat section is to prevent the stone material of
the track structures from running down the embankment to the
bottom of the ditch, possibly causing drainage problems.
Comment 2: The bearing capacity of the soil is better when the ditch is not
beside the Railway embankment.
Comment 3: In narrow zones drainage solutions need to be solved within the

available area.
Req. 21 Drainage must be constructed by open ditches whenever it is possible.
Comment 1: Underground drains are allowed only if there is no room for open
ditches in the Railway Area.
Comment 2: The minimum size for underground drain is 160 mm.
Comment 3: Underground drains are surrounded by geo textile (N3) and

underground fill.The granularity ranges are shown in Figure 8.
Figure 8:Granularity requirements for the underground fill materials.
Req. 22 Railway culverts are designed to be repaired, renewed, or lengthened to 22.5-ton

axle loads. All new culverts must meet the requirements for 25-ton axle loads.
Comment 1: A culvert is a bridge like structure or pipe that has a clearance of

less than 2.0 m.
Comment 2: Culverts must be designed for railway traffic.
Comment 3: Culvert must be designed as bridge if head of culvert is closer than

1.6 m to the rail top.
Req. 23 The minimum size of a railway culvert is width or diameter eight hundred (800) mm.
Comment 1: If the width or diameter of culverts is smaller, there is a bigger risk

of blockage due to difficulties in maintenance or exceptional
weather conditions.
Req. 24 The slope around the culvert head must have erosion protection, for example, with
concrete stones, stone paving or concrete slope.
Req. 25 The ditches must have erosion protection when the track is in a cutting or in a trench
and when the gradient is over 4%.
Comment 1: Erosion protection can be constructed with:

- grass or vegetation if ditch gradient 4-5 %
- coarse crushed rock layer of two hundred (200) mm if ditch
gradient 5-10 %
- Stone paving or concrete flume if ditch gradient >10 %.
10 Track foundations
Req. 1 The stability analysis must be done using the trafficloads given in EN15528 (Axle load
22.5 ton).
Req.2 The safe factor of the existing track must be calculated with the stability analysis
(equilibrium method) including that traffic loads must be F tot> 1.5 and without traffic
loads F tot >1.8.
Comment 1: The stability analysis must be done with equilibrium method
Req.3 The safe factor of a track in a new location must be calculated with the stability
analysis (equilibrium method); including that traffic loads must be F tot > 1.8.
Comment 1: The stability analysis of a new track must be done with Φ=0 -
method.
Req.4 The safe factor for stability of a new track during the preloading phase must be F tot
> 1.3.
Req. 5 The new track and the widening of existing tracks must be founded on inorganic soil.
Comment 1: All the organic soil under the track must be replaced by inorganic
soil.
11 Level crossings and roads
Req. 1 There is a large number of level crossings along the Railway line. The safety level
at each level crossing has been evaluated and classified into action classes based
on safety and local traffic alternatives. The solutions selected in accordance with
Appendix G must be followed.
Comment 1: The removal of level crossings shall be carried out by building new
bridges (in the case of busiest roads) or by leading several smaller
roads together to a point where the crossing with the Railway is
safer.
Req. 2 If a level crossing is replaced with a bridge, the vertical clearance of underpass
bridges shall be 5.2meters for high vehicles.
Req. 3 Possible new underpass bridges must be equipped with automatic storm water
pumping station or other solution to solve water extraction method.
Req. 4 The safety level of road and railway traffic must be improved in all remaining level
crossings by automatic warning devices or new traffic signs with reflective coating
to improve visibility in the night time.
Comment 1: Road traffic safety shall be improved with automatic barriers for
the busiest level crossings that remain as level crossing in the
Railway Project.
Comment 2: Level crossings without electric warning devices may remain only
on single track sections and on roads where there is only a little
traffic (less than 10 vehicles a day).
Comment 3: Sighting area is an important safety factor. The area shall be 8 m

wide on each side of the rail, and 500 m long, when maximum
speed is 80 km/h (300 meters at 50 km/h and 200 meters at 30
km/h). At pedestrian level crossings, the lengths can be half of
these.
Comment 4: New automatic barriers shall be long enough to prevent easy

access into the Railway Area in front of track, but there must be a
possibility to get out, if a car gets caught in the middle.
Comment 5: A traffic separator will be installed before deck in the middle of the
road to prevent easy access into the Railway Area around the
barriers.
Comment 6: Construction solutions must consider security arrangements to

