TECHNICAL SPECIFICATIONS OF RAILWAYS

IN PARTIAL FULFILLMENT IN BUILDING SYSTEM DESIGN

INSTRUCTOR:

ENGR. LARRY E. ROCELA

SUBMITTED BY:

COSTELO, ABBYGAILE G.
PELLOS, JAMILE P.
VILLANUEVA, SHAINNA JENN A.

BSCE 3-1

DECEMBER 2024
INTRODUCTION

Railroads are made up of various major components, including rails, signaling

systems, stations, and rolling stock. They are a sustainable mode of transportation

and had an enormous effect on worldwide trade and travel, linking remote places and

facilitating industrial progress. They contribute to sustainable development by

providing a lower-carbon alternative to road and air transportation and are capable of

transporting a lot of people and cargo.

To guarantee safety when constructing railroads, several technical

specifications must be followed. Moreover, in order to operate trains in a safe, high-

speed, timely, and effective manner, railways must adhere to certain regulations and

requirements. These standards continue to improve in tandem with technological

advancements and a rising emphasis on sustainability, ensuring that railways remain

a vital component of modern transportation. Therefore, the national government must

clearly define safety conditions and other regulations so that railway operators can

meet a certain degree of social needs

In general, railway specifications address the design, construction, operation,

and maintenance of railway systems. These criteria enable network-wide safety,

efficiency, and compatibility. They are standardized by internationally recognized

organizations such as the UIC (International Union of Railways) or modified locally to

match regional needs.

CENTRAL RAILWAY PROJECT

Appendix B – Technical
Specifications

November 2017
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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
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Appendix B. Technical Specifications

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)
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Appendix B. Technical Specifications

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
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Appendix B. Technical Specifications

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
Railway applications. Track. Track geometry quality. Part 3: Measuring systems.
Track construction and maintenance machines.
11. EN 13848-4:2011
Railway applications. Track. Track geometry quality. Part 4: Measuring systems.
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
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Appendix B. Technical Specifications

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)
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Appendix B. Technical Specifications

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

Central Railway Project 8 / 57
Appendix B. Technical Specifications

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.
Central Railway Project 9 / 57
Appendix B. Technical Specifications

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.
Central Railway Project 10 / 57
Appendix B. Technical Specifications

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
Central Railway Project 11 / 57
Appendix B. Technical Specifications

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

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Appendix B. Technical Specifications

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

Central Railway Project 13 / 57
Appendix B. Technical Specifications

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 LARB≤ 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.

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Appendix B. Technical Specifications

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.

Central Railway Project 15 / 57
Appendix B. Technical Specifications

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 %
Central Railway Project 16 / 57
Appendix B. Technical Specifications

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.

Central Railway Project 17 / 57
Appendix B. Technical Specifications

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.
Central Railway Project 18 / 57
Appendix B. Technical Specifications

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.
Central Railway Project 19 / 57
Appendix B. Technical Specifications

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).
Central Railway Project 20 / 57
Appendix B. Technical Specifications

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.
Central Railway Project 21 / 57
Appendix B. Technical Specifications

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%.
Central Railway Project 22 / 57
Appendix B. Technical Specifications

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
Central Railway Project 23 / 57
Appendix B. Technical Specifications

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.
Central Railway Project 24 / 57
Appendix B. Technical Specifications

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.
Central Railway Project 25 / 57
Appendix B. Technical Specifications

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
Central Railway Project 26 / 57
Appendix B. Technical Specifications

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.
Central Railway Project 27 / 57
Appendix B. Technical Specifications

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,
Central Railway Project 28 / 57
Appendix B. Technical Specifications

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

Central Railway Project 29 / 57
Appendix B. Technical Specifications

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
Central Railway Project 30 / 57
Appendix B. Technical Specifications

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,

Central Railway Project 31 / 57
Appendix B. Technical Specifications

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
Central Railway Project 32 / 57
Appendix B. Technical Specifications

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.
Central Railway Project 33 / 57
Appendix B. Technical Specifications

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

Central Railway Project 34 / 57
Appendix B. Technical Specifications

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.
Central Railway Project 35 / 57
Appendix B. Technical Specifications

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.
Central Railway Project 36 / 57
Appendix B. Technical Specifications

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).
Central Railway Project 37 / 57
Appendix B. Technical Specifications

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.
Central Railway Project 38 / 57
Appendix B. Technical Specifications

RAILWAY TECHNICAL STANDARD

3.1 Purposes of Establishing Railway Technical Standards

Specific rules and standards are necessary for railways to carry out safe, high speed, punctual,
and efficient train operation. Therefore, it is essential for the national government to clearly
indicate standards on safety conditions and so forth so that railway operators can satisfy a
specific level of social requirements by meeting the standards.

