Scope of The Railway Project

CENTRAL RAILWAY PROJECT
Appendix A - Scope of the Railway Project
November 2017
Central Railway Project 2 / 35
Appendix A. Scope of the Railway Project
INDEX
1. INTRODUCTION ........................................................................................................... 5
2. Core Definitions ............................................................................................................. 5
3. SCOPE OF THE RAILWAY PROJECT ...................................................................... 8
3.1 General description of the Railway Project ............................................................. 8
3.2 The detailed design ................................................................................................... 9
3.3 Construction ............................................................................................................. 10
3.4 Commissioning ........................................................................................................ 11
3.4.1 Commissioning Process .................................................................................. 11
3.4.2 Signaling System and Centralized Traffic Control System Commissioning
(CTC) 12
3.5 Maintenance ............................................................................................................. 13
4. Requirements for the Railway project ....................................................................... 13
4.1 Technical Specifications.......................................................................................... 13
4.2 Safety, Quality and Environmental Requirements ................................................ 13
4.2.1 Safety Management System ........................................................................... 13
4.2.2 Quality Management ........................................................................................ 14
4.2.3 Environmental Management ............................................................................ 14
4.3 Infrastructure Objectives ......................................................................................... 14
4.4 Train Traffic Criteria ................................................................................................. 14
4.5 Content of the Railway Project infrastructure........................................................ 15
4.6 Geodetic Reference System, Geodetic Control Network and Rail Construction
Measurements .................................................................................................................... 15
4.7 Railway Area ............................................................................................................ 16
4.8 Process of Accessing Land for Railway Area ....................................................... 17
5. Description of the Railway Project Infrastructure ..................................................... 17
5.1 Track Line and Track Yards.................................................................................... 17
5.1.1 Requirements for the Detail Design and Construction .................................. 17
5.1.2 Used Kilometer System.................................................................................... 17
5.1.3 Track Sections and Technical Information ..................................................... 17
5.1.4 Track Line Sections .......................................................................................... 19
5.1.5 Fencing of Railway Area .................................................................................. 20
5.2 Track Superstructure and Switches ....................................................................... 20
5.2.3 Track Infrastructure and Switches .................................................................. 20
5.3 Track Infrastructure and Foundations .................................................................... 21

5.3.3 Track Infrastructure .......................................................................................... 21
5.3.4 Track Foundations ............................................................................................ 21
5.3.5 Culverts and Drainage ..................................................................................... 22
5.4 Level Crossings, Roads and Streets ..................................................................... 23
5.4.3 Level Crossings and Typical Solutions ........................................................... 23
5.4.4 Actions to the roads and streets...................................................................... 23
5.4.5 Affected Road and Street Arrangements ....................................................... 24
5.4.6 Construction Time Road and Street Arrangements ...................................... 24
5.4.7 Maintenance Roads ......................................................................................... 24
5.4.8 Rambla Flyover ................................................................................................. 24
5.5 Bridges...................................................................................................................... 24
5.5.3 Renewal of Old Bridges ................................................................................... 24
5.5.4 Typical Solutions and Their Benefits .............................................................. 26
5.5.5 New Bridges ...................................................................................................... 27
5.6 Engineering Structures............................................................................................ 27
5.6.3 Trenches............................................................................................................ 27
5.6.4 Soil conditions and investigations ................................................................... 27
5.6.5 The observed risks in trenches ....................................................................... 28
5.6.6 The Detailed Design of the trenches .............................................................. 28
5.6.7 Other structures ................................................................................................ 29
5.7 Signaling System and Centralized Traffic Control System (CTC), Electricity and
Cables ................................................................................................................................. 29
5.7.3 Signaling System and Centralized Traffic Control System ........................... 29
5.7.4 Electricity ........................................................................................................... 29
5.7.5 Rolling Stock Monitoring .................................................................................. 30
5.7.6 Cables................................................................................................................ 30
5.7.7 Naming the Stations, Tracks and Other Elements of the Railway System . 30
5.8 Third Party Wires, Cables, and Pipelines .............................................................. 30
5.9 Not Included in the Railway Project ....................................................................... 31
6. BILL OF QUANTITIES ................................................................................................ 31
7. REFERENCE DATA ................................................................................................... 31
7.1 Reference Data ........................................................................................................ 31
7.2 LiDAR survey data ................................................................................................... 32

7.3 Soil Investigations .................................................................................................... 32
7.4 Test Embankments .................................................................................................. 33
7.5 GPR .......................................................................................................................... 33
7.6 Level Crossing Traffic Counts ................................................................................ 33
7.7 Underground Services and Devices ...................................................................... 34
7.8 Water Well Survey ................................................................................................... 34
7.9 Hydrological Study for Culverts and Bridges on the New Railway Alignment ... 34
7.10 Study of the Bridge over the Canelón Grande Stream ..................................... 34
7.11 Urban Drainage Study for Trench Sections ....................................................... 34
7.12 Train Traffic Studies ............................................................................................. 34
7.13 Noise and Vibration Study ................................................................................... 35
1. INTRODUCTION
This Appendix A (Scope of the Railway Project) sets out the scope and summarizes the
key features of the Railway Project. It should be read in conjunction with the other
Appendices of these Railway Specifications.
The purpose of this and all the Appendixes is to be used as supporting information and a
guide for the detail design, construction and maintenance of the railway with the supreme
purpose of ensuring the service levels.
The proposals by the Contractors may improve the design on the basis of recognized
International Technical Standards, which shall be studied at the time of the proposals
assessment.
In all cases, the Contractor assumes the risks for the technical solution submitted
in their proposal.
In case that the proposed variant is not accepted by the Contracting Authority, the
Contractor must execute the basic design.
The management of requests for proposals for technical improvements of the Railway
Specifications must include the following information:
 Analysis and technical detailed description of the improvement
 Analysis of compatibility with the basic design standard.
2. CORE DEFINITIONS
The following definitions shall have the meaning given to them below when used in these
Railway Specifications:
“Accident Investigation Committee” means an investigating body of railway accidents
under Law 19,535, to sum up, a committee established by ROU that will be responsible
for the independent investigation of accidents and near misses in the Railway traffic;
“Accredited Organization” means a duly accredited organization that performs the
accreditation process and ensures that an organizations’ certification practices are
acceptable (typically meaning that they are competent to test and certify third parties,
behave ethically and employ suitable quality assurance);
“Approval” means any and all, duly signed, written confirmations of events and protocols,
with which the legal, safety, authority, technical or operational compliance of any individual
aspect, state, action, milestone, documentation, calculation or other feature have been
verified;
“Automatic Train Protection” or “ATP” means a type of train protection system that
enforces obedience of signals and speed restrictions by speed supervision, including
automatic stop at signals;
“Centralized Traffic Control System” or “CTC” means the traffic control system used for
controlling and managing Railway traffic and operations; this system is used by the Traffic
Control Center;
“Commissioning” means the testing, checking, trialing and starting-up of all or any
equipment, systems and technology in order to reach and establish full compliance with
relevant requirements and readiness for commercial operations; after all the individual
phases and systems have been successfully commissioned, the Commissioning of all
phases and systems collectively shall be confirmed as a condition to Railway Project
Completion;
“Construction Phase” means the detailed design and engineering, procurement,
financing, repair, rehabilitation, construction and Commissioning phase of the Railway
Project; the Construction Phase shall begin on execution of the Investment Agreement
and shall continue until Railway Project Completion;
“CR INF TSI” means the European technical specifications for interoperability for
conventional rail system’s infrastructure subsystem; CR INF TSI refers to the EU
Standards and the other TSI’s which are mandatory to comply for the purposes of the
Railway Project;
“External Auditor” means an independent external auditor appointed by the Infrastructure
Manager in relation to certain certifications and verification to be undertaken in relation to
the Railway Project; the External Auditor shall have the necessary education, expertise,
competence, international experience and the knowledge of the Railway Technical
Standards;
“Independent Safety Assessor” or “ISA” means the independent, competent and
accredited individual, organization or entity which undertakes investigations to provide a
judgment/assessment, based on evidence, of the suitability of a Signaling System and
Centralized Traffic Control System to fulfil its safety requirements;
“Infrastructure Manager” means the Manager or Administrator of infrastructure, the entity
responsible for managing the Railway network, preparing and executing the investment
plans for the Railway infrastructure, supervising the Railway Project and Maintenance
activities in respect of the Railway, managing network capacity and timetables for the
Railway network and collecting the track access fees. For this project, the Infrastructure
Manager is the MTOP through the Concession by AFE of the infrastructure section
affected by it.
“Maintenance” means the complete set of activities and procedures for maintaining,
repairing and renovating the Railway infrastructure and rolling stock;
“Maintenance Phase” means the Railway infrastructure related Maintenance sub-
contracted to the Railway Contractor for the years of duration of the contract; the
Maintenance Phase begins at Railway Project Completion, during a period of 15 years
“National Safety Authority” means the authority responsible for the railway safety
regulations and supervision of the Infrastructure Managers, Railway Operators and the
Traffic Control Authority according to the Law 18.834 Art. 173; currently the National
Safety Authority is Dirección Nacional de Transporte Ferroviario (DNTF);
“Operational Rule Book” means the detailed collection of operational rules, exact
instructions and demands for employees following the safety rules in their daily work,
either in shunting and/or line operation; a new Operational Rule Book shall be required
once the Railway is equipped with a new Signaling System. The Operational Rule Book
shall be approved by National Safety Authority (DNTF);
“Other Uruguayan Authorities” means any and all authorities, other than specifically
defined in this Section 2, that have influence on the design, construction, Commissioning,
Maintenance, infrastructure, operations, availability, permits, safety or any other aspect of

