2002D0733 — EN — 12.09.2002 — 000.001 — 1
This document is meant purely as a documentation tool and the institutions do not assume any liability for its contents
►B COMMISSIONDECISION
of30May2002
concerning the technical specification for interoperability relating to the energy subsystemof the
trans-Europeanhigh-speedrail systemreferred toinArticle 6(1)ofDirective 96/48/EC
(notified under document number C(2002) 1949)
(TextwithEEArelevance)
(2002/733/EC)
(OJ L 245, 12.9.2002, p. 280)
Corrected by:
►C1Corrigendum, OJ L 275, 11.10.2002, p. 8 (2002/733/EC)
▼B
COMMISSIONDECISION
of30May2002
concerning the technical specification for interoperability relating
to the energy subsystem of the trans-European high-speed rail
systemreferred toinArticle 6(1)ofDirective 96/48/EC
(notified under document number C(2002) 1949)
(TextwithEEArelevance)
(2002/733/EC)
THE COMMISSION OF THE EUROPEAN COMMUNITIES,
Having regard to the Treaty establishing the European Community,
Having regard to Council Directive 96/48/EC of 23 July 1996 on the
interoperability of the trans-European high-speed rail network (1), and
in particular Article 6(1) thereof,
Whereas:
(1)In accordance withArticle 2(c) of Directive 96/48/EC, th e trans-
European high-speed rail system is subdivided into structural or
functional subsystems. These subsystems are described in Annex
II to the Directive.
(2)In accordance with Article 5(1) of the Directive, each of thesubsystems shall be covered by a technical specification forinteroperability (TSI).
(3)In accordance with Article 6(1) of the Directive, draft TSIs shallbe drawn up by the joint representative body.
(4)The Committee set up under Article 21 of Directive 96/48/EChas appointed the European Association for Railway Interoper-ability (AEIF) as the joint representative body in accordancewith Article 2(h) of the Directive.
(5)The AEIF has been given a mandate to draw up a draft TSI forthe energy subsystem in accordance with Article 6(1) of theDirective. This mandate has been established in accordancewith the procedure laid down in Article 21(2) of the Directive.
(6)The AEIF has drawn up the draft TSI, together with an introduc-tory report containing a cost-benefit analysis as provided for in
Article 6(3) of the Directive.
(7)The draft TSI has been examined by the representatives of the
Member States, in the framework of the Committee set up bythe Directive, in the light of the introductory report.
(8)As specified in Article 1 of Directive 96/48/EC, the conditions
for achieving interoperability of the trans-European high-speed
rail system concern the design, construction, upgrading andoperation of the infrastructures and rolling stock contributing tothe functioning of the system to be put into service after the dateof entry into force of the Directive. With regard to the infrastruc-tures and rolling stock already in service at the time of entry into
force of this TSI, the TSI should be applied from the time when
work is envisaged on these infrastructures. However, the degreeto which the TSI is applied will vary according to the scope andextent of the works foreseen and the costs and the benefitsgenerated by the intended applications. In order for such partial
works to concur into achieving full interoperability, they need to
be underpinned by a coherent implementation strategy. In thiscontext, a distinction should be made between upgrading,renewal and maintenance-related replacement.
(9)It is recognised that Directive 96/48/EC and the TSIs do notapply to renewals or maintenance-related replacement. It is2002D0733 — EN — 12.09.2002 — 000.001 — 2
(1) OJ L 235, 17.9.1996, p. 6.
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desirable however that the TSIs should apply to renewals — as
will be the case for the TSIs for the conventional rail systemunder Directive 2001/16/EC. In the absence of a mandatory
requirement and taking into account the extent of the renewal
work, Member States are encouraged, where they are able to doso, to apply the TSIs to renewals and maintenance-related repla-cement.
(10)In its current version, the TSI, which is the subject of this Deci-sion, covers features specific to the high-speed system; as ageneral rule, it does not address the common aspects of the
high-speed and conventional rail system. The interoperability of
the latter is the subject of another directive (
1). Given that verifi-
cation of interoperability has to be established by reference tothe TSIs, in accordance with Article 16(2) of Directive 96/48/EC, it is necessary, during the transition period between thepublication of this Decision and the publication of the Decisions
adopting the ‘conventional rail’ TSIs, to lay down the conditions
to be complied with in addition to the TSI attached. For thesereasons it is necessary that each Member State inform the otherMember States and the Commission of the relevant nationaltechnical rules in use for achieving interoperability and meeting
the essential requirements of Directive 96/48/EC. In addition,
those rules being national, it is necessary that each MemberState inform the other Member States and the Commission ofthe bodies it appoints for carrying out the procedure for theassessment of conformity or suitability for use as well as thechecking procedure in use for verifying the interoperability of
subsystems within the meaning of Article 16(2) of Directive 96/
48/EC. Member States shall apply, as far as possible, the princi-ples and criteria provided for in Directive 96/48/EC for theimplementation of Article 16(2) in the case of those nationalrules. As to the bodies in charge of those procedures, MemberStates will make use, as far as possible, of bodies notified under
Article 20 of Directive 96/48/EC. The Commission will carry
out an analysis of this information (national rules, procedures,bodies in charge of implementing procedures, duration of theseprocedures) and, where appropriate, will discuss with theCommittee the necessity of any measure to be taken.
(11)The TSI, which is the subject of this Decision, does not imposethe use of specific technologies or technical solutions except
where this is strictly necessary for the interoperability of the
trans-European high-speed rail network.
(12)The TSI, which is the subject of this Decision, is based on best
available expert knowledge at the time of preparation of the
corresponding draft. Developments in technology or socialrequirements may make it necessary to amend or supplementthis TSI. Where appropriate, a review or updating procedurewill be initiated in accordance withArticle 6(2) of Directive
96/48/EC.
(13)In some cases, the TSI, which is the subject of this Decision,
allows a choice between different solutions, making it possible
to apply definitive or transitional interoperable solutions that
are compatible withth e existing situation. In addition, Directive96/48/EC provides for special implementing provisions in certainspecific cases. Furthermore, in the cases provided for in Article7 of the Directive Member States must be allowed not to apply
certain technical specifications. It is therefore necessary that the
Member States ensure that an infrastructure register and a rollingstock register are published and updated each year. These regis-ters will set out the main characteristics of the nationalinfrastructure and rolling stock (e.g. the basic parameters) andtheir concordance with the characteristics prescribed by the2002D0733 — EN — 12.09.2002 — 000.001 — 3
(1) Directive 2001/16/EC of the European Parliament and of the Council of 19
March 2001 on the interoperability of the trans-European conventional rail
system (OJ L 110, 20.4.2001, p. 1).
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applicable TSIs. To this end, the TSI, which is the subject of this
Decision, indicates precisely which information must appear inthe register.
(14)The application of the TSI which is the subject of this Decisionmust take into account specific criteria relating to technical andoperational compatibility between the infrastructures and therolling stock to be placed in service and the network into which
they are to be integrated. These compatibility requirements entail
a complex technical and economical analysis that is to be doneon a case-by-case basis. The analysis should take into account:
— the interfaces between the different subsystems referred to in
Directive 96/48/EC,
— the different categories of lines and rolling stock referred to
in that Directive and
— the technical and operational environments of the existing
network.
That is why it is essential to establish a strategy for the imple-
mentation of the TSI which is the subject of this Decision,
which should indicate technical stages to move from the presentnetwork conditions to a situation where the network is interoper-able.
(15)The provisions of this Decision are in conformity with theopinion of the Committee set up by Directive 96/48/EC,
HAS ADOPTED THIS DECISION:
Article 1
The TSI relating to the ‘energy’ subsystem of the trans-European high-
speed rail system referred to in Article 6(1) of Directive 96/48/EC is
hereby adopted by the Commission. The TSI is set out in the Annexto this Decision. The TSI is fully applicable to the infrastructure androlling stock of the trans-European high-speed rail system as definedin Annex I to Directive 96/48/EC, taking into account Article 2 and
Article 3 hereunder.
Article 2
1. With regard to the aspects that are common to the high-speed and
the conventional rail systems, but not covered in the attached TSI, the
conditions to be complied with for the verification of the interoper-
ability within the meaning of Article 16(2) of Directive 96/48/EC arethe applicable technical rules in use in the Member State whichauthorises the placing in service of the subsystem concerned by thisDecision.
2. Each Member State shall notify to the other Member States and
to the Commission within six months of the notification of this Deci-
sion:
— the list of the applicable technical rules mentioned under Article
2(1),
— the conformity assessment and checking procedures to be applied
with regard to the application of these rules,
— the bodies it appoints for carrying out those conformity assessment
and checking procedures.
Article 3
1. For the purposes of this Article:
— ‘upgrading’ means major work to modify a subsystem or part of a
subsystem which changes the performance of the subsystem,
— ‘renewal’ means major work to replace a subsystem or part of a
subsystem which does not change the performance of thesubsystem,2002D0733 — EN — 12.09.2002 — 000.001 — 4
▼B
— ‘maintenance related replacement’ means replacement of compo-
nents by parts of identical function and performances in thecontext of predictive or corrective maintenance.
2. In the case of upgrading, the contracting entity will submit a
dossier describing the project to the Member State concerned. TheMember State will examine the dossier and, taking into account theimplementation strategy in Chapter 7 of the attached TSI, will (whereappropriate) decide whether the scale of the work requires the need fora new authorisation for placing in service under Article 14 of Directive
96/48/EC. Such authorisation for placing in service is necessary when-
ever the level of safety may objectively be affected by the workenvisaged.
Where a new authorisation for placing in service under Article 14 of
Directive 96/48/EC is necessary, the Member State decides whether:
(a) the project includes full application of the TSI, in which case the
subsystem will be subject to the EC verification procedure in
Directive 96/48/EC; or
(b) full application of the TSI is not yet possible. In this case the
subsystem will not be in full conformity with the TSI and the ECverification procedure in Directive 96/48/EC shall be applied onlyin respect of the parts of the TSI applied.
In these two cases the Member State will inform the Committee set up
pursuant to Directive 96/48/EC of the relevant dossier including the
parts of TSI being applied and the degree of interoperability beingachieved.
3. In the case of renewal and maintenance-related replacement,
application of the attached TSI is voluntary.
Article 4
The relevant parts of Commission Recommendation 2001/290/EC (
1)
on the basic parameters of the trans-European high-speed rail systemno longer have effect from the date of entry into force of the attached
TSI.
Article 5
The attached TSI shall enter into force six months after notification of
this Decision.
Article 6
This decision is addressed to the Member States2002D0733 — EN — 12.09.2002 — 000.001 — 5
(1) OJ L 100, 11.4.2001, p. 17.
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ANNEX
TECHNICALSPECIFICATIONFOR INTEROPERABILITYRELATING
TOTHEENERGYSUBSYSTEM
CONTENTS
1. INTRODUCTION
1.1. TECHNICAL SCOPE1.2. GEOGRAPHICAL SCOPE
1.3. CONTENT OF THIS TSI
2. SUBSYSTEMDEFINITION/SCOPE
2.1. SCOPE
2.2. DEFINITION OF THE SUBSYSTEM
2.2.1. Electrification system2.2.2. Overhead contact line and pantograph
2.2.3. Interaction of overhead line and pantograph
2.2.4. Boundaries between high-speed lines and other lines2.3. LINKS WITH OTHER SUBSYSTEMS AND WITHIN
THE SUBSYSTEM
2.3.1. Introduction
2.3.2. Links concerning electrification system
2.3.3. Links concerning overhead contact line equipment and
pantographs
2.3.4. Links concerning interaction of overhead line and panto-
graph
3. ESSENTIALREQUIREMENTS
3.1. COMPLIANCE WITH ESSENTIAL REQUIREMENTS3.2. ASPECTS OF ESSENTIAL REQUIREMENTS
3.3. SPECIFIC ASPECTS FOR THE ENERGY SUBSYSTEM
3.3.1. Safety3.3.2. Reliability, availability and maintainability
3.3.3. Health
3.3.4. Environmental protection3.3.5. Technical compatibility
3.4. VERIFICATION OF CONFORMITY
4. CHARACTERISATIONOFTHESUBSYSTEM
4.1. BASIC PARAMETERS OF THE ENERGY
SUBSYSTEM
4.1.1. Voltage and frequency4.1.2. Overhead line and pantograph
4.2. INTERFACES OF THE ENERGY SUBSYSTEM
4.2.1. List of interfaces4.2.2. Characteristic data of interfaces
4.2.3. Regulatory and operational provisions
4.3. SPECIFIED PERFORMANCE4.3.1. Performance of power supply system, substations and
posts
4.3.2. Performance of the overhead contact line2002D0733 — EN — 12.09.2002 — 000.001 — 6
▼C1
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4.3.3. Boundaries between high-speed lines and other lines
5. INTEROPERABILITYCONSTITUENTS
5.1. GENERAL5.2. DEFINITIONS OF INTEROPERABILITY CONSTITU-
ENTS
5.3. CHARACTERISATION OF CONSTITUENTS5.3.1. Overhead contact line5.3.2. Pantograph
5.3.3. Contact strips
6. ASSESSMENT OF CONFORMITY AND/OR SUIT-
ABILITYFORUSE
6.1. INTEROPERABILITY CONSTITUENTS6.1.1. Assessment procedures and modules6.1.2. Application of modules
6.2. ENERGY SUBSYSTEM
6.2.1. Assessment procedures and modules6.2.2. Application of modules7. IMPLEMENTATIONOFTHEENERGYTSI
7.1. APPLICATION OF THIS TSI TO HIGH-SPEED LINES
AND ROLLING STOCK TO PUT INTO SERVICE
7.2. APPLICATION OF THIS TSI TO HIGH-SPEED LINES
AND ROLLING STOCK ALREADY IN SERVICE
7.3. SPECIFIC CASES7.3.1. Particular features on the Austrian network7.3.2. Particular features on the Belgian network7.3.3. Particular features on the German network (P case)7.3.4. Particular features on the Spanish network (P case)
7.3.5. Particular features on the French network
7.3.6. Particular features on the British network7.3.7. Particular features on the Italian network7.3.8. Particular features on the Irish and Northern Irish
networks (P cases)
7.3.9. Particular features on the Swedish network (P case)7.3.10. Particular features on the Finnish network (P case)
ANNEX A ASSESSMENTPROCEDURES(MODULES)
ANNEX B ASSESSMENT OF INTEROPERABILITY CONSTI-
TUENTS
ANNEX C ASSESSMENTOFTHEENERGYSUBSYSTEM
ANNEX D REGISTER OF INFRASTRUCTURE, INFORMA-
TIONONENERGYSUBSYSTEM
ANNEX E COORDINATION OF ELECTRICAL PROTECTION
SUBSTATIONS/TRACTIONUNITS
ANNEX F TYPEOFLINE
ANNEX G POWERFACTOROFATRAIN
ANNEX H OVERHEADLINE EQUIPMENT, GEOMETRICAL
INTERACTION OF OVERHEADLINES AND
PANTOGRAPH,ACSYSTEMS
ANNEX J OVERHEADLINE EQUIPMENT, GEOMETRICAL
INTERACTION OF OVERHEADLINES AND
PANTOGRAPHS,DCSYSTEMS
ANNEX K REGENERATIVEBRAKING2002D0733 — EN — 12.09.2002 — 000.001 — 7
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ANNEX L VOLTAGE AT THE PANTOGRAPH (QUALITY
INDEXOFPOWERSUPPLY)
ANNEX M TESTANDVERIFICATIONOFCONTACTSTRIPS
ANNEX N VOLTAGE ANDFREQUENCY OF TRACTION
SYSTEMS
ANNEX O LIMITATION OF MAXIMUM POWER CONSUMP-
TION
ANNEX P HARMONIC CHARACTERISTICS ANDRELATED
OVERVOLTAGES ON THE OVERHEAD
CONTACTLINE
ANNEX Q DYNAMIC INTERACTION BETWEEN PANTO-
GRAPHANDOVERHEADCONTACTLINE2002D0733 — EN — 12.09.2002 — 000.001 — 8
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1.INTRODUCTION
1.1.Technicalscope
This TSI concerns the energy subsystem, which is one of the subsys-
tems listed in Annex II(1) to Directive 96/48/EC.