The clarification of the technical standards by the national government will enhance the
transparency of national administration. Furthermore, various railway operators with different
technological power, past achievements and so forth will become able to observe the
standards and secure safety conditions and so forth higher than a specific level.

3.2 Kinds of Railway Technical Standards

Railway technical standards are broadly classified into: compulsory standards which stipulate
safety and so forth; design standards which complement the compulsory standards; and
optional standards which aim at the enhancement of production efficiency, elimination of trade
barriers, and so forth. The details of these standards are as follows.

(1) Compulsory Standards

The governments and national railways of individual countries have established

compulsory technical standards on railway construction and operation, for such
purposes as ensuring of railway safety and maintaining of railway networks. The titles
of some of these standards centering on safety and so forth established in the countries
of the world are as follows.

Japan : Regulations on Railway Structure

Germany : Regulations on Railway Construction and Operation

France : Official Administrative Regulations on Safety and Commercial Services

on Nationwide and Regional Railway Lines

U.K. : Railway Safety Principles and Guidance

Central Railway Project 39 / 57
Appendix B. Technical Specifications

U.S.A. : FRA (Federal Railroad Administration) Regulations (State

safety participation regulations, etc.)

EU : EU Directives

(COUNCIL DIRECTIVE 96/48/EC on the interoperability of the trans-

European high speed rail system, etc.)

The framework of the compulsory railway technical standards in Japan is as follows.

In Japan, based on the framework of railway technical standards, concrete items and
contents of technical standards have been stipulated.

(2) Voluntary Standards

For industrial products, there are various international, regional, national, and group
standards. The main purposes of these standards are to improve the quality of
products, enhance production efficiency, rationalize production, reduce production
costs, and eliminate trade barriers, by the unification of production methods, work
methods, test methods, dimensions, structure, design methods, and so forth.
Central Railway Project 40 / 57
Appendix B. Technical Specifications

There are similar standards for railway sectors as well, and each country is making
efforts to adjust its regional, national and group standards to the national standards.
The voluntary standards for railway sectors are as follows.

By the national standards PS of the Philippines, 57 industrial sectors are covered.

However, standards on railway sectors have not yet been established. It is advisable,
therefore, to introduce national standards on railway sectors to the Philippines as well.

3.3 Drawing Up of Railway Technical Standards in Metro Manila

As the railways in Metro Manila, PNR lines and LRT Lines 1 and 3 are in operation at present.
Furthermore, LRT Lines 2, 4 and 6 are under construction or in the stage of planning, and
projects on North Rail and MCX are also in progress. In drawing up the Railway Technical
Standards (draft) of this time, compulsory technical standards to be applied to Mass Rapid
Transit (MRT) and Light Rail Transit (LRT) systems in Metro Manila have been studied.

In the Japanese railway technical standards, specifications are regulated by concretely

stipulating numerical values concerning railway standards, such as track gauge, construction
gauge, and standard voltage. However, numerical value regulations can become a factor
which hampers development and introduction of new technologies, and also can nullify
peculiarities of individual railway organizations or routes, eventually leading to the increase
in railway operation costs. Furthermore, there is a possibility that technologies of a specific
country (or countries) will become advantageous.

Therefore, in drafting the Technical Standards for the Philippines, the so-called “performance
regulations” stipulating performance essential for railways have been adopted, in order to
expand the scope of technological freedom of respective railways. As for the contents of the
Technical Standards, detailed analysis has been made by conducting surveys on the actual
situation of railway operation and construction in the Philippines, and through consultations
with the Philippine counterparts as well as through the workshop on technical standards
which were held five times. As for the specific difference from the Japanese standards, based
on the actual situation of transfer facilities of railways in the Philippines, the two items
(smooth transfers between railway lines; and smooth transfers between railway and road-
based and other modes of transport) have been added to Chapter 4 concerning station
facilities. At the same time, stipulations prohibiting new crossings on the ground level have
been excluded, because new construction of level crossings will be inevitable in the future.
Furthermore, standards for high speed railways such as those for the Japanese Shinkansen
Central Railway Project 41 / 57
Appendix B. Technical Specifications

have been excluded. In introducing the performance standards, these ways of thinking would
satisfy the demand of the Philippine side that the new standards should be based not only
on Japanese railway technologies but also on technologies in the world.

