EN   EN 
 
 
 EUROPEAN  
COMMISSION   
Brussels, XXX   
ENE  
[…](2022) XXX  draft  
ANNEX 4  
 
ANNEX  
to the  
Commission implementing Regulation  
amending Commission Regulations: (EU) No 321/2013, No 1299/2014, No 1300/2014, 
No 1301/2014, No 1302/2014, No 1304/2014 and Commission Implementing 
Regulation  (EU) 2019/777   EN 1  EN ANNEX IV 
The Annex to Regulation (EU) No 1301/2014 is amended as follows:  
(1) in point  2.1(2), point (a) is replaced by the following:  
“(a) substations: connected on the primary side to the high -voltage grid, with 
transformation of the high -voltage to a voltage and/or conversion to a traction power 
supply system suitable for the trains. On the secondary side, substations are 
connected to the r ailway contact line system; ”; 
(2) point 2.1.1 is replaced by the following : 
“2.1.1  Traction p ower supply  
(1) The objective of the traction power supply system is to supply every train with 
power in order to meet the planned timetable.  
(2) Basic parameters for traction power supply system are set out  in point  4.2.”; 
(3) in point  2.1.2 , point (1) is replaced by the following : 
“(1) The objective is to ensure reliable and continuous power transfer from the 
traction power supply system to the rolling stock. The interaction between the 
overhead contact line and the pantograph is an important aspect of interoperability. ”; 
(4) in Chapter 3 , the Table, rows 4.2.4 and 4.2.5  are replaced by the following : 
“ 
4.2.4  Traction 
power 
supply  
performa
nce — — — — 1.5 
2.2.3  — 
4.2.5 Current  at 
standstill  — — — — 1.5 
2.2.3  — 
”; 
(5) point  4.2.1 is replaced by the following:  
“4.2.1 (not used)” ; 
(6) point 4.2.2.1 is replaced by the following : 
“4.2.2.1  Traction p ower supply  system : 
(a)  Voltage and frequency (4.2.3);  
(b)  Parameters relating to traction power supply system performance (4.2.4);  
(c)  Current at standstill (4.2.5);  
(d) Regenerative braking (4.2.6);  
(e) Electrical protection coordination arrangements (4.2.7);  
(f)  Harmonics and dynamic effects for AC traction power supply systems 
(4.2.8). ”; 
(7) point 4.2.3 is replaced by the following : EN 2  EN “4.2.3  Voltage and frequency  
The nominal voltage and nominal frequency of the traction power supply system  
shall be one of the four systems:  
(a)  AC 25 kV, 50 Hz;  
(b)  AC 15 kV, 16,7 Hz;  
(c) DC 3 kV;  
(d)  DC 1,5 kV.  
For new lines with speed greater than 250 km/h, implementation rules are specified 
in point  7.1.1. ”; 
(8) point 4.2.4 is replaced by the following : 
“4.2.4   Traction power supply  system  performance  
For newly built subsystems, or in the case the traction power su pply system is 
changed (e.g. migration from DC to AC), the quality index for the subsystem shall 
comply with  the specification referenced in Appendix E, Index  [1] in order to  enable 
trains to meet the design timetable. ”; 
(9) point 4.2.5 is replaced by the foll owing : 
“4.2.5  Current at standstill  
The OCL shall be designed to sustain at least  the values of current at standstill per 
pantograph, in accordance with the specification referenced in Appendix  E, Index  
[2].”; 
(10) in point  4.2.6 , point (1)  is replaced by the following:  
“(1) The electric traction power supply systems shall be designed to allow the use of 
regenerative braking according to the specification referenced in Appendix E, Index 
[1].”; 
(11) point 4.2.7 is replaced by the following : 
“4.2.7  Electrical protection coordination arrangements  
Electrical protection coordination design of the energy subsystem shall comply with 
the requirements detailed in the specification referenced in Appendix  E, Index  [1].”; 
(12) in point  4.2.8 , point (2) is replaced by the foll owing : 
“(2) In order to avoid instability and achieve electrical system compatibility, 
harmonic overvoltages shall be limited below critical values in accordance with  the 
specification referenced in Appendix  E, Index  [1].”; 
(13) point  4.2.9  is amended as follow s: 
(a) in point (1), “7.2.3” is replaced by “7.1.2” ; 
(b) point  (2) is replaced by the following:  
“(2) The contact wire height and the lateral deviation of the contact wire under the 
action of a crosswind  are factors which govern the interoperability of the rail 
network. ”; 
(14) in point  4.2.9.1 , points (1), (2) and (3) are replaced by the following : 
“(1) The permissible data for contact wire height is given in Table 4.2.9.1.  EN 3  EN Table 4.2.9.1  
Contact wire height  
Description  v ≥ 250 [km/h]  v < 250 [km/h]  
Nominal contact wire height 
[mm]  Between 5080 
and 5300  Between 5000 and 5750  
Minimum design contact 
wire height [mm]  5080  In accordance with  the specification 
referenced in Appendix  E, Index  [3] 
depending on the chosen gauge  
Maximum design contact 
wire height [mm]  5300  6200(1) 
(1) Taking into account tolerances and uplift in accordance with the specification referenced in 
Appendix  E, Index  [3], the maximum contact wire height shall not be great er than 6500 mm.  