the Railway Project according to the ROU legal framework;
“Railway” means, in these documents, the railway section from Montevideo Passenger
Station (Nueva Terminal) to Paso de los Toros; the start of the section is Montevideo
Nueva Terminal and the end is the southern switch at the track yard of Paso de Los Toros
and the track to the new gate of the Port and the track up to the fence line of the Pulp Mill
are also included in the Railway;
“Railway Area” means the area under the custody of the Infrastructure Manager in which
the track structures, signaling systems, level crossings, railway bridges, culverts and other
elements for the railway are intended to be or are actually situated, as marked in Appendix
E2 (Track Maps); the Railway Area shall be predominately separated from the surrounding
area with fence and other means;
“Railway Contractor” means the contractor (or contractors) responsible for the
implementation of the Railway Project (including the detailed design, construction,
Commissioning and Maintenance of the Railway during the Construction Phase and the
Maintenance Phase).
“Railway Operator” shall mean all railway operators with license to operate in the
Railway; there can be several Railway Operators running their trains at the same time.
“Railway Project” means the design and engineering, procurement, financing, repair,
rehabilitation, construction, Commissioning, Maintenance and renovation of the Railway;
“Railway Project Completion” means the date on which the Infrastructure Manager
confirms in writing that:
(i) Track maps”, means the railroad maps, detailed in Appendix II (Track Maps)
(ii) All the requirements of the Construction Phase have been fulfilled and the Railway
has been determined, through detailed inspections, audits, successful
Commissioning and Approvals, to be acceptable for the commencement of
commercial train and other railway traffic without any restrictions, deficiencies or
safety risks; and
(iii) All commercial train and other Railway traffic has successfully commenced and
been on-going continuously for thirty (30) days without any disturbances,
interruptions or restrictions and Railway operations are fully compliant with the
planned time schedules and freight capacities.
“Rolling Stock Maintenance Provider” means an accredited party that can be a separate
company, part of a Railway Operator or part of another company; according to the National
Safety Authority (DNTF) and Uruguayan legal framework
“Rolling Stock Owner” shall be responsible for the proper condition and Maintenance of
the rolling stock fleet and equipment; according to the National Safety Authority (DNTF)
and Uruguayan legal framework;
“ROU Rail Entities” means the Accident Investigation Committee, the Traffic Control
Center, Infrastructure Manager, the Independent Safety Assessor, the Railway
Contractor, the National Safety Authority (DNTF), the Other Uruguayan Authorities or
Railway Operator, Rolling Stock Maintenance Provider or Rolling Stock Owner, Traffic
Control Authority and Traffic Control Centre;
“Signaling System” means computer based interlocking (CBI) systems on each train
meeting point and station, signals, centralized remote control, automatic train control
system and level crossing warning systems; The Signaling System is for safe train
operations;
“System Supplier” means the supplier of any systems to the Railway Contractor (e.g.,
the Signaling System) in respect of the Railway Project;
“Technical Standards” means the standard that is the basis to the Railway Project and
any other recognized international technical standard which allows generating a specific
solution, for example, ALAF, AREMA, DIN, EN, GOST, JIS, etc.). In all these cases, the
Infrastructure Manager must approve the use of a determined technical standard.
“Track Maps” means the maps of the Railway set out in Appendix E2 (Track Maps);
“Traffic Control Authority” means the authority responsible for the Traffic Control Centre
and its management;
“Traffic Control Centre” means the center responsible for the control operations of the
railway traffic including maintenance works to ensure safety and fulfilment of agreed
timetables; that is organized by the National Safety Authority (DNTF).
3. SCOPE OF THE RAILWAY PROJECT

3.1 General description of the Railway Project
An overview and details relating to the Construction Phase and the Maintenance Period
are set out below in Diagram 2.
Diagram 2: The scope of the Railway Project
The Railway Project shall achieve the following objectives (as set out in more detail in the
rest of these Railway Specifications):
Train traffic capacity and transport system cost-efficiency with track improvements that include:
 Higher speed and axle loads;
 Double track section and meeting stations for 800m trains;
 New track structures, rebuilding of bridges and alignment modifications; and

 A new signaling and centralized traffic control system;
The use and possibilities for passenger and transport train services;
Level crossing safety;
Infrastructure lifespan;
Railway management systems and maintenance processes; and
Improvement of railway safety with modern signaling and traffic control system and fences
separating the Railway Area from the surrounding environment, cars and pedestrians.
Pre-engineering has been completed and key decisions taken at the pre-engineering
stage included the Railway Project scope description, and final location of the Railway
line, definition of the Railway Area, optimal train traffic timetable and feasible railway
engineering solutions.
3.2 The detailed design

The Railway Contractor shall provide the full detailed design for the entire Railway Project.
The detailed design shall be based on and consistent in every respect with these Railway
Specifications. The detailed design is an inseparable part of the Railway Project. The
detailed design shall define the final entity and implementation of the Railway Project,
exact locations, dimensioning, structures, materials and quality requirements for the
Construction actions. The detailed design also provides all the necessary information for
the quality, safety, risk and environment management plan for the Construction Phase.
The Infrastructure Manager shall appoint an External Auditor to review and verify the
detailed design prepared by the Railway Contractor and its compliance with these Railway
Specifications. If the External Auditor does not verify the detailed design, the Railway
contractor shall revise the detailed design to comply with the Railway Specifications. The
Infrastructure Manager shall have the final decision to consider or not the External Auditor
recommendation.
The detailed design shall include the following parts:
Supply of the necessary reference data;
Ensuring the fulfilment of the train traffic criteria with necessary traffic planning;
Preventive and executive environmental actions;
Risk management;
Safety plan and instructions for construction works;
Detail construction schedule;
Technical detailed design:
 Railway geometry;
 Superstructure;
 Substructure, drainage and foundations;
 Bridges;
 Open and covered trench-sections;
 Station arrangements;
 Level crossings;
 Road and street arrangements;
 Underground and terrestrial service arrangements;
 Special structures and equipment; and
 Signaling and traffic control system including necessary electrification of the
devices and switches;
Reporting of detailed design:
 Design report and documents;

 Work method statement;
 Dimensioning and structure calculations; and
 Plan and schedule for the construction phase and materials, including the bill of
quantities.
The design report shall include the description and basis of the detailed design, design
documentation, technical specification, risk, safety and environment management plans.
The design documents include all the detailed design documentation for the Construction
Phase. The required documents of the detailed design are listed in Appendix F4 (Final
Documentation of the Detailed Design).
The work method statement shall include construction methods, quality requirements and
allowed location, and measure deviation for each work stage and structural element. The
minimum requirements for the work specifications are set out in Appendix D (Construction
Quality Requirements). The construction time circumstances and environmental
requirements in respect of the construction shall also be defined in the work method
statement.
The dimensioning and structure calculations shall include all reference data, dimensioning
principles, calculations and conclusions.
The plan and schedule for the construction phases shall include detailed definition of the
main Construction Phases, individual work phases and tasks, logistic routes, material
sourcing and procurement, road and street arrangements for the construction period and
needed areas for construction and material.
The bill of quantities shall include the quantities based on the detailed design.
3.3 Construction
The Railway Contractor shall construct the entire Railway Project. All construction
activities shall be carried out in accordance with this Document and its Appendices.
Design in the Construction Phase shall include modifications to the detailed design
documentation, necessary construction phase design, drawings for temporary and
permanent structures as well as creating instructions for the Maintenance Period. The
plan and schedule for the Construction Phase shall be updated and controlled during the
construction period. After the works are finished, the Contractor shall submit the as-built
drawings to the Project Manager.
Construction shall include all required permanent and temporary works. Minimum quality
requirements for the construction are defined in Appendix D (Construction Quality
Requirements) and shall be followed during the construction work and quality control.
Construction work shall be done without train traffic. The Contractor shall achieve the best
equilibrium in his proposal to guarantee that the amount of material that can be transported
by railway is the maximum possible during the Construction stage. All necessary
temporary arrangements for current passenger and freight train traffic shall be managed
and agreed by the Infrastructure Manager before the beginning of the construction.
The Infrastructure Manager could appoint an External Auditor to review and verify that the
following tasks have been carried out in compliance with these Railway Specifications.
The inspection of the design, construction schedule, work drawings and quality plans;
The inspection of the demanding construction works (substructures, foundations, bridges,
trenches, signaling and electricity works, etc.);
The supervision of the demanding construction time arrangements and performance (support
structures, piling, decreasing the ground water level etc.);
The supervision and inspection of the technical systems, commissioning and installation of the
equipment and devices etc.; and
The participation in site meetings and inspections.
3.4 Commissioning
3.4.1 Commissioning Process
The Railway Contractor and Infrastructure Manager shall perform Commissioning for the
entire Railway Project.
Commissioning is a mandatory series of activities in connection with the construction of
the Railway Project before the track can be safely opened for commercial railway
operation. Commissioning shall ensure that the Railway Project complies with general and
technical requirements identified during pre-engineering and detailed design phases.
Commissioning shall also ensure that the interfaces between different systems and with
existing third party systems are systematically integrated.
Commissioning shall begin after the detailed design phase and end before the inspections
related to the Railway Project Completion process (Diagram 2 and Diagram 3). Subsystem
testing can be divided into reasonable parts. Continuous quality control shall follow the
schedule of the Construction Phase. The Infrastructure Manager shall ensure adequate
quality control with:
 Track structure specialists;