avoid theft and damage actions on signaling systems and other
level crossing structures.
Req. 5 The angle between road and railway shall be 70–90 degrees and road alignment
shall be straight on both sides of the crossing. Minimum length of the straight section
is 8 meters.
Comment 1: Alternative safety actions must be considered if the ideal

conditions can´t be achieved because of local conditions.
Comment 2: Alternative safety actions must not significantly reduce the level of
safety defined for the level crossing.
Comment 3: In urban areas, the angle between road and railway is allowed to
be 35-70 degrees if the modification of the angles requires major
changes to private properties and streets.
Req. 6 All remaining level crossings must be equipped with a proper deck structure. The
decks shall be assembled in between the rails as well as on both sides of the track.
The deck structures must be fastened to the sleepers and rails in a reliable way, so
that it is not possible for the deck to move from its place under the designed road
and railway traffic.
Comment 1: The allowed height of the deck is 0–25 mm above the top of the
head of the rail. The minimum width of a level crossing deck shall
be the width of the road +500 mm extra on each side of the road.
Comment 2: The main purpose of a deck is to prevent any damage to rolling

stock and rails.
Comment 3: The material of the deck shall be concrete.
Comment 4: Construction solution must consider arrangements to avoid theft

and damage actions concerning deck surfaces.
Req. 7 Agricultural, private and Maintenance Roads (as defined below) that do not have
warning devices must have lockable gates.
Comment 1: These level crossings must have cattle barriers to prevent animals
accessing the Railway.
Req. 8 Unauthorized trespassing of the Railway Area shall be structurally prevented near
residential areas, streets and roads.
Comment 1: The most effective way is to construct more functional routes for
pedestrians elsewhere or to a safe distance from the Railway.
Comment 2: Trespassing can also be prevented by landscaping, vegetation

and ditches.
Comment 3: Fencing prevents the trespassing of animals and vehicles into the
Railway Area.
Comment 4: Easy read warning instruction must be shown when needed.
Req.9 There must be maintenance or service roads to allow service vehicles (small trucks)
to reach the Railway network’s possible faulting points (switches and traffic signals).
These maintenance roads are shown on the Track Maps (the “Maintenance Road”).
Comment 1: The existing public road and street network can be considered as
a part of the Maintenance Road. Separate Maintenance Road is
not needed if there are other road connections to the point.
Comment 2: The Maintenance Roads must be usable with small trucks, vans or
pick-ups in all seasons and weather conditions.
Comment 3: New Maintenance Roads parallel to the Railway must be situated

in the Railway Area. It may be necessary to construct road links
from the existing road network to the new Maintenance Roads
through other parcels of property.
Req.10 The requirements of local safety and rescue authorities must be taken into account
when designing the road connections to stations and other operational points of the
Railway.
12 Passenger platforms and routes
Req. 1 At passenger stations, all tracks with passenger traffic must be equipped with
passenger platforms with safety zone markings. Platform edge height and distance
from the center line of the adjacent track must be designed, in case of new and
upgraded platforms, and inspected for existing platforms to allow freight and
passenger trains to operate on the tracks next to the platforms according to the
structural gauge of the Railway.
Comment 1: Old platforms that are not in use must be either demolished or
inspected to allow freight train operations.
Comment 2: The dimensions and locations of the platforms are shown on the
Track Maps and typical station cross-sections.
Comment 3: Basis of the platform dimensions are the existing platforms. The
platform dimensioning must be designed considering designed
train speed, passenger amount and the length of the passenger
train. New platforms shall be equipped with a shelter and bench.
Comment 4: The minimum platform lengths shall be as presented in Table

1.The platforms of Paso Molino (km 4+900) can remain shorter
than this requirement.
Req. 2 Pedestrian routes must be designed to allow passengers to reach the existing and
new passenger platforms safely.
Comment 1: A route over the rail way tracks must be arranged via level
crossings with an automatic warning device at any passenger
stops or small stations, or with bridges at busy stations.
Comment 2: The pedestrian routes to the platforms are shown on the Track
Maps.
Comment 3: A pedestrian route to a platform without a warning device is