 
(2) For the relation between the contact wire heights and pantograph working 
heights see the specification referenced in Appendix E, Index  [3]. 
(3) At level crossings , the contact wire height shall be specified by national rules 
or in th e absence of national rules, in accordance with  the specification referenced in 
Appendix E, Index  [4].”; 
(15) point  4.2.9.2  is amended as follows:  
(a) point (1) is replaced by the following : 
“(1) The maximum lateral deviation of the contact wire in relation to the 
track centre line under action of crosswind  shall be in accordance with the 
specification referenced in Appendix  E, Index  [2].”; 
(b) point (3) is replaced by the following:  
“(3) Track gauge s ystem 1 520 mm:  
For Member States applying the pantograph profile in accordance with point 
4.2.8.2.9.2.3 of the Annex to Regulation (EU) No  1302/2014 (LOC&PAS TSI) 
the maximum lateral deviation of the contact wire in relation to the pantograph 
centre under  action of a cross wind shall be 500 mm.”;  
(16) point  4.2.10  is replaced by the following : 
“ 4.2.10.    Pantograph gauge  
(1) Track gauge system other than 1520 mm:  
The mechanical kinematic pantograph gauge shall be specified using the method 
given in the specif ication referenced in Appendix E, Index [2]  to this Annex  and the 
pantograph profiles defined in LOC&PAS TSI, clauses 4.2.8.2.9.2.1 and 
4.2.8.2.9.2.2.  
(2) Track gauge system 1520 mm:  EN 4  EN For Member States applying the pantograph profile in accordance with  LOC &PAS 
TSI, clause 4.2.8.2.9.2.3 , the static gauge available for pantograph is defined in 
Appendix D  to this Annex . 
(3) No part of the energy sub -system shall enter the pantograph gauge as stated in 
points  (1) and (2) , except for the contact wire and steady arm. ”; 
(17) in point  4.2.11 , points (2) and (3) are replaced by the following : 
“(2) The ranges of F m for each of the traction power supply systems are defined in 
the specification referenced in Appendix E, Index  [2]. 
(3) The overhead contact lines shall be designed to be capable to sustain the upper 
design limit of F m given in the specification referenced in Appendix E, Index  [2].”; 
(18) in point  4.2.12 , points (2) and (3) are replaced by the following : 
“(2) S0 is the simulated or measured uplift of the contact wire at a steady arm, with 
a minimum of two  pantographs operating simultaneously with the upper limit of F m 
at the OCL design speed. When the uplift of the steady arm is physically limited due 
to the over head contact line design, it is permissible for the necessary space to be 
reduced to 1,5S 0 (refer to the specification referenced in Appendix  E, Index  [3]). 