 Bridge specialists;
 Signaling system specialists; and
 Safety specialists.
Diagram 3 Commissioning process

The Infrastructure Manager shall provide a basic framework for the Commissioning
process, during the Railway Project detailed design phase, and identify the responsible
parties. The basic framework shall set out the basic criteria and requirements for testing
the Railway. The Railway Contractor shall develop and use a detailed and overall
commissioning plan, which defines the systems, interfaces between the systems, tests
and documentation. The plan shall also reflect the necessary compliance mechanisms
that will ensure that the new systems shall be accepted by the Infrastructure Manager and
shall be verifiable and verified by the External Auditor if applicable. The following table
shows the minimum tasks, without limitation, of different parties during the Commissioning
process.
Table 1 Task list for Commissioning
Infrastructure Manager and

Infrastructure Manager Railway Contractor
Railway Contractor
Safety clearance Safety plan for construction Safe rules and procedural guidelines
Safety document Updating registers Risk management
Safety coordinator Speed diagrams Subsystems tests
Supervision plan Track profile Site reviews
Creating track recording data base Track Inspection database Subsystems commissioning
Signaling system infrastructure
Creating risk register Trials
information
Creating prior notification system Soil investigations control Conformity assessment
Technical specification Construction plans
Geodetic control network Permissions of exceptions
Eligibility books of structures and
Approval inspection
systems
Maintenance plans
Superstructure measurements and
quality control
Damage of components
Material certificates
Technical structures, New and
structural changes
Rock construction works
Substructures measurements and
quality control
Safety check of stations
Safety case
ATP trial run
Creating signaling system manuals
Checking signals sight distance
Checking track vacancy detection
Checking turnouts position information
Completion plan
Maintenance personnel’s education
Traffic controller’s education
3.4.2 Signaling System and Centralized Traffic Control System Commissioning (CTC)
Commissioning of the Signaling System and the CTC shall be carried out to check the
correct completion of the hardware and software and to guarantee the quality, safety and
functionality of the product. The Commissioning shall demonstrate and verify that systems
(hardware and software) meet:
 The CENELEC standards, or those that apply, regarding the design and
development of the system;
 The Signaling Specifications in Appendix M (Signaling System and Centralized
Traffic Control System);
 The Technical Specifications in Appendix B (Technical Specifications); and
 The approved detailed design of the system.
The Signaling System and the CTC Commissioning are described in Appendix M
(Signaling System and Centralized Traffic Control System).
3.5 Maintenance
The proper Maintenance of both the Railway infrastructure and the rolling stock are
essential prerequisites for the successful operation of the Railway. The Maintenance
obligation is described in the Appendix C1 (Maintenance Standards).
4. Requirements for the Railway project
4.1 Technical Specifications

Appendix B (Technical Specifications) defines mandatory and recommended technical
solutions and requirements for the Railway Project. The design of the new and upgraded
Railway infrastructure shall be carried out in compliance with the CR INF TSI. The
Technical Specifications also refer to European standards required to fulfill the Railway
infrastructure requirements and traffic criteria and such standards shall be applied to the
Railway Project.
4.2 Safety, Quality and Environmental Requirements

The Infrastructure Manager shall develop and implement systems and processes to the
level recommended by or consistent with international certification systems in relation to
the matters set out in this Section4.2. The Infrastructure Manager shall require the Railway
Contractor to meet and satisfy such standards in respect of the Railway Contractor’s
systems and processes and to secure and maintain certification in respect thereof.
4.2.1 Safety Management System
General
The Infrastructure Manager shall develop and implement a safety management system in
accordance with Annex II of the Commission regulation (EU) No 1169/2010 (Common
safety method for assessing conformity with the requirements for obtaining a railway
safety authorization) (the “Safety Management System”) or in accordance with the ISO
31000 standard.
Risk Management
The Infrastructure Manager, Railway Contractor and any Railway Operators shall develop
and implement a risk management process that complies with the Common Safety Method
for Risk Evaluation and Assessment (EU) No 402/2013 and (EU) 2015/1136 or ISO 31000
Risk Management - principles and guidelines.
In the pre-engineering phase, Article 5 of the Common Safety Method for Risk Evaluation
and Assessment, (EU) No 402/2013 and (EU) 2015/1136 were applied. Hazards were
identified, risks were evaluated and safety measures/requirements were planned and
recorded in a hazard record. Risk Assessment documentation is shown in Appendices
N1-N4 (Risk Assessment).
Self-Monitoring Process
Self-monitoring means the monitoring arrangements put in place by Railway Operators,

the Infrastructure Manager or any other entity that is in charge of the Maintenance, in order
to check and monitor that their management system is correctly applied and effective. The
self-monitoring process is described in the Commission Regulation (EU) No 1078/2012.
Railway Contractor’s Occupational Health and Safety Management System (OHS)
All Construction, Commissioning and Maintenance shall be performed safely, taking all
safety precautions and in accordance with relevant parts of these Railway Specifications.
The Railway Contractor shall develop, implement, and certify an occupational health and
safety management system which is based on the Uruguayan legal framework and the
OHSAS 18001standard.
4.2.2 Quality Management
The Infrastructure Manager shall develop and implement a quality management system
which is based on ISO 9001:2015 standard. The Railway Contractor shall develop,
implement and certify a quality management system which is based on the ISO 9001:2015
standard. The Railway Contractor shall modify its processes and procedures and
cooperate with the Infrastructure Manager, the National Safety Authority (DNTF) and any
Railway Operator. The Railway Contractor shall be responsible for the training of its staff
based on regulations given by the National Safety Authority (DNTF).
4.2.3 Environmental Management
The Infrastructure Manager shall develop and implement an environment management
system which is based on the ISO 14001:2015 standard. The Railway Contractor shall
develop, implement and certify an environmental management system which is based on
the ISO 14001:2015 standard. The Infrastructure Manager and Railway Contractor shall
apply the instructions and requirements defined in Environmental Impact Assessment, the
Appendix B (Technical Specifications), Uruguayan legal framework and local regulations.
4.3 Infrastructure Objectives

Traffic and infrastructure basic criteria for the Railway Project are as follows:
 The availability of the track shall be 100%;
 A railway with a service life at least fifty (50) years;
 Trains and track are safe and disturbance free;
 Infrastructure improvements based on the annual cargo amount of 4 Million tons;
 A Railway with an axle load of 22.5 tons;
 A track with the maximum speed 80 km/h; and
 A Railway consisting of new and unused materials, equipment, devices and
systems (except as may otherwise be expressly permitted under these Railway
Specifications).
4.4 Train Traffic Criteria

The Railway Project must meet the following main traffic criteria:
 The annual cargo amount between Paso de Los Toros and Montevideo port 4
Million tons;
 The traffic time twenty-four (24) hours/day and three hundred and sixty-five (365)
days/year;
 The infrastructure allows feasible standard train timetable for more than 15+15
freight trains between Montevideo – Paso de Los Toros with train speed of 60-80
km/h;
 The infrastructure allows passenger traffic for 2 trains/hour in one direction
between Montevideo and Progreso and future traffic authorized by DNTF;
 The maximum train length eight hundred (800) m;
 Railway Operators shall be able to use the infrastructure at the same time;
 There shall be no shunting movements at the main line, only locomotive drive
around; and
 All the trains and rolling stock shall fulfil the requirements defined in Maintenance
Standards in Appendix C1 (Maintenance Standards) and by the National Safety
Authority (DNTF).
4.5 Content of the Railway Project infrastructure

The Railway Project shall deliver the following main infrastructure improvements:
 New super and substructures;
 Railway alignment improvements;
 Two trench-sections in Capurro/Uruguayana and Las Piedras, including open and
covered sections;
 A new double track between Sayago – Progreso;
 Bridges for the double track between Florida – Durazno;
 A new single track section to the Mill site gate and triangle track;
 A new single track section to the port gate;
 Seventeen (17) new meeting stations for usable train length of eight hundred (800)
meter;
 A new signaling and traffic control system including an Automatic Train
Protection(ATP) system and interfaces to connecting tracks, compatible with
existing train control system (AUV);
 Total reconstruction and reinforcement of all the bridges;
 Safety improvements to all the level crossings;
 Modifications to the affected roads and streets;
 Railway Maintenance roads;
 Any temporary and permanent arrangement during construction and maintenance;
 Free clearance of the infrastructure which will to allow possible future electrification
of the Railway; and
 New switches and safety devices for side tracks, industrial tracks, and main line
connections in use.
4.6 Geodetic Reference System, Geodetic Control Network and Rail