However, since it might be difficult to make technical judgment according to the performance
standards alone, such items as “the principles and interpretation of the technical standards”
and “the concrete numerical values for reference” are described in Appendix as the
interpretation standards.

The Technical Standards in the main text have been drawn up, based on the assumption
that official standards should be established and put in forth by the Government. The
interpretation standards (explanation) have been prepared for the reference of individual
railway organizations in making judgment for establishing their technical by-standards.

The composition of the Railway Technical Standards is as follows.

3.3.1 Railway Technical Standards for Metro Manila

I. Purpose of Technical Standards

Railway traffic must be supported by an integrated system of which the priority concern is to
ensure passenger safety while also aiming at ensuring reliable transportation, caring for the
disabled as well as the environment and fulfilling its characteristic functions. For this purpose,
Technical Standards which are applicable to railway services in general and the currently
operating PNR, LRT1 and LRT3 lines as well as planned lines to be opened in the future in
particular are established here.

II. Main Contents of Railway Technical Standards

Outline of the Contents to be stipulated for Technical Standards is as follows.

1. General
・ This Chapter stipulates for Definition of Terminology and Preparation of
Implementation Standards
Central Railway Project 42 / 57
Appendix B. Technical Specifications

・ It is stipulated that, since the technical standards established by the Government are
the minimum performance standards necessary for ensuring safety and so forth,
railway operators should decide, based on these standards, their own standards
on the structure and maintenance of their specific railway facilities and rolling stock
as well as on the handling of train operation. Railway operators are also obliged to
submit such standards to the Government.

2. Qualification, Education and Training of Railway Employees

・ Railway operators are obliged to carry out training of their employees and to enforce
train operation by employees with qualifications.

3. Structure and Maintenance of Facilities and Rolling Stock

・ This Provisions describe Functions required for facilities and Rolling Stock in light of
Ensuring of Safety, Ensuring of Planned Transportation, Consideration for Disabled
Persons and Consideration for Environmental preservation.

(1) Tracks
・ This Chapter stipulates for Gauge and Slack, Curve Radius, Cant, Transition
Curve, Grade, Vertical Curve, Construction Gauge, Width of Formation Level,
Center-to-Center Distance of Adjacent Tracks, Track and Civil Engineering
Structures, Building Construction, Disasters Prevention Devices, Safety
Devices and Evacuation Devices.

(2) Station Facilities

・ This Chapter stipulates for Specifications for Station Facilities, Smooth
Transfers between Railway Lines, and Smooth Transfers between Railway
and Other Modes of Transport.

(3) Power Facilities

・ This Chapter stipulates for Contact Line, Substations and Lighting Facilities.
Central Railway Project 43 / 57
Appendix B. Technical Specifications

(4) Operation Safety Devices

・ This Chapter stipulates for Installation of Operation Safety Devices, Devices to
Ensure Safety between Trains, Indicating Device of Railway Signals,
Interlocking Device, Remote Control Device, Train Detection Device, Railway
Crossing Safety Facilities, Communication system for Safety Purposes, and
Installation of Communication Cables.

(5) Rolling Stock

・ This Chapter stipulates for Size Limits of Rolling Stock, Constrains with
respect to Tracks and Structures, Stability of Rolling Stock, Running Gear,
Motive Power Apparatuses, Brake Equipment, Structure of Car Body and
so forth, Coupling Device, Structure of Rolling Stock for Transport of Special
Cargo, Equipment of Driver Section, Automatic Door Control Device, Air
Compressor and Accessories, On-Board Devices, Marking on Rolling stock,
Fire Prevention and Control Measures for Rolling Stock, and Continued
Functioning of Some devices during Power Interruption.

(6) Maintenance of Facilities and Rolling Stock

・ This Chapter stipulates for Maintenance of Railway Facilities and Rolling
Stock, Inspection and Trial Operation of New Facilities and Rolling Stock,
Patrolling for Natural Disaster, and Regular Inspection of Railway Facilities
and Rolling Stock.