allowed only at stations with adequate sighting distance and small
amount of passenger traffic.
13 Bridges and structures
Req. 1 The bridges and structures must be designed according to the Eurocodes 1 to 9
(Eurocode EN 1990 - 1999).
Req. 2 All new bridges must be designed with a ballast layer of at least 550 mm measured
from the top of the sleeper.
Req. 3 The load model for new railway bridges and structures shall be LM71-25
(EurocodeEN 1991- Part 2, Loads on Bridges).
Comment 1: The design speed on new bridges shall be at least 100 km/h.
Req. 4 The load model for existing railway bridges and structures shall be LM71-22.5
(EurocodeEN 1991- Part 2, Loads on Bridges).
Comment 1: The evaluation of the capacity of bridges shall also include the
substructure of the bridges.
Comment 2: The goal of evaluations of the large steel truss bridges is to find a
technical solution to reinforce them.
Req. 5 The load model and dimensioning of new road bridges and structures is according
to the National Standards of Uruguay.
Comment 1: The new road bridges shall be designed so that the free space for
rail traffic is at least6.75meters high from the top of the rail. The
substructures of the bridge may not be closer than 5.0 meters from
the center of the nearest track.
Comment 2: Old existing road bridges must have the distance of 3.4 meters
from the substructure to the center of the nearest track to avoid or
minimize derailment collision effects.
Comment 3: The possible electrification requires shields on the edges of the

bridges and structures that are over the electrified tracks.The
bridge deck and the railings must be designed to the additional
loads of these shield structures.
Req. 6 The new bridges must ensure safety by installing railings that are 1100 mm high.
Req. 7 The railings and all new structures on bridges must be at least the distance of 3.1 m
from the center line of the closest track.
Comment1: All underpass bridges must have protective net on the railings to
prevent falling items onto streets and road traffic.
Req. 8 The width of the embankments of new bridges must be at least 8 meters (4 meters
to a side) for a distance of 10 meters to prevent rail geometry problems at bridge
ends.
Comment 1: On double track lines, the width of the embankments shall be 4

meters to the side from the outer track.
Req.9 All the new bridges must be equipped with transition slabs to prevent rail geometry
problems at bridge ends.
Comment 1: Old bridges decks need transition slabs or transition zones if they
are known to be problematic.
Comment 2: The ends of Railway bridges shall be perpendicular to the track to

avoid twist of the rails.
Req. 10 The design life of all new structures must be one hundred (100) years.
Comment 1: If the structure is renewable without traffic disturbance or

significant expenses compared to repair, the structure may be
designed for a design life of fifty (50) years.
Comment 2: The design life of the old structures should be extended at least
thirty (30) years.
Req. 11 The bridges must be equipped with pedestrian walkway where the Railway Bridge
is the only way over a street or river. These bridges are defined in Appendix J (List
of Bridges).The walkway must be at least 3.1m away from the center of the track
line and there needs to be a fence between the track and pedestrians.
Comment 1: The walkway also needs to start and end to a point of public
walkways, streets or roads.
Req. 12 The horizontal and vertical clearance of the rebuilt Railway Bridge and bridge
culverts must be at least as the old existing structure.
14 Trench structures
Req. 1 The structural design must be according to the Eurocodes 1…9 (Eurocode EN 1990
- 1999).
Req. 2 The geotechnical design must be according EN 1997-1 Eurocode 7: Geotechnical

design. All limit states, load combinations, design situations and actions and all
different Construction Phases needs to be covered in the design as it is presented
in EN 1997-1 Eurocode 7.
Req. 3 All trench structures, such as retaining walls, and beams, must be designed as
permanent structures with service life of one hundred (100) years.
Comment 1: The anchors can not be permanent.
Comment 2: The retaining wall must be designed as a rigid wall structure with
soil pressure in rest (ko).
Comment 3: All loads and load combinations on ground surface shall be taken
into account. Especially when the retaining wall is near the road,
soil pressure from traffic load must be considered.
Req. 4 Before construction and design, all nearby buildings and other structures must be
reviewed.
Comment 1: The provisory anchors that reach under buildings must have
enough space, so that they do not cause any damage to existing
buildings.
Comment 2: The construction of the retaining wall must not cause harmful
displacements to the existing structures. If necessary, the existing
foundations need to be reinforced. The reinforcements need to be
designed before construction of trench structures.
Comment 3: The level of the ground water is may not decrease.
Req. 5 Retaining walls must be watertight. Also, the interface between anchor and wall
structures needs to be watertight.
Comment 1: If the ground water level is high or there is pressurized