Construction Measurements
The detailed design and construction of the new Railway requires a common reference
system, height system and map projection in order to control geometric dimensions of the
new track and to ensure compatibility between different track sections and existing
infrastructure.
A geodetic control network shall be established at the project area which consists of a
network of physical, static points built along the railway track, where each point’s location
is known with high accuracy in the chosen reference system. In the rail construction
measurements, the planned railway is measured in its absolute designed position relative
to the Geodetic Control Network.
Below is a list of the key elements that shall be taken into account when choosing the
geodetic reference system, establishing the Geodetic Control Network and to have
accurate rail construction measurements. Geodetic reference system, geodetic control
network and rail construction measurements are defined in more detail in Appendix F2
(Geodetic Reference System, Geodetic Control Network and Rail Construction
Measurements). This includes:
- Choosing a suitable reference and height system by;
 A map projection which tangents with the meridian to avoid large projection
corrections; or
 A reference system and height system as a usable realization (national
geodetic control network);
- Ensuring that everything is traceable and thoroughly documented, including
 Reference and height system;
 Geodetic Control Network;
 Surveying personnel; and/or
 Measuring equipment calibrated in authorized metrology laboratories;
- Using correct measuring techniques and ensuring that construction tolerances define the
accuracy needed in construction measurements and the techniques and measuring
devices are accurate enough relative to the tolerances; and
- Ensuring that the measuring contractor has many years of experience in Geodetic Control
Networks and railway construction measurements.
The Infrastructure Manager could appoint an External Auditor to review and verify that the
chosen Reference and Height System, Geodetic Control Network and construction
measurements are in compliance with these Railway Specifications.
4.7 Railway Area

A Railway Area separates the train traffic and the Railway from the road traffic,
pedestrians, surrounding environment and towns.
The Railway Area limits are either 10m in urban areas or 17.8m in rural areas (according
to the Rural Code) from the limit of the railway area to the center of the nearest main track
center line. The Railway Area shall be wider than 10 m or 17.8 m where the track soil cut,
the embankment slopes, on the third track on the meeting stations or on maintenance
roads that require more space than the basic Railway Area. The borderlines shown in the
Track maps, Appendix E2 (TrackMaps), do not consider any of the existing wider railway
areas, e.g. track yards near the existing or old stations. The assumption is that these areas
are already in railway use, and they will be in the future as well.
The Railway Area must:
- Allow the construction of the Railway and Signaling System;
- Allow the construction of minor embankments and soil cuts;
- Allow track drainage in open ditches;
- Allow removal of buildings and vegetation to improve level crossing visibility and safety;
- allow engineering structures in areas where the track elevation has been proposed to be
significantly below the existing ground level (not including construction area requirements
which are larger);
- Enable the construction of new meeting stations with one or two sidings;
- Enable the construction of maintenance and construction roads parallel to the railway; and
- Allow power lines and underground services if needed.
In any metropolitan areas, the width of railway structures is optimized to save single
buildings and short street sections by using special track, drainage and geotechnical
solutions, as set out in Appendices E2 (Track Maps), H1 (Railway Typical Cross-sections),
and I (Railway Cross-sections1:200). These solutions require restrictions for the
construction area, specific maintenance methods and the use of special materials. Also,
the placement of signaling cables, signals and electrification structures requires location
specific solutions.
The Railway Area limits do not necessarily mean the demolition of existing buildings in the
area. New buildings should not be allowed to be built in the Railway Area. Some of the
existing buildings can remain in the Railway Area (for example with a special permission
without liability to the Railway Operation in case of an accident). Locations where the
demolition of buildings or road arrangements are mandatory are shown in the Appendix
E2 (Track Maps) and Appendix G4 (List of Affected Roads and Streets).
4.8 Process of Accessing Land for Railway Area

The Administration shall execute all required land acquisition and/or land ownership
transitions and other actions and permissions for the properties before the construction
starts. All structures and actions shall be executed within the Railway Area. Additional
areas may be acquired or transitioned for the use of the Railway Project in the
Construction Phase and Maintenance Period.
5. Description of the Railway Project Infrastructure
5.1 Track Line and Track Yards

5.1.1 Requirements for the Detail Design and Construction
The detailed design and construction of the Railway track and track yards shall be
executed according to these Railway Specifications.
5.1.2 Used Kilometer System
The Railway Project shall be designed, constructed and documented in the new kilometer
system. Zero point of the kilometer system is at the old Central General Artigas railway
station in Montevideo. Old and new (km+m) locations for level crossings, bridges, culverts
and stations are shown in Appendix G (List of Objects).
5.1.3 Track Sections and Technical Information
Basis of Track Line Geometry
The track geometry dimensions shall be suitable for freight and passenger traffic with a
maximum speed of eighty (80) km/h. The track geometry characteristics shall also allow
slower trains with the maximum speed of sixty (60) km/h to run smoothly. The transition
curve (spirals) dimensions shall allow for passenger trains with the maximum speed of up
to one hundred and ten 110 km/h when feasible.
Vertical alignment includes only slopes less than fifteen per thousand (15%). Areas that
are known to be at risk of flooding are considered in the vertical alignment by raising the
track elevation to the sufficient level. In case of new areas becoming at risk of flooding, all
necessary studies shall be carried out in the detailed design phase to determine the
correct track elevation. A preliminary hydrological study for all the new alignment section
culverts, bridges and known flood risk areas is carried out in the pre-engineering phase
[Appendix O].
The speed diagram of the Railway main track is shown in Diagram 4 below.
Diagram 4 Track and speed diagram
Traffic simulation is carried out for the whole Montevideo Port – Paso de Los Toros/mill
site section to ensure the feasibility of the designed solutions. The simulation model takes
into account track vertical geometry, meeting stations, double track sections, signaling
system and maximum speed. The train simulation study report and analysis are presented
in Train Traffic Studies [Appendix O].
In the pre-engineering phase the Railway alignment and structures are designed based
on the LiDAR survey which is described more specific in Section 6.2.
Railway alignment shall be as is shown in the AppendixE2 (Track Maps). Locations where
the demolition of buildings or road arrangements are mandatory are shown in Appendix
E2 (Track Maps) and AppendixG4 (List of Affected Roads and Streets).
Basis of Track Yards, Stations and Side Tracks
The Railway Project includes meeting stations for train length of eight hundred (800) m
and all other known necessary side track, main track and industrial connections. All
connections from the main track includes witches and safety switches/devices to the
connecting track. The scope also includes side tracks, platforms and route improvements
for passenger train traffic purposes between Montevideo – 25 de Agosto. The double track
section covers crossovers to allow access between the main tracks. The circulation on the
double track sections shall be upwards on the right and downwards on the left from the
track kilometer system, that is, the opposite of how the Nueva Terminal - Sayago operates
today.
The new meeting stations for train traffic are on the single track sections for operational
reasons, and to ensure the least amount of disturbances in case of failures or delays.
There are 2 mainline switches and 2 safety switches at each meeting station (total 4).
Meeting station locations are defined based on the train traffic timetable planning and
feasible vertical and horizontal geometry. Meeting stations cannot be placed over level
crossings.
All stations and other connections to the Railway main track shall be executed according
to the designs, in the Appendices. Improvement actions and locations are shown in
Appendices E2 (Track Maps), M2 (Signaling Schematic Drawings) and G6 (List of Stations
and Side Tracks).
The Railway Project scope is divided into the following sections.
Table 2Current technical information of the Railway Project scope
Passenger
Amount of Underpass
Main track Meeting / freight Level Railway
Track sections main Culverts es /
length (km) stations /mixed crossings bridges
tracks flyovers
traffic
Montevideo Montevideo port gate
0,4 1 Freight
port gate/ – Port switch
Nueva Nueva Terminal – Port 22 5 7 9
0,7 2-4 Mixed
Terminal – switch
Sayago Port switch - Sayago 7,6 2 Mixed
Sayago – Progreso 19,7 2 Mixed 37 15 17 15
Progreso – 25 de 2
Progreso – Agosto
32,3 1 Mixed
86 76 45 7
Florida
25 de Agosto - Florida 46,7 1 3 Freight
8 (including
Florida – Durazno 89,5 1 Florida and Freight 65 98 10 4
Durazno
Durazno – Paso de Los Toros 67,7 1 4 Freight 35 83 47 1
Main line switch – mill site port gate
7,3 1 Freight 1 5 2
and triangle track
Total 271,9 17 246 282 128 36
5.1.4 Track Line Sections