(3) Maximum force (F max) is usually within the range of F m plus three standard 
deviations σmax; higher values may occur at particular locations and are given in the 
specification referenced in Appendix  E, Index  [3]. For rigid components such as 
section insulators in overhead contact line systems, the contact force can increase up 
to a maximum of 350 N. ”; 
(19) point 4.2.13 is replaced by the following : 
“4.2.13. Pantograph spacing for overhead contact line design  
The overhead contact line shall be designed for trains with two pantographs 
operating simultaneously.  The design spacing of the two pantograph heads, centre 
line to centre line, shall be equal or lower than values set out in the specification 
referenced in Appendix  E, Index  [2].”; 
(20) in point  4.2.14 , point (3) is replaced by the following : 
“(3) Permissible materials for contact wires are copper and copper -alloy. The 
contact wire shall comply with the requirements of the specification referenced in 
Appendix E, Index  [5].”; 
(21) point 4.2.15 is replaced by the following : 
“4.2.15  Phase separation section s 
4.2.15.1  General  
(1) The design of phase separation sections shall ensure that trains can move from 
one section to an adjacent one without bridging the two phases. Power exchange 
between the OCL and the unit shall be brought to zero, by switching off the  circuit 
breaker or other equivalent means, before entering the phase separation section . 
Adequate means (except for the short separation section) shall be provided to allow a 
train that is stopped within the phase separation section to be restarted.  
(2) The overall length D of neutral sections is defined in the specification 
referenced in Appendix E, Index  [2]. For the calculation of D , clearances in EN 5  EN accordance to the specification referenced in Appendix E, Index  [3] and an uplift of 
S0 shall be taken into  account.  
4.2.15. 2 Lines with speed v ≥ 250 km/h  
Two types of design of phase separation sections may be adopted:  
(a) a phase separation design where all the pantographs of the longest TSI 
compliant trains are within the neutral section. The overall length of the neutral 
section shall be at least 402 m.  
For detailed requirements see the specification referenced in Appendix E, 
Index  [2];  
(b)  a shorter phase separation with three insulated overlaps as shown in the 
specification referenced in Appendix E, Index  [2]. The overall length of the 
neutral section is less than 142 m including clearances and tolerances.  
4.2.15. 3 Lines with speed v < 250 km/h  
The design of separation sections shall normally adopt solutions as described in the 
specification referenced in Append ix E, Index  [2]. Where an alternative solution is 
proposed, it shall be demonstrated that the alternative is at least as reliable. ”; 
(22) point  4.2.16.1  is amended as follows:  
(a) in point (1), the first sentence is replaced by : 
“The design of system separation sections shall ensure that trains can move 
from one traction power supply system to an adjacent different traction power 
supply system without bridging the two systems. ”; 
(b) point (3) is replaced by the following : 
“(3) The over all length D of neutral sections is defined in the specification 
referenced in Appendix E, Index  [2]. For the calculation of D clearances, the 
specification referenced in Appendix E, Index  [3] and an uplift of S 0 shall be 
taken into account. ”; 
(23) point  4.2.16 .2 is amended as follows:  
(a) point (1) is replaced by the following : 
“(1) Power exchange between the OCL and the unit shall be brought to zero by 
switching off the circuit breaker or other equivalent means,  before entering the 
system separation section. ”; 
(b) in point  (2), points (b) and (c) are replaced by the following:  
“(b) provision shall be made in the energy subsystem to avoid bridging of both 
adjacent traction power supply systems should the opening of the on -board circuit 
breaker(s) fail;  
(c) variation in contact wire height along the entire separation section shall fulfil 
requirements set in the specification referenced in Appendix E, Index [ 3].”; 
(24) in point  4.2.16.3 , point (2) is replaced by the following:  
“(2) If a system separation section is traversed wi th pantographs lowered, it shall be 
designed so as to avoid the electrical connection of the two traction power supply 
systems by an unintentionally raised pantograph. ”; EN 6  EN (25) in point  4.2.17 , points (2) and (3) are replaced by the following : 
“(2) The on -ground energy Data Collecting System (DCS) shall receive, store and 
export CEBD without corrupting it, in accordance with the specification referenced 
in Appendix E, Index  [6]. 