This TSI is part of a set of six TSIs, which cover all eight subsystems
defined in the Directive. The specifications concerning the ‘users’ and
‘environment’ subsystems, which are necessary to ensure interoper-
ability of the trans-European high-speed rail system in compliance
with the essential requirements, are set out in the TSIs concerned.
More information about the energy subsystem is given in Chapter 2.
1.2.Geographical scope
The geographical scope of this TSI is the trans-European high-speed
rail system as described in Annex I to Directive 96/48/EC.
Reference shall be made in particular to the lines of the trans-
European rail network described in Decision No 1692/96/EC of the
European Parliament and of the Council of 23 July 1996 on Commu-
nity guidelines for the development of the trans-European transport
network or in any update to the same Decision as a result of the revi-
sion provided for in Article 21 of that Decision.
1.3.ContentofthisTSI
In accordance withArticle 5(3) of and withAnnex I(1)(b) to Directive
96/48/EC, this TSI:
(a) specifies the essential requirements for the subsystems and their
interfaces (Chapter 3);
(b) establishes the basic parameters described in Annex II(3) to that
Directive, which are necessary to meet the essential requirements
(Chapter 4);
(c) establishes the conditions to be complied with to achieve the
specified performances for eachof th e following categories of
line (Chapter 4):
— category I: specially built high-speed lines equipped for speeds
generally equal to or greater than 250 km/h,
— category II: specially upgraded high-speed lines equipped for
speeds of the order of 200 km/h,
— category III: specially upgraded high-speed lines which have
special features as a result of topographical, relief or town-
planning constraints, on which the speed must be adapted to
eachcase.
(d) establishes implementing provisions in certain specific cases
(Chapter 7);
(e) determines the interoperability constituents and interfaces which
must be covered by European specifications, including European
standards, which are needed in order to achieve interoperability
within the trans-European high-speed rail system while meeting
the essential requirements (Chapter 5);
(f) states, in each case under consideration, which of the modules
defined in Decision 93/465/EEC or, where appropriate, which
specific procedures are to be used in order to assess either the
conformity or the suitability for use of the interoperability consti-
tuents, as well as ‘EC’ verification of the subsystems (Chapter 6).
2.SUBSYSTEMDEFINITION/SCOPE
2.1.Scope
The energy subsystem of the trans-European high-speed rail system
comprises all fixed installations that are required to supply, with
respect to the essential requirements, the trains from high-voltage
single-phase or three-phase networks.
The energy subsystem consists of:
— substations: they are connected on their primary side to the high-
voltage grid with transformation of the high-voltage to a voltage
and/or conversion to a power supply system suitable for the trains.2002D0733 — EN — 12.09.2002 — 000.001 — 9
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On their secondary side substations are connected to the railway
overhead contact lines,
— sectioning points: electrical equipment located at intermediate
locations between substations to supply and parallel contact lines
and provide protection, isolation, auxiliary supplies and compensa-
tion,
— overhead contact lines: the overhead contact lines distribute the
energy to the trains running on the route and transmit it to the
trains by means of pantographs. The overhead contact line is also
equipped withmanually or remotely controlled disconnectors
which are required to isolate sections or groups of the overhead
contact lines depending on the operational necessities. All types
of feeder lines belong to the contact lines as well,
— current return circuit: the traction current utilises rails, which are
connected directly or indirectly to earth, and return conductors, to
flow back to the substations. Therefore, so far as this aspect is
concerned, the current return circuit is part of the energy
subsystem.
— pantograph: despite being installed on moving rolling stock the
pantographs form an important device the proper function of which
is directly linked to the overhead contact line. Therefore, it is
considered to be part of the energy subsystem,
The following aspects of the energy subsystem are related to the inter-
operability of the trans-European high-speed rail system:
— electrification system,
— overhead contact lines and pantographs,
— interaction of pantographs and overhead line equipment,
— boundaries between high-speed lines, upgraded lines and
connecting lines.
2.2.Definitionofthesubsystem
2.2.1. Electrification system
As withany electrical device a traction unit is designed in order to
operate correctly witha nominal voltage and a nominal frequency
applied at its terminals that are the pantographs and wheels. Variations
and limits of these parameters need to be defined to guarantee the
anticipated performance of the train.
High-speed trains need a correspondingly high power. Therefore, in
order to supply the trains with minimum losses it is necessary to
increase the voltage of the supply system and decrease the current
that gives rise to the resistive losses. The power supply system has to
be designed such that every train will be supplied with the necessary
power. Therefore, the power consumption of each train and the oper-
ating schedule are important aspects for performance.
Modern trains use regenerative braking sending back energy to the
power supply to reduce the overall power consumption. Therefore,
the power supply system has to accept regenerative braking as well.
In any electrical system short-circuits and other fault conditions may
occur. The electrification system needs to be designed such that the
subsystem control detects these faults immediately and triggers
measures to remove the short-circuit current and isolate the defect
part of the circuit. After such events the electrification system has to
be able to restore supply to all installations as soon as possible to
resume operations.
2.2.2. Overhead contact line and pantograph
From the interoperability point of view, the geometry of the overhead
contact line equipment and of the pantographs is an important aspect.
So far as the geometrical interaction is concerned the height of the
contact wire above the rails, the lateral displacement in still air and
under wind pressure and the contact force have to be specified. For
the pantograph the geometry of the collector head is also fundamental
in order to guarantee correct interaction with the contact line whilst
taking into account the possible sway of the vehicles.
2.2.3. Interaction of overhead line and pantograph
At the high speeds envisaged for the trans-European high-speed rail
system the interaction of the overhead contact line and the pantograph
represents a very important aspect in establishing a reliable power2002D0733 — EN — 12.09.2002 — 000.001 — 10
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transmission without undue disturbances to railway installations and of
the environment. This interaction is mainly determined by:
— static and aerodynamic efforts depending on the nature of the
contact strip of the pantograph and the design of the pantographs,
— the compatibility of the contact strip material with the contact wire
regarding limitation of wear on those components,
— the dynamic behaviour and impacts on the current collection
quality and the aim of a continuous, uninterrupted power supply
without disturbances,
— the protection of the pantograph and overhead contact line equip-
ment in case of a broken pantographcollector strip,
— the number of pantographs in service and the distance between
them which have a fundamental impact on the collection quality
since each pantograph can interfere with others on the same
contact line.
2.2.4. Boundaries between high-speed lines and other lines
High-speed lines have to be linked to upgraded lines or to connecting
lines. The location of the boundaries between these types of line
affects the power supply and contact line system and is, therefore, an
aspect to be dealt within th e energy TSI.
2.3.Linkswithothersubsystemsandwithinthesubsystem
2.3.1. Introduction
The energy subsystem has many links with other subsystems of the
trans-European high-speed rail system in order to achieve the envi-
saged performance of interoperability. These links are covered by the
definition of interfaces and performance criteria.
2.3.2. Links concerning electrification system
— Voltage and frequency and their permissible ranges interface with
the rolling stock subsystem.
— The power installed on the lines and the specified power factor
determine the performance of the interoperable high-speed rail
system and interface withth e rolling stock subsystem.
— Regenerative braking reduces energy consumption and interfaces
withth e rolling stock subsystem.
— Electrical fixed installations and on-board traction equipment need
to be protected against short circuits by appropriate devices in
substations. Tripping of circuit breakers in substations and on
trains has to be coordinated; that is why electric protection inter-
faces withth e rolling stock subsystem.
— Electric interference and harmonic emissions interface with the
rolling stock and control-command and signalling subsystems.
2.3.3. Links concerning overhead contact line equipment and pantographs
— In the case of high-speed lines the contact wire height needs
special attention in order to avoid excessive wear of the contact
wire. The contact wire height interfaces with the infrastructure
and rolling stock subsystems.
— To pass boundaries of electrification systems without bridging
differing systems the number and arrangement of pantographs on
trains have to be stipulated. They interface with the rolling stock
subsystem.
— The possible sway of vehicles and pantographs interfaces with the
rolling stock and infrastructure subsystems.
2.3.4. Links concerning interaction of overhead line and pantograph
— The quality of current collection depends on the number of panto-
graphs in service and their spacing. The arrangement of
pantographs interfaces with the rolling stock subsystem.
3.ESSENTIALREQUIREMENTS
3.1.Compliancewithessentialrequirements
According to Article 4(1) of Directive 96/48/EC the trans-European
high-speed rail system, its subsystems and its interoperability constitu-
ents shall meet the essential requirements set out in general terms in
Annex III to the Directive.2002D0733 — EN — 12.09.2002 — 000.001 — 11
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3.2.Aspectsofessentialrequirements
The essential requirements cover:
— safety,
— reliability and availability,
— health,
— environmental protection,— technical compatibility.
According to Directive 96/48/EC the essential requirements may be
generally applicable to the whole trans-European high-speed rail
system or be specific to eachsubsystem and its constituents.
3.3.Specificaspectsfortheenergysubsystem
3.3.1. Safety
According to Annex III to Directive 96/48/EC essential requirements
for the energy subsystem as far as safety is concerned are the
following.
1.1.1.The design, construction or assembly, maintenance and moni-
toring of safety-critical components, and more particularly of
the components involved in train movement must be such as to
guarantee safety at the level corresponding to the aims laid
down for the network, including those for specific degraded
situations.
1.1.2.Theparametersinvolved in the wheel/rail contact mustmeet the
stability requirements needed in order to guarantee safe move-
ment at the maximum authorised speed.
1.1.3.The components used mustwithstand any normal or exceptional
stressthathasbeen specified duringtheirperiod inservice. The
safety repercussion of any accidental failure must be limited by
appropriate means.
1.1.4.The design of fixed installations and rolling stock and the
choice of the materials used must be aimed at limiting the
generation, propagation and effects of fire and smoke in the
event of a fire.
1.1.5.Any devices intended to be handled by users must be so
designed as not to impair their safety if used foreseeable in a
manner not in accordance with the posted instructions.
The aspects mentioned under 1.1.2 and 1.1.5 are not relevant in case
of the energy subsystem.
In order to satisfy the essential requirements 1.1.1, 1.1.3 and 1.1.4
above, the energy subsystem shall be designed and constructed so
that the requirements set out in points 4.2.2.2, 4.2.3.3, 4.3.1.2,
4.3.1.8, 4.3.2.1, 4.3.2.2 and 4.3.2.4 of Chapter 4 are met and the inter-
operability constituents used comply withth e requirements set out in
points 5.3.1.1, 5.3.2.1, 5.3.2.4 and 5.3.3.2 of Chapter 5. The essential
requirements are met if compliance with the stipulations of Chapters 4
and 5 is verified.
The following essential requirements for safety according to Annex III
to Directive 96/48/EC are especially of concern for the energy
subsystem.
2.2.1.Operation of the energy supply systems must not impair the
safety either of high-speed trains or persons (users, operating
staff, trackside dwellers and third parties).
In order to satisfy the essential requirement 2.2.1 above, the Energy
subsystem shall be designed and constructed so that the requirements
set out in points 4.1.1, 4.2.2.2, 4.2.2.3, 4.2.2.7, 4.2.2.9, 4.3.1.2, 4.3.1.5,
4.3.1.7, 4.3.2.1, 4.3.2.2 and 4.3.2.4 of Chapter 4 are met and the inter-
operability constituents used comply withth e requirements set out in
point 5.3.1.1 of Chapter 5. The essential requirements are met if
compliance with the stipulations of Chapters 4 and 5 is verified.
3.3.2. Reliability,availability and maintainability
According to Annex III to Directive 96/48/EC, essential requirements
for the energy subsystem as far as reliability, availability and main-
tainability are concerned are the following.2002D0733 — EN — 12.09.2002 — 000.001 — 12
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1.2.The monitoring and maintenance of fixed or moveable compo-
nents that are involved in train movements must be organised,
carried out and quantified in such a manner as to maintain their
operation under the intended conditions.
In order to satisfy the essential requirement 1.2, the energy subsystem
shall be designed and constructed so that the requirements set out in
points 4.3.1.9 and 4.3.2.6 of Chapter 4 are met. The essential require-
ments are met if compliance with the stipulations of Chapter 4 is
verified.
3.3.3. Health
According to Annex III to Directive 96/48/EC essential requirements
for the energy subsystem as far as health is concerned are the
following.
1.3.1. Materials likely,by virtue of the way they are used,to consti-
tute a health hazard to those having access to them must not
be used in trains and railway infrastructures.
1.3.2. Those materials must be selected,deployed and used in such a
way as to restrict the emission of harmful and dangerous
fumes or gases,particular in the event of fire.
In order to satisfy the essential requirements 1.3.1 and 1.3.2, the
energy subsystem shall be designed and constructed so that the
requirements set out in points 4.2.2.2, 4.2.3.2, 4.2.3.3, 4.3.1.2,
4.3.1.8, 4.3.1.10, 4.3.2.2 and 4.3.2.4 of Chapter 4 are met and the
interoperability constituents used comply withth e requirements set
out in point 5.3.3.2 of Chapter 5. The essential requirements are met
if compliance with the stipulations of Chapters 4 and 5 is verified.
3.3.4. Environmental protection
According to Annex III to Directive 96/48/EC essential requirements
for the energy subsystem as far as environmental protection is
concerned are the following.
1.4.1.The repercussions on the environment of the establishment and
operation of the trans-European high-speed rail system must be
assessed and taken into account at the design stage of the
system in accordance with the Community provisions in force.
1.4.2.The materials used in trains and infrastructure must prevent the
emissions of fumes and gases which are harmful and dangerous
to the environment, particularly in the event of fire.
1.4.3.The rolling stock and energy supply systems must be designed
and manufactured in such a way as to be electromagnetically
compatible with the installation equipment and public or
private networks with which they might interfere.
The aspects mentioned under 1.4.2 are not relevant in case of the
energy subsystem.
In order to satisfy essential requirements 1.4.1 and 1.4.3, the energy
subsystem shall be designed and constructed so that the requirements
set out in points 4.2.3.2, 4.2.3.3 and 4.3.1.5 of Chapter 4 are met. The
essential requirements are met if compliance withth e stipulations of
Chapter 4 is verified.
The following essential requirement for environmental protection
according to Annex III to Directive 96/48/EC are especially of
concern for the energy subsystem.
2.2.2.The functioning of the energy supply systems must not interfere
with the environment beyond specified limits.
In order to satisfy essential requirement 2.2.2, the energy subsystem
shall be designed and constructed so that the requirements set out in
points 4.2.3.2 and 4.3.1.5 of Chapter 4 are met. The essential require-
ments are met if compliance with the stipulations of Chapter 4 is
verified.
3.3.5. Technical compatibility
According to Annex III to Directive 96/48/EC essential requirements
for the energy subsystem as far as technical compatibility is concerned
are the following.2002D0733 — EN — 12.09.2002 — 000.001 — 13
▼B
1.5.The technical characteristics of the infrastructures and fixed
installations must be compatible which each other and with those
of the trains on the trans-European high-speed rail system.
If adherence to these characteristics proves difficult on certain
sections of the network temporary solutions that ensure compat-
ibility in the future may be implemented.
In order to satisfy the essential requirement 1.5, the energy subsystem
shall be designed and constructed so that the requirements set out in
points 4.1.1, 4.1.2, 4.2.2.1, 4.2.2.3, 4.2.2.4, 4.2.2.5, 4.2.2.6, 4.2.2.7,
4.2.2.8, 4,2.2.9, 4.2.2.10, 4.2.2.11, 4.2.2.12, 4.3.1.1, 4.3.1.3, 4.3.1.4,
4.3.2.1, 4.3.2.3, 4.3.2.5 and 4.3.3 of Chapter 4 are met and the intero-
perability constituents used comply withth e requirements set out in
points 5.3.1.2, 5.3.1.3, 5.3.1.4, 5.3.1.5, 5.3.1.6, 5.3.1.8, 5.3.2.2,
5.3.2.3, 5.3.2.4, 5.3.2.5, 5.3.2.6, 5.3.2.7, 5.3.2.9, 5.3.3.1, 5.3.3.2,
5.3.3.3 and 5.3.3.4 of Chapter 5 are met. The essential requirements
are met if compliance with the stipulations of Chapters 4 and 5 is veri-
fied.