Montevideo - Sayago
The starting point of the Railway is the Montevideo passenger terminal (Nueva Terminal)
(km 0+580). The Railway Project consists of the construction of the new single track
connection from the Port gate to the main line and the improvement of the existing double
track section from the port connection switch to Sayago. Nueva Terminal is included within
the Railway Project.
The total length of the Port connection from the switch to the Port gate is 0.4 km. The total
length of Montevideo Nueva Terminal – Sayago double track section is 8.7 km. In this
track section, the horizontal alignment is following the existing track. This section includes
Capurro/Uruguayana trench section between, approximately, km 2+900 and km 4+400.
Sayago - Progreso
The Railway Project consists of the construction of the new second track between Sayago
and Progreso and the improvement of the current track. The total length of Sayago -
Progreso double track section is 19.7 km which include 19.7 km of new track.
This section includes the Las Piedras trench section approximately km 18+650 – 20+680.
The trench is covered between the streets of Avenue Artigas and Batlle Y Ordóñez and
partly covered between Aparicio Saravia – Avenue de Las Instrucciones del Año XIII and
Dr. Luis Alberto de Herrera – Wilson Ferreira Aldunate. The passenger station with
platforms on both sides is located in the open trench.
The Old Colon station is a protected building.
Progreso - Florida
The Railway Project consists of construction of the track section and 5 new meeting
stations. The total length of the Progreso - Florida track section is 75.2 km, which includes
31.7 km of a new track section (more than 5 m distance from the existing track) and 5
meeting stations with the total length of 7.5 km.
The elevation of the track is raised from the existing elevation in the sections km 49+600
– 52+000 and km 82+150 – 82+550 according to the available information of the flooding
risk.
Florida - Durazno
The Railway Project consists in the construction of the track section and 8meeting stations
including Florida and Durazno. The total length of Florida - Durazno track section is 99.4
km which includes 44.6 km of a new track section (more than 5 m distance from the
existing track) and 8 meeting stations with a total length of 13.6 km.
Bridges are designed and build for the double track. The Railway Area has also been
defined based on the possibility of a future double track.
The elevation of the track is raised from the existing elevation in the section km 198+300
– 199+750 according to the available information of the flooding risk.
Durazno - Paso de los Toros
The Railway Project consists of construction of the track section and construction of 4 new
meeting stations. The total length of Durazno – Paso de Los Toros track section is 63.0
km and 4 meeting stations with the total length of 6 km. Renewal is executed in the existing
horizontal alignment of the Railway.
Track from main line to Mill (gate)
The Railway Project consists of construction of the new 5.5 km single track section from
the main line to the mill site gate and 1.7 km triangle track from north to the Pulp Mill
direction. A switch to the main lines required and a safety switch to the Pulp Mill
connection.
5.1.5 Fencing of Railway Area
The Railway line and track yards shall be all fenced from the Port to the Pulp Mill. The
fences will be generally located inside the Railway Area. At all passenger stations on the
double track section, a fence will be placed between the two main tracks to prevent
unofficial crossings of the track.
5.2 Track Superstructure and Switches

The Detailed design and construction of the track superstructure and switches shall be
5.2.3 Track Infrastructure and Switches
All existing rails, fastenings and sleepers shall be removed and shall not be re-used in the
Railway Project. The Infrastructure Manager will classify the use and transport of the
existing material. The existing ballast layer can be re-used in the new embankment.
The track superstructure on the main line and side tracks shall be constructed with new
continuously welded rails, new rail fastenings, new concrete sleepers and a new layer of
ballast. The depth of the ballast layer shall be 550 mm. The typical cross-sections for
single and double track line are shown in the Appendix H1 (Railway Typical Cross-
sections).
All switches connecting to the main track shall be replaced with new switches. All switches
and sidetracks in the Railway Project are shown more specific in Appendix E2 (Track
Maps).
5.3 Track Infrastructure and Foundations

The detail design and construction of track substructure and foundations shall be executed
according to these Railway Specifications. Also, new soil investigation results and tests
shall be used as the basis of the detailed design.
5.3.3 Track Infrastructure
The track substructure is under the ballast layer. There is always a constructed
intermediate layer with depth of two hundred (200) mm and constructed sub-base layer
with depth of at least two hundred and fifty (250) mm except in rock cuttings. Required
layers under these layers and depth of sub-base layer are depending on the track
elevation, subsoil material and the material of potential embankment. There are five
different categories of substructure layer thicknesses depending on the bearing capacity
of the subgrade. The categories by kilometer are based on available soil investigations
and are presented in [Appendix O].
When the alignment is on the existing track bed, the old embankment material is re-used
in the bottom layer of the embankment. Based on the ground penetrating radar (“GPR”)
measurements there are approximately 600…700 mm of reusable layers on the existing
track.
Based on available information track sections km 49+600 – 52+000, km 82+150 – 82+550
and km 198+300 – 199+750 are on the river flood risk areas. These track sections have
higher material quality requirements which are shown in Appendix B (Technical
Specifications). These sections and their requirements shall be updated in the detailed
design phase based on the available information and possible further flood risk studies.
Material and layer requirements are shown in Appendix B (Technical Specifications) and
Appendix D (Construction Quality Requirements). Typical railway cross-sections are
shown in Appendix H1 (Railway Typical Cross-sections). Layers and layer depths are
evaluated and designed in the Pre-engineering phase based on the soil investigation and
GPR results. The technical railway cross-sections and layer depths in the Railway Project
are shown in the Appendix I (Railway Cross-sections 1:200).
5.3.4 Track Foundations
The existing track shall be built on the existing subsoil. Based on soil investigation
information in the pre-engineering design phase there are no special foundations required
for the track for the most part of the Railway. Track foundations shall be checked once
more soil investigations are carried out.
All organic top soil material shall be replaced under the new embankment and under the
widening of the existing track bed. The removed organic top soil shall be replaced with
existing embankment material or material similar to the new embankment.
There are some sections where subsoil is soft or very soft under the track. A calculated
stability analysis shall be done, especially when the embankment is high or there is a deep
ditch near the track or when the terrain is in a steep slope. Stability analyzes shall be
based on investigations. If the stability of the track is not good enough (as set out in
Appendix B (Technical Specifications)), some subgrade reinforcement, replacement of
ditches or some other actions shall be done to improve the stability of the track to the
required level.
When cutting in the rock is required, the grade of slope shall be defined in the detailed
design. Slope grades shall be defined by the quality of the rock and by the depth of the
cuttings.
All the soil investigation programs and results are shown in Appendix O.
5.3.5 Culverts and Drainage
Principles of railway drainage
Drainage systems are needed to protect the infrastructure and the facilities from damages
caused by water and to prevent flooding in the adjacent area. The drainage requires
bridges, ditches, culverts, and underdrain ditches, so that the water does not damage the
track embankment.
The bridges and culverts shall be designed for a maximum volume of water in the basin.
The side ditches lead the water to culverts, brooks and rivers. At sections where the
current railway elevation (vertical geometry) is lifted up from the ground level, the
functionality of drainage ensures the flow of rainwater. Ditches may need erosion
protection if they are steep and the water flow is heavy.
In the urban areas when there is no room for side ditches, underground drains are used
instead. Different drainage options are presented in Appendix I (Railway Cross-sections
1:200).
Culverts
The Railway cannot function as a dam for rain water at any point. All water flowing from
the side of the Railway shall be directed to the side ditches and onwards to culverts, brooks
or rivers. On renewable railway sections, each existing culvert shall be replaced with a
new one. Completely new culverts are designed for the new alignment sections, and to
locations where there has been recognized drainage problems in the past.
Each new culvert’s diameter is determined based on the size of the drainage basin. New
culverts located at the existing railway sections are at least as wide as the existing ones.
Culverts and pipes are structures with a clearance under 2.0 meters. The amount of them
under the track in the project area is estimated to be 282. In some cases, the culvert may
be replaced with other drainage solutions. This shall be defined case by case in the
detailed design.
Pumping stations
The exact location of pumping stations and all connections to any current drainage system
or new storm water drainage network shall be defined in the detailed design phase.
Possible storm and ground water pumping stations shall be designed and dimensioned
based on valid instructions and specifications that are suitable for the local conditions.
Pumping stations shall be equipped with alarm and remote control systems. Storm
water/ground water pumping stations are required to all underpass bridges or any other
points where there are no other drainage possibilities.
5.4 Level Crossings, Roads and Streets

The detail design and construction of level crossings, roads and streets shall be executed
according to these Railway Specifications.
5.4.3 Level Crossings and Typical Solutions
In the Railway Project there are improvement actions for approximately 246level
crossings.
- The following improvements shall be undertaken according to the following classification:
 Type Ia, urban or rural area street or road, automatic single half-barriers (with
light and sound);
 Type Ib, urban area one-way street, automatic single half-barriers (with light and
sound);
 Type Ic, urban area one-way street with two lanes, automatic single half-barriers
(with light and sound);
 Type II, rural area road, warning devices (light & sound);
 Type III, rural area agricultural, private and maintenance roads, Saint Andrew
Cross and locked gate;
 Type IV, urban and rural area pedestrian level crossing, warning device (light &
sound);
- Replacement with underpass or flyover;
- Removal of level crossing and rerouting connections.
Improvement actions are based on following features:
- Rural or urban area;
- Pedestrian routes and amounts;
- Road and street type;
- Amount of vehicles; and
- Public services (school, hospitals etc.).
The list of level crossings, the actions for each level crossing and typical level crossing
solutions are shown in Appendices G2 (List of Level Crossings), E2 (Track Maps), H4
(Level Crossings_typical) and L1 (Vertical geometry from level crossing roads and
streets).
5.4.4 Actions to the roads and streets
The Railway Project includes road and street works for level crossings, underpasses and
flyovers. The road and street actions are shown in Appendix E2 (Track Maps) and
Appendix L (Road and Street Design). There are 6 types of road and street cross-sections.
Type options are based on following features:
- Type A, Urban street, with or without pedestrian ways, concrete pavement and curbs;
- Type B, Urban Street, one way, one lane, with or without pedestrian ways, concrete
pavement and curbs;
- Type C, Rural road, concrete pavement;
- Type D, Rural road, gravel / chip seal surface;
- Type E, Private and maintenance road, gravel / chip seal surface;

