K Design-Criteria V00

Operational Programme for Regional Development
Preparation of detailed design and tender

documentation for construction of new
Railway Section Kicevo Border with
Republic of Albania as part of Corridor VIII
and tender documentation for supervision
construction works
Design Criteria
Version 00, Date 28/01/2015

EuropeAid/133591/D/SER/MK
A project implemented by TYPSA and its

consortium partners
This project is funded by

the European Union
Page 1
Disclaimer
The contents of this report are the sole responsibility of TYPSA and its consortium partners and can
in no way be taken to reflect the views of the European Union.
I.
Table of Contents

I.
Table of Contents ......................................................................................................................................................... 3
II.
List of Annexes ...................................................................................................................................................... 6
III.
List of Acronyms..................................................................................................................................................... 6
IV.
Project Synopsis .................................................................................................................................................... 8
V.
Project background ................................................................................................................................................ 9
VI.
General ................................................................................................................................................................ 10
VII.
Design criteria alignment...................................................................................................................................... 10
VII.1
Codes and standards....................................................................................................................................... 10
VII.1.1
European Railways Standards Interoperability .................................................................................... 10
VII.1.2
AGC and AGTC Agreements of UNECE................................................................................................. 10
VII.1.3
Design Standards ................................................................................................................................... 11
VII.2
Departures from Codes and standards ............................................................................................................ 12
VII.3
Applied parameters.......................................................................................................................................... 12
VIII.
Design Criteria Geotechnical and Tunnel Design ................................................................................................ 13
VIII.1
VIII.2
Tunnel construction method ............................................................................................................................ 14
VIII.3
Tunnel cross section: geometry drainage, equipments and others in accordance with european standards .. 14
VIII.4
Tunnel support: primary support and final lining .............................................................................................. 16
VIII.5
Portal design: excavation geometry, type of cut and cover structure, slope stability and support, landfill and
final geometry ................................................................................................................................................................ 16

VIII.6
IX.
Other special aspects ...................................................................................................................................... 17

Design Criteria Tunnel Structures ........................................................................................................................ 17
IX.1
Introduction ...................................................................................................................................................... 17
IX.2
Codes .............................................................................................................................................................. 17
IX.3
General Considerations ................................................................................................................................... 18
IX.4
Materials .......................................................................................................................................................... 23
IX.5
Loads ............................................................................................................................................................... 30
X.
IV. Applied parameters......................................................................................................................................... 37
XI.
Design Criteria Tunnel safety, Security and Telecommunication Systems .......................................................... 38
XI.1
Object .............................................................................................................................................................. 38
XI.2
Reference Documentation ............................................................................................................................... 38
XI.3
Design criteria for MECHANCIAL system. ....................................................................................................... 39

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XI.3.1
Requirements according to reference documentation ................................................................................. 39
XI.3.2
Proposal for the designing of mechanical systems...................................................................................... 41
XI.4
Design criteria for electrical system ................................................................................................................. 42
XI.4.1
XI.4.2
Proposal for the designing of electrical system. .......................................................................................... 43
XI.5
Design criteria for communication system ....................................................................................................... 44
XI.5.1
XI.5.2
Proposal for the designing of communication system ................................................................................. 46
XII.
Design Criteria Earthworks and Soil Treatment ................................................................................................... 48
XII.1
XII.2
General aspects............................................................................................................................................... 48
XII.3
Slope stability and support measures .............................................................................................................. 48
XII.4
Retaining walls................................................................................................................................................. 49
XII.5
Use of excavated materials ............................................................................................................................. 49
XII.6
Embankment or excavation surface................................................................................................................. 49
XIII.
Design Criteria Permanent Way ........................................................................................................................... 50
XIII.1
XIII.2
XIV.
Design Criteria Stations and Stops ...................................................................................................................... 52
XIV.1
Applied codes and standards for Track design ................................................................................................ 52
XIV.2
Applied parameters for track design ................................................................................................................ 53
XIV.3
Suggested track scheme ................................................................................................................................. 54
XIV.4
Applied codes and standards for buildings ...................................................................................................... 55
XIV.5
Applied parameters for buildings ..................................................................................................................... 56
XIV.6
Suggested program of functions ...................................................................................................................... 58
XIV.7
Material suggestions for concrete and reinforcement steel .............................................................................. 63
XIV.8
Access Roads .................................................................................................................................................. 63
XIV.8.1
Codes and standards .............................................................................................................................. 63
XIV.8.2
Applied parameters ................................................................................................................................. 64
XV.
Design Criteria Track Substructure, Water Protection and Drainage ................................................................... 67
XVI.
Design Criteria Bridges and Culverts ................................................................................................................... 69
XVI.1
XVI.2
XVII.
Design Criteria Road and Pedestrian Crossings .................................................................................................. 71
XVII.1
Codes and standards .................................................................................................................................. 71
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XVII.2
XVIII.
Applied parameters ..................................................................................................................................... 72

Design Criteria Signalling and Interlocking Devices, Telecommunications Design, Overhead Contact Line,
Power distribution and Power Substations ........................................................................................................................ 73

XIX.
Design Criteria Environmental Protection ............................................................................................................ 77
XX.
Design Criteria Relocation and Protection of Utilities ........................................................................................... 77
XX.1
XX.2
XXI.
Comments on Design Criteria (To be prepared by the Contractor and submitted with the Report second/final
version) 80
Page 5
II.
List of Annexes
No annexes.
III.
List of Acronyms
ABBREVIATIONS AND GLOSSARY OF TERMS

AC
Alternating Current
AGC
European Agreement on Main International Railway Lines
AGTC
European Agreement on Important International Combined Transport Lines and Related Installations
CENELEC
European Committee for Electrotechnical Standardisation
CCTV
Closed Circuit Television
CR
Conventional Railways
CTC
Centralized Traffic Control
CWR
Continuous Welded Rails
DTS
"Long Rail Line" = CWR
EC
European Commission
EIA
Environmental Impact Assessment
EN
European Norm
ENV
European Pre-Norm
ERA
European Railway Agency
ERTMS
European Rail Traffic Management System
ETCS
European Train Control System
EU
European Union
GPS
Global Positioning System
GSM-R
Global System for Mobile Communications Railway
HV
High Voltage
IEC
International Electrotechnical Commission
IP
Internet Protocol
ISO
International Standards Organisation
MZ
Macedonian Railways
JV
Joint Venture
JS
Yugoslav Railway Standards
LAN
Local Area Network
MV
Medium Voltage
OCL
Overhead Contact Line
OCLS
Overhead Contact Line System
OLE
Overhead Line Equipment
PLC
Programmable Logic Controller
SDH
Synchronous Digital Hierarchy
SEETO
South East Europe Transport Observatory
SIL
Safety Integrity Level
TBM
Tunnel Bore Machine
TC
Traffic Control
TEN
Trans European Networks

Page 6
ToR
Terms of References
TPS
Traction Power Substation
TSI
Technical Specifications for Interoperability
UIC
International Union of Railways
UPS
Uninterrupted Power Supply
Vmax
Maximum speed
Page 7
IV.
Project Synopsis
Programme Name
Operational Programme for Regional Development
Project Name
Preparation of detailed design and tender documentation for construction of new Railway
Section Kicevo Border with Republic of Albania as part of Corridor VIII and tender
documentation for supervision of construction works
Reference No:
Contract Number
EuropeAid/133591/D/SER/MK
Project Duration
10/2014 10/2016
Project
15/10/2014
Commencement Date
Project End Date
14/10/2016
Status
In Progress
Name:
Macedonian Railway -
Central Financing and
Tcnica y Proyectos, SA
Infrastructure
Contracting Department
(TYPSA), Werner Consult ZT
(CFCD) within the Ministry of
GmbH, Louis Berger and
Finance
Davos Invest. Ltd.
Role:
Final Beneficiary
Contracting Authority
Contractor
Address:
Jordan Mijalkov 50b
Luj Paster bb
Calle Gomera 9, San
Skopje
1000 Skopje
Sebastian de la Reyes
Republic of Macedonia
Republic of Macedonia
28700, Madrid, Spain
Telephone:
+389 (2) 2449-740
+389 (2) 3255 374
(34) 91 722 73 00
Fax:
+389 (2) 2462 330
+389 (2) 3231 219
(34) 91 651 85 48
E-mail:
mz65dir@t-home.mk
radica.koceva@finance.gov.mk
ctarazaga@typsa.com
Contact Person:
Milan Jankulovski
Radica Koceva
Carlos Tarazaga
Overall Objectives
Improvement of the rail infrastructure along SEETO Comprehensive Network, by establishing

an operational continuity of rail Corridor VIII
Purpose
Design of the new railway line between Kicevo and the Albanian border in order to propose
the project for EU co-financing under the next Transportation Operational Programme
Expected Results
Task 1: Detailed Design of the new railway section Kicevo-Border to Republic of Albania
Task 2: Preparation of Volumes III, IV and V of tender documentation for construction and
preparation of Terms of Reference and budget estimation for the tender documentation for
supervision services and sound IPA Application
Key Activities
Data analysis and field reconnaissance, Field surveys (topographic survey, geotechnical
survey...), Detailed Design, Applications for permits, tender documents
Key Stakeholders
Author of the Report
MZ-I, MZ-T, MoTC

Name
Date
Helmut Schlenz
28/01/2015
Page 8
Signature
V.
Project background
Macedonia has a length of railway network of 699 km, of which 233 km of railway network have been electrified with AC
25 kV, 50 Hz. The railway network in Macedonia is connected with the railway network of four countries: Kosovo, Serbia,
Bulgaria and Greece.
There are two Pan-European Corridors running through Macedonia forming the backbone of the railway infrastructure:
-
Pan-European Corridor X connects west Europe with Greece, Bulgaria and Turkey. Macedonias section: railway
line state border Tabanovc Kumanovo Skopje - Gevgelija state border.Its branch Xd connects Veles with
Kremenica
Pan-European Corridor VIII will connect the Black Sea and the Adriatic Sea through Bulgaria, Macedonia and
Albania
The lack of continuity of the Rail Corridor VIII has produced that traffic flows are strongly concentrated on road
transportation, what involve:
-
Low safety levels on roads
Significant environmental risks
Increase in the of transport
The overall objectives of the project are:

-
Improvement of the rail infrastructure along SEETO (South-east Europe Transport Observatory) Comprehensive
Network, establishing an operational continuity of rail Corridor VIII.
Increasing the socio-economic development in the region of South Europe through improvement of transport
infrastructure connections.
Macedonia has been an EU Candidate Country since 2005. The European Commission granted the Conferral of
Management Power to the national authorities in Macedonia with respect to the management of the Operational
Programme for Regional Development 2007-2009.
The project of the new railway line between Kicevo and the Albanian Border will enable the construction of an electrified
single track railway line for a nominal speed of 100km/h and with railway infrastructure sub-systems in accordance with
technical specifications for interoperability of a Trans-European conventional railway system.
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VI.
General
As general rule, the project will be based on the approved designs shown in the Preliminary Design, remaining the
adopted design criteria. Only in special cases new design could be considered in order to optimize the proposed
solutions or to comply with new standards or regulations issued since the development of the Preliminary Design.
The bases for the Detailed Design will be the following documents:
Preliminary Design
Geodesic data collected by the Consultant
Topographical survey by the Consultant
Main design Corridor VIII Eastern Section, Book 10.1 to 10.4
The preparation of the Detailed Design should be based on, but not limited to the general regulations, codes and
standards:
National legislation of Macedonia
EU regulation
EN standards
Euro Codes
UIC recommendations and leaflets
Technical data provided by PE MZ-Infrastructure
VII.
Design criteria alignment
VII.1 Codes and standards

VII.1.1
European Railways Standards Interoperability
According to applicable Technical Specifications for Interoperability (TSI), all projects in the European Union countries
have to fulfil these relevant demands.
Requirements are also applicable for Candidate Countries to EU and other non EU members where railways projects are
funded by EU, for ensuring sustainable development of European Railways Network and consistent interoperability
conditions along included lines.
To meet the essential requirements and to ensure the interoperability of the Trans-European all the subsystems and part
of these should cover the Technical Specifications for Interoperability (TSI)
Technical Specifications for Interoperability (TSI) are the European wide adopted specifications, which cover each
railway subsystem or part of subsystem, for fulfilling requirements of interoperability between various national railways
systems for both high speed and conventional railways.
VII.1.2
AGC and AGTC Agreements of UNECE
Within the context of preserving environment and improve transport safety conditions, it is envisaged across Europe to
attract both freight and passengers traffic from the roads to the railways.
To that end, for developing and facilitating international railway traffic in Europe, AGC agreement for passenger traffic
and the AGTC agreement for freight traffic have been established as the framework for development and construction of
railway lines, based on internationally agreed standards and parameters.
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To illustrate that, table below shows an overview of parameters of TER Standards and Parameters versus for AGC and
AGTC lines.
VII.1.3
Design Standards
The alignment of the railway section under examination must follow the parameters characterising the infrastructure
subsystem defined by TSI Infrastructure (functional and technical specifications).
It is important to ensure coherence between the technical parameters in:
The AGC and AGTC agreements
The Trans European Network - TEN with around 30 axes
The Pan-European transport Network with 10 Corridors
TSI - Technical Specification for Interoperability made by EU / ERA
and every study should be in line with Macedonian railway regulations.

There are no severe discrepancies between these four set of rules as a train can operate on all four type of lines.
Restrictions can be in the length or the speed of the train.
It should be noted that there is a main difference between the existing technical standards for Infrastructure, Signalling
and Telecommunication and Electrification.
While for Infrastructure nearly everything is totally covered by EN-norms, for Signalling and Telecommunication
additional performance requirements are set up, as described by performance indexes. Therefore it is up to suppliers
that design the specific products to fulfil general performance parameters.
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Similarly, Electrification is filled-in by design requirements for the specific computer software, which is used for the design
in order to fulfil the operational needs.
Based on above considerations, the Consultants team has identified the minimum standards to be complied with, for
ensuring the interoperability required along the Trans-European Railways Network, as detailed below:
Publication date
Title
Status
01-01-2013
Standards in HS and CR Control command signalling TSI (2012/88/EU)
01-01-2015
Standards in HS and CR Energy subsystem TSI (2014/1301/EU)
01-01-2015
Standards in HS and CR Infrastructure subsystem TSI (2014/1299/EU)
01-01-2014
Standards in HS and CR Operation TSI (2012/757/EU)
01-01-2015
Standards in HS and CR Rolling sock subsystem (2014/1302/EU)
VII.2 Departures from Codes and standards

Design speed deviates from the requirements of AGC
VII.3 Applied parameters

As general rule, the project will be based in the approved designs shown in the Preliminary Design, remaining the
adopted design criteria. Only in special cases new design could be considered in order to optimizate the proposed
solutions.
The speed foreseen in the Terms of Reference is 100km/h. Consequently, the following limits were defined:
Speed: 100 km/h
Track gauge: 1435mm
Number of track on the open line: one
Traffic: mixed traffic-passengers and freight
Maximal axle load: 25 tonnes and weight/m of 8 tonnes/m (group D4, UIC leaflet 700)
Minimum radius curve: Rmin=500m
Superelevation: h=71000/R
Minimal superelevation: (118000/R)-115
Maximum superelevation: hmax=150mm
Maximum rate of change of superelevation: 70mm/s
Maximum superelevation deficiency: 130mm
Minimum length of straight track/ radius curve 0.5V=50m
Transition curve: Cubic parabola
Transition curve length: l=1.0h
Minimum transition curve length: lmin=0.8h
Maximum gradient: imax=25.0
Maximum gradient in stations: Imax=2.50
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Curvature with Rv if i2
Vertical curve length: l20m
Rv30000m
Regular vertical curve value Rv10000m
Minimal vertical curve value: Rv2500m
Minimum distance between adjacent tracks: 4.2m
Minimum distance between adjacent station tracks: 4.75m
Formation cross fall: 5%
Track ballast height 33cm below sleeper
Track ballast height 35cm below sleeper on structures
Ballast shoulder width: 0.4m
Track ballast slope: 1:1.25
Embankment slope: 1:1.5
Sub-ballast (where appropriate)
Protective layer thicknessdepending of geology, in accordance with Macedonian and EU norms
Transitional layer thickness depending of geology, in accordance with Macedonian and EU norms
Module on formation level 60 MN/m2
Minimum distance between track axis and formation edge 3.0m
UIC-GC clearance gauge
Rail type 60E1, R260 on main running tracks and main siding tracks, Rail type 49E1 on other station tracks
Reinforced concrete sleeper l=2.6m
Distance beetwen sleepers: 60cm
Concrete sleeper on other station tracks l=2.4m
Elastic fastening system
Turnouts 60E1-300 on main tracks V=140km/h, Vt=50km/h
Gradient at turnout location i10
Straight section between beginning of a turnout and end of a radius curve is m10.2V = 20m
Straight section between end of a turnout and beginning of a radius curve is m20.1V = 10m
Straight section between beginning of a turnout and beginning of next one when they are facing each other
m30.2V = 20m if one is left and other is right
Straight section between beginning of a turnout and beginning of next one when they are facing each other
m40.2V = 20m, if both are left or right
Straight section between end of a turnout and beginning of next one m57.5m
Level crossings: Protected by barriers or bridges
Crossings between pedestrian traffic and station tracks must be grade separated.
VIII. Design Criteria Geotechnical and Tunnel Design