The following essential requirements for technical compatibility
according to Annex III to Directive 96/48/EC are especially of
concern for the energy subsystem.
2.2.3.The electrical supply systems used throughout the trans-
European high-speed rail system must:
—enable trains to achieve the specified performance levels,
—be compatible with the collection devices fitted to the trains.
In order to satisfy essential requirement 2.2.3, the energy subsystem
shall be designed and constructed so that the requirements set out in
points 4.1.1, 4.1.2.1, 4.1.2.2, 4.1.2.3, 4.3.1.1, 4.3.1.3, 4.3.2.1, 4.3.2.3
and 4.3.2.5 of Chapter 4 are met and the interoperability constituents
used comply withth e requirements set out in points 5.3.1.1, 5.3.1.2,
5.3.1.4, 5.3.2.1, 5.3.2.5, 5.3.3.1 and 5.3.3.5 of Chapter 5 are met. The
essential requirements are met if compliance withth e stipulations of
Chapters 4 and 5 is verified.
3.4.Verificationofconformity
Conformity of the energy subsystem and its constituents to the essen-
tial requirements shall be verified in accordance with the provisions of
Directive 96/48/EC and the specifications presented in Chapter 6 and
its related Annexes A to C to this TSI.
4.CHARACTERISATIONOFTHESUBSYSTEM
The trans-European high-speed rail system, to which Directive 96/48/
EC applies and of which the Energy subsystem is a part, is an inte-
grated system which requires the basic parameters, interfaces and
performances to be verified in particular so as to ensure that the
system is interoperable and that the essential requirements are met.
4.1.BasicparametersoftheEnergysubsystem
4.1.1. Voltage and frequency
Train services need standardisation of the voltage and frequency
values as stipulated for interoperability. Table 4.1 lists the voltages
and frequencies applicable depending on the line category.
Table 4.1
Voltagesandfrequencies
Voltage and frequencyLine category
Connecting lines Upgraded lines High-speed lines
AC 25 kV 50 Hz X X X
AC 15 kV 16,7 Hz X X (1)
DC 3 kV X X (2)
DC 1,5 kV X X —2002D0733 — EN — 12.09.2002 — 000.001 — 14
▼B
(1) In countries withnetworks currently electrified at AC 15 kV 16,7 Hz, th is system can be used for
new lines. The same system can also be applied in adjacent countries when it can be economically
justified.
(2) The DC 3 kV supply may be used in Italy and Spain for existing lines and new line sections operated
at 250 km/hwh en electrification withAC 25 kV 50 Hz would create a risk of disturbing ground andon-board signalling equipment on an existing line located near the new line.
The voltage at the terminals of the substation and at the pantograph
shall comply with Annex N to this TSI. The frequency of the voltage
shall comply with Annex N to this TSI. Voltage and frequencies will
be defined in the register of infrastructure (Annex D to this TSI). For
conformity assessment see Annex N4.
4.1.2. Overhead line and pantograph
On future high-speed, upgraded and connecting lines there should be
only one type of current collector head used for all trains running on
these lines. To implement this approach, all future high-speed trains
will use pantographs with a 1 600 mm pantograph collector head. All
newly built AC high-speed overhead line equipment shall comply with
points 4.1.2.1 and 4.1.2.3, respectively. This also concerns upgraded
and connecting AC and DC lines.
4.1.2.1.Geometry of overhead contact line for AC systems
The height of contact wire above the rails, the gradient of contact wire
in relation to the track and the lateral deflection of the contact wire
under the action of a cross wind all govern the interoperability of the
high-speed network. The permissible data are given in Table 4.2.
Table 4.2
Geometry ofoverheadcontactlinesforACsystems
No DescriptionConnecting
linesUpgraded lines High-speed lines
1 Nominal height of contact
wire (mm)Between
5 000 and
5750 (1)(2)-
(3)Between
5 000 and
5 500(1)(3)5 080 or
5 300(3)
2 Permissible contact wire
gradient in relation to the
track and variation of gradientEN 50119, version 2001,
point 5.2.8.2No planned
gradients
acceptable
3 Permissible lateral deflection
of the contact wire under
action of cross wind (mm) (3)≤400
(1) For connecting lines with mixed freight and passenger traffic, for the operation of trailers with over-
sized gauge the contact wire height may be higher provided the pantograph is suited to collect the
current with the specified quality and the development of the pantograph is sufficient as specified
in point 5.3.2.5.
(2) At level crossings the contact wire height shall be designed according to national directives.
(3) The contact wire height and wind speed to be considered will be defined in the register of infrastruc-
ture defined in Annex D to this TSI.
The overhead contact line geometry shall comply with the require-
ments set in Annex H.3.1 to this TSI.
4.1.2.2.Geometry of overhead contact line for DC systems
The data determining the geometry of overhead contact line for DC
systems within the trans-European interoperable rail network is stipu-
lated in Table 4.3.2002D0733 — EN — 12.09.2002 — 000.001 — 15
▼B
Table 4.3
Geometry ofoverheadcontactlinesforDCsystems
No Description Connecting lines Upgraded lines
1 Nominal height of contact wire (mm) Between 5 000
and
5600 (1)(2)(3)(4)Between 5 000 and
5 500(3)(4)
2 Permissible contact wire gradient in
relation to the track and variation of
gradientEN 50119, version 2001, point 5.2.8.2
3 Permissible lateral deflection of the
contact wire under action of cross
wind (mm) (4)≤400
(1) For connecting lines with mixed freight and passenger traffic, for the operation of trailers with over-
sized gauge the contact wire height may be higher provided the pantograph is suited to collect the
current with the specified quality and the development of the pantograph is sufficient as specifiedin point 5.3.2.5.
(
2) At level crossings the contact wire height shall be designed according to national directives.
(3) For the lines in Italy referred to in note 2 to Table 4.1 the contact wire height is between 5000 mm
and 5 300 mm. The other values apply to other types of lines.
(4) The contact wire height and wind speed to be considered will be defined in the register of infrastruc-
ture defined in Annex D to this TSI.
The overhead contact line geometry shall comply with requirements
set in Annex (J.3.1) to this TSI.
4.1.2.3.Geometry of the pantograph collector head
The width and the working range of the pantograph collector head, the
width of the contact strips and the profile of the collector head are
defined to achieve interoperability. Table 4.4 specifies data for both
AC and DC systems. The profile of the pantograph collector head is
depicted in figure 4.1.
Table 4.4
Geometry ofpantographcollector headforACandDCsystems
No Description All line categories
1 Widthof pantograph
collector head (mm)1 600
2 Profile of pantograph
collector headSee figure 4.1
3 Other requirements for AC
systemsSee Annex H(3)(2) to this
TSI
4 Other requirements for DC
systemsSee Annex J(3)(2) to this TSI2002D0733 — EN — 12.09.2002 — 000.001 — 16
▼B
Figure 4.1
Profile ofpantographcollector head
1 Horn made of insulating material
2 Minimum lengthof th e contact strip3 Projected length4 Working range of the collector head
5 Width of the collector head
4.2.Interfacesoftheenergysubsystem
4.2.1. List of interfaces
4.2.1.1.Interfaces with Infrastructure
— Gauges
— Protection against electric shock (earthing and bonding)
4.2.1.2.Interfaces with Control-Command and Signalling
— Harmonic currents, influence on signalling and internal telecom-
munications
— Control signals needed for phase and system separation sections
4.2.1.3.Interfaces with Rolling Stock
— Vehicle dynamic envelope
— Limitation of maximum power consumption— Current at standstill— Voltage and frequency— Electrical protection coordination
— Arrangement of pantographs
— Running through phase separation sections— Running through system separation sections— Adjustment of pantographcontact force
4.2.1.4.Common performance criteria with rolling stock
— Power factor
— Regenerative braking— Harmonic characteristics and related overvoltages on the overhead
contact line
4.2.2. Characteristic data of interfaces
4.2.2.1.Gauges
The infrastructure gauge shall take into account the space necessary
for the passage of pantographs in contact with the overhead contact
line equipment and for installation of the contact line equipment itself.
The dimensions of tunnels and other structures shall be mutually
compatible with the geometry of overhead line equipment and the
dynamic envelope of the pantograph. (Annex (H.3.6) to this TSI speci-
fies the dynamic envelope of the pantograph). The space necessary for
installation of the contact line equipment shall be stipulated by the
adjudicating entity. Conformity assessment shall be carried out within
assessment of the Infrastructure subsystem.
4.2.2.2.Earthing and bonding, protection against electric shock
Infrastructure subsystem shall implement a general earthing system
along the route to comply with the requirements for protection against2002D0733 — EN — 12.09.2002 — 000.001 — 17
▼B
electric shock specified in EN 50122—1. Protection against electric
shock during operation and in failure conditions is met by limiting
touchvoltages to acceptable limits as stipulated in EN 50122-1,
version 1997, point 7. Results of investigations carried out by the
adjudicating entity and the corresponding specific provisions shall be
provided to demonstrate the compliance with the requirements.
Conformity assessment shall be carried out within the assessment of
infrastructure subsystem.
4.2.2.3.Harmonic currents, influence on signalling and internal telecommuni-
cations
Harmonic currents generated by rolling stock affect the control-
command and signalling subsystem through the energy subsystem.
That is why this subject is dealt within the control-command and
signalling subsystem. No conformity assessment is required by the
energy subsystem.
4.2.2.4.Vehicle dynamic envelope
Overhead line equipment design shall comply with the dynamic
envelope of the vehicles. The gauge to be adopted depends on the
category of line defined in the register of infrastructure (Annex D to
this TSI). Conformity assessment shall be carried out within the
energy subsystem.
4.2.2.5.Limitation of maximum power consumption
The installed power on a high-speed line and upgraded or a connecting
line determines the permissible power consumption of trains. There-
fore, current limitation devices shall be installed on board as
described in Annex O to this TSI. Assessment shall be carried out
within assessment of the rolling stock subsystem. The register of infra-
structure defined in Annex D to this TSI shall contain information on
maximum power consumption.
4.2.2.6.Limitation of current drawn by trains at standstill
In case of DC 1,5 kV and 3,0 kV systems the current at standstill shall
be limited to 300 A and 200 A, respectively, per pantograph. Assess-
ment shall be carried out within assessment of the rolling stock
subsystem.
4.2.2.7.Voltage and frequency
Trains shall be able to operate within the range of voltages and
frequencies as given in point 4.1.1 and specified in Annex N to this
TSI. Conformity assessment shall be carried out within assessment of
the rolling stock subsystem.
4.2.2.8.Electrical protection coordination
Coordination between the electrical protection of substations and that
of traction units is necessary to optimise the clearance of shortcircuits.
(Annex E to this TSI gives the applicable requirements.) The register
of infrastructure defined in Annex D to this TSI shall contain informa-
tion on protection of substations.
Conformity assessment shall be carried out with the energy subsystem
in so far as design and operation of substation is concerned and with
the rolling stock subsystem in so far as equipment on traction units is
concerned.
4.2.2.9.Arrangement of pantographs
The arrangement of pantographs on trains shall take care of the
maximum train length. The maximum distance between pantographs
is less than 400 m. In addition the spacing between three consecutive
pantographs shall be more than 143 m. The acceptable number of
pantographs and their spacing depend also on the dynamic perfor-
mance. The pantographs shall not be linked electrically in case of
AC power supply systems. Reference is made to Annex H (H.3.5) to
this TSI.
Conformity assessment shall be carried out with the rolling stock
subsystem.
4.2.2.10.Running through phase separation sections
Trains shall be able to move from one section to an adjacent one
without bridging the two phases.2002D0733 — EN — 12.09.2002 — 000.001 — 18
▼B
Adequate means shall be provided to allow a train that is stopped
underneath the phase separation to be restarted. For design, reference
is made to Annex H(H.3.3), to this TSI.
The register of infrastructure defined in Annex D to this TSI shall
contain information on the design of phase separation sections.
Power consumption (traction and auxiliaries) of the train shall be
brought to zero when entering the phase separation section. This shall
be done automatically without the driver's intervention. Lowering of
the pantographs is not necessary.
Requirementsfordesignofenergysubsystem
For future lines two types of designs of phase separation sections may
be adopted:
— a phase separation design where all the pantographs of the longest
interoperable trains are inside the neutral section. In this case there
is no restriction for the arrangement and spacing of the panto-
graphs on the trains. The length of the neutral section shall be at
least 402 m. For detailed requirements see Annex H(H.3.3) to this
TSI,
— a shorter phase separation with a restriction for pantograph
arrangement on trains is shown in Annex H(H.3.3) to this TSI.
The overall length of this separation is less than 142 m. Using
this design necessitates that the distance between three consecutive
pantographs in service is more than 143 m.
For existing lines various solutions might be adopted and based on the
accepted arrangement of pantographs on the train, depending on the
possibilities of route planning, required performance and investments
acceptable to the adjudicating entity. If the design of existing phase
separations does not permit the passage of interoperable high-speed
trains, then the adjudicating entity shall provide adequate alternative
procedures or designs.
Information on the design of phase separation sections shall be
provided by the register of infrastructure as defined in Annex D to
this TSI.
For design of phase separation section, conformity assessment shall be
carried out within assessment of the energy subsystem.
Requirementsforcontrol-commandandrollingstocksubsystems
On high-speed lines, the control-command and signalling subsystem
shall allow the rolling stock to operate automatically before and after
phase separation sections. Equipment on traction units shall be trig-
gered in due time in front of a phase separation section taking full
account of the maximum permissible running speed. For conformity
assessment functional tests shall be carried out jointly with rolling
stock and control-command and signalling subsystems.
4.2.2.11.Running through system separation sections
General
Trains shall be able to move from one energy supply system to an
adjacent one that uses a different energy supply without bridging the
two systems. The necessary actions depend on the type of both supply
systems as well as on the arrangement of pantographs on trains and
the running speed.
There are two possibilities for the train to run through system separa-
tion sections:
(1) with pantograph raised and touching the contact wire,
(2) with pantograph lowered and not touching the contact wire.
A choice has to be made by the adjudicating entity and declared in the
register of infrastructure defined in Annex D to this TSI.
Requirementsforthedesignofenergysubsystem
—Pantographs raised
If system separation sections are negotiated withpantograph s raised to
the contact wire the following conditions apply:
(1) the functional design of the system separation section is specified
as follows:
— the geometry of different elements of the overhead contact line
shall prevent pantographs short-circuiting or bridging both2002D0733 — EN — 12.09.2002 — 000.001 — 19
▼B
power systems with the arrangement of pantographs specified
in point 4.2.2.9,
— for short neutral section, the mechanical behaviour of the
pantograph overhead contact line system shall comply with
the EN 50119, version 2001, point 5.2, at maximum speed,
— provisions shall be taken in the energy subsystem to avoid
bridging of both adjacent power supply systems when the
opening of the on-board circuit breaker(s) fails,
— an example for arrangement of system separation section is
given in figure H.4 of Annex H to this TSI;
(2) the height of the contact wires in both systems has to be the same,
if the speed is more than 250 km/h. Details and tolerances are
given in Annexes H and J to this TSI;
(3) on rolling stock, devices shall open automatically the circuit
breaker before reaching the separation section and recognise auto-
matically the voltage of the new power supply system at the
pantographin order to switchth e corresponding circuits.