- Type F, Pedestrian way, gravel / chip seal surface; and
Road and Street Cross-section types are shown in Appendix H5 (Street and Road Cross-
sections_typical).
5.4.5 Affected Road and Street Arrangements
New arrangements for streets and roads shall be constructed at points where the existing
streets or roads are impacted by the new railway structures. These roads and streets shall
be designed and constructed and shall not disable railway Construction and
Commissioning. The locations, road types and lengths of the affected roads and streets
are presented in Appendix G4 (List of Affected Streets and Roads), Appendix E2 (Track
Maps).
5.4.6 Construction Time Road and Street Arrangements
Railway Contractor shall design, schedule, construct and demolish all the necessary
temporary construction phase road and street arrangements and drainage.
5.4.7 Maintenance Roads
New maintenance roads are required to access each switch, signal and other objects for
regular maintenance actions. Most of the objects are located near the existing road
network. Maintenance roads are shown in Appendix E2 (Track Maps) and Appendix G5
(List of Maintenance Roads).
5.4.8 Rambla Flyover
By means of another contract, the Administration shall perform the construction works of
the Rambla Flyover in order to reduce the needs of level crossings and stopping traffic.
5.5 Bridges
Detailed design and construction of bridges shall be executed according to these Railway
Specifications. Structural calculations and dimensioning of the bridges shall be carried out
in the detailed design according to the Appendix B (Technical Specifications).
The contractor may present variants to the solutions presented in the pre-engineering
studies set out in Appendix HS pursuant to item 1 of this Appendix A.
5.5.3 Renewal of Old Bridges
In the Railway Project there are 115 existing railway bridges and culvert bridges
(clearance ≥ 2m) and 49new bridges in the new railway alignment.
The existing bridges shall be replaced for several reasons, including the lack of capacity,
dimensions and structural aging defects. Most of the new bridges are typical bridge
solutions and have ballast layer to have continuous track structure through the bridge
deck. The dimensioning of the bridge deck is wide enough to have normal ballast width.
The substructure of the bridges is in-situ piles when bridge clearance is more than 3
meters.
The actions over the bridges are divided into the following main categories:
- Renewal of old railway bridges over the water with clearance between 2.00 and 3.00
meters). The action chosen is a new culvert bridge of concrete. In some cases, if the
amount of water under the bridge is great, the new structure will be a concrete slab
bridge on in-situ piles to avoid water issues during construction;
- Renewal of old railway concrete bridges over the water with clearance larger than3.00
meters. The action chosen for these bridges are concrete slab or girder bridges on in-
situ piles. The piling will be done behind the existing bridge foundations;
- Strengthening of old steel bridges over the water. The action chosen is renewal of the
cross girders and the secondary girders which have been calculated to have
insufficient capacity. The main trusses of these bridges have been evaluated to have
capacity for new load requirements. The track structure for these bridges will be a
slab track solution;
- A new railway concrete bridge over the water with clearance between 2.00 and 3.00
meters. The action chosen is a new culvert bridge of concrete;
- A new railway concrete bridge over the water with clearance larger than 3.00 meters.
The action chosen for these bridges are concrete slab or girder bridges on in-situ
piles;
- A new railway bridge over the road or street. The action chosen is mainly a three-
span concrete slab bridge that allows sufficient width for vehicles and pedestrians;
and
- A new road or street flyover is needed over the trench areas and to have sufficient
clearance for the future electrification and to meet the requirements of structural
clearances in the Railway Project.
The following bridges shall be replaced with location specific bridge solutions (in the new
kilometer or progressive system)
- Km 8+390, Boulevard Jose Batlle Y Ordónez (existing underpass): The possibility of
reusing the existing structure through its reinforcement shall be studied. In case this
is not possible or convenient, the option of replacing the existing bridge with a new
one shall be considered.
- Km 50+250, arroyo Canelón Grande (Margat): The possibility of reinforcing the
existing structure prior verification of the section and conditions of the drain shall be
studied through the appropriate hydrological study. (See section 7). In case that the
reinforcement of the existing structures not possible or convenient, the bridge shall be
replaced with a new one, for which the solutions set out in the annexes may be used.
- Km 103+522, Rio Pintado: The possibility of reusing the existing structure through its
reinforcement shall be studied. In case this is not possible or convenient, the option
of replacing the existing bridge with a new one shall be considered.
The following bridges shall be replaced with specific solutions
- Km 3+357, Hermanos Gil: the existing pedestrian fly over will be replaced with a new
vehicle flyover. The bridge is over the trench-section;
- Km 15+375, Arroyo Las Piedras Railway Bridge: the existing single track railway
bridge will be replaced with a new double track railway bridge with pedestrian pathway
on the west side of the bridge;
- Km 108+855, Ruta 5 - Florida North: the existing flyover will be replaced with a new
flyover. The existing bridge has a clearance that is too narrow and too low for the
specifications of the Railway Project;
- Km 130+480, Ruta 5 – La Cruz to the North, the existing flyover will be replaced with
a new flyover. The existing bridge has a separation too narrow and too low for the
specifications of the Railway Project;
- Km 219+975, Rio Villasboas: the old steel bridge will be replaced with a five-span
concrete bridge. The existing foundations will be strengthened with new in-situ piles
for the new wider deck;
- Km 130+480, Ruta 4 - Molles, the existing flyover will be replaced with a new flyover.
The existing bridge has a separation too narrow and too low for the specifications of
the Railway Project; and
Based on the existing information, it is proposed that the largest steel bridges (length >
500 meters) are reinforced. The cross girders and the secondary girders shall be replaced
to add strength to the bridge. The bridges to be reinforce dare (in the new progressive
system):
- Km 60+200, Rio Santa Lucia;
- Km 200+300, Rio Yi; and
- Km 264+200, Rio Negro.
The final solution shall be agreed when new investigation results are available. The
vertical clearance of the existing bridges does not allow electrification. The modifications
to the bridges should be done in the future electrification project by raising the upper
girders.
5.5.4 Typical Solutions and Their Benefits
There are twelve (12) types of typical railway bridges

- Culvert Bridge, clearance of 2-3 m;
- Cast in situ CiS, span of 6m;
- Cast in situ CiS span of 9m;
- Cast in situ CiS span of 12m_Trench Bridge;
- Cast in situ CiSP span of21m, Pre-stressed;
- Cast in situ CiSP span of 25m, Pre-stressed;
- Cast in situ CiSP span of28m, Pre-stressed;
- Cast in situ CiSPmulti-span 48 m;
- Cast in situ CiSframe 4-8m underpass;
- Cast in situ CiS 31m underpass;
- Precast PC span of 6m;
- Precast PC span of 15m; and
- Steel deck with ballast layer.
Each type has been selected for each location based on the clearance requirements and
characteristics of the old bridge structure. The water flow clearance (height and width) is
maintained or expanded.
Pre-casted elements are used in shorter spans. Cast in situ types are used in longer
spans. The weight of the elements is the main decision criteria. Shorter culvert bridges (2-
3 meters) are replaced with frame culvert bridges.
The benefits for using typical solutions are:
- Possibilities of using industrial construction methods;
- Construction time being reduced for each bridge; and
- Bridges will meet the requirements of the Railway Project without compromises.
The weight and the dimensions of the concrete bridge decks are significantly greater than
old decks. If it is decided to use the old foundations, the deck structure shall be made out
of steel.
The list of bridges and actions for each bridge and typical solutions for concrete bridges
and flyovers are shown in Appendices G2 (List of Bridges), H2 (Bridges_typical) and J
(Bridge Design).
5.5.5 New Bridges
Main new bridges that are not typical bridges (in new kilometers) are listed below, the
complete list of objects (Appendix G) shall be considered for detailed design:
- Uruguayana-Francisco Gomez covered trench-section;
- Km 7+450, Millan, the street is raised over the railroad onto a flyover;
- Km 13+200, Ruta 102 underpass is built for car traffic;
- Las Piedras trench bridges, where existing level crossings are replaced with 10
overpasses in the trench section;
- Km 22+946, Olimar underpass, is built for car traffic;
- Km 54+976, Ruta 81 underpass is built for car traffic;
- Km 106+470, New underpass in Florida for the street Manuel Calleros / Alberto Heber
Usher;
- Km 131+960, New flyover is built for car traffic;
- Km 196+990, New underpass in Durazno for the street Zorrilla de San Martin; and
5.6 Engineering Structures

Detailed design and construction of trenches and other engineering structures shall be
Structures are shown in Appendix I (Railway Cross-sections 1:200) and Appendix K
(Trench Design).
5.6.3 Trenches
The track will be constructed in trenches between approximately 2+900km–4+400km in