4. Train Operation
・ In order to secure safety, train operation handling are stipulated. Specifically, such
items as Boundary of station, Train Composition, Emergency Braking Distance of
Trains, Train Operation, Shunting of Rolling Stock, Operation Speed, Safety
between Trains, Railway Signals and Operation, Train Protection, Track Closure,
and Response to Natural Disaster are stipulated.

5. Report on Railway Accidents

・ In order to serve for the identification of the actual situations of railway accidents and
incidents as well as for the prevention of accident recurrence, the contents of the
Central Railway Project 44 / 57
Appendix B. Technical Specifications

report which railway operators should make to the Government on accidents are
stipulated. Specifically, such items as the scope application, terminology, railway
operation accidents, accidents for which railways are responsible, and reporting of
railway operation accidents are stipulated.

6. Environment
・ This Chapter stipulates that the measures for alleviating noise pollution due to train
operation should be taken.

III. Railway Technical Standards

Chapter 1. General

1.1 Definition of Terminology

1.2 Preparation of Implementation Standards

Chapter 2 Qualification, Education and Training of Railway Employees

2.1 Education and Training of Railway Employees

2.2 Qualification of Railway Employees (Obtaining of Certificate)

Chapter 3 Tracks

3.1 Gauge and Slack

3.2 Curve Radius

3.3 Cant

3.4 Transition Curve

3.5 Grade

3.6 Vertical Curve

Central Railway Project 45 / 57
Appendix B. Technical Specifications

3.7 Construction Gauge

3.8 Width of Formation Level

3.9 Center-to-Center Distance of Adjacent Tracks

3.10 Track and Civil Engineering Structures

3.11 Building Construction

3.12 Disaster Prevention Devices, Safety Devices and Evacuation

Devices

Chapter 4 Station Facilities

4.1 Specifications for station

4.2 Smooth transfers between railway lines

4.3 Smooth transfers between railway and road-based and other

modes of transport

Chapter 5 Power Facilities

5.1 Contact Line (Overhead trolley wire and third rail)

5.2 Substations

5.3 Lighting Facilities

Chapter 6 Operation Safety Devices

6.1 Installation of Operation Safety Devices

6.2 Devices to Ensure Safety between Trains

6.3 Indicating Device of Railway Signals

Central Railway Project 46 / 57
Appendix B. Technical Specifications

6.4 Interlocking Device

6.5 Remote Control Device

6.6 Train Detection Device

6.7 Railway Crossing Safety Facilities

6.8 Communication System for Safety Purposes

6.9 Installation of Communication Cables

Chapter 7 Rolling Stock

7.1 Size Limits of Rolling Stock

7.2 Constrains with respect to Tracks and Structures

7.3 Stability

7.4 Running Gear

7.5 Motive Power Apparatuses

7.6 Brake Equipment

7.7 Car Body Structure

7.8 Structure to Mitigate Excessive Noise

7.9 Structure of Crew Section

7.10 Structure of Passenger Doorway

7.11 Structure of passenger Doorway and Gangway

7.12 Structure of a Passenger Car

7.13 Structure of Emergency Exit

7.14 Coupling Device

Central Railway Project 47 / 57
Appendix B. Technical Specifications

7.15 Structure of Rolling Stock for Transport of Special Cargo

7.16 Equipment of Driver Section

7.17 Automatic Door Control Device

7.18 Air Compressor and Accessories

7.19 On-Board Devices

7.20 Marking on Rolling Stock

7.21 Fire Prevention and Control Measures for Rolling Stock

7.22 Continued Functioning of Some Devices during Power

Interruption

Chapter 8 Maintenance of Facilities and Rolling Stock

8.1 Maintenance of Railway Facilities and Rolling Stock

8.2 Inspection and Trial Operation of New Facilities and Rolling Stock,
etc.

8.3 Patrolling, etc. when there is threat of disaster

8.4 Regular Inspection, etc. of Railway Facilities and Rolling Stock

Chapter 9 Train Operation

9.1 Boundary of Station

9.2 Train Composition

9.3 Emergency Braking Distance, etc. of Trains

9.4 Train Operation

9.5 Shunting of Rolling Stock

Central Railway Project 48 / 57
Appendix B. Technical Specifications

9.6 Operation Speed

9.7 Safety between Trains

9.8 Railway Signals and Operation

9.9 Train Protection

9.10 Track Closure

9.11 Response to Natural Disaster

Chapter 10 Reporting of Railway Accidents

10.1 Objective

10.2 Scope of Application

10.3 Terminology

10.4 Stipulations Regarding Railway Operation Accidents, etc.

10.5 Responsible Accidents

10.6 Reporting of Railway Operation Accidents and Other Matters

Chapter 11 Environment
11.1 Prevention of Loud Noise

3.4 Legislation and Responsible Organization of Railway Technical Standards