—Pantographs lowered
If the system separation sections are negotiated with pantographs
down the following conditions apply:
(1) the design of the separation section between differing energy
supply systems shall ensure that, in case of an unintentional panto-
graph at the contact line, bridging of the two power supply
systems is avoided and switching off both supply sections is trig-
gered immediately. Triggering of a short circuit ensures operation
of insulated sections;
(2) this alternative choice has to be made if the conditions of opera-
tion with pantographs raised are not complied with;
(3) on high-speed lines with different heights of contact wire and on
separation sections of existing lines not complying withth e TSI
requirements, pantographs shall be lowered when the energysupply system changes or when the running speed does not permit
the installation of transition sections with acceptable gradients (see
Annexes H and J to this TSI);
(4) at supply system separations which require a lowering of the
pantograph, the pantograph shall be lowered without the driver's
intervention, triggered by control signals.
For design of system separation sections conformity assessment shall
be carried out within the energy subsystem.
Requirementsforcontrol-commandandrollingstocksubsystemsBefore running through separation sections between different energy
supply systems the traction units' main circuit breaker shall be opened
without the driver's intervention, triggered by control signals. This
shall be carried out in good time so that the traction unit electrical
equipment for the terminating energy supply system fully shuts down
before the new energy supply system is reached.
The control-command and signalling subsystem shall provide the
required signals to the traction units.
The traction units shall be designed so that they are able to receive
line control signals to trigger the opening of the main circuit breaker
and lower the pantographs if required without the driver's intervention.
When pantographs are not lowered from the contact wire, only those
electric circuits on the traction units which instantaneously conform to
the energy supply system at the pantograph may remain connected.
The design and the operation of system separation sections shall be
explained in the register of infrastructure defined in Annex D to this
TSI.
Conformity assessment shall be carried out with functional tests jointly
withcontrol-command and rolling stock subsystems.
4.2.2.12.Adjustment of pantograph contact force
Rolling stock shall permit by internal controls adjustment of panto-
graphcontact force to comply withth e requirements specified in
point 5.3.2.7. Conformity assessment shall be carried out within the
rolling stock subsystem.2002D0733 — EN — 12.09.2002 — 000.001 — 20
▼B
4.2.3. Regulatory and operational provisions
4.2.3.1.General regulatory conditions
To guarantee the coherence of the trans-European high-speed rail
system the following regulatory and operational provisions apply.
4.2.3.2.Protection of the environment
Protection of the environment is covered by Council Directive 85/337/
EEC concerning the assessment of the effects of certain projects on
the environment.
Specific requirements are not necessary for the energy subsystem of
interoperable high-speed lines.
4.2.3.3.Fire protection
Fire protection is covered by Directive 89/106/EEC and its interpreta-
tive document concerning essential safety requirement No 2, ‘Fire
Safety’.
Specific requirements are not necessary for the Energy subsystem of
interoperable high-speed lines.
4.2.3.4.Exception in the case of execution of works
The specifications for the energy subsystem and its interoperability
constituents defined in Chapters 4 and 5 of the TSI are applicable to
lines in normal functioning conditions or in the case of unexpected
malfunctions which require the application of the maintenance plan.
Under some situations where works have been programmed in
advance, it may not be possible to conform to these provisions whilst
executing modifications to the Energy subsystem.
These temporary exceptions to the TSI rules shall be defined by the
adjudicating entity of the line concerned, who shall be careful that no
risks for the safety of passing trains will result therefrom, by applying
the following general provisions:
— the exceptions allowed shall be temporary and planned for a
specific time period,
— railway undertakings operating on the line shall be given notice of
these temporary exceptions, of their geographic situation, of their
nature and of their particular signalling, by means of written
notices describing the case being the type of specific signals used.
A model of such notice shall be joined to the register of infrastruc-
ture defined in Annex D to this TSI of the line,
— any exception shall induce complementary safety measures, so as
to ensure that the safety level requirement stays fulfilled. These
complementary measures may in particular consist of:
— particular survey provisions of the works concerned,
— temporary speed restrictions on the line section as taken by the
adjudicating entity.
4.2.3.5.Register of infrastructure of European interoperable lines
For each section of line of the trans-European high-speed rail system a
single document, called the ‘European register of infrastructure’, shall
be drawn up by the adjudicating entity or its authorised representative.
This document compiles the characteristics of the lines concerned for
all the subsystems that include fixed equipment.
It allows:
— the Member State which is responsible for placing the subsystem
into service to dispose of a document describing for eachline of
the trans-European high-speed network the main parameters setting
on their operation,
— the railway undertakings providing, or considering the provision
of, services on the line to be informed of its particular features
when parameters or interoperability specifications are depending
on a specific choice of the adjudicating entity,
— for the energy subsystem, indication for each homogeneous section
of line and eachparticular equipment, of th e general or particular
specifications which have been adopted, which should be noted for
the line operation. Their list is provided in Annex D to this TSI.
The adjudicating entity shall append this document to the EC declara-
tion of verification of the energy subsystem as a part of the technical2002D0733 — EN — 12.09.2002 — 000.001 — 21
▼B
file described in Annex V to Directive 96/48/EC to be granted the
authorisation for putting into service by the Member State.
4.3.Specifiedperformance
4.3.1. Performance of power supply system,substations and posts
4.3.1.1.Installed power
The performance to be achieved by the energy subsystem shall corre-
spond to the relevant specified performance for each category of lines
in the trans-European high-speed rail network system in respect of:
— the maximum line speed,
— the peak power at the pantographs and drawn by the trains,— the minimum headway,— the mean useful voltage.
The adjudicating entity shall declare the type of the line depending on
its function with reference to Annex F to this TSI and in the register
of infrastructure as defined in Annex D to this TSI. Electrificationsystem design shall guarantee the ability of the power supply to
achieve the specified performance. Therefore, point 4.2.2.5 gives a
requirement on limitation of power consumption by rolling stock
subsystem.
The calculated mean useful voltage at the pantograph shall comply
withAnnex L to th is TSI.
4.3.1.2.Safety, earthing and bonding
Safety of energy supply system, substations and posts shall be
achieved by designing and testing these installations according to EN
50 122-1, version 1997, points 5, 7 and 9. Substations and posts shallbe barred against unauthorised access.
4.3.1.3.Power factor
The acceptable data for power factor is stipulated in Annex G to this
TSI. On high-speed lines the minimum value is 0,95 under the condi-
tions described in the abovementioned document. Conformity
assessment to be carried out within assessment of the rolling stock
subsystem.
4.3.1.4.Regenerative braking
The AC energy supply systems shall be designed to permit the use of
regenerative braking as a service brake able to exchange power seam-
lessly withoth er trains or withth e primary network supplier.
Reference is made to Annex K to this TSI.
Train equipment shall allow the use of other braking systems where
regenerative braking is not possible.
The adjudicating entity can decide whether or not to accept regenera-
tive braking on DC systems. The register of infrastructure as defined
in Annex D to this TSI shall contain necessary information.
Conformity assessment for fixed installations shall be carried out as
specified in Annex K(K.4) to this TSI.
For rolling stock conformity assessment shall be carried out as speci-
fied in the rolling stock TSI.
4.3.1.5.External electromagnetic compatibility
External electromagnetic compatibility is not a specific characteristic
of the trans-European high-speed rail network. Energy supply installa-
tions shall comply with the standards EN 50121-2 and EN 50122
series to meet all requirements concerning electromagnetic compat-
ibility. No conformity assessment is required within this TSI.
4.3.1.6.Harmonic emissions towards the power utility
Concerning harmonic emissions towards the power utility it is up to
the adjudicating entity to comply with the national standards (or
European standards when available) and with the requirements of the
power utility. No conformity assessment is required within this TSI.
4.3.1.7.Harmonic characteristics and related overvoltages on the overhead
contact line
To avoid unacceptable overvoltages on the overhead contact line
caused by harmonics generated by motive power units the motive2002D0733 — EN — 12.09.2002 — 000.001 — 22
▼B
power units shall comply with Annex P to this TSI. The necessary
requirements are defined in the rolling stock subsystem and confor-
mity assessment shall be carried out with the rolling stock subsystem,
as defined in Annex P.
4.3.1.8.Protection against electric shock
The energy supply system shall be integrated into the general earthing
system along the line to comply with the requirements for protection
against electric shock as specified in EN 50 122-1, version 1997,
points 5, 7 and 9. Protection against electric shock during operation
and in failure conditions is met by limiting touchvoltages to accep-
table limits as stipulated in EN 50 122-1, version 1997, points 7.2
and 7.3. For each installation a study shall be established to prove
the protection against electric shock. The study may include tests.
4.3.1.9.Maintenance plan
A maintenance plan shall be drawn up by the adjudicating entity or his
authorised representative to guarantee that the specified characteristics
of the energy subsystem are upheld within the limits specified for
them.
The maintenance plan shall contain at least the following elements:
— maintenance routines in substations and posts,
— recording of conditions, findings and experience gained,
— a set of safety limit values which would lead to a limitation of
train speeds in order to comply withth e specifications in point
4.1.1,
— an indication of the frequencies of checks and of the tolerances on
measured values withfor latter an indication of th e rules of
equivalence with the values of the standard quoted in subsection
4.3.1,
— the measures taken (speed restriction, repair time) when prescribed
values are exceeded.
Maintenance procedures should not downgrade safety provisions such
as continuity of return current circuit, limitation of overvoltages and
detection of short circuits. It shall not reduce the global performance
of the system and avoid de-energising of any part of the overhead
contact line.
4.3.1.10.Isolation of power supply in case of danger
Equipment shall be installed and procedures implemented to initiate
isolation of voltage from traction units and electrified lines through
alarm devices allowing the power supply operator to carry out emer-
gency actions. Conformity assessment shall be carried out by checking
the transmission devices and instructions for procedures.
4.3.1.11.Continuation of power supply in case of disturbances
The power supply and the overhead contact line shall be designed to
enable continuation of operation in case of disturbances. This can be
achieved by sectioning contact lines into supply sections and installa-
tion of redundant equipment in substations. Conformity assessment
shall be carried out by checking the circuit diagrams.
4.3.2. Performance of the overhead contact line
4.3.2.1.General
The performance to be achieved by the overhead contact line shall
correspond to the relevant performance as specified for each category
of lines of the trans-European high-speed rail system in function of
— the maximum line speed, and
— the power demand of the trains at the pantographs.
The overhead contact line design shall guarantee the specified perfor-
mance in accordance with the declaration made by the adjudicating
entity in the frame of point 4.3.1.1.
4.3.2.2.Safety, earthing and bonding
The safety of the overhead contact line is achieved by designing these
installations according to the European standards EN 50 119, version
2001, point 5.1.2 and EN 50 122-1, version 1997, points 5, 7 and 9.
All live components shall be installed out of reach of users and any
other persons.2002D0733 — EN — 12.09.2002 — 000.001 — 23
▼B
4.3.2.3.Requirements for dynamic behaviour and quality of current collection
The design of the overhead line equipment shall comply with the
requirements on the dynamic behaviour. The uplift under the design
speed of the line shall comply with the stipulations in EN 50119,
version 2001, point 5.2.1.2 and on Tables 4.5 and 4.6 of this TSI.
The quality of current collection has a fundamental impact on the life
of a contact wire and shall, therefore, comply with agreed and measur-
able parameters.
The collection quality may be assessed by the mean value Fmand the
standard deviation σof measured or simulated contact forces or by
counting of arcing. For AC systems the criteria are listed in Table
4.5 and for DC systems in Table 4.6.
The adjudicating entity shall decide to use interaction criterion item
No 1 (contact force) or item No 2 (arcing) according to Table 4.5 or
4.6.
The interaction is considered to comply with the provisions in this TSI
if
— item 1 or 2 of Table 4.5, and
— item 3 of Table 4.5,
are fulfilled.
Test results from a similar overhead contact line system may be used
as a basis for conformity assessment.
For the qualification of the performance with more than one panto-
graph, it shall be taken into account the pantograph which will show
the more critical values.
Table 4.5
Interactionrequirements,ACsystems
No DescriptionConnecting and
upgraded linesHigh-speed lines
Existing New
1 Corrected mean force Fm(N)(1)See points 5.3.1.6 and
5.3.2.7(2)See point
5.3.1.6(2)
Standard deviation at
maximum speed σmax(N)0,3 Fm
2 Percentage of arcing at
maximum speed, NQ (%)≤0,14
3 Necessary space for
maximum uplift of steady
arm under adverse aerody-
namic conditionsSee EN 50119, version 2001
point 5.2.1.22·So(3)
For definitions, values and tests see Annex Q
(1)Fmis the dynamically corrected average value of the contact force obtained after statistical analysis of
the results of contact force measurements or simulations.
(2) The dynamic correction shall be applied on the values given in points 5.3.1.6 and 5.3.2.7.
(3)S0is the calculated, simulated or measured uplift of contact wire at the steady arm generated in
normal operating condition withone or several pantograph s witha mean contact force Fmat the
maximum speed of the line, in accordance with EN 50119 version 2001, point 5.2.1.2.2002D0733 — EN — 12.09.2002 — 000.001 — 24
▼B
Table 4.6
Interactionrequirements,DCsystems
No DescriptionConnecting and upgraded
lines(1)
1 Corrected mean force Fm(N)(2) See points 5.3.1.6 and
5.3.2.7(3)
Standard deviation at maximum speed σmax(N) 0,3 Fm
2 Percentage of arcing at maximum speed, NQ (%) ≤0,20
3 Necessary space for maximum uplift of steady arm
under adverse aerodynamic conditionsSee EN 50119, version
2001 point 5.2.1.2(4)
For definitions, values and tests see Annex Q
(1) For lines in Italy and Spain referred to note 2 to Table 4.1 the values specified for upgraded lines
apply as well.
(2)Fmis the dynamically corrected average value of the contact force obtained after statistical analysis of
the results of contact force measurements or simulations.
(3) The dynamic correction shall be applied on the values given in points 5.3.1.6 and 5.3.2.7.
(4) The necessary space is determined by the calculated, simulated or measured uplift of contact wire at
the steady arm generated in normal operating condition with one or several pantographs with a meancontact force F
mat the maximum speed of the line.
4.3.2.4.Protection against electric shock
The overhead contact line shall be integrated into the general earthing
system along the line to comply with the requirements for protection
against electric shock as specified in EN 50 122-1, version 1997,
points 5, 7 and 9. Protection against electric shock during operation
and in failure conditions is met by limiting touchvoltages to accep-
table limits as stipulated in EN 50 122-1, version 1997, points 7.2
and 7.3. For each installation a study shall be established to prove
the protection against electric shock.
4.3.2.5.Static and mean aerodynamic contact force
The nominal static force is specified by the adjudicating entity inside
the following ranges:
— 70 N + 20 N/-10 N for AC supply systems,
— 110 N ± 10 N for DC 3 kV supply systems,
— 90 N ± 20 N for DC 1,5 kV supply systems.
In DC systems to improve the contact of carbon collector strips with
the contact wire, a force more important, in general 140 N, can be
required to avoid a hazardous heating of the contact wire when the
train is at standstill withits auxiliaries working.
The value of total mean uplift force shall comply with the value of
mean contact force Fmrequired for a good quality of current collection
(see point 4.3.2.3, 5.3.1.6 and 5.3.2.7).
Conformity assessment is carried out by assessing the interoperable
constituent ‘pantograph’.
4.3.2.6.Maintenance plan
A maintenance plan shall be drawn up by the adjudicating entity or his
authorised representative to guarantee that the specified characteristics
of the energy subsystem are upheld within the limits specified for
them.
The maintenance plan shall contain at least the following elements:
— maintenance routines for overhead contact lines,
— recording of conditions, findings and experience gained,
— a set of safety limit values which would lead to a limitation of
train speeds for the contact wire height and stagger according to
points 4.1.2.2 and 4.1.2.3 of this TSI,
— an indication of the frequencies of checks and of the tolerances on
measured values of the geometrical and dynamic data and of the
means used to check them, with for latter an indication of the rules
of equivalence with the values of the standard quoted in Subsec-
tion 4.3.2,2002D0733 — EN — 12.09.2002 — 000.001 — 25
▼B
— the measures taken such as speed restriction and expected repair
time when prescribed values are exceeded.