VIII.1 Codes and standards
The preparation of the Detailed Design should be based on, but not be limited to the following regulations and
documents:
Law on Railway (Official Gazette no.64/05 and no.24/07)
Law on Construction (Official Gazette no.51/05 and no.59/11)
Law on Spatial and Urban Planning (Official Gazette no.60/11)
National Railway Technical Standards for substructure and superstructure of railway line (Official Gazette
no.98/07, no. 145/07, no. 137/07, no.151/2010)
National Technical Standards for electrification of railway line (Official Gazette n.98/07 and n.48/10).
Page 13
Law on interoperability in Railway (Official Gazette of RM No 17/2011) enter into force 11th of February 2011,
incorporates the following EU directives: 32008L0057
Law on the Railway System (Official Gazette of RM No. 48/2010) enter into force 17th of April 2010,
incorporates the following EU directives: 31991L0440, 31992L0106, 31995L0018, 32001L0013, 32001L0014,
32004L0049, and a part of 32004L0051, 32007L0058,
Law on the Railway System Safety (Official Gazette of RM No. 48/2010) enter into force 17th of April 2010,
incorporates the following EU directives: 32004L0049, 32008L0110 and 32007L0059,
Law on Contracts for railway transport operations (Official Gazette of RM No. 55/2007) enter into force 4th of
May 2007, this Law is harmonized with the Convention on International Transport of Goods and Passengers
(COTIF), which includes the Rules of CIV on International Transport of Passengers by railway and of CIM on
International Transport of Goods by railway.
Technical data in the PE MZ-Infrastructure
Geodesic data recorded by the Consultant
EU Interoperability Technical Specification and Standards.
UIC recommendations and leaflet
EUROCODES: EC7 and EC8
Directive 2001/16/EC Interoperability Of The Trans-European Conventional Rail System
Directive 96/48/EC on the Interoperability Of The Trans-European High-Speed Rail System
VIII.2 Tunnel construction method
The design and construction of tunnels will be adjusted to the NATM method (New Austrian Tunnel Method) in
one or two phases (full face excavation or top heading and bench excavation).
In soils or soft rocks, other construction methods could be considered, as well as the implementation of
additional support measures or the partition of the section in many excavation phases.
VIII.3 Tunnel cross section: geometry drainage, equipments and others in accordance with european
standards
REGULATION ON TECHNICAL NORMS AND CONDITIONS FOR DESIGNING AND CONSTRUCTING RAILWAY
TUNNEL:
The cross section of the tunnel must be horseshoe shape with curved inner contour walls composed of circular
and straight parts.
The cross section of the tunnel has to be adapted to gauge railway standard gauge for electric traction.
For every 50 m, on both sides of the tunnel a tunnel niche must be oppositely built
Niches referred to in paragraph 1 of this Article, counting from the upper edge of the threshold must be at least
you son of 2.1 m, a width of at least 2.00 m and a depth of at least 1.00 m.
EU Interoperability Technical Specification and Standards.
4.2.2.6.3. Lateral and/or vertical emergency exits to the surface.
These exits shall be provided at least every 1 000 m.
The minimum dimensions of lateral and or vertical emergency exits to the surface shall be 1,50 m wide and
2,25 m high. The minimum dimensions of the doors opening shall be 1,40 m wide 2,00 m high.
Requirements for exits that function as main access routes for rescue services are described in 4.2.2.11.
Access for rescue services.
All exits shall be equipped with lighting and signs.
4.2.2.6.4. Cross-passages to the other tube
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Cross-passages between adjacent independent tunnels enable the adjacent tunnel to be employed as a safe
area. They must be equipped with lights and signs. Minimum dimensions of the cross-passage are 2,25 m
height 1,50 m width. The minimum dimensions of the doors are 2,00 m height and 1,40 m width.
Crosspassages in conformity with these requirements shall be provided at least every 500 m.
4.2.2.6.5. Alternative technical solutions
Alternative technical solutions providing a safe area with a minimum equivalent safety level are permitted. A
technical study shall be undertaken to justify the alternative solution which must be agreed by the Relevant
National Authority
4.2.1.6. Escape walkways
This specification applies to all tunnels of more than 0,5 km in length.

(a) Walkways shall be constructed in a single track tunnel tube on at least one side of the track and in a
multiple track tunnel tube on both sides of the tunnel tube. In tunnel tubes with more than two tracks,
access to a walkway shall be possible from each track.
(1) The width of the walkway shall be at least 0.8 m.
(2) The minimum vertical clearance above the walkway shall be 2.25 m.
(3) The height of the walkway shall be at top-of-rail level or higher.
(4) Local constrictions caused by obstacles in the escape area shall be avoided. The presence of
obstacles shall not reduce the minimum width to less than 0,7 m, and the length of the obstacle
shall not exceed 2 m.
(b) Continuous handrails shall be installed between 0.8 m and 1.1 m above the walkway providing a
route to a safe area.
(1) Handrails shall be placed outside the required minimum clearance of the walkway.
(2) Handrails shall be angled at 30 to 40 to the longitudinal axis of the tunnel at the entrance to
and exit from an obstacle.
In order to fulfill the aforementioned standards, a walkway in one side will be designed for the tunnels, including
those with a length lower than 500 m (length from which it is specifically indicated in TSI).
That means that the 31 m2 sections should be widened in order to find the necessary space for the evacuation
path.
The walkways will be placed in the wider side of the tunnel, considering the tunnel alignment.
The geometry of the section will be conditioned by the continuity of the longitudinal drainage with the external
drainage.
The proposed cross - section is shown in the following figure:
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Tunnel cross section 40 m2 in straight track and horizontal curve
VIII.4 Tunnel support: primary support and final lining
The elements installed in the preliminary support will consist of shotcrete, lattice girders, rockbolts, etc.
The support sections will be verified by numerical calculations, that modelize properly the geotechnical
behaviour of the rock mass around the excavation. For this purpose, Mohr-Coulomb failure criterion for soils
and soft rocks and Hoek-Brown failure criterion for rock masses will be used.
Special attention will be paid in areas of hazard as faults, soft rocks, rock contacts...
As general rule, an invert vault is proposed systematically in soils or soft rocks
Every support type must include the construction gauges and the tolerances to absorb the possible
convergences. The values will depend on the type of terrain and they will not be in any case lower than 1% of
the medium radius.
Tunnel will be drained. Two lateral drains will be installed in order to collect the ground water infiltration.
Therefore, the lining is not suppose to support water pressures. If required, final lining may be designed
considering the expected hydrostatic pressures in case of the drainage system operation does not work in long
term conditions. The value of this pressures would be a percentage of the total pressure to be determined.
In addition, the design load on the lining will consider the partial decay of the metallic elements (lattice girders,
rockbolts...) and the shotcrete in a percentage to be determined based on the type of terrain, ground
aggressiveness, expected movements, etc.
Also, seismic loads will be taken into account in the final lining design.
Special attention should be paid to section supports in a few meters of tunnel near the portals, since the rock
mass could be weaker after the portal works. Specific sections will be designed in these areas.
In areas where tunnels cross through soils or weak rocks, the need of including punctually some face support
measures, as fibreglass rods or shotcrete, will be evaluated.
VIII.5 Portal design: excavation geometry, type of cut and cover structure, slope stability and
support, landfill and final geometry
The slope stablity of the frontal and side slopes will be verified for every portal with e adequate methods for the
study of wedges and blocks falls or slides of the rock mass or soils.
The frontal slope in portal will have a higher inclination (1H:3V to 1H:5V) up to a minimum of 3 to 5 m over the
tunnel crown in order to install the forepoling. Above this level the inclination should not exceed the value of
2H:3V to 1H:2V. If portal is located in soils or the geotechnical conditions are bad, inclinations should be lower.
Page 16
The forepolling in the frontal slope will consist on micropiles in order to protect the initial meters of tunnel.
Seismic loads will be considered in the cut and cover structure design.
VIII.6 Other special aspects
Homogenize 30 m2 and 51 m2 support sections adapting the support elements to the geometry.
Considerations of singular phenomena, as squeezing (likely in tunnel 6) and carstifications (likely in tunnel 11)
could require special measures of support.
IX.
Design Criteria Tunnel Structures
IX.1
Introduction
The aim of this document of the Design Criteria for tunnel Structures shall be the following:
Provide a general framework within which the design of tunnel structures will be developed;
Setting all the criteria in terms of durability, design working life for structures, performance of structures for the
carrying out of the activities of following phases of the contract;
Defining general considerations for tunnel structures, such as preferable typologies, methods of construction,
etc
Defining materials characteristics, properties and quality required, loads or other project parameters to be
approved by the Contracting Authority and the Steering Committee;
Propose any measure to improve conditions, simplifying processes, reducing construction or assembly of
intermediate operations, and thereby promote their durability
Enumerate and describe any problems likely to find for the design;
Propose actions to be taken to solve these problems;
Define aspects that need consensus with Authorities.
Finally, the Design Criteria for Tunnel Structures is aimed to transmit to the Contracting Authority the understanding by
the Consultant of the services required. This report will be presented to, discussed with and approved by the Contracting
Authority.
IX.2
Codes
National Railway Technical Reglamentations (Official Gazette no.98/07, no. 145/07, no. 137/07)
Eurocodes:
Eurocode 0: Basis of structural design. EN 1990

Eurocode 1: Actions on structures - Part 1-1 : General actions - Densities, self-weight, imposed loads for
buildings. (EC 1), EN 1991 1-1,
Eurocode 1: Actions on structures - Part 1-3: General actions - Snow loads. (EC 1), EN 1991 1-3
Eurocode 1: Actions on structures - Part 1-4: General actions - Wind actions. : (EC 1), EN 1991 1-4
Eurocode 1: Actions on structures - Part 1-5: General actions - Thermal actions. : (EC 1), EN 1991 1-5
Eurocode 1: Actions on structures - Part 1-6: General actions Actions during execution : (EC 1), EN 1991
1-6
Eurocode 1: Actions on structures - Part 2: Traffic loads in bridges (EC-1), EN 1991 2,

Eurocode 2: Design of concrete structures - Part 1 - 1: General rules and rules for buildings (EC 2), EN 19921-1.
Eurocode 3: Design of steel structures. Part 2 Steel bridges (EC 3.2) EN 1997.2.
Page 17
Eurocode 8: Design of structures for earthquake resistance. Part 2 Bridges (EC 8.2) EN 1998.2.
EN-1337 Structural Bearings.
UIC 71:
U.I.C. Sheet 774.3 R, first edition UIC 774.3 (February 1999).
U.I.C. Sheet 776-1R, UIC 776-1R.
European and Macedonias regulation in force.
Codes for loads.
Codes for materials: Concrete, Prestress, Structural steel, Bearings.
Codes for roads and railways.
Codes for geotechnical considerations.
Eurocode 7: Geotechnical design. EN 1997.
Macedonias regulations.
IX.3
General Considerations
The Eurocodes serve as reference documents for specifying contracts for construction works and related engineering
services in the members states of the EU and EFTA. Therefore, it has been chosen the Structural Eurocode programme
as the framework for drawing up these Design Basis.
For that reason, Principles and requirements established in the Eurocodes are the basis of the design of this document.
A structure shall be designed and executed in such a way that it will, during its intended life, with appropriate degree of
reliability and in an economical way:
Sustain all actions and influences likely to occur during execution and use,
Meet the specified serviceability requirements for a structure.
In other words, a structure shall be designed to have adequate:
Structural resistance,
Serviceability, and
durability.
Principles of limit state design

The design of tunnel structures shall be in accordance with the general rules for limit state design, for which it shall be
verified that no limit state is exceed when relevant design values for loads, material or product properties, resistances
and geometrical data are used in the models.
For the selected situations and relevant limit states, load cases will be combined as detailed.
Design values of actions: the design value of an action can be expressed as

Fd = f * Frep
With:
Frep = * Fk
Where:
Fk
is the characteristic value of the action.
Frep
is the relevant representative value of the action.
is a partial factor for the action which takes account of the possibility of unfavourable
deviations of the action values from the representative values.
Page 18
is either 1.00 or or
Design values of material: the design value of a material or product property can be expressed as
Xd = * ( Xk / m )
Where:
Xk
is the characteristic value of the material property.
Frep
is the relevant representative value of the action.
is the mean value of the conversion factor, taken into account volume and scale effects,
effects of moisture and temperature, and any other relevant parameters.
is the partial factor of the material property.
Design resistance: the design resistance can be expressed as

Rd = ( Xd,i / Rd )
Where:
Rd
is the partial factor of the material property
Xd,i
is the design value of material property i.
Ultimate limit states: the following ultimate limit states for tunnel structures will be verified, but not limited to:
EQU, loss of equilibrium of the structure or any part of it considered as a rigid body
STR, internal failure of the structure or structural members,
GEO, failure or excessive deformation of the ground where the strength of soil or rock are significant in
providing resistance
UPL, loss of equilibrium of the structure or the ground due to uplift by water pressure (buoyancy) or
other vertical actions
Serviceability limit states: the following service limit states for tunnel structures will be verified, but not limited to:
Deformations.
Cracking.
Combination of actions (ULS combinations):
Transient design situations: the general format of effects of actions should be:
The part in brackets of the expression may be either expressed as
Page 19
Combinations of actions for seismic design situations
Combination of actions (SLS combinations):
Characteristic combination, the general format of effects of actions should be:
The combination of actions in brackets of the expression may be either expressed as:
Frequent combination
Quasi-permanent combination
Design working life

The design working life adopted for the tunnel structures will be 100 years, according to Table 2.1. given in EN 1990
Section 2
Page 20
Durability
The structure shall be designed such that deterioration over its design working life does not impair the performance of
the structure below that intended, having due regard to its environment and the anticipated level of maintenance.
The environmental conditions will be identified for each tunnel structure, or if necessary, in each tunnel structure,
different types of environmental conditions will be indicated.
Environmental conditions are classified according to Table below (table 4.1 of EN 1992-1-1, based on EN 206-1).
Page 21
Special attention will be paid to prevent the corrosion of steel reinforcement, which depends on density, quality and
thickness of cover and cracking. The cover density and quality is achieved by controlling the maximum water/cement
ratio and minimum cement content and may be related to a minimum strength class of concrete.
For this reason, it will be applied recommendations given in the Annex F of EN-206 for the choice of the limiting values of
concrete composition and properties in relation to exposure classes. The Table below, taken from the Annex F
mentioned, shows limiting values for the maximum water/cement ratio and the minimum cement content. The
requirements for concrete strength class may be additionally specified
Page 22
IX.4
Materials
Partial factors for materials

Partial factors for materials for ultimate limit states, C and S should be used
Reinforcing Steel.
This section applies to bars, coiled rods, welded fabric and lattice girders, used as reinforcement in concrete structures.
The application rules for design and detailing are valid for specified yield strength range fyk=400 to 600 MPa.
Stress-strain diagram: The yield strength fyk (or the 0.2 % proof stress f0.2k) and the tensile strength ftk are
defined respectively as the characteristic value of the yield load, and the characteristic maximum load in direct
axial tension, each divided by the nominal cross sectional area.
Ductility: The reinforcement shall have adequate ductility as defined by the ratio of tensile strength to the yield
stress and the elongation at the maximum force, uk .
Modulus of elasticity: A mean value of 200 KN/mm2 may be assumed
Coefficient of thermal expansion = 1 0x 10-6 C
Fatigue: Where required, the products shall have adequate fatigue strength. (Annex C Eurocode EN 1991-1-1).
Page 23
Typical stress-strain diagram of reinforcing steel.
Bond and anchorage: The surface characteristics if ribbed bars shall be such that adequate bond is obtained
with the concrete, permitting the full force that is assumed in design, to be developed in the reinforcement.
Concrete
Compressive strength: The compressive strength of concrete is denoted by concrete strength classes which
relate to the characteristic (5%) cylinder strength fck, or the cube strength fck,cube. The strength classes are based
on the characteristic cylinder strength fck determined at 28 days. In such situations where it might be appropriate
to assess the compressive strength for concrete before or after 28 days, it shall be indicated on designs.
Design compressive strength: it is defined as follows

fcd=cc fck/c
Where:
cc = coefficient taking account of long term effects on the compressive strength and unfavourable
effects resulting from the way the load is applied. The recommended value of cc is 1.0
c= the partial safety factor for concrete
Modulus of elasticity: the elastic deformations of concrete largely depend on its composition (especially the
aggregates). Therefore, there will be specifically assessed its value if the structure is likely to be sensitive to
deviations from these general values. The values adopted for the modulus of elasticity Ecm, secant value
between = 0 and 0,4 fcm, for concretes with quartzite aggregates will be as follows (when the type of
aggregates are known, the formula below can be adjusted according the indications given at EN 1992-1-1,3.1.3)
0,3
Ecm = 22 [(fcm) / 10 ]
Poissons ratio may be taken equal to 0,2 for uncracked concrete and 0 for cracked concrete.
The linear coefficient of thermal expansion will be taken equal to 10 * 10-6 C -1
Creep: The creep deformation of concrete cc (,t0) at time t = for a constant compressive stress c applied
at the concrete age t0, is given by
cc(,t0) = (,t0). (c /Ec)
The creep coefficient (t,t0) may be calculated from
(t,t0) = 0 * c(t, t0)
Where 0 is the notional creep coefficient and may be estimated from:
0 = RH * (fcm) * (t0)
Where:
Page 24
RH is a factor to allow for the effect of relative humidity on the notional creep coefficient
(fcm) is a factor to allow for the effect of concrete strength on the notional creep coefficient
(t0) is a factor to allow for the effect of concrete age at loading on the notional creep coefficient
The expression of the coefficient c(t, t0) which describes the development of creep with time after loading, if
needed for tunnel structures, will be according the equation B.7 of the Eurocode 1992 Annex B.
Shrinkage: The total shrinkage strain will be defined from its drying shrinkage strain and the autogenous
shrinkage strain. Hence the values of the total shrinkage strain cs follow from
cs = cd + ca
where cs total shrinkage strain

cd drying shrinkage strain
ca autogenous shrinkage strain
The final value of the drying shrinkage strain cd, , is equal to kh * cd,0
Values for cd,0 will be taken form Table 3.2 of EN 1992-Eurocode 1-1. kh is a coefficient depending on the
notional size taken from the Table 3.3 of EN 1992-Eurocode 1-1
The development of the drying shrinkage strain in time, if needed, will be taken from Eurocode 1-1 EN1992
The autogenous shrinkage strain follows from:
Page 25
ca (t) = as(t) * ca()

ca() = 2,5 (fck 10) 10-6
Where t is given in days and
as(t) =1 exp ( 0,2 t 0,5)
Stress-strain relation: For the design of cross-sections, the following stress-strain (parabola rectangle diagram)
relationship will be used
c= fcd
for 0 c c2
c= fcd
Where for fck 50MPa
for c2 c cu2
n=2
c2 = 2
cu2 = 3.5
Tensile strength: fctd