groundwater, also the base of the trench also needs to be
designed to be watertight.
Comment 2: If the bedrock level is high and the rock is fractured, the fractures
of the bedrock need to be grouted.
Comment 3: When the bedrock level is below the designed trench depth, the
soil in the bottom of the trench needs to be reinforced to prevent
hydraulic failure. The designed reinforcement of the base can be,
for example, an anchored concrete base plate.
Req. 6 The length and the diameter of the piles of the retaining wall must be dimensioned
with geotechnical and structural calculations.
Comment 1: The retaining wall is a secant pile wall. At least every second pile
needs to be reinforced. The bending resistance of the piles and
the pile reinforcement needs to be designed based on soil material
and ground water conditions. The earth pressure shall be
calculated from the at rest state stress. When designing the
retaining wall, both the ultimate limit state and serviceability limit
state design need to be covered. The dimensions of piles need to
be confirmed with calculations made for rigid, non- displacement
wall structure.
Comment 2: All piles need to be bored into a firm soil layer. If the bedrock level
is on high, the pile tip needs to be attached into the hard bedrock
with root bolts and a root beam. Weathered rock is not sufficient
bedrock for pile walls.
Comment 3: Where there is a bridge over the trench, the piles of the wall must
transfer the vertical and horizontal loads from the bridge structure.
Bridge structures are designed and constructed as presented in
2.13 of these Technical Specifications.
Comment 4: The piles of the retaining wall outside the bridge sections have
different movements and loads than the piles of the bridge
sections. A transition structure between these different load
conditions needs to be designed.
Req. 7 All anchors are active and pre-stressed. Acceptance tests must be executed to all
anchors. The wall displacements shall be kept as minimum as possible, especially
nearby old buildings. Displacements shall not cause any damaging displacements
to the nearby buildings.
Comment 1: Anchors must be designed according to EN 1997-1:1A
Comment 2: Load test must be done according to EN 22477-5 Geotechnical

investigation and testing - testing of geotechnical structures – Part
5: Testing of pre-stressed anchors.
Req. 8 Anchors shall be rock anchors.
Comment 1: Soil anchors can be used, if the bedrock level is deep.
Comment 2: If soil anchors are used, the tendon free length of the anchor needs
to reach over the active zone of the retaining wall.
Req. 9 The trench must have sufficient drainage that shall be based on designs. All water
that is raining or leaking into the trench, must be lead off. The trench is not allowed
to flood. The dimensioning rainfall is the rain that occurs once in fifty years.
Comment 1: All water needs to be lead to a proper sewer or other suitable water
discharge site.
Comment 2: All suitable water discharge areas need to be solved before

construction.
Comment 3: The water flowing on ground and street surfaces must not be lead
into the trench.
Comment 4: If the drainage needs a pumping station, the function of the

pumping station needs to be assured at all time.
Req. 10 All features, that are constructed to support the retaining wall structure, need to be
outside of the free structural clearance that is reserved for the trains.
Req. 11 The area where the anchors are made needs to be secured.There shall not be any
future construction, which can cause harmful loads to the trenches.
15 Electricity
Req. 1 Even though the Railway Project does not include the use of electric trains, electrical
design is needed in the Railway Project.
Comment 1: The track yards and stations as well as level crossings and
signaling systems have electrical equipment.
Req. 2 The existing structures, new structures and all temporary structures must be safe
according to laws and standards of electrical works. Bridges and other engineering
structures must be grounded.
Req.3 The signaling system and level crossings with automatic barriers or automatic
lighting need to have a connection to the power grid.
Req.4 Switches must be lighted / illuminated.
Comment 1: Lights are only in use when maintenance or failure actions at

switches are done or loading/unloading activities are executed.
Comment 2: The lighting must not be too disturbing for people living near the
track yards and the areas of switches.
Comment 3: The lighting fixture shall be 6 meters high.
Comment 4: Lighting poles shall be protected against high frequency lightning

impulse waves according UTE regulations.
Req. 5 The designs of possible new passenger routes in station areas must include safe
routes with proper lighting for disabled people.
Req. 6 Light level (Eave) average value at switches and passenger areas shall be at least
fifteen (15) lux.
Comment 1: Control of the light may be manual or automatic, activated by

photocells, a timer or switches, as appropriate.
Req. 7 Interventions in UTE’s transmission and distribution networks due to interferences