Maintenance procedures should not downgrade safety provisions such
as continuity of return current circuit, limitation of overvoltages and
detection of short circuits. It shall not reduce the global performance
of the system.
4.3.3. Boundaries between high-speed lines and other lines
It is up to the adjudicating entity to define, on a short route section,
which connects a high-speed line with another line, the location where
the requirements of the energy subsystem TSI for high-speed lines
apply and their specified performances will be met.
5.INTEROPERABILITYCONSTITUENTS
5.1.General
According to Article 2(d) of Directive 96/48/EC interoperability
constituents are:
‘any elementary component, group of components, subassembly or
complete assembly of equipment incorporated or intended to be incor-
porated into a subsystem, upon which the interoperability of the trans-
European high-speed rail system depends either directly or indirectly ’.
The interoperability constituents are covered by the relevant provisions
of Directive 96/48/EC and are listed in section 5.2 of this TSI so far as
the Energy subsystem is concerned.
5.2.Definitionsofinteroperability constituents
In case of the Energy subsystem the following constituents are
defined:
—overhead contact line: an overhead contact line is a contact line
placed above the upper limit of the vehicle gauge and supplying
vehicles with electric energy through roof-mounted current collec-
tion equipment referred to as pantographs. In the case of high-
speed rail systems overhead contact lines with catenary suspension
are applied where the contact wire(s) is/are suspended from one or
more longitudinal catenaries. The supporting components such as
cantilevers, masts and foundations will not affect the interoper-
ability and, therefore, are not covered by this TSI,
—pantograph: pantographs are devices for collecting currents from
one or more contact wires formed by a hinged device designed to
allow vertical movement of the pantograph head. The pantograph
head carries the contact strips and their mountings. The end of
the pantograph head is formed by a down-turned horn,
—contact strips: contact strips are the replaceable parts of the panto-
graph head which are in direct contact with the contact wire and as
a consequence are prone to wear.
5.3.Characterisationofconstituents
5.3.1. Overhead contact line
5.3.1.1.Overall design
Design of overhead contact lines shall comply with EN 50119,
version 2001, points 5 and 6. Additional requirements, specially
concerning high-speed lines are specified hereafter.
The overhead contact line shall meet the specified performance for the
specific line especially so far as the maximum running speed and the
current carrying capacity are concerned.
5.3.1.2.Current capacity
The current capacity depends on the ambient conditions which are
maximum ambient temperature and minimum cross-wind speed
defined for eachspecific line in th e register of infrastructure defined
in Annex D to this TSI as well as the permissible temperatures of the
contact line elements and the duration of current action. The design of
the overhead contact line shall take care of the limits for the maximum
temperatures as specified in Annex B to EN 50119, version 2001,
taking account of the data given in EN 50149, version 1999, point2002D0733 — EN — 12.09.2002 — 000.001 — 26
▼B
4.5, Tables 3 and 4. An analysis shall prove that the contact line is
able to comply withth e specified requirements.
5.3.1.3.Basic parameters
The design of the overhead contact line shall comply with the basic
parameters as specified in points 4.1.2.1 and 4.1.2.2.
5.3.1.4.Wave propagation speed
The speed of wave propagation on contact wires is a characteristic
parameter for assessing the suitability of a contact line for a high-
speed operation. This parameter depends on the specific mass and the
stress of the contact wire. Maximum operation speed shall not be more
than 70 % of the wave propagation speed. See also EN 50119, version
2001, point 5.2.1.4.
5.3.1.5.Elasticity and uniformity of elasticity
Elasticity and the uniformity along the span are essential for a high-
quality current collection and a reduction of wear and tear. The unifor-
mity of elasticity can be assessed by the uniformity factor u
u¼emax/C0emin
emaxþemin/C1100 %ðÞ :
where:
emaxmaximum elasticity along a span,
eminminimum elasticity along a span.
In case of high-speed lines a parameter uas low as possible should be
aimed at; Table 5.1 gives limit values for u, which are accepted for
eachtype of overh ead contact line.
Table 5.1
Uniformity uofelasticityin%
Type of contact
lineRunning speed km/h
200 to 230 230 to 300 Above 300
Without stitch
wire< 40 < 40 < 25
Withstitch
wire< 20 < 10 < 10
For high-speed lines the mid-span elasticity should be limited to
values less than 0,5 mm/N. The contact line shall comply with EN
50119, version 2001, point 5.2.1.3.
5.3.1.6.Mean contact force
This clause stipulates mean contact forces for which the contact line
shall be designed.2002D0733 — EN — 12.09.2002 — 000.001 — 27
▼B
Figure 5.1
TargetformeancontactforceFmforACsystemsdependingonrunningspeed
The mean contact force Fmformed by the static and aerodynamic
components of the contact force with dynamic correction which shall
be applied on the contact wire is shown in figure 5.1 for AC systems
as a function of running speed.
In this context Fmrepresents a target value which should be achieved
to ensure on one hand a current collection without undue arcing and
which should not be exceeded on the other hand to limit wear and
hazards to current collection strips.
In case of trains withmultiple pantograph s simultaneously in operation
the mean contact force Fmfor any pantograph shall be not higher than
the value given by figure 5.1 since for each individual pantograph the
current collection criteria shall be met.
Concerning DC systems, the mean contact force Fmformed by the
static and aerodynamic components of the contact force with dynamic
correction which shall be applied for DC 1,5 kV and DC 3,0 kV
systems is shown in fig. 5.2 as a function of running speed. For DC
1,5 kV lines the static contact force should be 140 N where necessary
in respect of the current at standstill.
In case of trains withmultiple pantograph s simultaneously in operation
the mean contact force Fmfor any pantograph shall be not higher than
the value given by figure 5.2 since for each individual pantograph the
current collection criteria shall be met.2002D0733 — EN — 12.09.2002 — 000.001 — 28
▼B
Figure 5.2
Target for mean contact force for Fmfor DC 1,5 kV and DC 3,0 kV lines depending on
therunningspeed
5.3.1.7.Maintenance
The manufacturer shall provide any necessary information to allow the
adjudicating entity to draft a plan concerning maintenance taking into
account especially the geometry of the overhead line, the wear of the
contact wire, especially at critical points suchas crossings, switch es
and overlaps.
5.3.1.8.Current at standstill
An acceptable level of current at standstill shall be acceptable for both
the contact wire and pantograph collector strips to allow a proper
feeding of the auxiliaries installed on board trains. For DC 1,5 kV
systems a current of 300 A per pantograph shall be guaranteed, while
for DC 3,0 kV systems a current of 200 A per pantographsh all be
guaranteed. When testing the overhead contact line with the metho-
dology specified in EN 50206-1, version 1998, point 6.13, the
contact wire temperature shall not exceed the limits given in Annex
B to EN 50119, version 2001.
5.3.2. Pantograph
5.3.2.1.Overall design
The pantograph shall meet the specified performance as far as
maximum running speed and current carrying capacity are concerned.
So far as not specified hereafter EN 50206 applies. The installation of
pantographon rolling stock is dealt withby th e rolling stock
subsystem.
5.3.2.2.Basic parameters
The design of the pantograph shall meet the basic parameters as speci-
fied in section 4.1.
5.3.2.3.Current capacity
The pantograph shall be designed for the specified current to be trans-
mitted to the vehicles. The rated current shall be provided by the
manufacturer. Attention shall be given especially to the specific data
depending on the use on AC or DC systems. An analysis shall prove
that the pantograph is able to carry the specified current.2002D0733 — EN — 12.09.2002 — 000.001 — 29
▼B
5.3.2.4.Design of insulation
The pantographs shall be assembled on the roof of the vehicles insu-
lated against earth. The design of insulation shall take care of the
stresses by voltage. References for data to be verified are in Annex N
to this TSI for system voltages and EN 50124-1, version 1999, Table
2, for insulation coordination requirements. Insulators shall be tested
according to EN 60383.
5.3.2.5.Working range of pantographs
The pantographs shall be able to work under contact wire heights
between 4800 mm and 6 400 mm. For operation in the UK and
Finland on upgraded or connecting lines, the height is different. See
section 7.3.
5.3.2.6.Static contact force
Static force is the mean vertical contact force exerted upward by the
collector head on the contact line and caused by the pantograph raising
device, whilst the pantograph is raised and the vehicle is at standstill.
For AC systems the static force shall be adjustable between 40 N and
120 N.
In DC systems to improve the contact of collector strips with the
contact wire, a higher force may be needed to avoid dangerous heating
of the contact wire when the train is at standstill with its auxiliaries
working. For DC systems the static force shall be adjustable between
50 and 150 N.
The pantographs and their mechanisms that provide the necessary
contact forces shall ensure that the pantographs can be used on every
type of interoperable overhead contact line. For details and assessment
reference is made to EN 50206-1, version 1998, point 6.3.1
5.3.2.7.Mean contact force and interaction performance of the overhead line/
pantograph system
The mean contact force is the mean value of the forces due to static
and aerodynamic actions. It is equal to the sum of static contact force
(point 5.3.2.6) and the aerodynamic force caused by the airflow on the
pantograph elements at the considered speed. The mean uplift force is
a characteristic of the pantograph for given rolling stock and a given
development of the pantograph. The mean contact force is measured at
the collector head according to Annex Q(Q.4.2.2).
The value of mean contact force shall comply with the mean contact
force F stipulated in point 5.3.1.6.
For existing, connecting, upgraded and high-speed AC lines which
would not comply withth e requirements stipulated in point 5.3.1.6,
the pantograph shall be designed such that the running speed-depen-
dent mean contact force Fm, in addition to the target curve according
to figure 5.1, allows other adjustment curves C1 and C2.
These curves are defined in Annex Q(Q.4.1).
The manufacturer of the pantograph shall provide for the change
between the three curves to be made on board taking the appropriate
information e.g. use of 1 950 mm pantographor information on th e
type of voltage on the overhead contact line. The register of infrastruc-
ture defined in Annex D to this TSI of existing lines shall indicate
which curve shall be taken into account, i.e. the target curve or the
alternative curves C1 or C2.
In case of trains withmultiply pantograph s simultaneously in opera-
tion, the contact force Fmfor any pantograph shall not be higher than
the value given by the target curve of point 5.3.1.6 or one of the
curves C1 or C2 since for eachindividual pantographth e current
collection criteria shall be met.
Those requirements are specified in Annex Q.
Assessment shall be carried out according Annex Q.
5.3.2.8.Automatic dropping device
Pantographs shall be equipped with a device that drops the pantograph
in case of a failure according to EN 50206-1, version 1998, point 4.9.2002D0733 — EN — 12.09.2002 — 000.001 — 30
▼B
5.3.2.9.Current at standstill
The current drawn by the trains at standstill shall be acceptable for
bothth e contact wire and pantographcollector strips to allow proper
feeding of the auxiliaries installed on board trains. For DC systems,
in order to be in accordance withpoint 5.3.1.8, a current of 300 A
per pantograph shall be guaranteed. A study shall prove that the panto-
graphis able to carry th e specified current at standstill.
For conformity assessment reference is made to EN 50206-1, version
1998, point 6.13 and Annex Q.
5.3.3. Contact strips
5.3.3.1.Basic parameters
The contact strips of the pantographs shall comply with the basic para-
meters as given in section 4.1.
5.3.3.2.Materials
The material used for the pantograph contact strips shall be physically
and electrically compatible withth e contact wire material to avoid
abrading the surface of the contact wires excessively, in order to
keep wear of bothwires and contact strips to a minimum. Plain carbon
or carbon impregnated withadditive material are accepted for use in
interaction withcontact wires made from copper or copper alloys.
Therefore, this combination should preferably be used for the trans-
European high-speed rail system.
Other material may be used in case of DC systems when multilaterally
agreed upon. In this case the contact strips cannot be considered as
interoperable. Reference is made to Annex M(M.2) to this TSI.
5.3.3.3.Current capacity
The material and cross-section of contact strips shall be selected in the
light of the maximum current the contact strip is designed for. The
rated current shall be noted on it by the manufacturer. Type tests shall
demonstrate the conformity as specified in Annex M(M.4) to this TSI.
5.3.3.4.Current at standstill
An acceptable level of current at standstill shall be acceptable for both
the contact wire and pantograph collector strips to allow for the proper
supply of auxiliaries installed on-board trains. For DC systems, in
order to be in accordance withpoint 5.3.1.8, a current of 300 A sh all
be guaranteed per pantograph. A study shall be carried out to prove
the capacity of the collector strips. For conformity assessment refer-
ence is made to Annex M(M.3) to this TSI.
5.3.3.5.Detection of contact strip breakage
The contact strip shall be designed so that any failures of the contact
strips will be detected and the lowering of the pantograph will be trig-
gered. Reference is made to EN 50206-1, version 1998, point 4.9.
6.ASSESSMENT OF CONFORMITY AND/OR SUITABILITY
FORUSE
6.1.Interoperabilityconstituents
6.1.1. Assessment procedures and modules
The assessment procedure for conformity of interoperability constitu-
ents as defined in Chapter 5 of this TSI shall be carried out by
application of modules as specified in Annex A to this TSI.
If the adjudicating entity can demonstrate that tests or verification for
previous applications remain valid for the new applications, then the
notified body shall take them into account in the conformity assess-
ment.
Assessment procedures for conformity of the interoperability constitu-
ents: overhead contact line, pantograph and contact strip as defined in
Chapter 5 of this TSI, are indicated in Annex B, Tables B.1 to B.3 to
this TSI.
As far as required by the modules specified in Annex A to this TSI,
the assessment of conformity of an interoperability constituent shall
be appraised by the notified body, when indicated in the procedure,
with which the manufacturer or his authorised representative estab-
lished within the Community has lodged the application.2002D0733 — EN — 12.09.2002 — 000.001 — 31
▼B
The manufacturer of an interoperability constituent or his authorised
representative established within the Community shall draw up an EC
declaration of conformity in accordance withArticle 13(1) of and
Annex IV, Chapter 3 to Directive 96/48/EC before placing the intero-
perability constituent on the market. An EC declaration of suitability
for use is not required for interoperability constituents of the energy
subsystem.
6.1.2. Application of modules
For the assessment procedure of each interoperability constituent of
the energy subsystem the manufacturer or his authorised representative
established within the Community may choose either:
— the type-examination procedure (module B) indicated in Annex
A(A.2) to this TSI for the design and development phase in combi-
nation withth e conformity to type procedure (module C) indicated
in Annex A(A.3) to this TSI for the production phase, or
— the full quality assurance with design examination procedure
(module H2) indicated in Annex A(A.4) to this TSI for all phases.
These assessment procedures are defined in Annex A to this TSI.
The module H2 may only be chosen where the manufacturer operates
a quality system for design, production, final product inspection and
testing, approved and surveyed by a notified body.
The conformity assessment shall cover the phases and characteristics
as indicated by X in the Tables B.1, B.2 and B.3 of Annex B to this
TSI.
6.2.Energysubsystem.
6.2.1. Assessment procedures and modules
At the request of the adjudicating entity or its authorised representa-
tive established within the Community, the notified body carries out
the EC verification in accordance with Article 18(1) of and Annex
VI to Directive 96/48/EC and in accordance withth e provisions of
the relevant modules as specified in Annex A to this TSI.
If the adjudicating entity can demonstrate that tests or verification for
previous applications remain valid for the new applications, then the
notified body shall take them into account in the conformity assess-
ment
Assessment procedures for the EC verification of the energy
subsystem are indicated in Annex C, Table C.1, to this TSI.
As far as specified in this TSI the EC verification of the energy
subsystem shall take account of its interfaces with other subsystems
of the trans-European high-speed rail system.
The adjudicating entity shall draw up the EC declaration of verifica-
tion for the Energy subsystem in accordance with Article 18(1) of
and Annex V to Directive 96/48/EC.
6.2.2. Application of modules
For the verification procedure of the Energy subsystem the adjudi-
cating entity or its authorised representative established within the
Community may choose either:
— the unit verification procedure (module SG) indicated in Annex
A(A.5) to this TSI, or
— the full quality assurance with design examination procedure
(module SH2) indicated in Annex A(A.6) to this TSI.