The value of the design tensile strength is defined as:
fcd=ct fctk,0.05/c
Where:
ct = coefficient taking account of long term effects on the tensile strength and of unfavourable effects resulting
from the way the load is applied. The recommended value of ct for is 1, 0
c= the partial safety factor for concrete
Confined concrete: The stress-strain relation may be used, with increased characteristic strength and strains
according to:
fck,c=fck(1,000+5,0 2/fck)
for 2 <= 0,05fck
fck,c=fck(1,125+2,50 2/fck)
for 2 > 0,05fck
c2,c = c2 (fck,c/fck)2
cu2,c = cu2 + 0,2 2/fck
2 is the effective lateral compressive stress at the ULS due to confinement , which
can be generated by adequately closed links or cross-ties.
Page 26
Concrete cover:
The nominal cover shall be specified on the drawings.
cnom= cmin + cdev
Minimum cover: cmin
Cmin =max {c min,b ; c min,dur + cdur, - c dur, st- c dur,add ; 10 mm}
Where:
c min,b = minimum cover due to bond requirement
c min,dur = minimum cover due to environmental conditions
cdur, = additive safety element. Recommended value is 0.

c dur, st = reduction of minimum cover for use of stainless steel. Recommended value is 0.
c dur,add = reduction of minimum cover for use of additional protection. Recommended value is 0.
Where in-situ concrete is placed against other concrete elements (precast or in-situ) the minimum concrete
cover of the reinforcement to the interface may be reduced to a value corresponding to the requirement for bond
provided that:
Strength class of concrete is at least C25/30
The exposure time of the concrete surface to an outdoor environment is short (<28 days)
The interface has been roughened.
Detailing of reinforcement.
The rules given in this section apply to ribbed reinforcement, mesh and prestressing tendons subjected to static
loads. They are applied to normal buildings and bridges but are not sufficient for dynamic loads caused by
seismic effects.
The spacing of bars shall be such that the concrete can be placed and compacted satisfactorily for the
development of adequate bond.
In order to avoid damage to reinforcement the diameter to which the bar is bent should not be less than m,min.
Page 27
Minimum diameter for bent bars.

Reinforcing bars shall be so anchored that the bond forces are safely transmitted to the concrete.
Methods of anchorage of longitudinal reinforcement.

The design value of the ultimate bond stress fbd, for ribbed bars may be taken as:
f bd= 2,25
1 =
coefficient related to the quality of the bond condition and the position of the bar during concreting.
1 =
1 =
2=
1 2 fctd
1 :good conditions
0,7 for all other cases
is related to the bar diameter.

2=
2 =
1 for <= 32 mm
(132-)/100 for <= 32 mm
The required anchorage length Lb,rqd for anchoring the force As, sd in a straight bar assuming constant bond stress equal
to f bd follows from:
lb,rqd= (/4)(sd/fbd)
Where:
sd = the design tress of the bar at the position from where the anchorage is measured from.
Page 28
The design anchorage length lbd, is:

lbd = 1 2 3 4 5 lb,rqd
Where 1 2 3 4 5 are obtained from the table below:
Page 29
The arrangement of lapped bars should be comply with:
The clear distance between lapped bars should not be greater than 4 or 50 mm otherwise the lap length
should be increased by a length equal tl the clear space where it exceeds 4 or 50 mm.
The longitudinal distance between two adjacent lasp should not be less than 0,3 times the lap length lo.
In case of adjacent laps, the clear distance between adjacent bars should be less than 2 or 20 mm
Lap length:
l0 = 1 2 3 4 5 lb,rqd > = l0, min
where:
l0, min > max {0,3 6 lb,rqd; 15 ; 200mm}
Values for 6 are given:
IX.5
Loads
The EN 1991 Part 1 gives design guidance and values of actions for the structural design of buildings and civil
engineering works. It has been taken as the general code for this document in the definition, classification and
assessment of the characteristics values of loads.
Classification of actions
Considering their variation in time, all actions are classified as:
a)
Permanent actions G, where the variation in time is small and gradual, e.g. self-weight, weight of fixed
equipment and surfaces
b)
Variable actions Q, which consist of sustained action and intermittent actions, e.g, imposed loads, wind
loads or snow loads
c)
Accidental actions A, which occur extremely rarely and for a short period of time only, e.g fire, impact loads
Page 30
Characteristic and representative values of actions.

The designation of the values of an action is the one used for the Limit State Design.
The characteristic value of an action is its main representative value and shall be specified as a mean value.
The characteristic value of a permanent action shall be assessed as follows:
If the variability of G can be considered as small, on single value Gk may be used.
If the variability of G cannot be considered as small, two values shall be used: an upper and lower
value: Gk,sup and Gk, inf

The self weight of the structure may be represented by a single characteristic value and be calculated on tha
basis of the nominal dimensions and mean unit masses.
For variable actions, the characteristic value (Qk) shall correspond to either:
An upper value with an intended probability of not being exceeded or a lower value with an intended
probability of being achieved, during some specific reference period
A nominal value which may be specified in cases where a statistical distribution is not known.
For seismic actions the design value AEd should be assessed from the characteristic value AEk.
The representative value of the action is the value used for the design of the Limit States. One same action can
have one o more representative values.
The representative value is obtained affecting the main value with a factor: i * Fk
0 Qk: combination value, is the value of the action when it is combined with other variable action.
1 Qk: frequent value, used for the verification of ultimate sates involving accidental actions and for the
verification of reversible serviceability limit states.
2 Qk: quasi-permanent value, used for the verification of ultimate states involving accidental actions
and for the verification of reversible serviceability limit states.
Permanent loads:
Dead Loads include all the weights of structural elements as well as those that are non structural elements,
(completion or finishing elements, weight of earth and ballast, parapets, services and machinery fixed permanently to the
structure).
Permanent loads are established based upon the typical railway section/s (services and other rail systems appropriate to
the structure), represented by a single characteristic value and it will be calculated on the basis of the nominal
dimensions and the characteristic values of densities.
The characteristic values of densities will be specified. In absence of more precise information, the unit weights in Annex
A of EN 1991-1-1 will be taken. It will be assumed the following values:
Plain concrete (normal weight):
= 24,0 kN/m
Reinforced or prestressed concrete:
= 25,0 kN/m
Steel structures:
= 78,5 kN/m
The selfweight of construction works should be classified as a permanent fixed action.

Partial factors of permanent actions or their effects, for verification of the structural limit states are those shown in table
A.1.2 of Eurocode EN 1990-1
Page 31
Imposed deformations
Shrinkage and creep are time-dependent properties of concrete. Their effects should generally be taken into account for
the verification of serviceability limit states. The effects of shrinkage and creep should be considered at ultimate limit
states only where their effects are significant, for example in the verification of ultimate limit states of stability where
second order effects are of importance. In other cases these effects need not be considered for ultimate limit states,
provided that ductility and rotation capacity of the elements are sufficient.
Geotechnical actions: (Geotechnical actions will be assessed in accordance with EN 1997-1).
Weight of backfill materials: Design values for the weight of backfill material will be estimated from knowledge of
available material. Geotechnical report during design project will be the base of these values.
Earth Pressure: this action comprises the total earth pressure from soft and weathered rocks and will include the
pressure of ground water. The information required to calculate this load is derived by the geotechnical data developed
during the geotechnical investigation program. Limiting values of earth pressures are active and passive values. The
intermediate values of earth pressures will be calculated using spring constant methods or finite element methods.
Asymmetrically earth pressures will be taken account for cut and cover sections as construction loads and for service
loads.
Surcharge Load: the design value for surcharges will take account the presence of nearby building, parked or moving
vehicles, stored material or goods, potential for future development over the tunnel structure. The minimum
representative value to be considered will be a uniformly distributed load (which includes dynamic amplification) equal to
2
5 kN/m . This load value is equivalent to Load Model 4 (crown loading), defined in Eurocode 1-2 (EN 1991-2:2003).
For the dispersal of loads through the backfill or earth, in the absence of any other rule, if the backfill is properly
consolidated, the recommended value of the dispersal angle from the vertical is equal to 30
Page 32
Partial factors of geotechnical actions or their effects, for verification of the structural limit states are those shown in table
A.3.2 of Eurocode EN 1997-1
Transient loads / Traffic loads:

Live loads shall be classified as variable free actions.
Where needed for tunnel structures and depending of the nature of the transient load, following articles will be applied:
Eurocode 1-Part 1-1: EN 1991-1-1 Section 6 Imposed loads on buildings.
Eurocode 1-Part 2: EN 1991-2 Traffic loads on bridges.

Partial factors for transient/live loads or their effects, for verification of the structural limit states are those shown in table
A.1.2 of Eurocode EN 1990-1, already shown for permanent actions.
Seismic Analysis of underground structures:
Firstly the ground types identification should be done. The ground types A, B, C, D and E describe the stratigraphic
profiles may be used to account for the influence of local ground conditions on the seismic action.
The average shear velocity v s,30 is calculated as:
s,30
Page 33
Where hi and vi denote the thicness (en meters) and shear-wave velocity (at the shear strain level of 10-5 or less)of the ith formation or layer, in a total of N, existing in the top 30 m.
For the purpose of EN 1998, national terrritories sahll be subdivided by the Nationa Authoroties into seismic zones,
depending on the local hazard. The hazard is described in terms of a single parameter, is the value of hte reference peak
ground acceleration on type A ground agR.
The reference peak ground acceleration on type A ground agR for use in a country may be derived from zonification
maps found in its National Annex.
The reference peak ground acceleration corresponds to the reference return period TNCR of the seismic action for the nocollapse requirement chosen by National Authoroties. An importance factor 1 equal to 1,0 is assigned to this reference
return period.
For important structures (1 > 1,0) topographic amplification effectas should be taken into account.
The seismic motion at a given point on the suface is represented by an elastic ground acceleration response espectrum:
elastic response spectrum.
Page 34
Horizontal elastic response spectrum

For the horizontal components of the seismic action, the elastic response spectrum Se(T) is defined by the following
expressions:
Where:
Se(T) is the elastic response spectrum
T is the vibration period of a lineal single-degree-of-freedom system
ag is the design ground acceleration on type A ground ( ag= 1 agR)
TB is the lower limit of the perios of the constant spectral acceleration branch
TC is the upper limit of the perios of the constant spectral acceleration branch
TD is the value defining the beginning of the constant displacemnet response range of the spectrum.
S is the soil factor.
is the damping correction factor with a reference value of = 1 for 5% viscous damping.
The values of the periods TB TC and TD and de soil factor S desccribing the shape of the elastic response spectrum
depend upon the ground type.
As the response spectra is used for seismic design and analysis of above-ground structures can be used for for obteining
the desing spectral acceleration al 1.0 second (SD1), PGV con be estimated using the design spectral acceleration at 1.0
second (SD1) , PGV can be stimated using the empirical correlation:
Page 35
FHWA Simplified method for estimating seismic ground shaking

Taking into account the considerations included in the FHWA Technical Manual for Design and Construction of Road
Tunnels-Civil Elements (2009), section 13.5 Seismic Evaluation Procedures-Ground Shaking Effects, vertical shear
waves are the most critical when designing against racking deformation. The following sketch has been taken from Wang
(1993) Seismic Design of Tunnels-A simple State-of-the-Art Design Approach.
The following calculation method has been proposed by FHWA. This simplified method estimates the maximum ground
shear strain due to seismic actions on the safety side, since it does not take into account the lining stiffness. Therefore
the maximum earthquake-induced shear stress in a free-field may be calculated by means of:
max
PGA
v Rd .
g
Therefore, the maximum shear strain due to seismic actions is estimated as:
max
max
Gm
Page 36
Where:
PGA is the Peak Ground Acceleration
v is the total vertical stress at invert depth
Rd is a stress reduction factor depending on the depth of the structure bottom
Gm is the shear modulus of the surrounding ground
Once the soil deformation due to seismic action is evaluated (racking), the same deformation is superimposed to the
structure, obtaining the efforts for the structural calculations.
The partial factors for actions for the ultimate limit states in the accidental and seismic design situations should be 1,0.
X.
IV. Applied parameters
This part is to be completed when more detailed information of durability, soil and groundwater conditions will be known.
Page 37
XI.
Design Criteria Tunnel safety, Security and Telecommunication Systems
XI.1
Object
The aim of this document is to establish the design criteria for the designing of the safety systems inside the tunnels to
be constructed in the railway line into new electrified single railway section, object of this project, with the length of
approximately 63 km from Kicevo-Border to Republic of Albania as part of Corridor VIII should be based on Kumanovo
Beljakovce Railway Line, in order to ease technology integration and to enhance O&M of all Macedonian Railway Line.
As Project Preliminary Design indicates, it is foreseen the construction of 13 tunnels with total length 12197 m. The
tunnels are divided in sections as follows: Kichevo Izdeglave section 8 tunnels, Izdeglave Struga section 2
tunnels and Struga Republic of Albania border section 3 tunnels.
The main part of the tunnels length constitutes the two basic tunnels Tunnel 6 in the Kichevo Izdeglave section with
length 5 610 m and Tunnel 11 in the Republic of Albania border section with length 3 135 m. The remaining 11 tunnels
with total length 3 452 m, have lengths between 85 and 990 m.
Safety, security and Telecommunication systems include the following:
Mechanical (ventilation and fire-fighting)
Electrical
Security and Telecommunications (non-railway systems, which are included in other document)
The document will explain the criteria to design each system according to the requirements of the regulations and tender
documents, suggesting other criteria according to the best engineering practice.
XI.2
Reference Documentation
The documentation that has been taken into consideration to prepare this document is:
[I] Annex II: Terms of reference Document (Annex 3. Methodology for preparation of detailed design. Basic required
railway standards of technical elements
[II] - Project Preliminary Design. Book 6. Railway Tunnels. Part B
[III] Rules and regulations in R. of Macedonia, Zbirka jugoslovenskih pravilnika i standarda za gradjevinske konstrukcije
- Kniga 6 - Geotehnika i Fundiranje. Official Gazette of RM No 656/4 enter into force 9th of August 1973
[IV] - Applicable standards in TSI on Safety In Railway Tunnels In The Trans-European Conventional And High-Speed
Rail System (2008/163/EC), Directive 2001/16/EC: Interoperability Of The Trans-European Conventional Rail System
and Directive 96/48/EC on the Interoperability Of The Trans-European High-Speed Rail System
[V] - Applicable standard in TSI relating to safety in railway tunnels (2014/1303/EU)
About document [I]: Annex II: Terms of reference