Capurro/Uruguayana and 18+624km–20+680kmin Las Piedras. The dimensions of the
inner walls shall be 12 meters in width and 4 to 12 meters in depth. The typical trench
cross-section is shown in Appendix H6 (Trench Cross-sections_typical). The presented
solution is a retaining wall with Bored secant pile wall.
The retaining wall needs to be water tight and shall have a drainage system, eventually
with pumping, to evacuate the rain water and possible filtrations. The Contractor may
present another alternative solution which, in compliance with the requirements, improves
the pre-design presented in the Appendices.
5.6.4 Soil conditions and investigations
The soil material is mostly clay. The investigations have remained above the bottom level
of the trench when the trenches are at the deepest so there is not yet any information of
the soil or bedrock at the bottom of the trenches. There are some investigations scheduled
to obtain information about the soil and quality of possible bedrock and also some ground
water level investigations, which will be delivered to the interested parties in due time. This
information shall not be binding and the interested parties shall perform the
complementary and necessary verifications and tests to complete their offer.
5.6.5 The observed risks in trenches
The construction of trench structures has many identified risks that shall be solved in the
detailed design phase before construction works commence. Below is a summary of the
known risks identified in the pre-engineering phases.
One of the most significant risks is the flooding of the trenches, which is mainly caused by
heavy rain. The sewers of the trenches shall be designed so that the possibility of the flood
water affecting the track is minimal. If the drainage of the trenches is based on a pumping
station, the reliability of these stations needs to be high.
The sections of the trenches that are covered with a deck need a ventilation system.
The construction of the trenches can cause harmful or damaging displacements and
vibration to existing buildings and structures. The existing foundation may need to be
reinforced or enlarged. All possible effects of construction need to be investigated and
analyzed. The ground water levels need to be kept stable during construction. Changes
in ground water level may cause sudden movements to the existing structures and it can
result in severe consequences to the surrounding area.
The stability of the trench base needs to be calculated. If the ground water level is high,
or there is pressurized ground water, the possibility of hydraulic failure shall be recognized
and prevented. Options to prevent this include extending the piles to a hard soil layer or
constructing a heavy base plate.
If the hard bedrock is on high level and rock cutting is executed with rock blasting, more
safety requirements are needed for the existing structures and surroundings. If the hard
bedrock is fractured, it may need to be grouted.
5.6.6 The Detailed Design of the trenches
The detailed design of trenches shall include at least the following tasks:
1. The investigation of the existing foundations of buildings, and existence of other
structures;
2. Obtaining relevant permissions for construction;
a. the relocation of excavated soil: temporary and permanent deposition or
reuse;
b. the required construction area; and
c. the demolition and reinforcement of existing buildings;
3. The design of construction phases; including the construction of the wall, piling,
excavation, anchoring, anchor testing, and pre-stressing and more excavation;
a. all settlements and displacements; and
b. the actions for unexpected situations;
4. Quality assurance during the Construction Phase including of the material and
construction methods;
5. Dimensioning and calculation of trench structures;
a. Load combinations: natural forces (wind, rain etc.), dynamic loads (traffic and
static load from existing buildings and other structures) and horizontal load
soil pressure and all loads that might be temporary and involved during
construction;
b. All possible failure mechanisms; and
c. Partial safety factors for loads, resistance, and material;
6. The water tightness of the trench solution and its drainage; and
a. Water tightness of the wall including discontinuities such as the space

between the wall and anchors, or the space between the piles and bedrock;
b. Pressurized ground water which is a risk during construction; and
c. Pumping stations operational reliability;
7. Safety issues, self-rescue and rescue department, including fire, flooding, electricity
failure;
8. For covered trench sections and tunnels shall be considered plans with other
Uruguayan authorities
All designs, calculations, construction methods and phases need to be reviewed and
accepted by the Infrastructure Manager and the External Auditor.
5.6.7 Other structures
Other engineering structures than bridges, culverts and trenches are retaining walls and
drainage related structures.
5.7 Signaling System and Centralized Traffic Control System (CTC), Electricity
and Cables
Detailed design and construction of Signaling System and CTC shall be executed
according to these Railway Specifications.
5.7.3 Signaling System and Centralized Traffic Control System
The Railway shall be equipped with a new Signaling System and CTC. The main objective
of the Signaling System and CTC is the safe and automated control of trains in an
environment with several trains. The existing train control system (AUV) shall be
compatible with it.
Each operative station or meeting station will be equipped with a computer based
interlocking system to secure safe routes for the trains. It consists of:
 Light signals;
 Level crossing warning systems;
 Controlled points;
 Axle counters;
 Key locks; and
 Automatic Train Protection System (the “ATP”)
The interlocking systems will be controlled by the CTC. The ATP transmits information
about movement authorities and speed limits from the track to the train to causes
automatic braking if the train ignores the signal aspects or valid speed limits. In addition,
the Signaling System includes:
 Interfaces with other lines connected to main Railway line at junctions;
 Interfaces at line points with access to industrial tracks;
 Stable power supply to the interlocking systems; and
 Proper equipment rooms for interlocking systems.
The Railway Project includes train traffic signs. Traffic sign design is carried out as part of
the detailed design.
5.7.4 Electricity
The electrical needs of the Railway Project relate to the need for power for switches,
signaling systems and lighting. These are located on the main line, track yards and
meeting stations. For possible power outages, the traffic control system and safety devices
lighting, e.g. level crossings and meeting station lighting, shall be equipped with another
power source, e.g. batteries, UPS-system or diesel generators.
Overhead cable investigation, documentation and replacing to safe location outside of the
structural clearance are included in the Railway Project. Electricity interfaces and features
are shown in Appendix M2 (Schematic Drawings).
5.7.5 Rolling Stock Monitoring
The Railway will also be equipped with automatic flat wheel, hot wheel and hot axle box
detectors. These two are the most common technical problems of rolling stock. The
detectors will be located at Carnelli and Durazno stations.
The monitoring cameras for controlling the condition of the rolling stock shall be agreed in
the detailed design phase. Cameras should be located near where the train can be
stopped and the possible failure can be inspected. Also, the possibility to leave and
maintain a broken wagon should be taken into account when locating the cameras.
5.7.6 Cables
Railway cables along the tracks for the signaling system and electricity shall be placed in
a cable canal on the surface or buried at least 0.6 m deep at the distance of 3.0 m or more
from the centerline. Cables crossing the Railway shall be placed in protective pipes at
least 1.2 m below the top of the sleepers. The crossing cables are mainly control cables
to track side equipment and power cables from public power network to the interlocking
housing.
There are cables in many places under the current track line. Their exact location is
unknown. A procedure shall be established to avoid third part damage or accidents during
Construction Phase.
5.7.7 Naming the Stations, Tracks and Other Elements of the Railway System
The new stations will be given a name and a unique two letter abbreviation according to
Reglamento General Operativo; Art. 274.
Signaling elements including controlled points will be given a unique identification to
ensure correct localization along the tracks, e.g. trains and maintenance crews. The
identification boards of signals and points shall be readable from a moving train.
The identification of signaling elements is shown in Appendix M2 (Schematic Drawings).
5.8 Third Party Wires, Cables, and Pipelines

All the existing and old underground services (cables, pipelines, sewers and wires etc.)
and overhead cables in the Railway Area shall be investigated, documented and replaced
to a safe location outside of the structural clearance taking into account safety
requirements of each type of crossing. Required actions to all these services and
structures shall be designed and agreed with their owners in the detailed design phase.
Requirements are specified in Appendix B (Technical Specifications).
In zones where the railroad route crosses or interferes with the infrastructure of the
Electricity Network, either the Distribution Network, Transmission Network or for other
units, the contractor shall respect the technical requirements set by Uruguay’s National
Administration of Power Plants and Electrical Transmissions (Spanish acronym: UTE).
Likewise, the works shall be performed by companies authorized by UTE to such end.
The same proceeding applies to gas and oil pipelines belonging to UTE.
The offeror shall identify the interference points of the railway route with the electricity
networks, fiber optic lying, gas or oil pipelines belonging to UTE. For this purpose, it may
request as supplementary information the mapping of the UTE networks (Mapping Units
for Distribution, Transmission and Generation Management Unit).
Any costs associated to the network modification and removal shall be at the contractor’s
expense.
In the pre-engineering phase is carried out Underground Services and Devices Study,
[Appendix O].
5.9 Not Included in the Railway Project

The design of the railway electrification is out of the Railway Project scope. The possible
future electrification of the Railway is taken into account only in the clearance, cross-
section and Railway Area definitions. All new engineering structures shall be designed as
grounded for the future railway electrification.
The Railway Project does not include design or construction of Rambla street flyover.
Design and construction of the Rambla street flyover shall not prevent Railway Project
Completion.
6. BILL OF QUANTITIES
The bill of quantities and the masses are based on the pre-engineering solutions and
designs Quantities are shown in Appendix F1 (Bill of Quantities). The initial figures and
quantities may be changed during the further design.
7. REFERENCE DATA
7.1 Reference Data
The following reference data shall be produced during the pre-engineering phases
(Appendix O (Reference Data)):
- Terrain model and vector data from the LiDAR

- Soil investigation programs and results
- Test embankment results
- GPR (Ground Penetrating Radar) measurement results
- Level crossing traffic counts
- Underground services and devices
- Water well survey
- Hydrology study for culverts and bridges on the new railway alignment sections
- Margat bridge hydraulic feasibility study
- Urban drainage study for trench sections
- Train traffic studies
- Short noise and vibration study
- UTE technical information
All initial data and design material are in [WGS84 UTM 21 S / Local orthometric height] –
coordinate system.
7.2 LiDAR survey data