The module SH2 may be chosen only where all activities contributing
to the subsystem project to be verified (design, manufacturing, assem-
bling, installation) are subject to a quality system for design,
production, final product inspection and testing, approved and
surveyed by a notified body.
The assessment shall cover the phases and characteristics as indicated
in Table C.1 of Annex C to this TSI.2002D0733 — EN — 12.09.2002 — 000.001 — 32
▼B
7.IMPLEMENTATIONOFTHEENERGYTSI
7.1.ApplicationofthisTSItohigh-speedlinesandrollingstocktoput
intoservice
As to the high-speed lines within the geographic scope of this TSI (see
section 1.2) and to the rolling stock which will be put into service
after the entry into force of this TSI, Chapters 2 to 6 are entirely
applicable, as well as possible specific provisions of section 7.3 here-
after.
7.2.Application of this TSI to high-speed lines and rolling stock
alreadyinservice
In respect of infrastructure installations and rolling stock already in
operation, this TSI applies to components under the conditions speci-
fied in Article 3 of this Decision. In this particular context, it relates
fundamentally to the application of a migration strategy that enables
an economically justifiable adaptation of existing installations to be
made taking into account the principle of grandfather rights. The
following principles apply in the case of the TSI on energy.
While the TSI can be fully applied to new installations, implementa-
tion on existing lines may require modifications of existing
installations. The modification necessary will depend on the extent of
conformity of the existing installations. An implementation strategy
can only be made individually for given lines or networks in the
Member States of the Comunity. Section 7.3 indicates those items
where implementation needs modification of existing installations.
Table 7.1 summarises the characteristics to be implemented.
The contracting entity shall define the practical measures and the
different phases which are necessary to allow placing into service
with the required performances. These phases may include transition
periods for placing into service withreduced performances.
Table 7.1
Implementationoftechnicalspecificationsforinteroperability, energysubsystem
Characteristic to be implemented Point
Voltage and frequency 4.1.1
Installed power, mean useful voltage 4.3.1.1Harmonic currents 4.2.2.3
Electrical protection 4.2.2.8
External electromagnetic compatibility 4.3.1.5Protection against electric shock 4.3.1.8, 4.3.2.4Isolation of power supply 4.3.1.10Continuation of power supply 4.3.1.11
Regenerative braking 4.3.1.4
Geometry of overhead contact line 4.1.2.1, 4.1.2.2, 5.3.1.3Dynamic envelope 4.2.2.4Phase separation sections 4.2.2.10
System separation sections 4.2.2.11
Current capacity 5.3.1.2, 5.3.2.3, 5.3.3.3Wave propagation speed 5.3.1.42002D0733 — EN — 12.09.2002 — 000.001 — 33
▼B
Characteristic to be implemented Point
Elasticity and its uniformity 5.3.1.5
Mean contact force 5.3.1.6Safety, earthing and bonding 4.3.1.2, 4.3.2.2
Dynamic behaviour and current collection 4.3.2.3
Design of pantographs 4.1.2.3Design of collector strips 5.3.3Contact forces 4.3.2.5
7.3.Specificcases
The following special provisions are authorised in the following
specific cases. These specific cases are classified according to two
categories: the provisions apply either permanently (‘P’ cases), or
temporarily (‘T’ cases). As to temporarily cases, it is recommended
that the target system is reached either by 2010 (cases ‘T1’), an objec-
tive set in Decision No 1692/96/EC of the European Parliament and of
the Council of 23 July 1996 on Community guidelines for the devel-
opment of the trans-European transport network, or by 2020 (cases
‘T2’).
7.3.1.Particular featuresontheAustriannetwork
Connecting lines
The investment of changing the overhead contact line on upgraded and
connecting lines and in stations to meet the requirements of the
1 600 mm Euro pantograph is prohibitive. Trains traversing these lines
will have to be provided with secondary 1 950 mm pantographs for
medium-speed operation up to 230 km/h so that the overhead contact
line on these parts of the trans-European network will not have to be
prepared for the operation of the Euro pantograph. In these areas a
maximum lateral deflection of contact wire of 550 mm under action
of cross wind is permissible. Future studies concerning upgraded and
connecting lines should take into account the Euro pantograph to
demonstrate the relevance of the choices made.
Connecting and upgraded lines (P case)
Due to the acceptance of designing the overhead contact line for a
1 950 mm wide pantographth ere is no need for adjustment.
Connecting lines (T1 case)
To comply withth e requirements on mean useful voltage and installed
power additional substations are necessary. Installation is planned until
2010.
7.3.2.Particular featuresontheBelgiannetwork(T1case)
Existing high-speed lines
On existing high-speed lines the phase separation sections are not
compatible with the requirement of pantograph distance between three
pantographs of more than 143 m. Between existing high-speed lines
and upgraded lines there is no automatic control to trigger the opening
of the main circuit breaker on the traction vehicles.
Bothitems h ave to be modified.
Connecting and upgraded linesOn some line sections, under bridges, the contact wire height does not
meet the TSI minimum requirements and will have to be modified.
Dates are open.2002D0733 — EN — 12.09.2002 — 000.001 — 34
▼B
7.3.3.Particular featuresontheGermannetwork(Pcase)
The investment of changing the overhead contact line on upgraded and
connecting lines and in stations to meet the requirements of the
1 600 mm Euro pantograph is prohibitive. Trains traversing these lines
will have to be provided with secondary 1 950 mm pantographs for
medium-speed operation up to 230 km/h so that the overhead contact
line on these parts of the trans-European network will not have to be
prepared for the operation of the Euro pantograph. In these areas a
maximum lateral deflection of contact wire of 550 mm under action
of crosswind is permissible. Future studies concerning upgraded and
connecting lines should take into account the Euro pantograph to
demonstrate the relevance of the choices made.
7.3.4.Particular featuresontheSpanishnetwork(Pcase)
The investment of changing the overhead contact line on upgraded and
connecting lines and in stations to meet the requirements of the
1 600 mm Euro pantograph is prohibitive. Trains traversing these lines
will have to be provided with secondary 1 950 mm pantographs for
medium-speed operation up to 230 km/h so that the overhead contact
line on these parts of the trans-European network will not have to be
prepared for the operation of the Euro pantograph. In these areas a
maximum lateral deflection of contact wire of 550 mm under action
of crosswind is permissible. Future studies concerning upgraded and
connecting lines should take into account the Euro pantograph to
demonstrate the relevance of the choices made.
The nominal contact wire height can be 5,50 m on some sections of
future high-speed lines in Spain; particularly in case of the future
high-speed line between Barcelona and Perpignan. (It would concern
also France between the Spanish border and Perpignan if this country
asked for it.)
For the high-speed line Madrid-Seville, trains have to be equipped
witha 1950 mm pantograph .
7.3.5.Particular featuresontheFrenchnetwork
Existing high-speed lines (T2 case)To provide for the criteria of current collection and dynamic behaviour
on AC lines modification of overhead line equipment is necessary.
On existing high-speed lines the phase separation sections are not
compatible with the pantograph arrangement between three panto-
graphs of more than 143 m. Phase separation sections have to be
modified.
On a specific high-speed line a modification of the overhead contact
line is necessary to provide for the permissible uplift without uplift
stops installed in the pantographs.
Upgraded and connecting linesTo provide for the criteria of current collection on DC lines modifica-
tion of overhead line equipment is necessary. For DC lines the cross-
section of contact wires is not sufficient to comply withth e TSI
requirements for current at standstill in stations or in areas where
trains are pre-heated.
The existing DC line to Spain is operated with a 1 950 mm DC
collector head. To operate this line with interoperable 1 600 mm
Euro collector heads the overhead line has to be upgraded accordingly.
All categories of linesThe following applies for the pantographs:
— for AC systems a 1600 mm Euro collector head is needed instead
of 1450 mm pan heads currently in use on TGVs,
— for DC systems a 1600 mm Euro collector head is needed instead
of 1950 mm wide pan heads currently used on TGVs,
— for AC systems during an intermediate period, use of pantographs
capable of operating withth ree targets curves (C1, C2 and target
curve) for the mean contact force F
mis necessary,
— for DC systems the use of pantographs capable of operating with
two Fmcurves, one for 1,5 kV and another for 3 kV might be
necessary.
The conversion has not yet been scheduled.2002D0733 — EN — 12.09.2002 — 000.001 — 35
▼B
7.3.6.Particular featuresontheBritishnetwork
New high-speed lines (T1 case)
On the planned Channel Tunnel railway line (CTRL) the phase separa-
tion sections may need adjusting to the specifications in the TSI. This
amendment will be carried out withth e introduction of full-serviceincluding freight trains.
Upgraded lines (P case)
On the east coast main line (ECML) some sections do not comply
withth e specifications for voltage and frequency, mean useful voltage
and installed power. Implementation of the TSI is planned with the
next major upgrade for the ECML.
On the ECML and the west coast main line (WCML) the geometry of
overhead contact line and dynamic envelope are based on UK1 gauge
and are treated as a special case. The variable contact wire height may
be retained for speeds up to 225 km/hand th e mean contact force will
be adjusted to achieve the current collection requirements of EN
50119, version 2001, point 5.2.1.
On the WCLM the existing type of phase separation sections will be
retained.
7.3.7.Particular featuresontheItaliannetwork
Existing high-speed lines (T1 case)
Geometry of overhead contact lines needs to be adjusted for height of
contact wire on a lengthof 100 km double track line.
These modifications will be carried out until 2010.Connecting and upgraded lines (T1 case)
Geometry of overhead contact lines needs to be adjusted concerning
height of contact wire on parts of lines involved.
To comply withth e requirements on mean useful voltage and installed
power additional substations are necessary.
These modifications will be carried out until 2010.
7.3.8.Particular features on the Irish and Northern Irish networks (P
cases)
On electrified lines of the Irish and Northern Irish networks, the IRL1
Irishstandard structure gauge and th e necessary clearances will define
the nominal contact wire height.
7.3.9.Particular featuresontheSwedishnetwork(Pcase)
The investment of changing the overhead contact line on upgraded and
connecting lines and in stations to meet the requirements of the
1 600 mm Euro pantograph is prohibitive. Trains traversing these lines
will have to be provided with secondary 1 950 mm pantographs for
medium-speed operation up to 230 km/h so that the overhead contact
line on these parts of the trans-European network will not have to be
prepared for the operation of the Euro pantograph. In these areas a
maximum lateral deflection of contact wire of 550 mm under action
of crosswind is permissible. Future studies concerning upgraded and
connecting lines should take into account the Euro pantograph to
demonstrate the relevance of the choices made.
7.3.10.Particular featuresontheFinnishnetwork(Pcase)
The normal height of the contact wire is 6 150 mm (minimum
5 600 mm, maximum 6 500 mm).2002D0733 — EN — 12.09.2002 — 000.001 — 36
▼B
ANNEX A
ASSESSMENTPROCEDURES(MODULES)
— For conformity of interoperability constituents and
— For the EC verification of subsystems.
A.1. SCOPE
This annex covers the modules for the assessment procedures for the
Conformity assessment of Interoperability Constituents and the EC verifi-
cation of the Energy subsystem.
A.2. MODULE B (TYPE-EXAMINATION)
Conformityassessmentofinteroperability constituents
1. This module describes that part of the procedure by which a notified
body ascertains and attests that a type, representative of the produc-
tion envisaged, meets the provisions of the TSI that apply to it.
2. The application for the type-examination must be lodged by the
manufacturer or his authorised representative established within the
Community with a notified body of his choice.
The application must include:
— the name and address of the manufacturer and, if the application
is lodged by the authorised representative, his name and address
in addition,
— a written declaration that the same application has not been
lodged withany oth er notified body,
— the technical documentation, as described in point 3.
The applicant must place at the disposal of the notified body a
specimen, representative of the production envisaged, and hereinafter
called ‘type’.
A type may cover several versions of the interoperability constituent
provided that the differences between the versions do not affect the
provisions of the TSI.
The notified body may request further specimens if needed for
carrying out the test programme.
If no type tests are requested within the type-examination procedure
(see point 4.4), and the type is sufficiently defined by the technical
documentation, as described in point 3, the notified body may agree,
that no specimens are placed at their disposal.
3. The technical documentation must enable the conformity of the
interoperability constituent with the provisions of the TSI to be
assessed. It must, as far as relevant for suchassessment, cover th e
design, manufacture and operation of the product.
The technical documentation must contain:
— a general type-description,
— conceptual design and manufacturing drawings and schemes of
components, sub-assemblies, circuits, etc.,
— descriptions and explanations necessary for the understanding of
said drawings and schemes and the operation of the product,
— conditions of integration of the interoperability constituent in its
system environment (sub-assembly, assembly, subsystem) and
the necessary interface conditions,
— conditions for use and maintenance of the interoperability consti-
tuent (restrictions of running time or distance, wear limits etc),
— a list of the technical specifications, against which the confor-
mity of the interoperability constituent is to be assessed
(relevant TSI and/or European specification withrelevant
clauses),
— descriptions of the solutions adopted to meet the requirements of
the TSI in cases where the European specification referred to in
the TSI have not been applied in full,
— results of design calculations made, examinations carried out,
etc.,
— test reports.2002D0733 — EN — 12.09.2002 — 000.001 — 37
▼B
4. The notified body must:
4.1. examine the technical documentation,
4.2. if a design review is requested in the TSI, perform an examination of
the design methods, the design tools and the design results to eval-
uate their capability to fulfil the requirements for conformity for the
interoperability constituent at the completion of the design process,
4.3. if a review of the manufacturing process is requested in the TSI,
perform an examination of the manufacturing process devised for
manufacturing the interoperability constituent, to evaluate its contri-
bution to product conformity, and/or examine the review carried out
by the manufacturer at the completion of the design process,
4.4. if type tests are requested in the TSI, verify that the specimen(s) has
(have) been manufactured in conformity with the technical documen-
tation, and carry out or have carried out the type tests in accordance
with the provisions of the TSI and the European specification
referred to in the TSI,
4.5. identify the elements which have been designed in accordance with
the relevant provisions of the TSI and the European specification
referred to in the TSI, as well as the elements which have been
designed without applying the relevant provisions of those European
specifications,
4.6. perform or have performed the appropriate examinations and neces-
sary tests in accordance withpoint 4.2, 4.3 and 4.4 to establish
whether, where the appropriate European specification referred to in
the TSI have not been applied, the solutions adopted by the manu-
facturer meet the requirements of the TSI,
4.7. perform or have performed the appropriate examinations and neces-
sary tests in accordance withpoint 4.2, 4.3 and 4.4 to establish
whether, where the manufacturer has chosen to apply the relevant
European specification, these have actually been applied,
4.8. agree with the applicant the location where the examinations and
necessary tests will be carried out.
5. Where the type meets the provisions of the TSI, the notified body
must issue a type-examination certificate to the applicant. The certi-
ficate must contain the name and address of the manufacturer,
conclusions of the examination, conditions for its validity and the
necessary data for identification of the approved type.
The time period of validity shall be no longer than three years.A list of the relevant parts of the technical documentation must be
annexed to the certificate and a copy kept by the notified body.
If the manufacturer or his authorised representative established
within the Community is denied an EC type-examination certificate,
the notified body must provide detailed reasons for such denial.
Provision must be made for an appeals procedure.
6. The applicant must inform the notified body that holds the technical
documentation concerning the EC type-examination certificate of all
modifications to the approved product which must receive additional
approval where such changes may affect the conformity with the
requirements of the TSI or the prescribed conditions for use of the
product. This additional approval is given in the form of an addition
to the original type-examination certificate, or a new certificate will
be issued after withdrawal of the old certificate.
7. If no modifications as under point 6 have been made, the validity of
an expiring certificate can be extended for another period of validity.
The applicant will apply for such a prolongation by a written confir-
mation that no such modifications have been made, and the notified
body issues a prolongation for another period of validity as in point
5, if no contrary information exists. This procedure can be reiterated.