The most relevant information from this document is in chapter H Basic requirements for provision of tunnel designs,
where it is indicated that the safety systems will be designed according to the European standards:
Applicable standards in TSI on Safety In Railway Tunnels In The Trans-European Conventional And HighSpeed Rail System (2008/163/EC)
The tunnels safety, security and telecommunications (non-railways) systems, Also in order to ease European
interoperability, safety, security and telecommunications, non-railways, systems should be designed in accordance to
European interoperability laws (Directive 2004/50/EC of the European Parliament and of the Council of 29 April 2004
amending Council Directive 96/48/EC on the interoperability of the trans-European high-speed rail system and Directive
2001/16/EC of the European Parliament and of the Council on the interoperability of the trans-European conventional rail
system) to ensure interoperability of all Macedonian Railway Line with the European railways network and its connection
to Albania.
Page 38
In order to ensure interoperability the standards shall apply set by the European Community legislation, the agreements
of the Economic Commission for Europe of the United Nations relating to transport infrastructure or standards
established by the European Committee for Standardization (CEN), the European Committee for Electrotechnical
Standardization (CENELEC) and the European Telecommunications Standards Institute (ETSI), and the international
norms and standards of: the International Organization Standardization (ISO), the International Electrotechnical
Commission (IEC) and the International Telecommunication Union (ITU).
About document [II]: Project preliminary design
In this document, in BOOK 6 - Railway tunnels, chapter 4 Safety systems, it is also indicated that the safety systems will
be designed according to the following european standards:
The safety requirements in the tunnels are based mainly on TSI SRT (Technical specification for operative compatibility
and safety in the railway tunnels of the Transeuropean conventional and high speed railway system(TSI
2008/163/)). Some elements are borrowed from the regulations of the Austrian railways, which are stricter and, in our
opinion, it is reasonable to be accepted especially in the present preliminary design stage.
Main elements of the safety system (see Appendix 1):
1. Safety conception and emergency procedures in case of equipment failure are required and developed only for
tunnels with length greater or equal to 1000m.
Therefore, in the following chapters, it will be explained the criteria established by document [III] (Regulation from
Macedonia) and document [IV] (Regulation from Europe), because they are included in the requirements asked by
documents [I] and [II].
Dokument [V] doesnt include any change with affects to the following criteria for the mechanical, electrical and
communication systems based on document [IV].
XI.3
Design criteria for MECHANCIAL system
XI.3.1
Requirements according to reference documentation
Document [III]: Zbirka jugoslovenskih pravilnika i standarda za gradjevinske konstrukcije - Kniga 6 - Geotehnika
i Fundiranje. 9th of August 1973. No 656/4
The following requirements are indicated:
60th:
The tunnels must provide ventilation to reduce the concentration of harmful gases to the accepted limit. Allowed
concentration of harmful gases in the tunnel after 15 minutes after leaving the train out of the tunnel must not be
greater than:
300 ppm Carbon monoxide (CO)
200 ppm sulfur dioxide (SO2)
20 ppm acrolein (CH2)
Devices for measuring the concentration of harmful gases are set at intervals of 100 to 1,000 m, depending on
the length of the tunnel.
61st:
If the tunnel length is 300 m to 1000 m, with steam or motor drag, artificial ventilation is applied only if it ca not
be used natural ventilation
62nd:
Page 39
If the tunnel length is larger than 1000 m, with steam or motor drag it must be applied artificial ventilation.
63rd:
Amount of fresh air required for ventilation of the tunnel shall be determined by calculation, depending on the
length and position of the tunnel, type of traction, traffic intensity, allowable concentrations of harmful gases and
other factors.
64th:
In tunnels applied longitudinal ventilation and ventilation systems in the form of vertical shafts and portal system
ventilation.
The system of ventilation with the vertical shafts is applied in longer tunnels depending on the size of
overburden above the tunnel tubes.
66th:
The speed of the air in the tunnel tubes when ventilation must not be larger than 8m/s.
67th:
The choice of artificial ventilation system is done on the basis of technical and economic analysis.
68th:
Devices for ventilation must be made for automatic inclusion, with the possibility of manual activation.
Document [IV]: TSI SRT (Technical specification for operative compatibility and safety in the railway tunnels of
the Transeuropean conventional and high speed railway system(TSI 2008/163/))
In this standard there is not any requirement about the ventilation inside the tunnels.
1.
Chapter 4.2.2.5. Detection system

Technical rooms are enclosed spaces with doors for access/egress inside or outside the tunnel with safety
installations which are necessary for the following functions: self-rescue and evacuation, emergency
communication, rescue and fire fighting and traction power supply. They shall be equipped with detectors which
alert the infrastructure manager in case of fire.
2.
Chapter 4.2.2.9. Escape signage

This specification applies to all tunnels of more than 100 m length.
The escape signage indicates the emergency exits, the distance and the direction to a safe area. All signs shall
be designed according to the requirements of Directive 92/58/EC of 24 June 1992 concerning the provision of
health and/or safety signs at work and to ISO 3864-1.
Escape signs shall be installed on the sidewalls. The maximum distance between escape signs shall be 50 m.
Signs shall be provided in the tunnel to indicate the position of emergency equipment, where such equipment is
present.
3.
Chapter 4.2.2.13. Water supply

Water supply shall be provided at access points to the tunnel in consultation with the rescue services. The
capacity shall be minimum 800 litres per minute for two hours. The water source can be a hydrant or any water
supply of minimum 100 m3 such as a basin, river or other means. The method for bringing the water to the site
of the incident shall be described in the emergency plan.
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XI.3.2
Proposal for the designing of mechanical systems.
Once it has been indicated the requirements from the regulations, it will be explained the design criteria for the
mechanical system in this project.
The systems covered under the mechanical system are the followings:
Ventilation
Fire Fighting
XI.3.2.1
VENTILATION
For tunnels with length lower than 1000 m.
In these cases, it will be studied if there will be circulation of trains with diesel machines, and if the natural
ventilation is enough to have the concentration of harmful gases below the limits:
300 ppm for CO, 200 ppm for SO2 and 20 ppm for CH2.
If the natural ventilation were not enough, it will be designed a mechanical ventilation.
For tunnels with length bigger than 1000m.

It will be designed a mechanical ventilation in order to:
To reduce the concentration of harmful contaminants below the allowable limits in case that the train is
using a diesel machine.
To renovate the air inside the tunnel to permit the access of maintenance team.
To renovate the air inside the tunnel for the users in case that the train were stopped for any
operational problem.
For tunnels with length bigger than 1000m:

It will be done an engineering analysis to study the need of ventilation in case of fire. This installation is not
required by any regulation, but it is considered to be a good practice in order to make a safer tunnel in case of
fire.
The ventilation would be used to force the smoke to go out the tunnel through one portal, permitting to have an
evacuation path free of smoke to permit users to go out the tunnel. It could be used also to permit the access of
Fire Brigades inside the tunnel.
It will be done the pressurization of the galleries that connect the tunnel to the safety area, in order to avoid the
entrance of smoke into the gallery in case of fire.
XI.3.2.2
In all the tunnels, it will be designed detectors of harmful gases, according to regulation.
FIRE FIGHTING
For all the tunnels with a length bigger tan 1000m:
Fire water tank with a minimum capacity of 100 m3
Fire Horizontal Standpipe to supply to Hose connections distributed along the tunnel. The material of the pipe
could be cast iron. The distance between the hose connection should be decided in coordination with the Local
Fire Brigades.
Page 41
Fire Pumping Station to supply the required flow and pressure for any of the hose connections located inside
the tunnel. The criteria is to have in operation 2 connections simultaneously with a flow of 800 l/min each, which
is 1600 l/min. The pressure required in the connection should be coordinated with the Local Fire Brigade.
Fire detection system in technical rooms.
For all the tunnels:
XI.4
Escape signage to indicate the emergency exits.
Design criteria for electrical system
XI.4.1
Document [III]: Zbirka jugoslovenskih pravilnika i standarda za gradjevinske konstrukcije Kniga 6 - Geotehnika i Fundiranje. 9th of August 1973. No 656/4
In this document there is no specific chapter on electrical systems. In the chapter VI Drainage, the point no. 43 explains:
The single-track tunnels, canals for drainage of water placed on the opposite side of the channel for cables and heavy
current, and double-track tunnels and triple- track tunnels -in the middle between the tracks.
Document [IV]: TSI SRT (Technical specification for operative compatibility and safety in the
railway tunnels of the Transeuropean conventional and high speed railway system(TSI
2008/163/))
Some of the basic requirements specified in this standard, are as follows.
All the TSI specs do apply to tunnels longer that 1000 m unless specified.
1.
Chapter 4.2.2.8. Emergency lighting on escape routes

This specification applies to all tunnels of more than 0,5 km length.
Emergency lighting shall be provided to guide passengers and staff to a safe area in the event of an emergency.
Illumination shall comply with the following requirements:
(1) Single-track tube: at least on the side of the walkway
(2) Double track tube: both sides.
The position of lights will be above the walkway, as low as possible, so as not to interfere with the free space for
the passage of persons, or built into the handrails. (Continuous handrails shall be installed between 0.8m and
1.1m above walkway providing a route to a safe area.)
The maintained illuminance shall be at least 1 lux at a horizontal plane at walkway level.
Autonomy and reliability: an alternative power supply guaranteed for emergencies and other needs. It shall be
available for at least 90 minutes.
If the emergency light is switched off under normal operating conditions, it shall be possible to switch it on by
both of the following means:
(1) manually from inside the tunnel at intervals of 250 m
(2) by the tunnel operator using remote control
2.
Chapter 4.2.3.4. Requirements for electrical cables in tunnels

In case of fire, exposed cables shall have the characteristics of low flammability, low fire spread, low toxicity
and low smoke density. These requirements are fulfilled when the cables fulfil as a minimum the requirements
EN 50267-2-1 (1998), en 50267-2-2 (1998) AND EN 50268-2 (1999).
3.
Chapter 4.2.3.5. Reliability of electrical installations

This specification applies to all tunnels of more than 1 km length.
Electrical installations relevant for safety (Fire detection, emergency lighting, emergency communication and
any other system identified by the Infrastructure Manager or contracting entity as vital to the safety of
passengers in the tunnel) shall be protected against damage arising from mechanical impact, heat or fire.
The distribution system shall be designed to enable the system to tolerate unavoidable damage by (for
example) energizing alternative links.
Autonomy and reliability: an alternative power supply shall be available after failure of the main power supply.
Emergency lighting and communication systems will be fed by an alternative system for 90 minutes.
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XI.4.2
Proposal for the designing of electrical system.
Once it has been indicated the requirements from the regulations, it will be explained the design criteria for the electrical
system in this project.
The systems covered under the Electricity system are the followings:
Medium voltage distribution
Low voltage distribution
Emergency lighting
Cable routing and cables characteristics
XI.4.2.1
MEDIUM VOLTAGE DISTRIBUTION

Depending on the length of the tunnel and its energy requirements, a suitable number of substations will be
determined in order to avoid big cable sections and to optimize de energy distribution.
Each tunnel will be provided of a substation to lower the medium voltage from the electrical power grid, to low
voltage, necessary for the feeding of the local systems (escape signage, lighting, escape signalling, ventilation if
needed, etc.). Should the tunnels be of short length and sufficiently close to each other to manage the voltage
drop within acceptable limits, a substation could serve more than one tunnel.
Those tunnels whose length rounds or exceeds the 1.000 m, as a general criteria, will be provided of two
substations one at each entrance. The criteria will be adapted to the specific case, depending on the voltage
drop calculated.
For those tunnels whose length rounds or exceeds the 3.000 m, a middle tunnel substation may be required.
The criteria will be adapted to the specific case, depending on the voltage drop calculated.
In case of available electrical network at a suitable voltage, the inlet from the grid will be given to only one
substation. The medium voltage connection between the substations will be carried out by means of a cable line
routed in a secured position such in underground conduits.
Should the electrical network be not available or not suitable, an alternative source of power will be foreseen
such as diesel generators.
XI.4.2.2
LOW VOLTAGE
The low voltage system will provide energy to the following subsystems:
Emergency supply
Emergency lighting (tunnels longer than 500 m)
Escape signage (tunnels longer than 100 m)
Escape walkways lighting (tunnels longer than 500 m)
Ventilation (if exists)
Technical rooms
For tunnels longer than 500 m, an alternative power supply will be provided by UPS of 90 minutes autonomy
or a diesel generator where the loads were too high to be fed by an UPS. The alternative power supply will feed
emergency lighting, communication, emergency signage (if appropriate) and other life safety systems such as
fire detection, ventilation/pressurization. The emergency feeding would kick in case of fault in the normal power
feeding system. The commutation will be automatic. The alternative power supply will feed the control systems
and the motors needed for the commutation between normal and emergency power supply.
For tunnels between 100 m and 500 m long (as per good practice): emergency luminaries with self
contained batteries will be used for emergency signage and emergency lighting.
A safety coefficient of 15 % will be considered in low voltage design.
A maximum voltage drop of 4% will be considered in calculations.
Page 43
No sockets will be installed in the tunnel. Sockets will however be installed in the substations.
XI.4.2.3
EMERGENCY LIGHTING
For tunnels longer than 500 m (as per TSI):
An emergency lighting system is foreseen along the escape route.
The emergency lighting will use fluorescent luminaries or LEDs, of suitable power and will be installed at 1.20 m
high from the surface of the walkway or built into the handrails (as per TSI). The lighting is generally switched
off and activated by push buttons installed inside the tunnel at intervals of a maximum of 250 m (as per TSI) or
by the tunnel operator using remote control in case of emergency.
The pushbuttons will switch on
the sections between the two previous emergency exits anteriors and the two following ones, where
present for the length of the tunnel.
The lighting of the emergency exits
The maintained illuminance shall be at least 1 lux at a horizontal plane at walkway level (as per TSI).
Fluorescent luminaries will be used for the lighting of the technical rooms.
XI.4.2.4
CABLE ROUTING AND CHARACTERISTICS

For tunnels longer than 500 m (as per good practice), all cables shall have the characteristics of low
flammability, low fire spread, low toxicity and low smoke density. (as per TSI).
For tunnels longer than 1.000 m (as per TSI), electrical installations relevant for safety (Fire detection,
emergency lighting, emergency communication and any other system vital to the safety of passengers in the
tunnel such as ventilation/pressurization) shall be protected against damage arising from mechanical impact,
heat or fire. Therefore they will be installed preferably in underground conduits.
XI.5
XI.5.1
Design criteria for communication system

Document [I]: Annex II: Terms of reference Document (Annex 3. Methodology for
preparation of detailed design. Basic required railway standards of technical elements
As indicated in Annex II: Terms of reference Document .Annex 3. Methodology for preparation of detailed design. Basic
requirements for provision of tunnel designs. E&M Design and Ventilation, should be included communication system
and fire and incident safety system into project tunnels.
As indicated in Annex II: Terms of reference Document .Annex 3. Methodology for preparation of detailed design.
Recommendations for preparation of Detailed Design for signalling and communication equipment, The new signallingtelecommunications shall be in compliance with EU Technical Specifications for Interoperability and compatibility with the
existing installations on Skopje-Kicevo line, as well as the compatibility with the planned Albanian section of line. These
design criteria are also applying to systems object of this document (safety, security and telecommunications (nonrailways) systems in tunnels to protect installations and people).
Operational Control Center (inside CTC) shall be integrated with the existing one in Skopje, and it will follow Beneficiary
Normative and regulations.
Interfaces with other systems (E&M installations control, as distributed management system) in order to make work
properly the line will be required.
Page 44
Document [III]: Zbirka jugoslovenskih pravilnika i standarda za gradjevinske konstrukcije Kniga 6 - Geotehnika i Fundiranje. 9th of August 1973. No 656/4
Some of the basic requirements specified in this standard, are as follows:
th
60 :
Devices for measuring the concentration of harmful gases are set at intervals of 100 to 1,000 m, depending on
the length of the tunnel.
68th:
Devices for ventilation must be made for automatic inclusion, with the possibility of manual activation.
75th:
Contact network in tune sheet projected and fixed according to specific technical regulations Yugoslav
Railways.
76th:
For the purpose of signalling and safety devices, on the opposite side of the canal to drain the water is derived
channel for cables.
77th:
Each 1,000 meters there must be installed phones, connected with neighbouring railway stations, and at least
one phone in tunnel entrance and another at the exit of the tunnel.
78th:
Tunnels must have:
* tag and installations and devices in the tunnel, such as: devices for control of pressure, drainage,
water chamber, omissions, city drinking water, etc .;
markings for phones and automatic block;
markings for handling signalling;
mark fixed points.
Document [IV]: TSI SRT (Technical specification for operative compatibility and safety in the
railway tunnels of the Transeuropean conventional and high speed railway system(TSI
2008/163/))
Some of the basic requirements specified in this standard, are as follows:
1.
Chapter 4.2.2.2. Access

Prevent unauthorized access to emergency exits and equipment rooms
For equipment rooms and emergency exits, physical systems, e.g. locks, shall be used to prevent unauthorized
access from outside; from inside, it shall always be possible to open the doors for evacuation.
2.
Chapter 4.2.2.5. Fire detection

Technical rooms are enclosed spaces with doors for access/egress inside or outside the tunnel with safety
installations which are necessary for the following functions: self rescue and evacuation, emergency
communication, rescue and fire fighting and traction power supply. They shall be equipped with detectors which
alert the infrastructure manager in case of fire.
3.
Chapter: 4.2.2.6.1. Definition of safe area
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Definition: a safe area is a place inside or outside a tunnel where all of the following criteria apply:
Conditions are survivable
Access for people is possible aided and unaided
People may accomplish self-rescue if the opportunity is available, or may wait to be rescued by the
rescue services using procedures detailed in the emergency plan
Communication shall be possible, either by mobile phone or by fixed connection to the control centre of
the IM (Infrastructure Manager).
4.
Chapter: 4.2.2.10. Emergency communication:

Radio communication between the train and the control centre shall be provided in each tunnel with GSM-R.
There is no need for additional communication systems such as emergency telephones.
Radio continuity shall be provided for permitting the rescue services to communicate with their on-site command
facilities. The system shall allow the rescue services to use their own communication equipment.
GSM-R is considered railway system and it is out of scope in this document
5.
Chapter: 4.2.3.1. Segmentation of overhead line or conductor rails