and proximity shall be approved by UTE - for each project - prior to the intervention
or modification during the works. These works shall be at the sole expense of the
Contractor. Reference information is attached in Appendix O.
16 Signaling System and Centralized Traffic Control System
Req. 1 The Railway shall be equipped with a new signaling system.
Comment 1: This system consists of computer based interlocking (“CBI”)

systems for each train meeting point and station; signals;
centralized remote control (“CTC”); automatic train
protection(“ATP”) system; and level crossing warning systems.
Comment 2: The National Regulatory Authority by law (Law No. 18,834, Art.
173, point 8) is DNTF.
Req. 2 The new signaling system must be interfaced in a safe and automatic way with the
connecting main lines equipped with existing signaling system and the existing train
control system.
Req. 3 The new signaling system cannot be based only on satellite positioning systems,
e.g. Global Positioning System “GPS”.
Req. 4 The software for the signaling system and all signaling subsystems shall be
developed and implemented in accordance to EN50128 or the standard authorized
by the Infrastructure Manager.
Comment 1: In addition, the Contractor shall provide an interface system for

automatic transition between new signaling system and existing
AFE train control system (AUV).
Req. 5 The data transmissions between signaling subsystems shall meet the requirements
for safety-related data transmissions in open/closed transmission systems
according to EN 50159, or the standard authorized by the Infrastructure Manager.
Req. 6 Interlockings must be connected to the centralized remote-control system.
Comment 1: Automatic train route settings by train numbers must be part of the
traffic control system to ensure the smooth train operation.
Comment 2: In case of any failure in the Centralized Traffic Control (“CTC”),

auxiliary operator workplaces are installed on site. The local
operators can take over traffic control from CTC for setting of train
routes.
Comment 3: Computer Based Interlocking (“CBI”) terminals shall be available

for management purposes in the organization of operators. These
terminals are to show the current state of the system and traffic,
but do not provide commands for system control.
Req. 7 The Interlocking System must include fault indication of failures to remote-control
system.
Comment 1: Fault indications shall include indications for signals, switches,

track vacancy detection and power supply.
Req. 8 In all interlocking stations on the line, a Service and Diagnosis workstation shall be
installed in the interlocking housing for maintenance purposes.
Req. 9 The interlocking system shall be able to control switches and signals at least up to
6km. The Computer Based Interlocking number to be installed for this project shall
be determined by the Contractor during the design phase, and shall be specified in
the proposal.
Comment 1: The CBI device control capabilities could be used as design criteria
Req. 10 The normal distance between distant and main signals is at least 1300m.
Comment 1: The distance is dependent on the speed of trains and its breaking
capacity. In the metropolitan area and other areas where the
speeds are lower, the distance between distant and main signals
may be less than 1300m.
Comment 2: Visibility of the signals also effects the locations and the distance
between distant and main signals.
Req. 11 Safety integrity level of new Interlocking Systems must be SIL3 (EN 50129) or
higher, or the standard authorized by the Infrastructure Manager.
Req. 12 Safety integrity level of new CTC System must be SIL 2 (EN 50129), or the standard
authorized by the Infrastructure Manager.
Req. 13 There shall be at least two train route tracks on each Meeting Station.
Comment 1: Train routes must be set by the Interlocking System.
Comment 2: There shall only be one train route at Meeting Stations

simultaneously.
Req. 14 Shunting movements inside station areas and sidings shall be managed by shunting
routes or with local permission operation.
Req. 15 Line points (switches) without point machines shall be key lock operated.
Req. 16 The main line key locks shall be supervised in the Interlocking System or the CTC
System.
Comment 1: The rules for supervising key locks are presented in the
Operational Rule Book.
Req. 17 Line points shall be equipped with point position indicators supervised in the
Interlocking System.
Req. 18 Interlocking’s power supply must be backed up by UPS-equipment with battery

back-up for at least 6-hour operation fully loaded during power failures.
Comment 1: The Interlocking housing shall be located in the middle part of the
track yards to minimize the cable dimensions and protection.
Comment 2: At the energy kWh-meter location, the feeding supply short circuit
current must be more than 250A, or the impedance less than