(3) The on -ground energy DCS shall support all the data exchange require ments as 
defined in point  4.2.8.2.8.4 of the LOC&PAS TSI and requirements set out in the 
specification referenced in Appendix E, Index  [7].”; 
(26) point 4.2.18 is replaced by the following : 
“4.2.18  Protective provisions against electric shock  
Electrical safety of the overhead contact line system and protection against electric 
shock shall be achieved by compliance with the specification referenced in Appendix 
E, Index  [4] and, regarding AC voltage limits for the safety of persons and DC 
voltage  limits , by compliance with the specification referenced in Appendix E, Index  
[4].”; 
(27) in point  4.3.2 , the table is amended as follows:  
(a) the second and third rows are replaced by the following : 
“ 
Traction power supply 
performance  4.2.4  Max current from OCL  
Power factor  4.2.8.2.4  
4.2.8.2.6  
Current at standstill  4.2.5  Maximum current at 
standstill  4.2.8.2.5  
”; 
(b) the sixth row is replaced by the following : 
“ 
Harmonics and dynamic 
effects for AC traction power 
supply systems  4.2.8  Harmonics and 
dynamic effects  for AC 
systems  4.2.8.2.7  
”; 
(28) in point  4.3.4 , points (2) and (3) are replaced by the following : 
“(2) However, the information is transmitted between the ETCS trackside and the 
ETCS on -board sub -systems as well as between the ETCS on -board and  the vehicle 
power system. Consequently, the transmission interface is specified in the Annex to 
[PO please insert recast of Commission Regulation (EU) 2016/919 * (CCS TSI )] and 
the LOC & PAS TSI.  
(3) The relevant information to perform the switching off of the  circuit breaker, 
the change of maximum train current, the change of the traction power supply system 
and the pantograph management shall be transmitted via  ETCS when the line is 
equipped with ETCS and th ose trackside functionalities are implemented . 
_____ ______  EN 7  EN * Commission Regulation (EU) 2016/919  of 27 May 2016 on the technical 
specification for interoperability relating to the ‘control -command and signalling’ 
subsystems of the rail system in the European Union (OJ L 158, 15.6.2016, p. 1). ”; 
(29) in point 4.3 .5, the table,  the first row is replaced by the following : 
“ 
Traction power supply 
performance  4.2.4  Train composition  
Preparation of the Route Book  4.2.2.5  
4.2.1.2.2.1  
”; 
(30) point 5.2.1.6 is replaced by the following : 
“5.2.1.6  Current at standstill  
The overhead contact line shall be designed for the requirements set out in point  
4.2.5. ”; 
(31) point  6.1.4.1  is amended as follows:  
(a) in point (1), point (d)  is replaced by the following : 
“(d) The design of an overhead contact line shall be assessed with a 
simul ation tool validated in accordance with  the specification referenced in 
Appendix E, Index  [8] and by measurement in accordance with  the 
specification referenced in Appendix E, Index  [9]. 
For OCL with a design speed up to and including 100 km/h, simulation and 
measurement of the dynamic behaviour are not required. ”; 
(b) point (3) , point (f)  is replaced by the following : 
“(f) The uplift of at least two steady arms shall be measured. ”; 
(32) point 6. 1.4.2 is replaced by the following:  
“ 6.1.4.2.    Assessment of current at standstill (DC systems only)  
The conformity assessment for DC systems shall be carried out in accordance with 
the specification referenced in Appendix E, Index  [2].”; 
(33) in point 6.1.5, the introductory phrase is replaced  by the following:  
“In accordance with  Article 9(2) of Directive (EU)  2016/797 , the EC declaration of 
conformity shall be accompanied by statement setting out the condition of use: ”; 
(34) point 6.2.4.1 is replaced by the following : 
“6.2.4.1  Assessment of voltage and frequency  
(1) The applicant shall declare in the technical file which nominal voltage is 
chosen for the traction power supply only in the following cases:  
(a) a new energy subsystem is built ; 
(b) the traction power supply system is changed (e.g . migration from DC to AC).  
(2) The selected traction power supply system shall be assessed by a document 
review in the design phase. A n assessment is required only in the following cases:  
(a) a new sub -systems is built ; EN 8  EN (b) the traction power supply syste m is changed (e.g. migration from DC to AC). ”; 
(35) the following point 6.2.4.1a is inserted:  
“6.2.4. 1a. Assessment of traction power supply performance  
(1) The applicant shall declare:  
(a) a quality index as defined in the point  4.2.4 for the subsystem ; 
(b) that the output of the design study complies with the specification referenced 
in Appendix E, Index  [1]. 