This specification applies to tunnels of more than 5 km in length.
The traction energy supply system in tunnels shall be divided up into sections, each not exceeding 5 km. This
specification applies only if the signalling system permits the presence of more than one train in the tunnel on
each track simultaneously.
The location of the switches shall be arranged in accordance with the requirements of the tunnel emergency
plan, and so that the number of switches in the tunnel is minimised.
Remote control and switching of each switching section shall be provided.
A means of communication means and lighting shall be provided at the switching location to enable safe manual
operation and maintenance of the switching equipment.
6.
Chapter: 4.2.3.2. Overhead line or conductor rail earthing

Earthing devices shall be provided at tunnel access points and close to the separation points between sections
(see 4.2.3.1). These shall be either fitted manually or remote controlled fixed installations.
Communication and lighting means necessary for earthing operations shall be provided.
7.
Chapter 6.2.7.2. Access

Prevent unauthorised access to emergency exits and equipment rooms.
The assessment shall confirm that:
Emergency exit doors to the surface and doors to equipment rooms are provided with suitable locks
The locks provided are consistent with the overall strategy for security for the tunnel and adjacent infrastructure
Emergency exits are not lockable from the inside and may be opened by an evacuating passenger
Access arrangements are in place for the rescue services
8.
Annex G
Railway independent communication system for rescue services and state authorities
XI.5.2
Proposal for the designing of communication system
Once it has been indicated the requirements from the regulations, it will be explained the design criteria for the
communication system in this project.
The criteria for Communication system according to regulations will be:
Page 46
Devices for ventilation and measuring the concentration of gases, must be controlled by the E&M installations control
system to design in this project.
Each 1,000 meters there must be installed phones, connected with neighbouring railway stations, and at least
one phone in tunnel entrance and another at the exit of the tunnel.
For the purpose of signalling and safety devices, on the opposite side of the canal to drain the water is derived
channel for cables.
Locks (not electronic access control system) in equipment rooms. Emergency exits.
Phones in safe areas (tunnel entrances/exits and technical rooms)
Required installations remote control
LSZH (Low Smoke Zero Halogen) electrical and communications cables
For tunnels longer than 1000m: Radio continuity for rescue services; using their own communication
equipment. TETRA System inside tunnel (along tunnel and emergency exits to outdoor/safe area)
Although it is not indicated in the regulations, it has been decided to design these other additional systems, in
accordance to best practices in similar tunnels,
Closed Circuit Television (CCTV) composed by:
Fixed cameras with video analysis to detect incident (IAD: Incident Automatic Detection) along tunnel (each
100m in tunnels longer than 1000m) and intrusion in all tunnels entrances/exits and technical rooms.
Mobile Dome or PTZ (Pan-Tilt-Zoom control) in outdoor areas next to tunnels to video surveillance and intruder
following.
Video Recording in local mode and transmission to Control Center (OCC) in tunnels longer than 1000m.
In tunnels longer than 1000m Ring Tunnel Fiber Network that connects to main fiber network (all railway line) by means
tunnel access router (inside tunnel main technical room) ON Gigabit Ethernet.
Although in some systems (mainly electrical installations) remote control is required by applied legislation (see previous
chapter), usual practice is to provide distributed management systems by means of PLC (Programmable Logic
Controllers) with Input/Output (I/O) cards to manage all E&M installations. It should be projected Tunnel Local Control
Station (non presence) to enable local management in necessary case.
As a summary, these are the criteria to consider in accordance to the length of the tunnel:
Tunnels longer 1000m
CCTV system composed by:
Fixed cameras, each 100m, with video analysis to detect intrusions and incidents, in entrances and along
tunnel, emergency exits and technical rooms or closets
PTZ Mobile domes in outdoor areas (tunnel access, access to outdoor from emergency exits and technical
buildings next to tunnel)
Local Video recording with transmission to OCC
Tunnel Ring Fiber Network on Gigabit Ethernet to collect/transmits all video, voice and data signals along tunnel
and connected by means of router to line fiber main network.
TETRA system for rescue services along tunnel, technical rooms and emergency exits
Phones in entrance/exits tunnels, safe areas (emergency exits and technical rooms) and each 1000m
All projected E&M installations Distributed Control System by means of PLC and I/O cards. With local (with nonassisted workstation) and remote (from OCC) control mode.
Tunnels shorter than 1000m
CCTV system composed by:
PTZ Mobile domes in outdoor areas (tunnel access and if applies access to outdoor from emergency exits
and technical buildings next to tunnel)
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Phones in entrance/exits tunnels, safe areas (emergency exits and technical rooms) and each 1000m
All projected E&M installations Distributed Control System by means of PLC and I/O cards. With remote (from
OCC or another close control center) control mode. Several tunnels can share control center.
XII.
Design Criteria Earthworks and Soil Treatment
XII.1 Codes and standards
Eurocode EC 7 Geotechnical design
Eurocode EC 8 Design of structures for earthquake resistance
UIC recommendations and leaflet
no.98/07, no. 145/07, no. 137/07, no.151/2010)
incorporates the following EU directives: 31991L0440, 31992L0106, 31995L0018, 32001L0013, 32001L0014,
32004L0049, and a part of 32004L0051, 32007L0058,
Law on the Railway System Safety (Official Gazette of RM No. 48/2010) enter into force 17th of April 2010,
incorporates the following EU directives: 32004L0049, 32008L0110 and 32007L0059
XII.2 General aspects
For the slope design the preliminary design recommendations and the ground survey, as well as the local
practice will be considered.
The geotechnical characterization will be based on the available data, separating the characteristic values for
every formation.
The type of excavation most likely used will be indicated, distinguishing the materials prone to be excavated by
mechanical means, exclusively or punctually with blast, or those which require blasting.
For every formation some coefficients will be assumed in order to take into account the final use of the
excavated material in embankments or deposit areas.
XII.3 Slope stability and support measures
The minimum factor of safety in cut stability calculations will be 1.5. In general, the support measures, such as
shotcrete, wire mesh, rockbolts, anchorages, retaining walls, etc will be avoided when possible.
For every lithology, it will be studied the highest cut that not requires these support measures.
For rock slopes the calculations will take into account the structure and joints from the available data, the
combinations of joints and the slope direction in order to study the likely wedges and blocks falls. In slopes in
rocks the maximal inclination, when possible, may be 1H:5V
In soils, the inclinations could reach values of 1H:1V. Slope stability calculations in soils will be carried out with
limit equilibrium softwares as SLOPE/W program or similar.
In Preliminary Design it is indicated that In a case of greater heights of the slopes, bermes with a width of 3.0 m
and height of 6.0 m have been recommended.
In any case, the gradient of the slopes within the rock masses should not be greater than the dip of the
foliation or the bedding in a certain zone. Then, the so called first berme (or rock trap) has been recommended
with a width of 2.0 m, in order to provide an area for the performance of canals, retaining of the fallen blocks
etc.
Page 48
This criteria listed in the Preliminary Design will be remained, although some special cases could require a new
consideration, in accordance with the UIC recommendations where a minimum width of 2.5 m and Ritchie
ditches are indicates for rockslide risk in 1H:1V or more vertical slopes.
The minimum inclination in embankments will be as in Preliminary Design, 3H:2V.
When the embankment is located on a steep hillside the foundation may be staggered and some special
drainage measures may be necessary.
In the case of embankments in soft soils, special treatments will be considered: replacing a thickness of more
than 2 m, gravel columns, drains, preloading, etc.
In general, apart from the slope stability, it will be analysed the potential slide in the foundations when there are
soft soils in the embankment base.
XII.4 Retaining walls
The Preliminary Design includes the following indications referred to retaining walls:
35 total retaining walls were designed. They have been characterized with a length of 25.0 250.0 m and a
maximal height of 10.0 m.
They were designed with the purpose of decreasing the quantities of excavation and the areas of expropriation,
as well as to shorten the lowest parts of the embankments within the zones of the steep parts of the terrain.
In the first case, because of the great heights of the cuts, the retaining walls will be mainly founded in hard rock
masses (nearly in all types of represented rocks), for which, the stability from the aspect of allowable bearing
capacity of the base and allowable subsidence will be provided
In order to provide the stability against overturning, in other words, to decrease the active compression of the
retaining wall, anchoring of the instable blocks of the vertical cuts behind the wall has been recommended.
Within the zone of the embankments, the foundation engineering of the retaining walls was designed relatively
very shallow, so that the lower level of foundation engineering is mainly located in the zone of the soil debris. As
the retaining walls in this case have been designed in steeper natural slopes where the rock masses have been
usually covered with soil debris, the depth of foundation engineering is recommended to be min 3.0 3.5 m in
order to provide the stability against sliding of the earth masses along the bedrock. In this way, the necessary
allowable bearing capacity of the base is also provided.
The typology and the foundation conditions of the retaining walls will be analyzed according to the available
geotechnical information.
The design will be also consistent with the required support measures, considering walls, diaphragm walls, pile
walls, etc.
XII.5 Use of excavated materials
Preliminary design: The excavated material from the cuts composed of phyllitic schists and claystones, as well
as of the Pliocene sediments with an appropriate selection of the sandy sediments may be used as a material
for constructing the embankments.
A deeper study of the likely use of the materials excavated along the alignment is required. For this purpose,
specific laboratory tests in all the involved lithologies will be carried out.
XII.6 Embankment or excavation surface
The subgrade will be classified according to the UIC recommendations and local regulations.
Page 49
XIII. Design Criteria Permanent Way

XIII.1 Codes and standards
The main list of standards and norms to be used for the design are given below:
EN 13230-1 Railway applications Track Concrete Sleepers and Bearers Part 1 General requirements.
EN 13230-2 Railway applications Track Concrete Sleepers and Bearers Part 2 Prestressed Monoblock Sleepers.
EN 13230-4 Railway applications Track Concrete Sleepers and Bearers Part 4 Prestressed bearers for switches
and crossings.
EN 13232-1: Railway applications - Track - Switches and crossings - Part 1: Definitions
EN 13232-5: Railway applications - Track - Switches and crossings - Part 5: Switches
EN 13232-6: Railway applications - Track - Switches and crossings - Part 6: Fixed common and obtuse crossings
EN 13232-9: Railway applications - Track - Switches and crossings - Part 9: Layouts
EN 13450 Aggregates for railway Ballast
EN 13481-1 Railway applications Track Performance requirements for fastening systems Part
1 : Definitions
EN 13674-1: Railway applications Track Rail Part 1: Flat bottom symmetrical railway rails 46kg/m and above
EN 13674-2: Railway applications Track Rail Part 2: Switch and crossing rails used in conjunction with Vignole
rails 46 kg/m and above
EN 13674-3: Railway applications Track Rail Part 3: Check rails
EN 14730-1 Railway applications Track Aluminothermic welding of rails Part 1 Approval of welding process.
EN 14730-2 Railway applications Track Aluminothermic welding of rails Part 2 Qualification of aluminothermic
welders, approval of contractors and acceptance of welds.
EN 13803-1 : Railway applications - Track alignment design parameters - Track gauges 1435 mm and wider - Part 1:
Plain line
EN 13803-2 : Track - Track alignment design parameters - Track gauges 1435 mm and wider - Part 2: Switches and
crossings and comparable alignment design situations with abrupt changes of curvature
International Union of Railways(UIC) :
UIC 861-2: Standard sections for points rails adapted to the UIC 54 and 60 kg/m rail sections
UIC 864-3: Technical specification for the supply of spring steel washers for use in permanent way
UIC 866: Technical specification for the supply of cast manganese steel crossings for switch and crossing work
UIC 860-O : Technical specification for the supply of rails
UIC 864-1/0 : Technical specification for the supply of sleeper screws
UIC 864-2/O: Technical specification for the supply of steel track bolts
UIC 864-4/O : Technical specification for the supply of fish-plates or sections for fish-plates made of rolled steel
UIC 864-5/0: Technical specification for the supply of rail seat pads
Page 50
UIC 864-8/O: Rolled profiles for fish-plates for 54 kg/m and 60 kg/m rails
UIC leaflet n 714 R Classification of railway lines from maintenance point of view
UIC leaflet n 719 R Earthworks and trackbed construction for railway lines
UIC leaflet n 720 R Laying and maintenance of track made up of continuous welded rails
Ballast
The ballast used so far in the tracks is of normal size of 30 - 50 mm and made of limestone. This type is not especially
fitted for use as ballast stone in a railway track. It will be destroyed too fast and has to be changed in less than 10 years.
A ballast of granite has a life circle of around 25 years. At the end of this period 2/3 of the ballast can be expected to be
further crushed down to smaller pieces, which are not appropriate to remain on the railway track. At this time (25 years)
the ballast will normally be cleaned and supplied with new material of proper size, which will extend the overall
operational life to about 40 years.
In the Preliminary design it is mentioned that the ballast stones shall be of "volcanic rocks". This is very recommendable,
as volcanic rocks are similar to granite or gneiss.
Sleepers
All new sleepers will be all monobloc of German type and made of concrete. There are two types in use. The only
difference is the length of the sleepers. For main tracks they are 2,6 m long and for less important tracks or tracks with
only passenger traffic they are 2,4 m long.
Both types are recommendable and are used on high-speed lines around in Europe.
Fastenings
Fastenings will be of double elastic type also used all over the world for all kind of railways. In the track today there are
two dominant types, the old Russian K-type and a Vossloh type.
Both types are recommended to use in tracks today and especially the Vossloh fastening can be used at line speeds up
to 350 km/h.
Rails
On the open section is planned rail-type 60E1 hardness of 260 according to EN13674-1 length of 75 feet. Rail-type 60E1
is also planned on the main track and main siding tracks in the stations; on other tracks are planned rail-type 49E1
hardness 260 according to EN13674-1 length of 75 feet.
Because of the length deviation, the track will be welded in DTS (CWR track). The connecting of different types of rail
tracks is planned to rail type 49E1 to 60E1 type.
On the sidings, track will also be welded in DTS (CWR track).
Switches
The switch type 60E1- R = 300 will be used in main tracks. On the other tracks crossover type 49E1-300 and type 49E1200 can be designed.
Page 51
XIII.2 Applied parameters

solutions.
Rail type 60E1, R260 on main running tracks and main siding tracks
Reinforced concrete sleeper l=2.6m
Distance between sleepers: 60cm
Concrete sleeper on other station tracks l=2.4m
Elastic fastening system
Turnouts 60E1-300 on main tracks V=140km/h, Vt=50km/h
Track ballast slope: 1:1.25
XIV. Design Criteria Stations and Stops

XIV.1 Applied codes and standards for Track design
Reference European Regulations that need to be taken into consideration to prepare this documentation are:
Directive 2008/57/EC on the interoperability of the rail system within the Community
Commission Directive 2009/131/EC amending Annex VII to Directive 2008/57/EC
Commission Directive 2011/18/EC amending Annexes II, V and VI to Directive 2008/57/EC
Commission Directive 2013/9/EU amending Annex III to Directive 2008/57/EC
Commission Directive 2014/38/EU amending Annex III to Directive 2008/57/EC
Commission Directive 2014/106/EU amending Annexes V and VI to Directive 2008/57/EC
Commission Regulation (EU) No 1299/2014 of 18th November 2014 on the technical specifications for
interoperability relating to the infrastructure subsystem of the rail system
interoperability relating to accessibility of the Union's rail system for persons with disabilities and persons with
reduced mobility
interoperability relating to the energy subsystem of the rail system
Page 52
Commission Regulation (EU) No 1305/2014 of 11th December 2014 on the technical specification for
interoperability relating to the telematics applications for freight subsystem of the rail system in the European
Union and repealing the Regulation (EC) No 62/2006
"Commission Regulation (EC) No 352/2009 of 24 April 2009 on the adoption of a common safety method on
risk evaluation and assessment"
The main list of standards and norms to be used for the design are given in chapter VII.1, XII.1, XV and XVIII. Other
standards to be taken in consideration are:
EN 15273-1: Railway applications - Gauges - Part 1: General - Common rules for infrastructure and rolling stock
EN 15273-2: Railway applications - Gauges - Part 2: Rolling stock gauge
EN 15273-3: Railway applications - Gauges - Part 3: Structure gauges;
XIV.2 Applied parameters for track design