3.4.1 Legislation of Railway Technical Standards

(1) Compulsory standards must be adhered to in each railway company. For this
reason, it is necessary for these technical standards to be clearly prescribed in
the legal system of the Philippine Government.
Central Railway Project 49 / 57
Appendix B. Technical Specifications

Confirmation of compliance with standards can either be carried out by the railway
companies themselves, or by the public administration sector. As the basic philosophy,
the weight applied to the self responsibility of railway companies shall be raised, the
degree of freedom of companies including makers shall be expanded, and
administrative involvement shall be held to a minimum.

(2) In the Philippines, too, it is necessary for compulsory technical standards to be

clearly prescribed in the legal system. Legislation relating to railways in the
Philippines at the moment is as follows.

• Executive Order No. 125 January, 1987

Reorganizing the Ministry of Transportation and Communications defining its powers

and functions and for other purposes

• Executive Order No. 125

April 1, 1987 Amending Executive Order No. 125

• Executive Order No. 603 July, 1980

Creating a Light Rail Transit Authority, vesting the same with the Authority to construct
and operate the Light Railway Transit (LRT) Project and providing funds therefore

• Presidential Decree No. 741 July, 1975

Amending an Act creating National Philippine Railways

The above legislation lays down prescriptions concerning the mandate, powers,
functions, duties, organization and funds of DOTC, LRTA and PNR, but it does not
directly state rules concerning railway business management, operating safety and
technical standards.

However, in DOTC (E. O. No. 125) Section 5 (Powers and Functions), the following is
stated: “Administer all laws, rules and regulations in the field of transportation and
communications”, and since authority to establish railway-related standards is given, it
Central Railway Project 50 / 57
Appendix B. Technical Specifications

is possible to establish Department Orders concerning railway technical standards.

For this reason, it is appropriate for technical standards to be established and advertised
by DOTC Department Order.

In this connection, since the Interpretation Guidelines are reference standards, it is

advisable to make the Guidelines sufficiently known to the personnel concerned as a
notification by the Director of Transport Planning Service, Department of Transport and
Communication.

Furthermore, in order to confirm that the contents of technical standards are satisfied
during the construction and operation of railways, it is desirable to establish legislation
concerning the business management and running of the railway utility and state
prescriptions in that (for example, establishment of a rail transportation law).
Currently in the Philippines, since there is no comprehensive legislation concerning
railway business management and operation (permission of railway operations,
authorization of works, etc.), it is worth examining the establishment of a new law,
however, this should be examined from a viewpoint that is separate from that of technical
standards.

Also, from the viewpoint of minimizing administrative involvement, it is realistic to

establish a system whereby railway companies themselves confirm compliance with
technical standards.

3.4.2 Organization in Charge of Railway Technical Standards

(1) Railway technical standards state regulations which are necessary for securing
railway safety, maintaining networks, displaying railway characteristics, securing
convenience for users, and taking environmental countermeasures; however,
in order to newly establish or revise standards, it is necessary to assign experts in
technical standards who are well versed in railway work affairs.
Central Railway Project 51 / 57
Appendix B. Technical Specifications

Moreover, because technical standards are applied to all railway companies in the
country, it is appropriate that the said experts belong to the administrative departments
of national agencies or their equivalent bodies.

(2) In the Philippines, too, it is necessary to establish a department in charge

of railway technical standards.

Government agencies currently in charge of railways in the Philippines are as follows.

1) Department of Transportation and Communications (DOTC)

Secretary

Transportation Planning Service

Railway Transport Planning Division

Within the DOTC there is a division responsible for railway transport planning, and
around 10 personnel are assigned to this.