8. Each notified body must communicate to the other notified bodies
the relevant information concerning the type-examination certificates
it has withdrawn or refused.
9. The other notified bodies will receive copies of the type-examination
certificates issued and/or their additions on request. The annexes to
the certificates must be kept at the disposal of the other notified
bodies.2002D0733 — EN — 12.09.2002 — 000.001 — 38
▼B
10. The manufacturer or his authorised representative established within
the Community must keep with the technical documentation copies
of the EC type-examination certificates and their additions for a
period of 10 years after the last product has been manufactured
Where neither the manufacturer nor his authorised representative is
established within the Community, the obligation to keep the tech-
nical documentation available is the responsibility of the person
who places the product on the Community market.
A.3. MODULE C (CONFORMITY TO TYPE)
Conformityassessmentofinteroperability constituents
1. This module describes that part of the procedure whereby the manu-
facturer or his authorised representative established within the
Community ensures and declares that the interoperability constituent
concerned is in conformity with the type as described in the EC
type-examination certificate and satisfies the requirements of Direc-
tive 96/48/EC and of the TSI that apply to it.
2. The manufacturer must take all measures necessary to ensure that
the manufacturing process ensures compliance of the manufactured
interoperability constituents with the type as described in the EC
type-examination certificate and withth e requirements of Directive
96/48/EC and of the TSI that apply to them.
3. The manufacturer or his authorised representative established within
the Community must draw up an EC declaration of conformity of
the interoperability constituent.
The content of this declaration has to include at least the informa-
tion, indicated in Directive 96/48/EC, Annex IV (3) and Article
13(3). The EC declaration of conformity and the accompanying
documents must be dated and signed.
The declaration must be written in the same language of the tech-
nical file and must contain the following:
— the Directive reference (Directive 96/48/EC and other directives
to which the interoperability constituent may be subject),
— the name and address of the manufacturer or his authorised
representative established within the Community (give trade
name and full address and in the case of authorised representa-
tive also give the trade name of the manufacturer or constructor),
— description of interoperability constituent (make, type etc.)— description of the procedure (module) followed in order to
declare conformity,
— all the relevant descriptions met by the interoperability consti-
tuent and in particular its conditions of use,
— name and address of the notified body(ies) involved in the proce-
dure followed in respect of conformity and date of examination
certificates together with the duration and conditions of validity
of the certificate,
— reference to this TSI and to any other applicable TSI, and where
appropriate reference to European specification,
— identification of signatory having received power to engage the
manufacturer or his authorised representative established within
the Community.
The certificates to be referred to are:
— the type-examination certificate and its additions.
4. The manufacturer or his authorised representative established within
the Community must keep a copy of the EC declaration of confor-
mity for a period of 10 years after the last interoperability
constituent has been manufactured.
Where neither the manufacturer nor his authorised representative is
established within the Community, the obligation to keep the tech-
nical documentation available is the responsibility of the person
who places the interoperability constituent on the Community
market.
5. If additional to the EC declaration of conformity an EC declaration
of suitability for use for the interoperability constituent is requested
in the TSI, this declaration has to be added, after being issued by the
manufacturer under the conditions of module V.2002D0733 — EN — 12.09.2002 — 000.001 — 39
▼B
A.4. MODULE H2 (FULL QUALITY ASSURANCE WITH DESIGN EXAM-
INATION)
Conformityassessmentofinteroperability constituents1. This module describes the procedure whereby a notified body carries
out an examination of the design of an interoperability constituent
and the manufacturer or his authorised representative established
within the Community who satisfies the obligations of point 2
ensures and declares that the interoperability constituent concerned
satisfies the requirements of Directive 96/48/EC and of the TSI that
apply to it.
2. The manufacturer must operate an approved quality system for
design, manufacture and final product inspection and testing as
specified in point 3 and shall be subject to surveillance as specified
in point 4.
3. Quality system
3.1. The manufacturer must lodge an application for assessment of his
quality system witha notified body.
The application must include:
— all relevant information for the product category representative
for the interoperability constituent envisaged,
— the quality system's documentation.
3.2. The quality system must ensure compliance of the interoperability
constituent with the requirements of Directive 96/48/EC and of the
TSI that apply to it. All the elements, requirements and provisions
adopted by the manufacturer must be documented in a systematic
and orderly manner in the form of written policies, procedures and
instructions. This quality system documentation shall ensure a
common understanding of the quality policies and procedures such
as quality programmes, plans, manuals and records.
It must contain in particular an adequate description of:
— the quality objectives and the organisational structure,
— responsibilities and powers of the management with regard to
design and product quality,
— the technical design specifications, including European specifica-
tions, that will be applied, and, where the European
specifications referred to in Article 10 of Directive 96/48/EC
will not be applied in full, the means that will be used to ensure
that the requirements of the Directive and of the TSI that apply
to the interoperability constituent will be met,
— the design control and design verification techniques, processes
and systematic actions that will be used when designing the
interoperability constituents pertaining to the product category
covered,
— the corresponding manufacturing, quality control and quality
assurance techniques, processes and systematic actions that will
be used,
— the examinations and tests that will be carried out before, during
and after manufacture, and the frequency with which they will be
carried out,
— the quality records, such as inspection reports and test data, cali-
bration data, qualification reports of the personnel concerned,
etc.,
— the means to monitor the achievement of the required design and
product quality and the effective operation of the quality system.
The quality policies and procedures shall cover in particular the
assessment phases, as design review, review of manufacturing
process and type tests, as they are specified in the TSI for different
characteristics and performances of the interoperability constituent.
3.3. The notified body must assess the quality system to determine
whether it satisfies the requirements referred to in point 3.2. It shall
presume compliance withth ese requirements in respect of quality
systems that implement the relevant harmonised standard. This
harmonised standard shall be EN ISO 9001 - December 2000,
completed if necessary to take into consideration the specificity of
the interoperability constituent for which it is implemented.
The audit must be specific for the product category, which is repre-
sentative for the interoperability constituent. The auditing team must2002D0733 — EN — 12.09.2002 — 000.001 — 40
▼B
have at least one member experienced as an assessor in the product
technology concerned. The evaluation procedure shall include an
assessment visit to the manufacturer's premises.
The decision must be notified to the manufacturer. The notification
must contain the conclusions of the examination and the reasoned
assessment decision.
3.4. The manufacturer must undertake to fulfil the obligations arising out
of the quality system as approved and to uphold it so that it remains
adequate and efficient.
The manufacturer or his authorised representative must keep the
notified body that has approved the quality system informed of any
intended updating of the quality system.
The notified body must evaluate the modifications proposed and
decide whether the amended quality system will still satisfy the
requirements referred to in point 3.2 or whether a re-assessment is
required.
It must notify its decision to the manufacturer. The notification shall
contain the conclusions of the examination and the reasoned assess-
ment decision.
4. Surveillance of the quality system under the responsibility of the
notified body
4.1. The purpose of surveillance is to make sure that the manufacturer
duly fulfils the obligations arising out of the approved quality
system.
4.2. The manufacturer must allow the notified body entrance for inspec-
tion purposes to the locations of design, manufacture, inspection and
testing, and storage, and shall provide it with all necessary informa-
tion, in particular:
— the quality system documentation,
— the quality records as foreseen by the design part of the quality
system, suchas results of analyses, calculations, tests, etc.,
— the quality records as foreseen by the manufacturing part of the
quality system, suchas inspection reports and test data, calibra-
tion data, qualification reports of the personnel concerned, etc.
4.3. The notified body must periodically carry out audits to make sure
that the manufacturer maintains and applies the quality system and
shall provide an audit report to the manufacturer.
The frequency of the audits shall be at least once a year.
4.4. Additionally the notified body may pay unexpected visits to the
manufacturer. At the time of such visits, the notified body may carry
out tests or have them carried out in order to check the proper func-
tioning of the quality system where necessary; it must provide the
manufacturer witha visit report and, if a test h as been carried out,
witha test report.
5. The manufacturer must, for a period of 10 years after the last
product has been manufactured, keep at the disposal of the national
authorities:
— the documentation referred to in the second indent of the second
subparagraphof point 3.1,
— the updating referred to in the second subparagraph of point 3.4,— the decisions and reports from the notified body which are
referred to in the final subparagraph of point 3.4, points 4.3 and
4.4.
6. Design examination
6.1. The manufacturer must lodge an application for examination of the
design of the interoperability constituent with a notified body.
6.2. The application must enable the design, manufacture and operation
of the interoperability constituent to be understood, and shall enable
conformity with the requirements of Directive 96/48/EC and of the
TSI to be assessed.
It must include:
— the technical design specifications, including European specifica-
tions, that have been applied,2002D0733 — EN — 12.09.2002 — 000.001 — 41
▼B
— the necessary supporting evidence for their adequacy, in parti-
cular where the European specifications referred to in Article 10
of the Directive have not been applied in full. This supporting
evidence must include the results of tests carried out by the
appropriate laboratory of the manufacturer or on his behalf.
6.3. The notified body must examine the application and where the
design meets the provisions of the TSI that apply to it must issue a
design examination certificate to the applicant. The certificate shall
contain the conclusions of the examination, conditions for its
validity, the necessary data for identification of the approved design
and, if relevant, a description of the product's functioning.
The time period of validity shall be no longer than three years.
6.4. The applicant must keep the notified body that has issued the design
examination certificate informed of any modification to the approved
design. Modifications to the approved design must receive additional
approval from the notified body that issued the design examination
certificate where such changes may affect the conformity with the
requirements of the TSI or the prescribed conditions for use of the
product. This additional approval is given in the form of an addition
to the original design examination certificate.
6.5. If no modifications as under point 6.4. have been made, the validity
of an expiring certificate can be extended for another period of
validity. The applicant will apply for such a prolongation by a
written confirmation that no such modifications have been made,
and the notified body issues a prolongation for another period of
validity as in point 6.3 if no contrary information exists. This proce-
dure can be reiterated.
7. Each notified body must communicate to the other notified bodies
the relevant information concerning the quality system approvals
and the design examination certificates that it has withdrawn or
refused.
The other notified bodies will receive copies of:
— the quality system approvals and additional approvals issued and
— the design examination certificates and additions issued
on request.
8. The manufacturer or his authorised representative established within
the Community must draw up the EC declaration of conformity of
the interoperability constituent.
The content of this declaration has to include at least the informa-
tion, indicated in Directive 96/48/EC, Annex IV(3) and Article
13(3). The EC declaration of conformity and its accompanying docu-
ments must be dated and signed.
The declaration must be written in the same language of the tech-
nical file and must contain the following:
— the Directive references (Directive 96/48/EC and other directives
to which the interoperability constituent may be subject),
— the name and address of the manufacturer or his authorised
representative established within the Community (give trade
name and full address and in the case of authorised representa-
tive also give the trade name of the manufacturer or constructor),
— description of interoperability constituent (make, type, etc)— description of the procedure (module) followed in order to
declare conformity,
— all of the relevant descriptions met by the interoperability consti-
tuent and in particular its conditions of use,
— name and address of notified body(ies) involved in the procedure
followed in respect of conformity and date of examination certi-
ficates together with the duration and conditions of validity of
the certificate,
— reference to this TSI and other applicable TSIs and where appro-
priate to European specifications,
— identification of signatory having received power to engage the
manufacturer or his authorised representative established within
the Community.
The certificates to be referred to are:
— the quality system approval and surveillance reports indicated in
points 3 and 4,2002D0733 — EN — 12.09.2002 — 000.001 — 42
▼B
— the design examination certificate and its additions.
9. The manufacturer or his authorised representative established within
the Community must keep a copy of the EC declaration of confor-
mity for a period of 10 years after the last interoperability
constituent has been manufactured.
Where neither the manufacturer nor his authorised representative is
established within the Community, the obligation to keep the tech-
nical documentation available is the responsibility of the person
who places the interoperability constituent on the Community
market.
10. If additional to the EC declaration of conformity an EC declaration
of suitability for use for the interoperability constituent is requested
in the TSI, this declaration has to be added, after being issued by the
manufacturer under the conditions of module V.
A.5. MODULE SG (UNIT VERIFICATION)
ECverification oftheenergysubsystem
1. This module describes the EC verification procedure whereby a noti-
fied body checks and certifies, at the request of an adjudicating
entity or its authorised representative established within the Commu-
nity, that an energy subsystem:
— complies with this TSI and any other applicable TSI, which
demonstrates that the essential requirements of Directive 96/48/
EC have been met,
— complies with the other regulations deriving from the Treaty and
may be put into service.
2. The adjudicating entity or its authorised representative established
within the Community must lodge an application for EC verification
(through unit verification) of the subsystem with a notified body of
his choice.
The application includes:
— name and address of the adjudicating entity or its authorised
representative,
— the technical documentation.
3. The technical documentation must enable the design, manufacture,
installation and operation of the subsystem to be understood, and
shall enable conformity with the requirements of the TSI to be
assessed.
It must include:
— a general description of the subsystem, overall design and struc-
ture,
— the register of infrastructure, including all indications as speci-
fied in the TSI,
— conceptual design and manufacturing drawings and schemes of
subassemblies, circuits, etc.,
— technical documentation as regards the manufacturing and the
assembling of the subsystem,
— the technical design specifications, including European specifica-
tions, that have been applied,
— the necessary supporting evidence for their adequacy, in parti-
cular where European specifications referred to in the TSI and
the relevant clauses have not been applied in full,
— a list of the interoperability constituents, to be incorporated into
the subsystem,
— a list of manufacturers, involved in the subsystem's design,
manufacturing, assembling and installation,
— a list of the European specifications referred to in the TSI or in
the technical design specification.
If the TSI is requiring further information for the technical documen-
tation, this has to be included.
4. The notified body must examine the application, and carry out the
appropriate tests and verifications as set out in the TSI and/or in
the European specifications referred to in the TSI, to ensure confor-
mity with the essential requirements of the Directive as provided for2002D0733 — EN — 12.09.2002 — 000.001 — 43
▼B
in the TSI. The examinations, tests and checking shall extend to the
following stages as provided for in the TSI:
— overall design
— structure of subsystem, including, in particular and when rele-
vant, civil-engineering activities, constituent assembly and,
overall adjustments,
— final testing of the subsystem,— and, whenever specified in the TSI, the validation under full
operational conditions.
5. The notified body may agree with the adjudicating entity the loca-
tions where the tests will be carried out and may agree that final
subsystem tests and, whenever required in the TSI, tests in full oper-
ating conditions, are carried out by the adjudicating entity under
direct supervision and attendance of the notified body.
6. The notified body must have permanent access for testing and veri-
fication purposes to the locations of design, building sites,
production workshops, locations of assembling and installations,
and where appropriate, prefabrication and testing facilities in orderto carry out its tasks as provided for in the TSI.
7. Where the subsystem meets the requirements of the TSI, the notified
body must then, based on the tests, verifications and checking
carried out as required in the TSI and in the European specifications
referred to in the TSI, draw up the certificate of EC verification
intended for the adjudicating entity or its authorised representative
established within the Community, which in turn draws up the EC
declaration of verification intended for the supervisory authority in
the Member State where the subsystem is located and/or operates.
The EC declaration of verification and the accompanying documents
must be dated and signed. The declaration must be written in the
same language of the technical file and must contain at least the
information included in Annex V to Directive 96/48/EC.
8. The notified body shall be responsible for compiling the technical
file that has to accompany the EC declaration of verification. The
technical file has to include at least the information indicated in
Directive 96/48/EC, Article 18(3), and in particular as follows:
— all necessary documents relating to the characteristics of the
subsystem,
— list of interoperability constituents incorporated into the
subsystem,
— copies of the EC declarations of conformity and, where appro-
priate, of the EC declarations of suitability for use, which said
constituents must be provided in accordance withArticle 13 of
the Directive, accompanied, where appropriate, by the corre-
sponding documents (certificates, quality system approval and
surveillance documents) issued by the notified bodies on the
basis of the TSI,
— all elements relating to conditions and limits for use,
— all elements relating to the instructions concerning servicing,
constant or routine monitoring, adjustment and maintenance,
— certificate of EC verification of the notified body as mentioned
under point 7, accompanied by corresponding calculation notes
and countersigned by itself, stating that the project complies
with the Directive and the TSI, and mentioning, where appro-
priate, reservations recorded during performance of activities
and not withdrawn; the certificate should also be accompanied,
if relevant, by the inspection and audit reports drawn up in
connection withth e verification,
— the register of infrastructure, including all indications as speci-
fied in the TSI.