In a first step an evaluation of the most important design parameters has to be made to get an optimized layout of the
tracks that fulfils the requirements for operation of the stops and maintenance of the section.
Parameter
Structure gauge
GC
Railhead profil
UIC60E1 on main track and

main siding tracks, 49E1 on
other station tracks
Track gauge, European standard, nominal
1435 mm
Minumum distance between track center
4,75 m
Usable length of tracks
750 m
Maximum gradient on the open line
25,0 mm/m
Maximum gradient on the stations and halts
2,5 mm/m
Minimum radius of horizontal curve for main track
500m
Minimum radius of horizontal curve through platforms
300 m
Minimum radius of horizontal curve for stabling tracks or sidings
150m
Minimum radius of vertical curve
2.500m
Maximum radius of vertical curve
30.000m
Usable length of platforms at stations
400m
Usable length of platforms at halts
220m
Nominal platform height
550 mm
Distance of the edge of the platform and track center
Set on the basis of the

installation limit gauge (bqlim,
calculated on the basis of the
gauge G1) as defined in chapter
13 of EN 15273-3:2013. The
platform shall be built close to
the gauge within a maximum
tolerance of 50 mm.
1,650m (nominal distance)
Minimum platform width without obstacles
width of the danger area plus

the width of two opposing
freeways of 80 cm (160 cm)
Page 53
Parameter
Minimum platform width at the platform ends
90 cm
Minimum distance from obstacles to the danger area
Minimum distance 80cm for

small obstacles, 120 cm for
large obstacles
Minimum straight section between beginning of a turnout and end of a radius
m = 0,2V
curve
Minimum straight section between end of a turnout and beginning of a radius
m = 0,1V
curve
Minimum straight section between beginning of a turnout and beginning of
m = 0,2V
next one when they are facing each other if one is left and other is right
Minimum straight section between beginning of a turnout and beginning of
m = 0,2V
next one when they are facing each other if both are left or right
Minimum straight section between end of a turnout and beginning of next one
m = 7,5m
Maximum design cant
150mm; on curves with a radius
Maximum design cant through platforms
60mm
Maximum abrupt change of cant deficiency on diverging track of switches
125 mm (60 km/h < v 200
< 290m D<(R-50)/1,5
km/h)
In accordance with the implemented signalling system the scheme below is suggested to optimize the number of
switches by avoiding protection tracks. The proposed scheme concerns overlap of 50m behind the target exit signal. The
minimum distance between signals (actually this represents useful track length) depends on maximal permitted
speed/braking distance. Proposed distance is acceptable for speeds up to 120km/h.
From the point of interlocking systems only, the protection tracks can be avoided under certain conditions using ATP
balises 500 Hz.
XIV.3 Suggested track scheme

Station Kicevo
4 tracks (2 with a usable length of 750m)
2 platforms (1 for local trains with a usable length of 220m; 1 middle platform with a usable length of 400m at both edges)
Halt Brzdani
2 tracks with a usable length of 750 m
2 platforms with a usable length of 220m
Halt Slivovo
Page 54

1 track for rail-bound maintance point
Halt Izdeglavje
Station Meseista
2 platforms (1 for local trains with a usable length of 220m; 1 middle platform with a usable length of 400m at both edges)
Station Struga
1 track for rail-bound maintance point
1 ramp track (side and frontal ramp)
1 loading track
3 garage tracks (usable length of 120m)
2 platforms (1 in front of the station building with a usable length of 400m; 1 middle platform with a usable length of 400m
at both edges)
Halt Radozda
XIV.4 Applied codes and standards for buildings

Basis for the planning of stations and stops are all specific laws, regulations and standards of the EU and Macedonia.
The new stations and stops shall be in compliance with the EU regulation TSI PRM for all the public areas of stations
dedicated to the transport of passengers, whenever possible. This includes the provision of information, the purchase of
a ticket and its validation if needed, and the possibility to wait for the train.
For all stations and stops its suggested to fulfil the regulations according to the functional and technical requirements for:
Parking facilities for persons with disabilities and persons with reduced mobility of TSI PRM
Threshold double handrails
Braille signs
Doors and entrances
Floor surface
Highlighting of transparent obstacles
Toilets and baby-nappy changing facilities (if forseen)
Furniture and free-standing devices
Ticketing, information desks and customer assistance points
Lighting
Visual information like signposting, pictograms, printed or dynamic information
Spoken information
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Because of the special situation of the halts following departures from the TSI PRM are proposed:
No elevators to reach the platforms whenever possible
Boarding aids in train only
Elevators and mobile boarding aids on platforms are suggested only at the stations.
All permanent and temporary works for structure will be designed using Eurocode standards.
The following Eurocodes are applied for design of structure:
EC 0: Basis of structural design
EN 1990: 2002
EC 1: Actions on structures
EN 1991-1-2: 2002 General actions. Densities, self-weight, imposed loads for
buildings
EN 1991-1-3:2002 Snow loads
EN 1991-1-4:2005 Wind actions
EN 1991-1-5:2003 Thermal actions
EN 1991-1-1:2005 Actions during execution
EN 1991-1-7:2006 Accidental actions
EC 2: Design of concrete structures
EN 1992-1-1:2004 General Rules and rules for buildings
EC 3: Design of steel structures
EN 1993-1-1:2005 General Rules and rules for buildings
EN 1993-1-8:2005 Design of joints
EC 7: Geotechnical design
EN 1997-1:2004 General Rules
EC 8: Design of structures for earthquake resistance
EN 1998-1:2004 General rules, seismic actions and rules for buildings
The National Annexes of EC apply.
In general the designs of the structures are according to the written regulations and standards.
Departures of these standards are generally avoided.
The following units are used:
MN ; kN ; m ; GPa ;
MPa MN / m2 N / mm2;
kPa kN / m2 ; rad
XIV.5 Applied parameters for buildings

General
Railway stations and stops are planned and constructed for the public and for generations. Such a planning means to
connect social, architectural, technical, economic, ecological as well as juridical elements. These demands lead to the
following design principles.
Railway stations fulfil many different functions and duties. First they are service stations and second they are interfaces
to other mobility suppliers. In addition they give the region in which they are embedded a chance of urban development.
The design of stations and stops will reflect the claim for high-quality, functionality and high recognition value. Besides it
will consider the surroundings and regional features. It will allow an easy orientation for customers by being informative,
Page 56
easy to grasp and clear. And it will fulfil the needs for accessibility, security and safety. Special attention will be paid on
future maintenance to guarantee easy processes for cleaning and service works.
Platforms and accesses
A station or stop encloses all physical structures for passengers from the access road to the railway station itself up to
the platform edges. A passenger must be able to orientate easily and to find the way without help. All accesses and
zones of information will be designed recognizable and clear.
The design criteria for platforms and accesses will be determined by the forecast of passenger's frequency. The
equipment of platforms can include stairs, ramps, elevators, escalators, waiting areas under shelters and/ or canopies,
sound exposures, seating facilities, advertising, information systems (monitors), video control, facilities for emergency
calls, ticket machines, snack and beverage machines, sanitary facilities, waste bins. The detailed standard for stations
and platform equipment will be defined by the number of passengers.
Buildings
The design of the buildings will be created on the one hand as compact as possible to fulfil the demands of efficiency and
economy. On the other side it will consider comfort, accessibility, safety and security. As working places the buildings will
have to satisfy all regulations of workers protection and the requirements concerning modernity, brightness and comfort.
Standardization of design and construction

Standardization means modular design and construction. Besides economic efficiency this kind of design enables user
friendliness, high recognition value and security. Standards will also be developed for the equipment of platforms.
Modular design and construction gives the opportunity to consider possibilities of future enlargements from the
beginning.
Materials, resources and energy

Prefabricated, lasting and high-quality materials will be preferred such as concrete, steel, glass and ceramics. The
selected materials and their colours will transfer esteem to the costumer and should prevent vandalism.
The economised use of resources and energy and ecological construction leads to sustainability.
Visual security/ social security

The stations and stops will be designed with a bright friendly ambience to avoid unobservable areas. The application of
(semi-)transparent materials, bright colours, lighting and natural exposure (daylight) allows clear view and leads to social
security.
Physical security
The construction and all equipment elements will be designed to avoid any injuries, tripping or falling hazards. Besides all
regulations and laws for fire prevention and accessibility for handicapped people will be considered in the planning.
Comfort
All access areas, stairs and waiting areas will be planned to avoid the influence of cold weather.
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The stations and stops will be planned to avoid draft.

The stations and stops will be designed to avoid overheating by excessive solar entry.
Advertising
The design of advertisement will follow the aspects of architecture, security, clarity and orientation and will be
subordinated to information and guidance systems.
Acoustics
The aim of acoustic planning (construction-acoustic, acoustic irradiation elements) will be a high linguistic articulation in
all passenger areas.
Cleanliness
The claims of cleaning and durability will be fulfilled by the right choice of materials. The stations and stops will be
designed in a way to avoid areas which can hardly been cleaned or which lead to intense dirt (eg. on horizontal surfaces,
by soiling of birds).
Roads and Parking facilities
The most important function of stations and stops is to link different transportation systems together to produce one
mobility chain so that an attractive mobility offer can be created to all customers.
By planning stations and stops attention will be paid on an optimally tied public transportation and individual traffic on
roads to the rail-engaged traffic system. The following priorities are valid for an optimised linking:
1.
binding non-motorised individual traffic (footpaths, bicycles)
2.
binding public transportation (bus)
3.
binding motorised individual traffic (passenger car, taxi)
4.
binding quiescent traffic
The design criteria for roads and parking facilities mean easy orientation, short ways, weather-protection and road
guidance for quick changes at the station or stop, safe and comfortable usage. All access areas of public transportation,
parking spaces for the disabled, taxis or short parking zones will be placed close to the entrances of the stations or
stops.
If stations and stops are developed to central mobility centres, a revaluation of the region in which they are embedded
will be achieved.
XIV.6 Suggested program of functions

Station Kicevo
Building
Function
Railway station building
Waiting area for passenger with seats, ticket machines, direct

access to platform, luggage deposit (lockers)
One to two small shops, one take-away
Sanitary rooms for male, female and disabled passengers, baby-
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Building
Function
care room
Ticket selling desk or travellers center with ticket sale (including
bus ticket sale)
Sanitary rooms for male and female employees
Technical room
Storeroom
Courtyard
Access road, kiss and ride lane, footpaths, bus lane and bus
(in front of the railway station building)
stops with shelters, parking lots for cars and motorcycles, bicycle
racks, taxi stand
Storehouse
existence
Switch control building(s)
Technical rooms
Freight upgrade
Track and ramp (existence)
Halt Brzdani
Building
Function
Train stop
Sheltered waiting area for passenger (weather protection) with

seats, ticket machine at the main access, direct access to roofcovered platforms, connection between platforms via sheltered
staircases and pedestrian subway or footpath (in connection with
the planned bridge)
Courtyard
Access road, footpath, parking lots for cars, bicycle rack
(at the main side of the station)

Technical rooms
Halt Slivovo
Building
Function
Train stop

seats, ticket machines at both accesses, direct access to roofcovered platforms, connection between platforms via sheltered
staircases and pedestrian subway or footpath
Courtyard
Access road, footpath, minibus stop with shelters, parking lots
for cars, bicycle rack
Maintenance building
Ramp with workshop pit

Technical room (heating, cooling, ventilation, sanitary)
Technical room (electric / low voltage)
Page 59
Building
Function
Technical room (compressed air)
Technical room (telecommunication)
Charge station for stapler
Storehouse for heavy loads
Storehouse for bulk with workplace
Storehouse for liquid, oils and petrol
Outdoor storage area partly roof-covered
Office with workplaces and file room
Changing rooms and sanitary rooms for male and female
employees
Staffroom with kitchenette
Restroom with sleeping facilities
Technical rooms
Halt Izdeglavje
Building
Train stop
Function
seats, ticket machine at both accesses, direct access to roofcovered platforms, connection between platforms via footpath (in
connection with the planned street) or pedestrian subway
Courtyard
Access road, footpath, minibus stop with shelters, parking lots
for cars, bicycle rack
Technical rooms
Station Mesheishta
Building
Function

Sanitary rooms for male, female and disabled passengers, babycare room
bus ticket sale)
Page 60
Building
Function
Technical rooms
Storerooms
Courtyard
racks, taxi stand
Technical rooms
Station Struga
Building
Function

Sanitary rooms for male, female and disabled passengers, babycare room
bus ticket sale)
Technical room
Storeroom
Courtyard
racks, taxi stand
Maintenance building
Ramp with workshop pit

Technical room (heating, cooling, ventilation, sanitary)
Technical room (electric / low voltage)
Technical room (compressed air)
Technical room (telecommunication)
Charge station for stapler
Storehouse for heavy loads
Storehouse for bulk with workplace
Storehouse for liquid, oils and petrol
Outdoor storage area partly roof-covered
Office with workplaces and file room
Page 61
Building
Function
employees
Restroom with sleeping facilities
On duty station
Offices with workplaces and file rooms

employees separated into infrastructure staff (shunting), train
staff and track master staff
Staffrooms with kitchenette
Restroom with sleeping facilities for male and female employees
separated into infrastructure staff (shunting), train staff and track
master staff
Technical rooms
Storerooms
Police and custom control building
Passenger service area with sanitary rooms for male, female

and disabled, baby-care room
Offices with workplaces and file rooms
employees
Storehouse for confiscated commodities and freights
Storehouse and a track for suspected contaminated goods and
freights (quarantine station)
Disinfection station
Switch control buildings
Technical rooms
Loading ramp
Track and ramp
Halt Radozda
Building
Function
Train stop

seats, ticket machine at the main access, direct access to roofcovered platforms, connection between platforms via sheltered
staircases and pedestrian subway or footpath
Courtyard
Access road, footpath, parking lots for cars, bicycle rack

Technical rooms
Page 62
XIV.7 Material suggestions for concrete and reinforcement steel
Concrete:
Two concrete classes are used: C25/30, C30/37
General concrete properties
Unit weight: b = 25 kN/m3.
-
Poissons ratio: = 0,2
Thermal dilatation coefficient: T = 10-5 K-1
Reinforcement Steel:
All reinforcement for structural concrete of the permanent works shall comply with the requirements of EN 10080
and the related National Annex.
Minimum ductility class: B
Char. yield strength
fy,k =
500 MPa
Design yield strength
fy,d =
500/ 1.15 = 435 MPa
Modulus of elasticity
Es =
200 GPa
The following bar diameters are considered for the design:

Available max. length
Nom. dia.
Area
Weight
mm
cm
Kg/m
0,503
0,395
12,00
10
0,785
0,617
12,00
12
1,130
0,888
12,00
14
1,540
1,210
12,00
16
2,010
1,580
12,00
20
3,141
2,465
12,00
25
4,910
3,850
12,00
28
6,160
4,830
12,00
32
8,042
6,313
12,00
36
10,179
7,990
12,00
[m]
m
XIV.8 Access Roads

XIV.8.1 Codes and standards
Reference documentation that needs to been taken into consideration to prepare this documentation is
Project Preliminary Design. Book 7, road crossings, deviations, local and parallel roads
Rules and regulations in R. of Macedonia,
Rules of technical elements for construction, reconstruction and maintenance of public roads and roads
structures
Page 63
Law for public roads (Official Gazette of the Republic Macedonia No.84 / 08 of 11/07/2008)
Law on Construction ("Official Gazette" no. 130/09, 124/10, 18/11, 36/11, 54/11, 13/12, 144/12 and 25/13)
Regulation of Normative and standards for design and construction of the lower structure of railways
Regulation of Normative and standards for design and construction of the upper structure of railways Law for
railway systems
Regulation of standards and normative for designing of structures
Law for Railway Transport Safety
Safety Laws for Railway system
XIV.8.2 Applied parameters

The purpose of this technical documentation is to propose solutions for the existing roads which are overlapping the rail
bed of the future railway and also to define access roads to the predicted railway stations. All intersects on existing
roads, local, regional, magistral and new predicted ones with future railway corridor according to the project task should
be determined in two levels which will guarantee safety in road and rail traffic. With the purpose of providing safe road
and rail traffic all interrupts of existing roads with future railway corridor will be solved with providing overpasses,
underpasses and deviations.
The basic criteria for these technical solutions for all crossings are the followings:
Providing minimum traffic flow and secure profile of 6,50 (from upper edge of the rail till the lover edge of the
girder of the future overpass) according to the standards for electrificated railway.
Providing minimum traffic flow and secure profile of 4,50 , 4,70 when the crossing solution is with
underpasses outside of populated area.
Road category, its social and economic importance, traffic type and traffic quantity, site position (in or outside of
populated areas, traffic lane width, dimensions of the horizontal and vertical elements of the road).
As we said in the upper paragraph, the aim of this documentation is to present solutions for road crossings with the
future railway. Number of these crossings with the existing roads will be quite considerable as a result of not considering
those roads which are overlapping future railway in altitude way because on many places the finish level of the railway is
providing enough security (secure profile) according to the standards. Because of the terrain configuration, especially on
section 1.1 and part of the section 1.2 (from Kicevo to Meseista), also at the end of section 2 (from Kalista to the
Albanian border), a lot of viaducts, bridges and tunnels are predicted on the main railway corridor which are used for
crossing of the existing local and magistral roads without of any additional interventions in horizontal and vertical way.
Only adequate spam for columns is needed to be chosen.
Access road to Brzdani station

Disposition of the railway corridor in Brzdani station area is characterized with very hard terrain because that is a
mountain area. That is why on this space is very difficult to create an access to the local roads which connects the public
buildings and plateaus for lading and reloading thing which are necessary for continuos work of the station.
For connection between the existing roads and roads inside the station area, a new road was designed from the v.
Judovo road and the connection is made with the regional road Kicevo-Demir Hisar-Bitola.
The length of the new designed road is 1.36 and it is located near the already existing macadam road. That macadam
road needs to be expanded and vertically adjusted. The horizontal solution is presented in the drawings, layout in scale
1:1000. Considering the difficult terrain configuration it was necessary to use horizontal elements much smaller than the
Page 64
allowable ones and also using serpentines. For minimal applied horizontal radiuses of the horizontal curves an adequate
widening for those curves were considered.
Carriageway construction for this kind of roads is the following:
-
Finish level asphalt-concrete B 16