The Railway Pre-engineering phase 2design is based on initial data gathered in airborne
LiDAR surveys. The original flights were carried out in December 2016. A second set of
flights was carried out in May 2017 mostly because of changing the chosen alignment
between Florida and Durazno. At this time, the Port site areas were added to the survey
program. With the second flights, a total of 12 supplement areas were covered with similar
LiDAR data. The final results of these LiDAR surveys were covered with LiDAR data.
The final results of these LiDAR surveys were delivered to the projection reference system
UTM Zone 21 South Datum WGS 84, with orthometric heights adjusted according to local
adjusting model generated, following with the features below:
 Altimetric LiDAR accuracy, the best of 5 cm RMS and planimetric 30 cm data.
 Planimetric accuracy is 20 cm for the orthophotos.
 Final delivery in UTM Zone 21 South Datum WGS 84 coordinate projection
system, with an information adjustment to the orthometric heights of the
georeferencing geodetic network of the Railway Project.
First deliveries of the Railway Project were carried out using EGM08 as geoid model for
calculations. The final and topography reports of the LiDAR survey are shown in Appendix
O.
It was determined that it is better to work in local URUGEOIDE2007 heights instead of
EGM08. Due to this new understanding, the correction of the dataset included also
changing the Geoid Model for the calculation, now using the local and official one
(URUGEOIDE2007). The topography network correction analysis is shown in the
Appendix O.
The LiDAR result data used in the Pre-engineering phase 2 design consisted of the
following files:
 Vector cartography in dwg-format
 Ground surface model as model key point files (.xyz)
 Orthophoto-tiles (.jp2) that were merged into orthomosaics (.ecw) to ease the
simultaneous use of large amount of orthophotos.
7.3 Soil Investigations

Current soil investigations were carried out in October and November 2016 and in June-
August 2017. The survey included Standard Penetration Test (“SPT”) drillings and
laboratory analysis. In total 335 boreholes was drilled and 21 disturbed soil samples were
collected and analyzed. The soil was found to be mainly clay, silty clay, clayey silt and fine
sand.
Bedrock is mainly covered by a soil layer that was not penetrated in the drillings (target
depth 5m). In some areas, there were visible outcrops (near Florida). The bedrock consists
of crystalline bedrock in the sections from Montevideo to 25 de Agosto and from 25 de
Agosto to Florida. In the section from Florida to Durazno the Mercedes formation 1-5 meter
deep and Asencio formation up to 10-15 meters deep. In the section from Durazno to Paso
de los Toros the bedrock consisted of sandstone, fine-grained basalt and granite.
Further soil investigation programs are shown in Appendix O (Reference Data). An
additional program includes, e.g.,bridges, trenches, new alignment sections between
Florida and Durazno. It is expected that the results shall be available by the end of 2017.
Soil investigation locations and results are included in Appendix E2 (Track Maps) and
Appendix I (Railway Cross-sections1:200).Soil investigation programs and results are
shown in Appendix O (Reference Data).
7.4 Test Embankments

Test embankments were constructed to simulate the [E2 modulus] of the track structure
on different sub soils. Three test embankments were planned and two of them were
constructed. The E2 modulus was measured with static plate load tests in June-August
2017. More tests were carried out in September 2017, when properties of crushed rock
and weathered rock (Tosca) were tested to define the E-modulus of the material. It is used
to define required layer thickness of the substructure for required bearing capacity.
Test embankment programs and results are shown in Appendix O.
7.5 GPR
A GPR survey was carried out in January 2017. The results of the survey included
continuous information concerning existing railway layer thickness (ballast and
substructure). The results also included the structures in the track and material properties
as moisture condition. The report and the results of the survey are shown in Appendix O.
7.6 Level Crossing Traffic Counts

The surveys were carried out by field staff, who have collected the volumes of the traffic
by maneuvers and vehicle classification in the main intersections linked to the railroad
Project.
In most of the intersections have been made complete counts (from 6am to 10pm),
whereas in crosses of low hierarchy partial counts (from 7am to 10am and from 4pm to
7pm) have been made. Accumulated volumes were recorded every fifteen (15) minutes.
Vehicle counts were developed in the intersections near the level crossings of the
following cities:
- Montevideo;
- La Paz;
- Las Piedras;
- Progreso;
- Canelones;
- 25 de Agosto;
- Cardal;
- 25 de Mayo;
- Florida;
- Sarandí Grande; and
- Durazno.
The vehicles were classified as:
(a) Motorbikes;
- Cars and Vans;
- Single-Unit Truck; and
- Truck/Trailer (Single-Unit truck pulling a trailer) or Tractor/Semi Trailer (Truck tractor
pulling a trailer).
The coding of maneuvers used is based on the recommendation of the "Transportation
Research Board from the National Research Council of the United States of America, with
the exception that the maneuvers number 1, 2, 3, 4, 5 and 6 which have the direction of
the level crossing street (instead of the main road). The results are presented in a unique
database, in which the accumulated traffic volumes are recorded in 15 minutes lapses,
differentiated by maneuvers and vehicle typology.
The report of traffic counts, raw data and summary data are in Appendix O.
7.7 Underground Services and Devices

To identify the underground services in the Railway Project the information of the specific
area requested from all the providers was used. Requests were made for potable water
network, telephone services, fiber optic, electricity, gas and fuel pipes lines and sewage
networks.
The underground service report and received data are presented in Appendix O.
7.8 Water Well Survey

A Water Well Survey was carried out to the two trench areas. The goal was to determine
the phreatic level and its variation on the trench sections and the surrounding areas. Water
Well Survey was carried out in 26 wells and described more specific in Appendix O.
7.9 Hydrological Study for Culverts and Bridges on the New Railway Alignment
A hydrological study was carried out for culverts and bridges on the railway alignment
sections which is not located on the existing track bed. The hydrological study included
calculations of catchments and maximum flow for culverts and bridges, and dimensioning
their horizontal clearance. Study is described more specific in Appendix O.
7.10 Study of the Bridge over the Canelón Grande Stream

The railway bridge over the Canelón Grande Stream (km 50+250) is located in an area
which is affected by the flooding of the Santa Lucia River. A hydrological study was carried
out to determine the maximum flood levels and its effects on the old steel truss bridge.
The comparison was made to the new bridge proposal that is a longer three-span bridge.
According to the study, the existing bridge does not meet the hydrological requirements
of this location. The lowest point of the bridge deck is only 10 cm from the maximum
calculated flood level. The requirement is to have the bridge deck a minimum distance of
70 – 90 cm above the flood water level so that there is room for debris and floating logs
that might damage the bridge and cause more blockage and more negative influence on
the floods.
Compared to the new bridge solution and having a new bridge level and (rail level) 60-70
cm higher, the hydrological requirements would be met.
7.11 Urban Drainage Study for Trench Sections

The drainage studies for the trench sections are ongoing.
7.12 Train Traffic Studies

Train timetable planning and traffic simulations are made to ensure that the designed
Railway infrastructure has a sufficient capacity and smooth traffic without disturbances.
All the traffic capacity surveys are made for 24-hour operation time.
The study and the results of simulation and the planned standard timetable are shown in
Appendices O213-O215.
7.13 Noise and Vibration Study

Principals and guidelines of railway noise and vibration measurements and legislation in
Europe and Finland were gathered to assist at creating guidelines for rolling stock noise
and vibration. Guidelines are shown in the Noise and Vibration Study in Appendix O.

Scope of The Railway Project

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Scope of The Railway Project

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CENTRAL RAILWAY PROJECT

Appendix A - Scope of the Railway Project

5.3.2 Requirements for the Detail Design and Construction .................................. 21

7.2 LiDAR survey data ................................................................................................... 32

Maintenance, infrastructure, operations, availability, permits, safety or any other aspect of

3. SCOPE OF THE RAILWAY PROJECT

Diagram 2: The scope of the Railway Project

 New track structures, rebuilding of bridges and alignment modifications; and

3.2 The detailed design

 Design report and documents;

 Track structure specialists;

Diagram 3 Commissioning process

Table 1 Task list for Commissioning

Infrastructure Manager and

4. Requirements for the Railway project

4.1 Technical Specifications

4.2 Safety, Quality and Environmental Requirements

Self-monitoring means the monitoring arrangements put in place by Railway Operators,

4.3 Infrastructure Objectives

4.4 Train Traffic Criteria

4.5 Content of the Railway Project infrastructure

4.6 Geodetic Reference System, Geodetic Control Network and Rail

4.7 Railway Area

4.8 Process of Accessing Land for Railway Area

5. Description of the Railway Project Infrastructure

5.1 Track Line and Track Yards

Diagram 4 Track and speed diagram

5.1.4 Track Line Sections

5.2 Track Superstructure and Switches

5.3 Track Infrastructure and Foundations

5.4 Level Crossings, Roads and Streets

- Type E, Private and maintenance road, gravel / chip seal surface;

There are twelve (12) types of typical railway bridges

5.6 Engineering Structures

The track will be constructed in trenches between approximately 2+900km–4+400km in

a. Water tightness of the wall including discontinuities such as the space

5.8 Third Party Wires, Cables, and Pipelines

5.9 Not Included in the Railway Project

- Terrain model and vector data from the LiDAR

7.2 LiDAR survey data

7.3 Soil Investigations

7.4 Test Embankments

7.6 Level Crossing Traffic Counts

7.7 Underground Services and Devices

7.8 Water Well Survey

7.10 Study of the Bridge over the Canelón Grande Stream

7.11 Urban Drainage Study for Trench Sections

7.12 Train Traffic Studies

7.13 Noise and Vibration Study

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