CENTRAL RAILWAY PROJECT. Appendix A - Scope of the Railway Project

Transcription

1 CENTRAL RAILWAY PROJECT Appendix A - Scope of the Railway Project November 2017

2 Central Railway Project 2 / 35 INDEX 1. INTRODUCTION Core Definitions SCOPE OF THE RAILWAY PROJECT General description of the Railway Project The detailed design Construction Commissioning Commissioning Process Signaling System and Centralized Traffic Control System Commissioning (CTC) Maintenance Requirements for the Railway project Technical Specifications Safety, Quality and Environmental Requirements Safety Management System Quality Management Environmental Management Infrastructure Objectives Train Traffic Criteria Content of the Railway Project infrastructure Geodetic Reference System, Geodetic Control Network and Rail Construction Measurements Railway Area Process of Accessing Land for Railway Area Description of the Railway Project Infrastructure Track Line and Track Yards Requirements for the Detail Design and Construction Used Kilometer System Track Sections and Technical Information Track Line Sections Fencing of Railway Area Track Superstructure and Switches Requirements for the Detail Design and Construction Track Infrastructure and Switches Track Infrastructure and Foundations... 21

3 Central Railway Project 3 / Requirements for the Detail Design and Construction Track Infrastructure Track Foundations Culverts and Drainage Level Crossings, Roads and Streets Requirements for the Detail Design and Construction Level Crossings and Typical Solutions Actions to the roads and streets Affected Road and Street Arrangements Construction Time Road and Street Arrangements Maintenance Roads Rambla Flyover Bridges Requirements for the Detail Design and Construction Renewal of Old Bridges Typical Solutions and Their Benefits New Bridges Engineering Structures Requirements for the Detail Design and Construction Trenches Soil conditions and investigations The observed risks in trenches The Detailed Design of the trenches Other structures Signaling System and Centralized Traffic Control System (CTC), Electricity and Cables Requirements for the Detail Design and Construction Signaling System and Centralized Traffic Control System Electricity Rolling Stock Monitoring Cables Naming the Stations, Tracks and Other Elements of the Railway System Third Party Wires, Cables, and Pipelines Not Included in the Railway Project BILL OF QUANTITIES REFERENCE DATA Reference Data... 31

4 Central Railway Project 4 / LiDAR survey data Soil Investigations Test Embankments GPR Level Crossing Traffic Counts Underground Services and Devices Water Well Survey Hydrological Study for Culverts and Bridges on the New Railway Alignment Study of the Bridge over the Canelón Grande Stream Urban Drainage Study for Trench Sections Train Traffic Studies Noise and Vibration Study... 35

5 Central Railway Project 5 / 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;

6 Central Railway Project 6 / 35 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 subcontracted 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 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,

7 Central Railway Project 7 / 35 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) (ii) (iii) Track maps, means the railroad maps, detailed in Appendix II (Track Maps) 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 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

8 Central Railway Project 8 / 35 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;

9 Central Railway Project 9 / 35 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: Reporting of 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;

10 Central Railway Project 10 / 35 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.);

11 Central Railway Project 11 / 35 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 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

12 Central Railway Project 12 / 35 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 Railway Contractor Infrastructure Manager and 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 Creating risk register Signaling system infrastructure information Trials Creating prior notification system Soil investigations control Conformity assessment Technical specification Geodetic control network Approval inspection Construction plans Permissions of exceptions Eligibility books of structures and 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 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

13 Central Railway Project 13 / 35 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 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 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 Risk Management - principles and guidelines.

14 Central Railway Project 14 / 35 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 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) 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:

15 Central Railway Project 15 / 35 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 freight trains between Montevideo Paso de Los Toros with train speed of 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

16 Central Railway Project 16 / 35 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);

17 Central Railway Project 17 / 35 - 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 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 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) 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

18 Central Railway Project 18 / 35 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.

19 Central Railway Project 19 / 35 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. Track sections Montevideo port gate/ Nueva Terminal Sayago Table 2Current technical information of the Railway Project scope Amount of Main track main length (km) tracks Meeting stations Passenger / freight /mixed traffic Montevideo port gate 0,4 Port switch 1 Freight Nueva Terminal Port 0,7 switch 2-4 Mixed Port switch - Sayago 7,6 2 Mixed Level crossings Culverts Railway bridges Underpass es / flyovers Sayago Progreso 19,7 2 Mixed Progreso 25 de 2 Progreso 32,3 1 Mixed Agosto Florida 25 de Agosto - Florida 46,7 1 3 Freight (including Florida Durazno 89,5 1 Florida and Freight Durazno Durazno Paso de Los Toros 67,7 1 4 Freight Main line switch mill site port gate and triangle track 7,3 1 Freight Total 271, 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 and km 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 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.

20 Central Railway Project 20 / 35 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 and km 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 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 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 Requirements for the Detail Design and Construction The Detailed design and construction of the track superstructure and switches shall be executed according to these Railway Specifications 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.

21 Central Railway Project 21 / 35 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 Crosssections). 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 Requirements for the Detail Design and Construction 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 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 mm of reusable layers on the existing track. Based on available information track sections km , km and km 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) 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.