(2) The assessment shall be carried out by verifying only the existence of the 
declaration. ”; 
(36) point  6.2.4.2 is replaced by the following : 
“6.2.4.2. Assessment of regenerative braking  
(1) The assessment for AC traction power supply fixed installations shall be 
demonstrated in accordance with  the specification referenced in Appendix E, Index  
[1]. 
(2) The assessment for DC traction power supply shall be demonstrated by a 
design review. ”; 
(37) point s 6.2.4.3  and 6.2.4.4  are replaced by the following:  
“6.2.4.3. Assessment of electrical protection coordination arrangements  
The assessment shall be demonstrated for design and operation of substations in 
accordance with the specification referenced in Appendix E, Index  [1]. 
6.2.4.4. Assessment of harmonics and dynamic effects for AC traction power supply 
systems  
(1) A compatibi lity study shall be carried out in accordance with  the specification 
referenced in Appendix E, Index  [1]. 
(2) That study shall be carried out only in the case of introducing converters with 
active semi -conductors in the traction power supply system.  
(3) The notified body shall assess if criteria of the specification referenced in 
Appendix E, Index  [1] are fulfilled. ”; 
(38) in point  6.2.4.5 , point (2)  is replaced by the following:  
“(2) Measurements of the interaction parameters shall be carried out in accordance  
with the specification referenced in Appendix E, Index  [9].”; 
(39) in point 6.3.1(1) , the introductory phrase is replaced by the following:  
“Until the list of interoperability constituents listed in Chapter 5 of this TSI is 
revised , a notified body is allowed to issue an EC certificate of verification for a 
subsystem, even if some of the interoperability constituents incorporated within the 
subsystem are not covered by the relevant EC declarations of conformity and/or 
suitability for use according to this TSI, if the following criteria are complied with: ”; 
(40) in Chapter 7, the first paragraph is deleted ; 
(41) points 7.1  to 7.3 are replaced by the following : 
“7.1 National implementation plan  EN 9  EN (a) Member States shall develop a national plan for the implementation of this 
TSI, considering the coherence of the entire rail system of the Union. Th at plan 
shall include all projects regarding new, renewal and upgrading of energy 
subsystem and shall ensure a gradual migration within a reasonable timescale 
onwards an interoperable targ et energy subsystem fully compliant with this 
TSI. 
(b) Member States shall ensure that an on -ground energy data collecting system 
capable to exchange compiled energy billing data in accordance with point  
4.2.17 of this TSI is implemented.  
7.1.1  Implementation rules  for voltage and frequency  
New lines  with speed greater than 250 km/h shall be supplied with one of the AC 
systems listed in point  4.2.3.  
7.1.2.  Implementation rules for OCL geometry  
7.1.2.1.  Implementation rules for 1435 mm track gauge  system  
The OCL shall be designed taking into account the following rules:  
(a) New energy subsystems  with speed greater than 250 km/h shall accommodate 
both pantographs as specified in point s 4.2.8.2.9.2.1 (1600 mm) and 
4.2.8.2.9.2.2 (1950 mm)  of the LOC & PAS  TSI. 
If this is not possible, the OCL shall be designed for use by at least a 
pantograph with the head geometry specified in point  4.2.8.2.9.2.1 (1600 mm)  
of the LOC & PAS TSI . 
(b) Renewed or upgraded energy subsystems  with speed greater than 250 km/h 
shall a ccommodate at least a pantograph with the head geometry specified in 
point  4.2.8.2.9.2.1 (1600 mm)  of the LOC & PAS TSI . 
(c) Other cases: the OCL shall be designed for use by at least one of the 
pantographs with the head geometry specified in point s 4.2.8.2.9.2.1 (1600 
mm) or 4.2.8.2.9.2.2 (1950 mm)  of the LOC & PAS TSI . 
7.1.2.2.  Track gauge systems different than 1435mm  
The OCL shall be designed for use by at least one of the pantographs with the head 
geometry specified in point  4.2.8.2.9.2  of the LO C & PAS TSI . 
7.2. Application of this TSI to a new energy subsystem  
(1) For a new energy subsystem, the application of this TSI shall be compulsory.  
(2) For the purpose of this TSI , a ‘new energy subsystem’ means an energy 
subsystem placed into service after [Publ ications Office: Please insert the date 
of entry into force of this amending act] , which is or will be created where no 
traction power supply and OCL previously existed.  