Bituminous level B 22
Sub base
4 .
7 .
25 .
Access road to Slivovo station

The location of the Slivovo station is on 121+264.11 respecting the basic railway alignment. Near by the railway run v.
Slivovo is located when the alignment on 120+430 is running out of the tunnel with length of 5610 ., which is the
longest tunnel of the new designed railway alignment. After this tunnel the alignment is passing through favourable
terrain configuration.
As a connection between existing road and inside station roads a new road is designed. (Between road to v.Slivovo and
magistral road Kicevo-Ohrid(Struga))
The length of the new designed road is 259 . The horizontal solution is presented on layout in scale 1:1000. For
realisation of this connection a bridge must be made through the river of Filipica with span of 10 . The access from the
upper side (on 120+597) will be used as a crossing to the other side of the railway bed with underpass of 10. On the
existing local sand road (there is no vertical interrupt between the new designed railway and the existing local road).
Following design elements were applied:
-
Layout:
min. horizontal radius 250 .
min. length of clothoide 30 .
Cross section:
traffic lane width
2.75 .
(22.75=5.50 .)
edge lane width
0.20 .
(20.20=0.40 .)
shoulder
1.0 .
(21.00=2.00 .)
Carriageway construction for this kind of roads is:

-
Finish level asphalt-concrete 16

Bituminous level 22
Sub base
4 .
7 .
25 .
Access road to Izdeglavje station

Location of Izdeglavje station is on 129+516.62 respecting the basic railway alignment. Connection up to the stations
objects is from the place where the crossing for v. Izdeglavje is predicted on 127+975.00. This access road is
foreseen to pass parallel with the railway alignment on its right side. The total length of the access road to the Izdeglavje
station is 1.58 . This is made with the reason that near by an existing magistral road Skopje-Ohrid doesnt have any
connection. Considering the fact that on this part an existing magistral road is part of the future highway (Corridor 8), it is
necessary to predict an intersection which will provide all driving directions from/to Izdeglavje station which will increase
the expenses comparing to the solution presented in this design.
Dimensions of the horizontal technical elements are presented in layout in scale 1:1000. Following dimensions of the
design elements are applied:
-
Layout:
min. horizontal radius 20 (75) .
min. clothoide length 15 (30) .
Page 65
Cross section:
traffic lane width
2.75 .
(22.75=5.50 .)
edge lane width
0.20 .
(20.20=0.40 .)
shoulder
1.0 .
(21.00=2.00 .)
min. carriageway cross gradient
2.50 %
slopes gradient in embankment
1:1.5
Carriageways construction for this kind of roads is:

-

Bituminous level 22
Sub base
4 .
7 .
25 .
Access road to Meseista station

Location of Meseista station is on 142+482.62 respecting the main railway alignment. Connection to the stations
objects is presented in layout or in adequate drawings. Disposition of the station is appropriate because good connection
can be made from the existing road and intersection in Meseista village. Total length of the access road to the station is
0.77 .
Dimensions of the technical elements in horizontal aspect are presented in layout. Following design elements were
applied:
-
Layout:
min. clothoide length 30 .
Cross section:
traffic lane width
2.75 .
(22.75=5.50 .)
edge lane width
0.20 .
(20.20=0.40 .)
shoulder
1.0 .
(21.00=2.00 .)
min. carriageways cross gradient
2.50 %
1:1.5
Carriageways construction for this kind of roads is::

-

Bituminous level 22
Sub base
Deviation on local road v. Sum v. Moroista
4 .
7 .
25 .
( 153+405.00)
This deviation should provide a denivelated connection of the local road between Struga and Sum village. The existing
road is macadam with width about 3.0 . Disposition of this deviation is presented into drawings-layout in scale 1:1000,
together with previous crossing (153+405), because this deviation is a complex with the crossing. As we said before
this deviation was designed parallel with the river Sum channel in horizontal and vertically is fitting with the previous
crossing. Total length of the new designed deviation is 300.00 . Dimensions of the technical elements in horizontal,
vertical and cross profile are in accordance with Macedonian and EU norms)the category of the existing road and the
traffic flow for the area. Those elements are presented into the drawings like layouts, longitudinal profiles, cross sections.
Following technical elements were applied:
-
Layout:
min. horizontal radius - .
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min. clothoide lenght - .

Longitudinal profile:
max. longitudinal gradient
10 %.
min. radius of convex curve
Rvkonv=350 .
min. radius of conk. curve

Rvkon=400 .
Cross section:
traffic lane width
2.50 .
(22.50=5.00 .)
edge lane width
0.20 .
(20.20=0.40 .)
shoulder
1.0 .
(21.00=2.00 .)
2.50 %
1:1.5

-
Finish asphalt-concrete 16
Bituminous level 22
Sub base
4 .
7 .
25 .
Access road to Radozda station

The location of Radozda station is on 163+350.00 respecting the main railway alignment. The access road to the
stations objects is presented in layout and in adequate drawings. Disposition of the station provides connection of the
local road to Radozda village and to the Albanian border. Total length of the access road up to the station is 341.54 .
Dimensions of the technical elements in horizontal profile are presented in the layout. Following dimensions of the
technical elements were applied:
-
Layout:
min. clothoide length 25 .
Cross section:
traffic lane width
2.75 .
(22.75=5.50 .)
edge lane width
0.20 .
(20.20=0.40 .)
shoulder
1.0 .
(21.00=2.00 .)
2.50 %
1:1.5

-
XV.

Bituminous level 22
Sub base
4 .
7 .
25 .
Design Criteria Track Substructure, Water Protection and Drainage
solutions.
Page 67
Protective layer thickness depending of geology, in accordance with Macedonian and EU norms
Transitional layer thickness depending of geology, in accordance with Macedonian and EU norms
Embankment slope: 1:1.5
Minimum distance between track axis and formation edge 3.0m
Module on formation level 60 MN/m2
Sub-ballast (where appropriate);
The track formation for main lines consists of a sub-ballast layer and a sub-grade layer which should be designed and
constructed so as to provide the necessary qualities to ensure the geometrical, mechanical and stability characteristics
needed for trains to run safely and comfortably whilst ensuring minimum maintenance costs.
These characteristics should be retained throughout operation of the line.
In addition to the sub-ballast layer, a prepared sub-grade layer may be constructed wherever necessary to ensure the
soil mechanical/bearing required capacities.
The quality of the soil on which the prepared sub-grade is constructed, deponds on the the two following factors:
The geotechnical properties of the soil for the purposes of trackbed design defined in preliminary design and UIC code
719R;
The local hydrogeological and hydrological conditions as they affect the bearing capacities of soil(refer to UIC code
719R);
On each side of the railway line infrastructure, a dedicated space for installation of systems equipments and for
maintenance requirements at strategic points on the main line is required devoted to the following:
track signalling equipment;
signal and markers posts;
emergency telephones;
special track equipments(switch machines);
catenary masts and associated Power traction/suply systems;
The width of the track bed, measured from the upper edges of the sub-ballast layer (embankment in straight line) may
varies in accordance with track geometry (cant) and with the various peripheral installations required along the route
Page 68
(stations, maintenance areas,OCL , turnouts,COM and signaling equipment and installations) but also to accommodate
maintenance areas,access roads and specific requirements for construction purposes if any.
These installations may require a widening of the railway sub-ballast and subgrade as well
All of embankments and cuts slopes need to be in accordance to Macedonian and EU norms.
XVI. Design Criteria Bridges and Culverts

XVI.1 Codes and standards
National Railway Technical Reglamentations (Official Gazette no.98/07, no. 145/07, no. 137/07)
Eurocodes:
Eurocode 1: Project basis and actions in structures. Part 1: Project basis (EC 1.1), UNE ENV 1991 1,
October de 1997.
Eurocode 1: Project basis and actions in structures. Part 3: Traffic loads in bridges (EC 1.3), UNE ENV 1991
3, October de 1997.
Eurocode 2: Project of concrete structures. Part 2: Concrete bridges (EC 2.2), UNE ENV 1992.2, December
de 1997.
Eurocode 3: Design of steel structures. Part 2 Steel bridges (EC 3.2) UNE ENV 1997.2.
Eurocode 8: Project of seismic structures. Part 2 Bridges (EC 8.2) UNE ENV 1998.2.
EN-1337 Structural Bearings.
UIC 71:
U.I.C. Sheet 774.3 R, first edition UIC 774.3 (February 1999).
U.I.C. Sheet 776-1R, UIC 776-1R.
DIN
European and Macedonias regulation in force:
Codes for loads.
Codes for materials: Concrete, Prestress, Structural steel, Bearings.
Codes for roads and railways.
Codes for geotechnical considerations:
Eurocode 7: Geotechnical project.
Codes for hydraulics considerations:
General Codes for railways and roads considerations.

Definition of auxiliary elements for bridges, overpasses and underpasses, such as:
Type of rail, imposts, handrails, sidewalks, barriers, anti-vandalism barriers, gutters.
Waterproofing of the decks.
Bearings and joints.
Page 69
Loads to take into account in railway and roads bridges.
Permanent loads.
Life loads: type of trains with dynamic effects, braking and acceleration horizontal forces, centrifugal forces, loop
effect, trains for fatigue verification, derailment.
Life loads in sidewalks.
Forces in handrails.
Effects of catenaries posts.
Climate loads: thermal (uniform and gradients), wind, snow,
Seismic.
Forces of impact due to road and railway vehicles.
Interaction railway-deck.
Characteristics of the different materials to be used in the Project.

Materials:
Reinforced and prestress concrete.
Structural steel.
Bearings.
Security coefficients for loads and combination of hypothesis, both in service limit states and in ultimate limit states. The
objective is to obtain the most unfavourable hypothesis for each effort and in both states. In ultimate limit state: flexion,
shear, torsion, local effects, anchorages, etc.
In service limit state: deformations, rotations, twist, displacements and rotations for bearings and displacements for
joints.
In the case of concrete elements is necessary to verify all the elements and to obtain the reinforcement for each effort:
longitudinal and transversal reinforcement, shear reinforcement, torsional, local reinforcements.
Geotechnical considerations:
Characteristics of the different types of foundations.
Ground: weight of fillings and earth pushes.
Settlements in foundations.
Life loads over embankments.
Transition wedges.
Hydraulics considerations:
Hydraulic behaviour of the rivers under different return periods.
Scour of foundations in the rivers.
Protection of foundations and piers.
Gauges in the railway and roads structures:
Horizontal and vertical gauges in railways.
Horizontal and vertical gauges in roads.
XVI.2 Applied parameters

Loads parameters:
Density for the concrete and the steel.
Page 70
Weight for permanent loads: ballast, rails, sleepers, handrails, imposts, catenaries posts. In the case of the
ballast upper and lower values to take into account the different banking. In some cases there are verifications
removing the ballast.
Live loads. Loads of the trains per axes and value of the impact coefficient. Value of the horizontal forces:
centrifugal, break and acceleration and loop effect.
In the case of buried structures in some cases there is a reduction coefficient for the impact coefficient.
Loads of the trains for fatigue and loads for derailment.
Life loads in sidewalks.
Forces in handrails.
Value of the load of catenaries posts.
Value of the uniform incremental and decreasing temperature, value of the gradients. Value of the pressure of
wind in piers and deck, longitudinal and transversal. Value of the load due to snow. Value of the humidity.
Value of the seismic forces, if applied.
Resistances of the materials:
Concrete in the different elements: blinding, foundations, piers, beams, decks, etc.
Reinforced bars. Overlap and anchorage lengths.
Steel in the different elements.
Joints and bearings.
Coefficients of reduction for the resistance of the materials: concrete, reinforcement and structural steel.
For concrete is necessary to define the different types of environment and the different covers.
Coefficients of magnification of loads and combinations of simple loads.
Security coefficients for slip and overturn must be defined.
Geotechnical parameters:
Allowable stresses for shallow foundations.
Lateral and peak resistance for piles in deep foundations.
Fillings: density, internal friction angles, coefficients of earth pushes.
Value of the life loads over embankments.
Type of materials and dimensions for the transition wedges.
Hydraulics parameters:
Levels of the rivers under different return periods.
Levels of foundations in the rivers.
Type of rock fill and its weight for the protection of foundations and piers.
XVII. Design Criteria Road and Pedestrian Crossings

XVII.1 Codes and standards
In general terms roads and pedestrian crossings shall be designed in accordance to the specific laws, regulations and
standards of the EU and Macedonia, specifically taking into consideration the following national laws and by-laws in
force:
Law on Public Roads (Official Gazette no.84-08, 52-09, 114-09, 124-10, 23-11, 53-11, 44-12, 168-12)
Page 71
no.98/07, no. 145/07, no. 137/07, no.151/2010)
incorporates the following EU directives: 31991L0440, 31992L0106, 31995L0018, 32001L0013,
32001L0014, 32004L0049, and a part of 32004L0051, 32007L0058,
Law on the Railway System Safety (Official Gazette of RM No. 48/2010) enter into force 17th of April
2010, incorporates the following EU directives: 32004L0049, 32008L0110 and 32007L0059,
Regulative on the rail crossing with road from the aspect of rail traffic safety (Official Gazette of RM
No.2/2011)
XVII.2 Applied parameters

Same level crossings
Railroad crossing a road at a same level, shall be performed with grouping of two or more roads at one common
place of intersection.
Railways with prescribed speed up to 100 km/h, the distance between two consecutive road crossings can not
be less than 2000 meters.
The railways with prescribed speed above 100 km / h, the distance between two consecutive road crossings
cannot be less than 3000 meters, and where railway prescribed speed is over 160 km / h, the intersection shall
be performed out of level.
In order o reduce the number of roads or pedestrian crossing road deviations can be designed.
The place intersection should be designed at the zero level point for both the road and the railway line as most
feasible solution to reduce the necessary earth works.
Crossing Angle: Roads should cross the railroad right-of-way optimally at a 90 degree angle to the track
centerline. As an exception, depending on the terrain and local circumstances and conditions of the road
crossing, the angle of intersection can be less than 90 , but not less than 60 .
The road axis at the intersection point with the rail axis shall have direction longer direction or curve with 300 m
radius as minimum
Crossings above level
Due to safety reasons wherever possible crossings above level shall be anticipated i.e. at two levels as
overpass or underpass.
Categorization of points of intersections (crossings)

The category of intersection is being determinate using the following formulas:
P = Pv / Zv
Where:
P calculated parameter (number of vehicles)
Pv number of passenger vehicles including cart vehicles at the intersection point within a period of 24
hours
Zv number of trains at the intersection point within a period of 24 hours
Category 1 road crossing point is where P > 200.000 and is designed as crossing out of level
Category 2 road crossing point is where P = 50.000 to 200.000 and the road crossing is ensured with automatic
devices for light and sound signal and prescribed road signs
Category 3 road crossing point is where P < 50.000 and he road crossing is ensured with traffic signs and
complemented with fenders or half-fenders depending on the place and conditions (reduced visibility, fog,
smoke, close to school, etc.).
Page 72
XVIII. Design Criteria Signalling and Interlocking Devices, Telecommunications Design,

Overhead Contact Line, Power distribution and Power Substations
Preparation of Detailed Design for the new electrified single railway section with the length of approximately 63 km from
Kicevo-Border to Republic of Albania as part of Corridor VIII in order to complete the project documentation for future
construction of this railway section
As per the Terms of Reference, all technical documentations that will be produced under this assignment have to be in
compliance with the European norms and standards and national Law of Construction (Official Gazette n. 59/11), Law on
Railway (Official Gazette n. 64/05 and n. 24/07), Law on Spatial and Urban Planning (Official Gazette n. 60/11), Law on
interoperability in Railway (Official Gazette n. 17/2011), Law on the Railway System (Official Gazette n. 48/2010), Law on
the Railway System Safety (Official Gazette n. 48/2010), National Railway Technical Standards for substructure and
superstructure of railway line (Official Gazette n.151/2010), National Technical Standards for electrification of railway line
(Official Gazette n. 48/10). Special interest on TSI should be considered.
In order to ensure interoperability the standards shall apply set by the European Community legislation, the agreements
of the Economic Commission for Europe of the United Nations relating to transport infrastructure or standards
established by the European Committee for Standardization (CEN), the European Committee for Electrotechnical
Standardization (CENELEC) and the European Telecommunications Standards Institute (ETSI), and the international
norms and standards of: the International Organization Standardization (ISO), the International Electrotechnical
Commission (IEC) and the International Telecommunication Union (ITU).
The current legislation in the Republic of Macedonia is indispensable in the production and installation of the new
devices and configurations of the telecommunication system that will be installed on the section.
Documents
Index
Reference
Title
Version
01
ERA/ERTMS/003204
ERTMS/ETCS Functional Requirements Specification
5.0
03
UNISIG SUBSET-023
Glossary of Terms and Abbreviations
2.0.0
04
UNISIG SUBSET-026
System Requirement Specification
2.3.0
05
UNISIG SUBSET-027
FFFIS Juridical Recorder-Downloading Tool
2.3.0
06
UNISIG SUBSET-033
FIS for Man-Machine Interface
2.0.0
07
UNISIG SUBSET-034
FIS for the Train Interface
2.0.0
08
UNISIG SUBSET-035
Specific Transmission Module FFFIS
2.1.1
09
UNISIG SUBSET-036
FFFIS for Eurobalise
2.4.1
10
UNISIG SUBSET-037
Euroradio FIS
2.3.0
12
UNISIGSUBSET-039
FIS for the RBC/RBC Handover
2.3.0
13
UNISIG SUBSET-040
Dimensioning and Engineering rules
2.3.0
Page 73
14
UNISIG SUBSET-041
Performance Requirements for Interoperability
2.1.0
15
ERA SUBSET-108
Interoperability-related consolidation on TSI annex A

documents
1.2.0
16
UNISIG SUBSET-044
FFFIS for Euroloop sub-system
2.3.0
18
UNISIG SUBSET-046
Radio In-fill FFFS
2.0.0
19
UNISIG SUBSET-047
Track-side-Trainborne FIS for Radio In-Fill
2.0.0
20
UNISIG SUBSET-048
Trainborne FFFIS for Radio In-Fill
2.0.0
21
UNISIG SUBSET-049
Radio In-Fill FIS with LEU/Interlocking
2.0.0
23
UNISIG SUBSET-054
Assignment of Values to ETCS variables
2.0.0
25
UNISIG SUBSET-056
STM FFFIS Safe Time Layer
2.2.0
26
UNISIG SUBSET-057
STM FFFIS Safe Link Layer
2.2.0
27
UNISIG SUBSET-091
Safety requirements for the Technical Interoperability of ETCS

in Levels 1 & 2
2.5.0
29
UNISIG SUBSET-102
Test specification for interface "k"
1.0.0
31
UNISIG SUBSET-094
UNISIG Functional Requirements for an On-Board reference