Zf=0.92ohm and following the “Reglamento de Baja Tensión” of
UTE.
Comment 3: The energy meter shall be located near the Interlocking housing or
level crossing control cabinet.
Req. 19 The side tracks of Meeting Stations and other sidings must have trap points.
Comment 1: Trap points are needed to prevent the trains from accessing the
main line without permission.
Req. 20 Track vacancy proving shall be carried out with axle counters or track circuits
systems.
Comment 1: The pre-engineering solution is with an axle counters as track

vacancy proving system.
Req. 21 Signaling objects, switches and signals must be labelled on site.
Req. 22 Data transfer connections must have redundancy.
Req. 23 The train detection system must be compatible with all used (new and existing)
rolling stock.
Comment 1: The National Regulatory Authority by law (Law No. 18,834, Art.
173, points 9 and 11) is DNTF.
Req. 24 Level-crossing safety and signaling systems must include fault indication of failures
to remote-control system.
Comment 1: Fault indications include at least:

 power failure;
 a failure of both red lamps in one or more of the road traffic
light signals;
 barriers remaining lowered for longer than would be caused by
normal train operations (e.g. Ten minutes); and
 any level crossing controlling track section remaining occupied
for longer than would be caused by normal train operations
(e.g. ten minutes).
Req. 25 The warning signalling towards road traffic for level crossing without barriers must
start at least 20 seconds before the train reaches the level crossing.
Comment 1: The warning time is calculated from the permitted speed at the
level crossing.
Req. 26 The warning signalling towards road traffic for level crossing with barriers must start
at least 30 seconds before the train reaches the level crossing.
Comment 1: The warning time is calculated from the permitted speed at the
level crossing.
Comment 2: The warning time before barriers descend must be at least 10

seconds.
Comment 3: One (1) second must be added to the warning time before barriers
descend for each meter the distance between the barriers exceeds
10 meters.
Req. 27 Level crossings within the station area must have dependency on the interlocking
system.
Comment 1: The station area is the area between the entry signals.
Comment 2: The level crossing warning time is train route dependent to avoid
too long warning times.
Req. 28 Level crossing system power supply must be backed up by battery back-up for 12-
hour operation during power failures.
Req. 29 The level crossing warning must be initiated by train detection or the CTC operator.
Comment 1: Axle counters, track circuits or level crossing predictor system can
be used to detect trains.
Comment 2: The CTC operator can only operate interlocking dependent level
crossing.
Req. 30 The status of the level crossing shall be indicated to the train driver with a light signal.
Req. 31 All operational telecommunication (including mobile and telephone) must be

recorded.
Comment 1: Recorded communications must be available for at least thirty (30)

days. After the thirty (30)-day period, the records shall be archived
at least for 5 years.
Req. 32 The system shall be able to calculate, which percentage of the train movements has
been on time during the last day.
Req. 33 All materials and equipment shall be suitable for operation in humid subtropical
environment.
Req. 34 The system shall be equipped with adequate device protection level according to
EN 60529 for all system components which meet the environmental conditions of
Uruguay.
Req. 35 All rooms of operation and maintenance personnel as well as technical room for the
computerized electronic indoor equipment shall have temperature control system or
design to meet operational temperature requirements for the equipment.
Req. 36 All Systems to be installed shall be adequately protected against any well-known
and potential electromagnetic interference (“EMI”).
Req. 37 Vital signaling indoor equipment (e.g. computer racks for CBI, etc.) shall be installed
with or without grounding, according to manufacturer’s recommendations.
Comment 1: All other indoor installations (e.g. power supply,

telecommunications, etc.) shall be earthed.
Comment 2: By installing equipment/racks with or without grounding in one

room/hut, the distance between the open doors of the earthed

racks and the earth-free racks shall be, at least, 1.00m.
Req. 38 The systems installed without grounding must be monitored by an insulation level
monitor at the interlocking room.
Reg. 39 There must be an adequate grounding system for the signaling and
telecommunication systems, in accordance with “Reglamento de Baja Tensión” of
UTE.
Req. 40 All systems to be installed shall be protected against lightning, in accordance with
“Reglamento de Baja Tensión” of UTE.
Req. 41 In general, all systems must be designed in accordance with “Reglamento de Baja
Tensión” of UTE and URSEC regulations.
Req. 42 All trackside and road light signals shall be implemented with LED technology.
Req. 43 All visible signal aspects within the interlocking system control distance must be
supervised by the Interlocking System.
Req. 44 The light emitted by the light signals with LED-unit must conform to DIN 6163.
17 Rolling stock monitoring
Req. 1 The route must be equipped with monitoring cameras that monitor the condition of
the rolling stock.
Comment 1: Cameras can be placed in other track yards as well to serve train
tracking services and to prevent vandalism.
Req. 2 The Railway must be equipped with automatic flat wheel, hot wheel and hot axle box
detectors, because these two are the most common technical problems of rolling
stock.
Comment 1: These detectors shall be placed on the main line, so that all the
train cars and bogies can be detected before arriving to the
terminal on both ends of the line. This will mean that a faulty car
can be removed from the railway immediately, and the replacing
rolling stock can be brought to the terminal while the train is still
loaded or unloaded.
18 Railway cables
Req. 1 Railway cables (signaling system and electricity) must be placed to a cable canal on
the surface or six hundred (600) mm deep in the ground.
Req. 2 All cables which are connected to overhead line network must be equipped with
appropriate overvoltage arrestors to protect against lightning that may destroy the
cables.
Req. 3 Cable canals must be placed beside the track, on top of the rail substructure and
outside the rail ballast layer.
Comment 1: On the main lines between the stations, the cable canals maybe a
pipe like structure beneath the ground surface.
Comment 2: The maintenance of cables has to be solved and documented