Any other energy subsystem shall be considered as an ‘existing energy 
subsystem’.  
(3) At least the following situations are considered as upgrading and not as the 
placing into service of new energy subsystems:  
(a) the realignment of part of an existing route ; 
(b) the creation of a bypass ; EN 10  EN (c) the addition of one or more tracks on an existing route, reg ardless of the 
distance between the original tracks and the additional tracks.  
7.3 Application of this TSI to an existing energy subsystem   
7.3.1.  Performance criteria of the subsystem  
In addition to the cases referred to in point 7.2.(3), “upgrading” is a  major 
modification work of an existing energy subsystem resulting in an increase of the 
line speed of more than 30km/h.  
7.3.2.  Application of the TSI  
(1) The conformity with this TSI is mandatory for a subsystem or part(s) of it 
which are upgraded or renewed . However, this TSI recognizes that due to the 
characteristics of the inherited railway system, compliance of existing energy 
subsystem with this TSI may be achieved through a gradual improvement of 
interoperability.  
(2) For the upgraded energy subsystem, the application of this TSI shall be 
compulsory and applied to the upgraded subsystem within the geographical 
coverage of the upgrading. The geographical coverage of the upgrading shall 
be identified  in relation to  locations on tracks based on km references and shall 
result in the compliance of all basic parameters of the energy subsystem 
associated with the tracks that will benefit from  the upgrading  of the energy 
subsystem . 
(3) In the event of a change other than an upgrading  of the energy subsystem, the 
applicat ion of this TSI for each of the basic parameters (established in point  
4.2.2) affected by the change shall be compulsory when the change requires 
carry ing out a new ‘EC’ verification procedure in accordance with Commission 
Implementing Regulation  (EU)  2019 /250*. Provisions defined in Articles 6 and 
7 of Implementing Regulation  (EU)  2019/250 shall apply.   
In the event of a change other than an upgrading  of the energy subsystem and 
for those basic parameters that are not affected by the change, or when a 
change does not require a new ‘EC’ verification, the demonstration of the level 
of compliance with this TSI is voluntary.  
(4) ‘Substitution in the framework of maintenance’ means any replacement of 
components by parts of identical function and performance in t he framework of 
preventive or corrective  maintenance , as defined in Article 2, point (17) , of 
Directive (EU) 2016/797 of the European Parliament and of the Council **. 
(5) For a substitution in the framework of maintenance no ‘EC’ verification is 
required.  
(6) In the framework of a ‘renewal’ , as defined in Article 3 , point (15), of 
Directive  (EU)  2016/797 , non TSI -compliant parts of the subsystem shall be 
replaced  with TSI -compliant ones. 
(7) Other substitutions in the framework of maintenance shall be made in 
accordance with the requirements of this TSI, whenever reason ably and 
economically feasible.  
(8) For the existing energy subsystem, in any event other than an upgrading, for 
the maximum lateral deviation of the OCL, it is permitted to deviate from the 
requirement in point  4.2.9.2. as long as it has been proven that any TSI EN 11  EN compliant rolling stock with a TSI compliant pantograph (as described in point  
7.1.2.1 of this TSI) has already operated under the same OCL design installed 
in the network without  occurring any incident.  
7.3.3.  Existing lines that are not subject to a renewal or upgrading project  
Where an infrastructure manager wishes to demonstrate the level of compliance of an 
existing line with the basic parameters of this TSI, it shall apply the procedure 
described in in Commission Recommendation 2014/881/EU ***. 
7.3.4 Route compatibility checks  before the use of authoris ed vehicles  
The ‘route compatibility check ’ procedure to be applied and the parameters of the 
energy subsystem to be used are laid down  in point 4.2.2.5 and Appendix  D1 of the 
Annex to Commission Implementing Regulation (EU) 2019 /773****  (OPE TSI) . 
________  
* Commission Implementing Regulation (EU) 2019/250 of 12 February 2019 on the 
templates for ‘EC’ declarations and certificates for railway interoperability 
constituents and subsystems, on the model of declaration of conformity to an 
authorised railway vehicle type and on the ‘EC’ verification procedures for 
subsystems in accordance with Directive (EU) 2016/797 of the European Parliament 
and of the Council and repealing Commission Regulation (EU) No 201/2011 (OJ L 
42, 13.2.2019, p. 9).  