Moreover, within the ministry, EDSA MRT 3 Executive Office which is responsible
for operation on Line 3 has been established.

2) Light Rail Transit Authority (LRTA)

Administrator

Administrative Finance Planning Operations

Department Department Department Department
Central Railway Project 52 / 57
Appendix B. Technical Specifications

In terms of administrative machinery, LRTA is an independent authority under

control of the DOTC. This authority manages and operates LRT, however,
operation and maintenance of Line 1 is consigned to Metro Transit
Organization, Inc.

(METRO). However, the contract on the entrustment has been void since August
2000.
The number of staff is around 50 in LRTA and 1,250 in METRO.

3) Philippine National Railways (PNR)

General Manager

Financial and Asset Operations Maintenance

Administration Management

In terms of administrative machinery, PNR is a nationalized railway company under

the management of the DOTC, and it manages, operates and maintains 446 km of
line.

PNR has a work force of approximately 1,200 employees.

(3) As was pointed out previously, it is appropriate for railway technical standards to
be established by DOTC Department Order, so for this reason it is thought
rational to establish a department within the DOTC responsible for establishing
and revising technical standards. DOTC departments currently in charge of
railways are the Railway Transport Planning Division (policy department) and
the EDSA MRT3 Executive Office (implementing department).

The Railway Transport Planning Division belongs to the Planning Service Department
and, similar to the Road Transport Division, Air Transport Division, and Water Transport
Division it is jointly established with, it is responsible for planning and controlling
Central Railway Project 53 / 57
Appendix B. Technical Specifications

projects. If possible it is desirable to expand the Railway Transport Planning Division so

that it can also take charge of technical standards, however, it is thought that difficulty
would arise in expanding just this division (also in terms of comparison with other
sections).

Meanwhile, the EDSA MRT3 Executive Office is in charge of operation on Line 3,

however, it is thought that establishment of such a field department within the DOTC is
temporary, and anyway this is not a department for dealing with policy matters such as
establishment of standards, etc.

For the organizations in charge of the railway technical standards, it is necessary to have a
good administrative sense and also to be familiar with the railway technologies. Therefore, the
following organizations are considered as recommendable organizations responsible for the
establishment and revision of the railway technical standards in the Philippines.

1) Railway Transport Planning Division is recommended as the organization in

charge of the establishment and revision of the railway technical standards.

2) However, the number of personnel in Railway Planning Division is small,

and the Division is not sufficient as the organization for studying the details
of the railway technical standards. Therefore, it is advisable to establish a
"Council for Railway Technical Standards" within Railway Transport
Planning Division as an organization which consists of government officials,
railway personnel and so forth and is responsible for substantial
deliberations for the establishment and revision of the railway technical
standards (including the Implementation Guidelines). The members (draft
plan) of the Council for Railway Technical Standards are as follows.
Central Railway Project 54 / 57
Appendix B. Technical Specifications

• DOTC (Railway Transport Planning Division)

• DOTC (EDSA MRT3 Executive Office)

• LRTA (Planning Department)

• LRTA (Operations Department)

• LRTA (Line 2 Project Office)

• PNR (Operations Department)

• PNR (Maintenance Department)

• MRTC (Metro Railway Transit Corporation

Central Railway Project 55 / 57
Appendix B. Technical Specifications

CONCLUSION

In conclusion, technical railway standards set the pace for train operations in

terms of safety, efficiency, and reliability. The file has underlined the fact that there are

clear national guidelines for safety standards requirements against which local

operational needs can be addressed. There are three main types of standard-

compulsory, voluntary and design standards, under which the standardization

framework becomes flexible for specific objectives such as safety improvements,

reduced trade barriers and better operational efficiency. For example, with Metro

Manila, the performance-based regulations allow for the incorporation of modern

technological systems and creation of solutions to such questions as the required

continued transfer of trains and level crossings.

The file lays emphasis on the proper legislation and organizational

responsibility as far as the implementation of the standards is concerned. Initiatives

were recommended to be headed by the Department of Transportation and

Communications (DOTC) of the Philippines, with a special council on technical

standards to support this. Successful implementation and periodic revision of these

standards need much collaboration among the different railway organizations, policy

makers, and experts. Such economy will help the Philippines structure a sustainable

and adaptable railway system that meets current and future demands in harmony with

international practices but mindful of local realities.