before construction.
Comment 3: The cables must be in cable canals on bridges.
Req. 4 Points where cable pass underneath the track must be indicated with a sign or a
post.
Req. 5 All cable joints must be watertight.
Req. 6 All onsite cabling must comply with Standards of Uruguay for earth cables.
Comment 1: The cables crossing the track must be in accordance to Technical

Specifications of UTE.
Req. 7 All old cables in and near the track bed must be investigated and any further actions
required must be planned.
19 Underground services and overhead cables in the Railway Area
Req. 1 All existing and old underground services and overhead cables in the Railway Area
must be investigated, documented and replaced to a safe location outside of the
structural clearance taking into account safety requirements of each type of
crossing.
Comment 1: The underground services and overhead cables refer to all cables,
pipelines, sewers and wires that serve, for instance,
communication systems or gas, electricity, fuel or water supply.
Comment 2: All overhead power lines must be removed or relocated if they are
lower than 7.0 meters + the additional distance based on the
nominal voltage of the power line, measured from the track level.
For electrified railway, the required distance is 11.0 meters + the
additional distance based on the nominal voltage of the power line.
Comment 3: All underground drains connected to the urban drainage outside

Railway Area are also considered as underground services.
Req. 2 Required actions to all these services and structures must be designed and agreed
with their owners before starting the construction works.
20 Fencing of Railway Area
Req. 1 The Railway including track yards must be fenced in allareas. The minimum height
of the fence in urban areas is 1.8 m and in rural areas 1.4 m according to Law No.
10,024.
Req.2 The minimum distance of fences on the main tracks is 3.6 meters from the center
line of the nearest track.
Comment 1: Recommendable minimum distance is 5 meters.
Req. 3 Fences must have locked gates at all switches and devices for maintenance. The
gates must not open in to the Railway structural clearance.
Req. 4 On double track line a safety fence shall be required between the main line tracks
to prevent the passengers from crossing the tracks outside the designated crossing
points. The required minimum height of the safety fence is 1800 mm measured from
the top of the ballast layer. The fence must start at least 200 meters before the
platform and end at least 200 m after the platform end. Gaps or openings in the
safety fence are allowed only at official level crossings.
Comment 1: The fence must be located exactly in the middle of the main tracks.
It can be located in the structure clearance area, but not in the
loading gauge.
21 Train traffic signs
Req. 1 Operations to train Traffic Signs must be designed with the signaling system and
Operational Rule Book. Each Traffic Sign and its purpose must be documented in
the Operational Rule Book.
Comment 1: The Operational Rule Book is the main instruction for the train
operation and must be up to date always.
Comment 2: All systems shall have user instructions, where the rules of system
use shall be documented.
Comment 3: Old traffic signs that are not introduced in the valid Operational
Rule Book must be removed.
22 Environment
Req. 1 Local environmental legislation and instructions given by the local environmental
authorities are followed in the environmental design and environmental evaluation
of the Railway Project.
Comments 1: The local manual for the construction phases is Manual Ambiental
Para Obras Y Actividades Del Sector Ferroviario (The Railways
Construction and Activities Environmental Manual).
Req.2 Current and future land use and city, town and country planning situations shall be
investigated through the upgraded and new railway line and near stations.
Req.3 Ancient monuments, valuable sceneries and natural sights, cultural environment and
groundwater areas must be taken into consideration during the design and
construction work of the Railway Project.
Req.4 Traffic noise and vibration surveys shall be carried out in villages, where there is
residential housing near the Railway. Local preventive or protective actions must be
designed based on the results of the surveys.
Req.5 The use of new materials shall be suitable for the environment.
Comment 1: The use of land rock from other areas in land fillings needs an
environmental permission.
Req.6 The possibilities of recycling or disposal of materials shall be environmentally safe.
23 Auditing and approvals
Req. 1 The designs must be checked internally before submitting them to external approval
processes.
Req. 2 The Infrastructure Manager must organize competent, international External