** Directive (EU) 2016/797 of the European Parliament and of the Council of 11 
May 2016 on the interoperability of the rail system within the European Union (OJ L 
138, 26.5.2016, p. 44) . 
*** Commission Recommendation 2014/881/EU of 18 November 2014 on the 
procedure for demonstrating the level of compliance of existing railway lines with 
the basic parameters of the technical specifications for interoperability (OJ L 356, 
12.12.2014, p. 520).  
**** Commission Implementing Regulation (EU) 2019/773 of 16 May 2019 on the 
technical specification for interoperability relating to the operation and traffic 
management subsystem of the rail system within the European Union and repealing 
Decision 2012/757/EU (OJ L 139I, 27.5.2019, p. 5).”;  
(42) Point  7.4.2.2.1  is replaced by the following:  
“7.4.2. 2.1 (not used)”;  
(43) Point  7.4.2.7.1  is replaced by the following:  
“7.4.2. 7.1 (not used)”;  
(44) point 7.4.2.8 is replaced by the following:  
“7.4.2.8 (not used)”;  
(45) point  7.4.2.9 is replaced by  the following:  
“7.4.2.9 (not used)” ; 
(46) in Appendix A, Table A.1, row “Current at standstill — 5.2.1.6”, fourth column, “X” 
is replaced by “X (only for DC systems)” ; 
(47) in Appendix B, Table B.1, first column, the  second and third rows are  replaced by 
the following:  
“ EN 12  EN Traction power supply performance 
— 4.2.4  
DC systems only: Current at 
standstill — 4.2.5  
”; 
(48) Appendix C  is replaced by the following:  
“Appendix C (not used) ”; 
(49) Appendix D  is amended as follows:  
(a) the title  is replaced  by the following : 
“Specification of the static pantograph gauge (track gauge system 1520mm)” ; 
(b) point D.1  is deleted ; 
(c) the title of point D.2 is deleted ; 
(50) Appendix E is replaced by the following : 
“Appendix E  
List of referenced standards  
Table E.1  
List of referenced standards  
Index  Parameter  TSI Point  Standard Point  
[1] EN 50388 -1:2022  
Railway Applications - Fixed installations and rolling stock - Technical 
criteria for the coordination between electric traction power supply systems 
and rolling stock to achieve interoperability - Part 1: General  
[1.1]  Traction power supply performance  4.2.4  8.2 
[1.2]  Regenerative braking  4.2.6  12.2.2  
[1.3]  Electrical protection coordination 
arrangements  4.2.7  11.2 and 11.3 
point 2 and 3  
[1.4] Harmonics and dynamic effects for AC 
traction power supply systems  4.2.8 (2)  10.3 – Table 6  
[1.5] Assessment of traction power supply 
performance  6.2.4.1a  8.4 
[1.6]  Assessment of regenerative braking  6.2.4.2 (1)  15.6.2  
[1.7]  Assessment of electrical protection 
coordination arrangements  6.2.4.3  15.5.1.2 and 
15.5.2.1  EN 13  EN Index  Parameter  TSI Point  Standard Point  
[1.8]  Assessment of harmonics and dynamic 
effects for AC traction power supply 
systems  6.2.4.4 (1)  10.3 
[1.9]  Assessment of harmonics and dynamic 
effects for AC traction power supply 
systems  6.2.4.4 (3)  10.3 
[2] EN 50367: 2020 +A1:2022  
Railway Applications - Fixed installations and ro lling stock - Criteria to 
achieve technical compatibility between pantographs and overhead contact 
line 
[2.1]  Current at standstill  4.2.5  7.2, Table  5 
[2.2]  Maximum lateral deviation  4.2.9.2 (1)  5.2.5  
[2.3]  Mechanical kinematic pantograph gauge  4.2.10 ( 1) 5.2.2  
[2.4]  Mean contact force  4.2.11 (2) and (3)  Table 6  
[2.5]  Pantograph spacing for overhead contact 