Test Facilitiy
2.0.2
32
EIRENE FRS
GSM-R Functional Requirements Specification
33
EIRENE SRS
GSM-R System requirements Specification
15
34
A11T6001 12
(MORANE) Radio Transmission FFFIS for EuroRadio
12
35
ECC/DC(02)05
ECC Decision of 5 July 2002 on the designation and availability

of frequency bands for railway purposes in the 876-880 and
921-925 MHz bands
36c
UNISIG SUBSET-074-2
FFFIS STM Test cases document
1.0.0
37b
UNISIG SUBSET-076-5-2
Test cases related to features
2.3.1
37c
UNISIG SUBSET 076-6-3
Test sequences
2.3.1
37d
UNISIG SUBSET-076-7
Scope of the test specifications
1.0.2
38
06E068
ETCS Marker boards definition
1.0
39
UNISIG SUBSET-092-1
ERTMS EuroRadio Conformance Requirements
2.3.0
40
UNISIG SUBSET-092-2
ERTMS EuroRadio Test cases Safety layer
2.3.0
43
UNISIG SUBSET-085
Test Specification for Eurobalise FFFIS
2.2.2
Page 74
45
UNISIG SUBSET-101
Interface "K" Specification
1.0.0
46
UNISIG SUBSET-100
Interface "G" Specification
1.0.1
49
UNISIG SUBSET-059
Performance requirements for STM
2.1.1
50
UNISIG SUBSET-103
Test specification for EUROLOOP
1.0.0
52
UNISIG SUBSET-058
FFFIS STM Application Layer
2.1.1
58
UNISIG SUBSET-097
Requirements for RBC-RBC Safe Communication Interface
1.1.0
63
UNISIG SUBSET-098
RBC-RBC Safe Communication Interface
1.0.0
As a general comment, Railways Systems design should be Based on Kumanovo Beljakovce Railway Line, in order to
ease technology integration and to enhance O&M of all MAcedonian Railway Line.
Signalling
The new signalling-telecommunications system shall be in compliance with EU Technical Specifications for
Interoperability and compatibility with the existing installations on Skopje-Kicevo line, as well as the compatibility with the
planned Albanian section of line
Electronic Interlockings (SIL 4) will be located along the line and with local command possibilities, according Beneficiary
Normative and regulations
For the detection of trains, Axle Counters will be considered.
To be equipped with ETCS / European Train Control System / level 1 (SIL 4) with In-fill function through Eurobalises
requirements of ERTMS/ ETCS SRS 26 UNISIG, Class 1, version 2.3.0d will be considered.
Complete compatibility with adjacent lines will be demanded by the Employer / Beneficiary regarding ERTMS/ ETCS.
Lighting signals, as per specifications and regulations of the Beneficiary
Central dispatch of train movements will be performed by control room located in
Skopje
CTC to be integrated with the existing one in Skopje, and will follow Beneficiary Normative and regulations
System for detection of Hot Axle Boxes will be defined.
Interfaces with other systems in order to make work properly the line will be required.
The facilities controlled and managed by the Interlocking are, as follows but not limited to:
The electric point machines of the railroad switches and derail blocks;
Controlled sections of the permanent way within railway stations and interstation sections, equipped with
devices for control of their operating state;
Signals
Trains routing
Interfaces with ERTMS
Interfaces for connection with the dispatcher centralization system
Interfaces with adjacent lines
Current supply
Main current supply to installations will be implemented from the urban network.
Page 75
Redundant current supply shall be provided from step down transformers (25kv / 220 V), provided by the contact line
network
At stations or shelters where interlockings are located, the entire equipment will be implemented, considering redundant
power supply systems, such as UPS with batteries.
Contractor shall plan earthing and protective elements for the systems
Systems to control and supervise installations will be implemented, and integrated in Central dispatch
Other points
Construction of technical buildings with special technical premises for the signalling and telecoms equipment is planned
in all railway stations
Testing and commissioning until Beneficiary approval is required
Telecom
The telecommunication system shall be built as a single automated network of communication points connected by
means of digital transmission devices and synchronous digital hierarchy (SDH), Ethernet/IP switching and multiplexing
devices. Installation and commissioning of a fibre optic cable containing at least 96 single-mode fibre optics in
accordance with ITU/T G652D;
Installation and commissioning of a digital system for transmission of data of the type SDH, with capacity STM 16 - 2,5
Gb/s and access devices; construction and commissioning of a high-speed Gigabit Ethernet data network (The stations
will be connected to the data backbone network via the connection Fast Ethernet on SDH transport system) construction
and commissioning of dispatch systems and train hubs for the train traffic control, energy traffic control and the
signalling traffic control; passenger information systems and clock system at the railway stations as well as fire-alarm
system; An access ring (STM-1) for the GSM-R BTS will be used between consecutive stations.
Power-supply equipment 220 V/48 V and construction of ground wires for the communications at the stations;
Implementation of structural cabling at the railway stations (The cable environment for LAN allows data transmission with
speeds of at least 100 Mbit/s to each workstation and endpoint); cables type FTP Cat 6A.
The installation will be executed via lying in the ground. The entering in the buildings of the railway stations and
telecommunication facilities will be implemented through a fireproof station fibre optic cable, which is protected by a
metal pipe.
The fibre optic cable should include 96 single-mode (single-mode 9/125 according to ITU / T G.652 D) fibres, grouped in
tubes of different colours. All fibres in a tube should also have a different colour. Both types of cables underground
installation and station cables should have exactly the same optical characteristics of fibres.
GSM-R
No information regarding any existing GSM-R network has been received.
Is there any existing core Network sub-system ? If so, an expansion of the existing Core Network is recommended.
Base Station Sub-system will be based on BTS located along the track to ensure a continuous radio signal for cab
radios. The radio design will be based on specific locations such as stations. Tower not higher than 40 meters will be
considered.
Link between BTS to the Core Network will be based on E1 connections.
A single layer Radio network is proposed.
Voice level requirements from EIRENE specifications are recommended.
Page 76
Traction Power Supply

TPS locations will be defined based on the results of the load flow simulation analysis, the proximity to high-voltage
transmission facilities, the feasibility of drawing the required HV power, and availability of real estate.
Two equally sized HV traction power transformers shall be provided at each TPS, each transformer supplied from a
separate incoming circuit. Both transformers shall be energized under normal TES configuration, with one of them
supplying power to the feed section west/north of the TPS, and the other supplying power to the feed section to the
east/south. The two feed sections shall be separated by a phasebreak at the TPS. Both HV power transformers shall be
individually capable of supplying the full normal load of the TPS.
Catenary
Electrification type 25Kv/50Hz); Is there any local standard? Design should be based on already existing catenary along
the Corridor VIII and in the railway network in the country
Operational Control Center
To be integrates in the existing one in Skopje.
XIX. Design Criteria Environmental Protection

Environmental management plan for prevention of reduction of negative impacts of the project on the environment during
construction
Detailed Design on Environmental Protection for all structures along the rail alignment addressing the following
Detailed review of protection measures before the construction, during construction and during use of the
railway
Remediation and repair measures including detailed description of implementation and curing
Phytosantiary treatment measures
XX.
Design Criteria Relocation and Protection of Utilities
XX.1 Codes and standards

Basis for the planning of the relocation and protection of utilities are all specific laws, regulations and standards in force
regulating the construction, reconstruction, right of way, protection and relocation of different types of utilities. In general
and as per the Terms of Reference, all technical documentations that will be produced under this assignment have to be
in compliance with the European norms and standards and national laws and by-laws, mainly:
Law of Construction (Official Gazette n. 59/11),

Law for spatial and urban planning (Official gazette of RM, no. 51/05, 137/07, 91/09, 124/10, 18/11, 53/11,
144/12 and 55/13
Law on registration of underground and aboveground infrastructure facilities and associated installations
(Official gazette of RM, no. 6/12)
Law on Railway (Official Gazette n. 64/05 and n. 24/07),
Law on the Railway System (Official Gazette n. 48/2010),
Law on the Railway System Safety (Official Gazette n. 48/2010),
n.151/2010),
National Technical Standards for electrification of railway line (Official Gazette n. 48/10).
Codes and Standards of the utility owners
Page 77
XX.2 Applied parameters
Infrastructure facilities and associated installations, in terms of the above acts and these design criterias are:
Water supply network,
Sewerage and drainage network
Hot water (heating) network,
Electricity network
Electronic - communication network
Oil and Gas Pipeline network
Production lines network
Army installations
Police installations
Other infrastructure networks
Designer is obligated to communicate in written with all identified public or private utility companies at the design
planning stage in order to identify all current and future utility facilities and installations in the vicinity or crossing the
planed rail alignment.
The utility surveys are to locate existing utilities for the following purposes:
a)
Basis for project planning and design
b)
Relocations of impacted utilities
c)
Acquisition for utility easements and/or right-of-way
d)
Information for coordination and negotiation with utility companies
In the absence of regulations for technical conditions and norms regulating the design, construction, relocation and
protection of specific infrastructure facilities and installations the Utility company shall provide approximate minimum
requirements that should be followed for construction of facilities in the pipeline area.
General parameters:
Railroad protective area: is land area on both sides of the track, 200 meters wide, measured from the ends of the railroad
area
In the protected area of the railway line, buildings and installations can be built or located on a land designated for this
purpose but no closer than 50 meters from the axis of the end gages;
In settlements the utility facilities and installations including overhead electric transmission lines shall be no closer than
25 meters from the axis of the end gages;
Signs and billboards may be installed at a minimum distance of 7 meters from the end point of the railway area.
Design Loading: All underground utilities shall be designed in accordance with defined railroad loadings. This also
applies to sleeves or encasement pipes.
Crossing Angle: Underground utilities shall cross the railroad right-of-way at a 90 degree angle to the track centerline.
Materials: Utilities shall be constructed with non-conductive materials
Sleeves: Third party utilities that cross tracks shall be sleeved.
Page 78
Future Ducts: Additional ducts shall be installed for future crossings whenever possible.
Horizontal Clearance: Utilities shall be located outside the zone of influence or at a minimum of distance prescribed from
the centreline of closest track. At the station area and within the access roads the utilities shall be located within the
designated utility corridor.
Vertical Clearance: Overhead wires and other utilities crossing the tracks are not allowed. They shall be located
underground.
Distance: In a case of parallel instalment of several utility installations along the railroad, the horizontal distance between
the different utility and the railroad should be respected as well as the recommended minimum distance between
different utility installations.
Water transmition line:

The following conditions for the design and construction of facilities in the water transmition pipeline zone should be
observed:
1.
Minimum working and protective zone with a minimum distance of 5.0 m or 2.5 m left and right from the pipeline
axis to the regulation line (decision determining the source protection zones in Studencica made by the
Macedonian Government - Official Gazette number 151/2011 of 31.10.2011)
2.
The required operating zone prohibits the construction of any facilities, whether temporary or permanent, and
planting of orchards or other types of plants.
3.
To allow unimpeded access to the pipeline area at any time.
4.
While laying the facilitys foundation, i.e. with setting the facilitys construction line, this should be done with as
much distance as possible, and if the minimum distance is accepted, technical measures should be undertaken
for the protection of the facility against any damages caused by possible failure of the pipeline.
5.
In case of any of the given conditions are disregarded, all possible damages incurred by the failure of the
pipeline or from the necessity for regular maintenance shall be borne by the Investor.
Displacement of the pipeline is not possible. At the place of interchange of the pipeline alignment with the newly
projected railway alignment infrastructure (at the Cadastre Parcel 1205 cadastre municipality Drugovo) a technical
solution should be prepared so as to protect the pipeline, i.e. to protect the pipeline from further weights and dynamic
vibrations from the railway infrastructure (bridges, culverts, crossings and the like).
The bridges foundations need to be placed as far as possible from pipelines protected area. The bridges foundations
(foundations lower elevation) must be below the pipelines lower elevation in order not to transfer the loads from the
bridge to the pipeline. If theres need to cross the pipelines protection zone, a technical solution for protection of the
pipeline should be provided.
When building the retaining walls that cut through the pipeline, the transfer of loads of the retaining wall on the tube is not
allowed. The pipe must be bridged.
Page 79
XXI. Comments on Design Criteria (To be prepared by the Contractor and submitted with
the Report second/final version)
Section in text
Comment by the Contracting
Accepted
Authority
Yes
Page 80
No
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Operational Programme for Regional Development

Preparation of detailed design and tender

Version 00, Date 28/01/2015

A project implemented by TYPSA and its

This project is funded by

Table of Contents ......................................................................................................................................................... 3

List of Annexes ...................................................................................................................................................... 6

Project Synopsis .................................................................................................................................................... 8

Project background ................................................................................................................................................ 9

Design criteria alignment...................................................................................................................................... 10

Codes and standards....................................................................................................................................... 10

European Railways Standards Interoperability .................................................................................... 10

AGC and AGTC Agreements of UNECE................................................................................................. 10

Design Standards ................................................................................................................................... 11

Departures from Codes and standards ............................................................................................................ 12

Design Criteria Geotechnical and Tunnel Design ................................................................................................ 13

Codes and standards....................................................................................................................................... 13

Tunnel construction method ............................................................................................................................ 14

Tunnel support: primary support and final lining .............................................................................................. 16

final geometry ................................................................................................................................................................ 16

Other special aspects ...................................................................................................................................... 17

General Considerations ................................................................................................................................... 18

IV. Applied parameters......................................................................................................................................... 37

Design Criteria Tunnel safety, Security and Telecommunication Systems .......................................................... 38

Reference Documentation ............................................................................................................................... 38

Design criteria for MECHANCIAL system. ....................................................................................................... 39

Requirements according to reference documentation ................................................................................. 39

Proposal for the designing of mechanical systems...................................................................................... 41

Design criteria for electrical system ................................................................................................................. 42

Requirements according to reference documentation ................................................................................. 42

Proposal for the designing of electrical system. .......................................................................................... 43

Design criteria for communication system ....................................................................................................... 44

Requirements according to reference documentation ................................................................................. 44

Proposal for the designing of communication system ................................................................................. 46

Design Criteria Earthworks and Soil Treatment ................................................................................................... 48

Codes and standards....................................................................................................................................... 48

Slope stability and support measures .............................................................................................................. 48

Use of excavated materials ............................................................................................................................. 49

Embankment or excavation surface................................................................................................................. 49

Design Criteria Permanent Way ........................................................................................................................... 50

Codes and standards....................................................................................................................................... 50

Design Criteria Stations and Stops ...................................................................................................................... 52

Applied codes and standards for Track design ................................................................................................ 52

Applied parameters for track design ................................................................................................................ 53

Suggested track scheme ................................................................................................................................. 54

Applied codes and standards for buildings ...................................................................................................... 55

Applied parameters for buildings ..................................................................................................................... 56

Suggested program of functions ...................................................................................................................... 58

Material suggestions for concrete and reinforcement steel .............................................................................. 63

Access Roads .................................................................................................................................................. 63

Codes and standards .............................................................................................................................. 63

Applied parameters ................................................................................................................................. 64

Design Criteria Track Substructure, Water Protection and Drainage ................................................................... 67

Design Criteria Bridges and Culverts ................................................................................................................... 69

Codes and standards....................................................................................................................................... 69

Design Criteria Road and Pedestrian Crossings .................................................................................................. 71

Codes and standards .................................................................................................................................. 71

Applied parameters ..................................................................................................................................... 72

Power distribution and Power Substations ........................................................................................................................ 73

Design Criteria Environmental Protection ............................................................................................................ 77

Design Criteria Relocation and Protection of Utilities ........................................................................................... 77

Codes and standards....................................................................................................................................... 77

ABBREVIATIONS AND GLOSSARY OF TERMS

European Agreement on Main International Railway Lines