Auditors to all the works designs and constructions.
Comment 1: The role of the External Auditors is to review, document and

approve all designs.
Comment 2: The National regulatory authority by law (Law No. 18,834, Art. 173)
is the “Dirección Nacional de Transporte Ferroviario” (DNTF).
Req. 3 There must be a change management system for all modifications of designs during
detailed design and construction phases.

Technical Specifications

Uploaded by

Copyright:

Available Formats

Technical Specifications

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Technical Specifications

Uploaded by

Copyright:

Available Formats

What are the technical specifications covered in the document?

What are the technical specifications covered in the document?

What requirements are mentioned regarding fencing of the railway area?

What requirements are mentioned regarding fencing of the railway area?

CENTRAL RAILWAY PROJECT

Appendix B - Technical Specifications

1 How to read the specifications .....................................................................................4

B1 INF TSI Regulations (technical specifications for interoperability relating to the

1 How to read the specifications

These Technical Specifications are the technical requirements of the Railway

Comment 1: “Technical specifications for interoperability” (the “TSIs”) are the

Req. 2: The Order of priority of the documents is the following:

(a) Appendix A (Scope of the Railway Project);

 Analysis and detailed technical description of the improvement

Railway applications. Environmental conditions for equipment. Part 1:

Eurocodes for bridges and structures

UIC CODE Leaflets

Other Technical Specifications proposed by the Offeror and authorized by the

Table 1. TSI categories.

Montevideo–25 de F2 UY standard 22,5 80 800 -

Comment 1: The national railway kilometer system is the recalculated kilometer

Comment 1: This request includes all technical subsystems of the Railway

system (substructure, superstructure, signaling system, drainage,

Comment 2: The new Geodetic Reference System shall be defined, designed

Comment 2: The requirements for maintenance are presented in the

3 Train traffic specifications

Comment 2: Operation time shall be twenty-four (24) hours a day.

Comment 3: There shall be no daily track maintenance windows in the normal

Comment 4: The current amount of passenger trains on the track section

Comment 1: New Meeting Stations must be constructed to ensure the sufficient

Comment 3: The number of Meeting Stations with side tracks is 5 between

Comment 4: The number of Meeting Stations with side tracks is 8 between

Comment 5: The capacity of the infrastructure must also include maintenance

4 Stations and track yards

Comment 2: The length of other sidetracks is dependent on the use of those

5 Technical Specifications of the Railway infrastructure

Comment 1: The loading gauge is presented in the Appendix B6.

Figure 1:Structural clearance of Central Railway

6 Naming of stations, tracks, and other elements of the Railway system

Comment 1: The minimum distance can be adjusted in special cases or

Comment 3: The distance between the main tracks in double-track sections:

Comment 1: The formulafor minimum radius in EN Standardsshall

Comment 1: The formula for minimum length of transition curve is

LK=(dt/dl)*(IV/3.6), where I is cant deficiency [mm] in the specific

Comment 2: The length of a constant gradient must be long enough to allow

Comment 1: Recycled rails are not allowed on main tracks.

Comment 2: Neutral temperature area for welding of continuous rails is 27 – 33

Comment 3: Head hardened rail may be used in tight curves to save on

Comment 4: The inclination of rails is 1:20

Comment 5: Material of rails is 900A (UIC) or R260 (EN 13674).

Comment 1: Concrete sleeper length 2460 - 2500 mm, height of 210-250 mm

Comment 1: it is recommended that in Montevideo - Progreso section and

Comment 1: Granularity ranges for the ballast are shown in Figure 2.

Figure 2: Granularity requirements for ballast materials.

Req. 14 All controllable switches shall be controlled by interlocking.

Req. 16 All switches with point machines shall be trailable.

Comment 1: A point machine of a switch which is not trailable needs to be

Req. 17 Point machines shall have an internal locking device.

9 Track substructure,drainage and erosion protection