line design  4.2.13  Table 9  
[2.6]  Phase separation sections - General - 
length D of neutral section  4.2.15.1 (2)  4 
[2.7]  Lines with speed v ≥ 250 km/h  4.2.15.2 (a)  Annex A.1.2  
[2.8]  Lines with speed v ≥ 250 km/h  4.2.15.2 (b)  Annex A.1.4  
[2.9]  Lines with speed v < 250 km/h  4.2.15.3  Annex A.1  
[2.10]  System separation sections - General - 
length D of neutral section  4.2.16.1 (3)  4 
[2.11]  Assessment  of current at standstill (DC 
systems only)  6.1.4.2  Annex A.3  
[3] EN 50119:2020  
Railway Applications - Fixed installations – Electric traction overhead contact 
lines  
[3.1]  Minimum design contact wire height  4.2.9.1 (1)  5.10.4  
[3.2]  Maximum design contact wire height  4.2.9.1 (1) Note 
(1) figure 3  EN 14  EN Index  Parameter  TSI Point  Standard Point  
[3.3]  Relation with pantograph working height  4.2.9.1 (2)  figure 3  
[3.4]  Dynamic behaviour and quality of current 
collection  4.2.12 (2)  5.10.2  
[3.5]  Dynamic behaviour and quality of current 
collection  4.2.12 (3)  5.2.5.2, Table  4 
[3.6]  Phase separation sections - calculation of 
D, clearances  4.2.15.1 (2)  5.1.3  
[3.7]  System separation sections – General - 
calculation of D, clearances  4.2.16.1 (3)  5.1.3  
[3.8]  System separation sections - pantographs 
raised  4.2.16.2 (2)  5.10.3  
[4] EN 50122 -1 2011+A1:2011 +AC:2012+A2:2016+A3:2016+A4:2017  
Railway Applications - Fixed installations – Electrical safety, earthing and the 
return circuit – Part 1: Protective provisions against electric shock  
[4.1]  Contact wire height  4.2.9.1 (3)  5.2.4 and 5.2.5  
[4.2]  Protective provisions against electric shock  4.2.18  5.2.1 (only for 
public areas), 
5.3.1, 5.3.2, 6.1, 
6.2 (excluding 
requirements for 
connections for 
track circuits)  
[4.3]  AC voltage limits  4.2.18  9.2.2.1 and  
9.2.2.2  
[4.4]  DC voltage limits  4.2.18  9.3.2.1 and 
9.3.2.2  
[5] EN 50149:2012  
Railway Applications - Fixed installations – Electric traction – Copper and 
copper alloy grooved contact wire  
[5.1]  Contact wire material  4.2.14 (3)  4.2 (excluding 
the reference to 
annex B of the 
standard), 4.3 
and 4.6 to 4.8  
[6] EN 50463 -3:2017  EN 15  EN Index  Parameter  TSI Point  Standard Point  
Railway Applications – Energy measurement on board trains – Part 3: Data 
handling  
[6.1]  On-ground energy data collecting system  4.2.17 (2)  4.12 
[7] EN 50463 -4:2017Railway Applications – Energy measurement on board 
trains – Part 4: Communication  
[7.1]  On-ground energy data collecting system  4.2.17 (3)  4.3.6 and 4.3.7  
[8] EN 50318:2018+A1:2022  
Railway Applications – current collection systems – Validation of simulation 
of the dynamic interaction between pantograph and overhead contact line  
[8.1]  Assessment of dynamic behaviour and 
quality of current collection – Simulation 
tool 6.1.4.1 (1)  5, 6, 7,  8 , 9, 10, 
11 
[9] EN 50317:2012 +A1:2022  
Railway Applications  – current collection systems – Requirements for and 
validation of measurements of the dynamic interaction between pantograph 
and overhead contact line  
[9.1]  Assessment of dynamic behaviour and 
quality of current collection - 
Measurement  6.1.4.1 (1)  5, 6, 7, 8, 9  
[9.2]  Assessment of dynamic behaviour and 
quality of current collection (integration 
into a subsystem)  6.2.4.5 (2)  5, 6, 7, 8, 9  
”; 
(51) in Appendix G , Table G.1,  the rows  “Mean useful voltage train” and “Mean useful 
voltage zone” are deleted.