9. The complete records accompanying the certificate of EC verifica-
tion must be lodged with the adjudicating entity or its authorised
representative in support of the certificate of EC verification issued
by the notified body and must be attached to the EC declaration of
verification drawn up by the adjudicating entity intended for the
supervisory authority.
10. The adjudicating entity or its authorised representative within the
Community must keep a copy of the records throughout the service
life of the subsystem; it must be sent to any other Member State who
so requests.2002D0733 — EN — 12.09.2002 — 000.001 — 44
▼B
A.6. MODULE SH2 (FULL QUALITY ASSURANCE WITH DESIGN
EXAMINATION)
ECverification oftheenergysubsystem1. This module describes the EC verification procedure whereby a noti-
fied body checks and certifies, at the request of an adjudicating
entity or its authorised representative established within the Commu-
nity, that an energy subsystem:
— complies with this TSI and any other applicable TSI, which
demonstrates that the essential requirements of Directive 96/48/
EC have been met,
— complies with the other regulations deriving from the Treaty and
may be put into service.
The notified body carries out the procedure, including a design
examination of the subsystem under the condition that the adjudi-
cating entity and the manufacturers involved satisfy the obligations
of point 2.
2. For the subsystem, being subject of the EC verification procedure,
the adjudicating entity must contract only with manufacturers, whose
activities contributing to the subsystem project to be verified (design,
manufacturing, assembling, installation) are subject to an approved
quality system for design, manufacture and final product inspection
and testing as specified in point 3 and which shall be subject to
surveillance as specified in point 4.
The term ‘manufacturer’ also includes companies:
— responsible for the whole subsystem project (including in parti-
cular responsibility for subsystem integration (main contractor),
— performing design services or studies (e.g. consultants),— performing assembling (assemblers) and installation of the
subsystem. For manufacturers, performing only assembling and
installation, a quality system for manufacture and final product
inspection and testing is sufficient.
The main contractor responsible for the whole subsystem project
(including in particular responsibility for subsystem integration),
must operate in any case an approved quality system for design,
manufacture and final product inspection and testing, as specified in
point 3 and which shall be subject to surveillance as specified in
point 4.
In the case, that the adjudicating entity is directly involved in the
design and/or production (including assembling and installation), or
that the adjudicating entity itself is responsible for the whole
subsystem project (including in particular responsibility for
subsystem integration), it has to operate an approved quality system
for those activities, as specified in point 3 and subject to surveillance
as specified in point 4.
3. Quality system
3.1. The manufacturer(s) involved and, if involved, the adjudicating
entity must lodge an application for assessment of their quality
system with a notified body of their choice.
The application must include:
— all relevant information for the subsystem envisaged,
— the quality system's documentation.
For manufacturers, only involved in a part of the subsystem project,
the information is only requested for that specific relevant part.
3.2. For the main contractor the quality system must ensure overall
compliance of the subsystem with the requirements of Directive 96/
48/EC and of the TSI. For other manufacturers (sub-suppliers) the
quality system has to ensure compliance of their relevant contribu-
tion to the subsystem with the requirements of the TSI.
All the elements, requirements and provisions adopted by the appli-
cants must be documented in a systematic and orderly manner in the
form of written policies, procedures and instructions. This quality
system documentation shall ensure a common understanding of the
quality policies and procedures suchas quality programmes, plans,
manuals and records.2002D0733 — EN — 12.09.2002 — 000.001 — 45
▼B
It must contain in particular an adequate description of the following
items:
— for all applicants:
— the quality objectives and the organisational structure,
— the corresponding manufacturing, quality control and quality
assurance techniques, processes and systematic actions that
will be used,
— the examinations, the checking and tests that will be carried
out before, during and after manufacture, assembling and
installation and the frequency with which they will be carried
out,
— the quality records, such as inspection reports and test data,
calibration data, qualification reports of the personnel
concerned, etc.,
— for the main contractor and for the sub-suppliers (only as far as
relevant for their specific contribution to the subsystem project):
— the technical design specifications, including European speci-
fications, that will be applied and, where the European
specifications referred to in Article 10 of the Directive will
not be applied in full, the means that will be used to ensure
that the requirements of the TSI that apply to the subsystem
will be met,
— the design control and design verification techniques,
processes and systematic actions that will be used when
designing the subsystem,
— the means to monitor the achievement of the required design
and subsystem quality and the effective operation of the
quality system,
— and for the main contractor:
— responsibilities and powers of the management with regard to
overall design and subsystem quality, including in particular
the subsystem integration management.
The examinations, tests and checking shall cover all of the following
stages:
— overall design,
— structure of subsystem, including, in particular, civil-engineering
activities, constituent assembly, final adjustment,
— final testing of the subsystem,— and, where specified in the TSI, the validation under full opera-
tion conditions.
3.3. The notified body referred to in point 3.1 must assess the quality
system to determine whether it satisfies the requirements referred to
in point 3.2. It shall presume compliance with these requirements in
respect of quality systems that implement the relevant harmonised
standard. This harmonised standard shall be EN ISO 9001 -
December 2000, completed if necessary to take into consideration
the specificity of the subsystem for which it is implemented.
For applicants, who are only involved in assembling and installation,
the harmonised standard shall be EN ISO 9001 - December 2000,
completed if necessary to take into consideration the specificity of
the subsystem for which it is implemented.
The audit shall be specific for the subsystem concerned, taking into
consideration the specific contribution of the applicant to the
subsystem. The auditing team must have at least one member experi-
enced as an assessor in the subsystem technology concerned. The
evaluation procedure shall include an assessment visit to the appli-
cant's premises.
The decision must be notified to applicant. The notification must
contain the conclusions of the examination and the reasoned assess-
ment decision.
3.4. The manufacturer(s) and, if involved the adjudicating entity must
undertake to fulfil the obligations arising out of the quality system
as approved and to uphold it so that it remains adequate and effi-
cient.
They must keep the notified body that has approved their quality
system informed of any intended updating of the quality system.
The notified body must evaluate the modifications proposed and
decide whether the amended quality system will still satisfy the2002D0733 — EN — 12.09.2002 — 000.001 — 46
▼B
requirements referred to in point 3.2 or whether a re-assessment is
required.
It must notify its decision to the applicant. The notification shall
contain the conclusions of the examination and the reasoned assess-
ment decision.
4. Surveillance of the quality system(s) under the responsibility of the
notified body(ies)
4.1. The purpose of surveillance is to make sure that the manufacturer(s)
and if involved the adjudicating entity duly fulfil the obligations
arising out of the approved quality system.
4.2. The notified body(ies) as referred to under point 3.1. must have
permanent access for inspection purposes to the locations of design,
building sites, production workshops, locations of assembling and
installation, storage areas and. where appropriate, prefabrication or
testing facilities and, more general, to all premises which it considers
necessary for its task, in accordance withth e applicant's specific
contribution to the subsystem project.
4.3. The manufacturer(s) and, if involved the adjudicating entity or its
authorised representative established within the Community must
send the notified body referred to under point 3.1 (or have sent it)
all the documents needed for that purpose and in particular the
implementation plans and technical records concerning the
subsystem (as far as relevant for the specific contribution of the
applicant to the subsystem), in particular:
— the quality system documentation, including the particular means
implemented to ensure that:
— (for the main contractor) overall responsibilities and powers
of the management for the compliance of the whole entire
subsystem are sufficiently and properly defined,
— the quality systems of each manufacturer are correctly
managed for achieving integration at subsystem level,
— the quality records as foreseen by the design part of the quality
system, suchas results of analyses, calculations, tests, etc.,
— the quality records as foreseen by the manufacturing part
(including assembling and installation) of the quality system,
suchas inspection reports and test data, calibration data, qualifi-
cation reports of the personnel concerned, etc.
4.4. The notified body(ies) must periodically carry out audits to make
sure that the manufacturer(s) and, if involved the adjudicating entity
maintain and apply the quality system and shall provide an audit
report to them.
The frequency of the audits shall be at least once a year, with at
least one audit during the time period of performing relevant activ-
ities (design, manufacture, assembling or installation) for the
subsystem being the subject of the EC verification procedure
mentioned under point 6.
4.5. Additionally the notified body(ies) may pay unexpected visits to the
sites mentioned under point 4.2 of the applicant(s). At the time of
suchvisits, th e notified body may conduct complete or partial audits
in order to check the proper functioning of the quality system where
necessary; it must provide the applicant(s) with an inspection report
and, if an audit has been carried out, with an audit report.
5. The manufacturer(s) and, if involved the adjudicating entity must,
for a period of 10 years after the last subsystem has been manufac-
tured, keep at the disposal of the national authorities:
— the documentation referred to in the second indent of the second
subparagraphof point 3.1,
— the updating referred to in the second subparagraph of point 3.4,
— the decisions and reports from the notified body which are
referred to in the final subparagraph of point 3.4, points 4.4 and
4.5.
6. EC verification procedure
6.1. The adjudicating entity or its authorised representative established
within the Community must lodge an application for EC verification
of the subsystem (through full quality assurance with design exami-
nation), including coordination of surveillance of the quality systems2002D0733 — EN — 12.09.2002 — 000.001 — 47
▼B
as under points 4.4. and 4.5., with a notified body of its choice. The
adjudicating entity or its authorised representative established within
the Community must inform the manufacturers involved of his
choice and of the application.
6.2. The application must enable the design, manufacture, installation and
operation of the subsystem to be understood, and shall enable
conformity with the requirements of the TSI to be assessed.
It must include:
— the technical design specifications, including European specifica-
tions, that have been applied,
— the necessary supporting evidence for their adequacy, in parti-
cular where the European specifications referred to in the TSI
have not been applied in full. This supporting evidence must
include the results of tests carried out by the appropriate labora-
tory of the manufacturer or on his behalf,
— the energy subsystem register, including all indications as speci-
fied in the TSI,
— the technical documentation as regards the manufacturing and the
assembling of the subsystem,
— a list of the interoperability constituents, to be incorporated into
the subsystem,
— a list of all manufacturers, involved in the subsystem's design,
manufacturing, assembling and installation,
— the demonstration, that all stages, as mentioned under point 3.2,
are covered by quality systems of the manufacturer(s) and/or of
the adjudicating entity involved, and the evidence of their effec-
tiveness,
— indication of the notified body(ies), responsible for the approval
and surveillance of these quality systems.
6.3. The notified body must examine the application concerning the
design examination and where the design meets the provisions of
Directive 96/48/EC and of the TSI that apply to it must issue a
design examination report to the applicant. The report shall contain
the conclusions of the design examination, conditions for its validity,
the necessary data for identification of the design examined and, if
relevant, a description of the subsystem's functioning.
6.4. The notified body must, concerning the other stages of the EC veri-
fication examine, if all stages of the subsystem as mentioned under
point 3.2 are sufficiently and properly covered by the approval and
surveillance of quality system(s).
If the compliance of the subsystem with the requirements of the TSI
is based on more than one quality system, it has to examine in parti-
cular:
— if the relations and interfaces between the quality systems are
clearly documented,
— and if overall responsibilities and powers of the management for
the compliance of the whole entire subsystem for the main
contractor are sufficiently and properly defined.
6.5. The notified body responsible for the EC verification, if not carrying
out the surveillance of the quality system(s) concerned as under
point 4, must coordinate the surveillance activities of any other noti-
fied body responsible for that task, in order to be ensured that
correct management of interfaces between the different quality
systems in view of subsystem integration has been performed. This
coordination includes the right of the notified body responsible for
the EC verification:
— to receive all documentation (approval and surveillance), issued
by the other notified body(ies),
— to witness the surveillance audits as under point 4.4,
— to initiate additional audits as under point 4.5 under its responsi-
bility and together with the other notified body(ies).
6.6. Where the subsystem meets the requirements of Directive 96/48/EC
and of the TSI, the notified body must then — based on the design
examination and the approval and surveillance of the quality
system(s) — draw up the certificate of EC verification intended for
the adjudicating entity or its authorised representative established
within the Community, which in turn draws up the EC declaration
of verification intended for the supervisory authority in the Member
State within which the subsystem is located and/or operates.2002D0733 — EN — 12.09.2002 — 000.001 — 48
▼B
The EC declaration of verification and the accompanying documents
must be dated and signed. The declaration must be written in the
same language of the technical file and must contain at least the
information included in Annex V to Directive 96/48/EC.
6.7. The notified body shall be responsible for compiling the technical
file that has to accompany the EC declaration of verification. The
technical file has to include at least the information indicated in
Directive 96/48/EC, Article 18(3), and in particular as follows:
— all necessary documents relating to the characteristics of the
subsystem,
— list of interoperability constituents incorporated into the
subsystem,
— copies of the EC declarations of conformity and, where appro-
priate, of the EC declarations of suitability for use, which said
constituents must be provided in accordance withArticle 13 of
the Directive, accompanied, where appropriate, by the corre-
sponding documents (certificates, quality system approval and
surveillance documents) issued by the notified bodies on the
basis of the TSI,
— all elements relating to the conditions and limits for use,— all elements relating to the instructions concerning servicing,
constant or routine monitoring, adjustment and maintenance,
— certificate of EC verification of the notified body as mentioned
under point 6.6, accompanied by corresponding calculation notes
and countersigned by itself, stating that the project complies with
the Directive and the TSI, and mentioning, where appropriate,
reservations recorded during performance of the activities and
not withdrawn;
the certificate should also be accompanied by the inspection and
audit reports drawn up in connection withth e verification, as
mentioned under points 4.4, and 4.5,
— the energy subsystem register, including all indications as speci-
fied in the TSI.
7. The complete records accompanying the certificate of EC verifica-
tion must be lodged with the adjudicating entity or its authorised
representative in support of the certificate of EC verification issued
by the notified body and must be attached to the EC declaration of
verification drawn up by the adjudicating entity intended for the
supervisory authority.
8. The adjudicating entity or its authorised representative within the
Community must keep a copy of the records throughout the service
life of the subsystem; it must be sent to any other Member State who
so requests.2002D0733 — EN — 12.09.2002 — 000.001 — 49
▼B
ANNEX B
ASSESSMENTOFINTEROPERABILITYCONSTITUENTS
B.1. SCOPE
This Annex indicates the assessment of conformity of interoperability constitu-
ents (overhead contact line, pantograph and contact strip) of the energy
subsystem.
B.2. CHARACTERISTICS
The characteristics of the interoperability constituents to be assessed in the
different phases of design and production are marked by an X in Tables B.1 toB3 .
Table B.1
Assessmentoftheinteroperability constituent:overheadcontactline
1 23456
Characteristics to be assessed Assessment in the following phase
Characteristic PointDesign and development phase Production
phase
(Series)Design
reviewReview of
manufac-
turing
processType testIn-service
experience
Geometry AC 4.1.2.1 X n. a. X n. a. X
Geometry DC 4.1.2.2Overall design 5.3.1.1
Basic parameters 5.3.1.3
Current capacity 5.3.1.2 X n. a. n. a. n. a. n. a.
Wave propagation
speed5.3.1.4 X n. a. n. a. n. a. n. a.
Elasticity and unifor-
mity of elasticity5.3.1.5 X n. a. X n. a. n. a.
Mean contact force 5.3.1.6 X n. a. X n. a. n. a.
Current at standstill 5.3.1.8 X n. a. X n. a. n. a.
Maintenance 5.3.1.7 n. a. n. a. n. a. n. a. X
n. a.: not applicable.2002D0733 — EN — 12.09.2002 — 000.001 — 50
▼B
Table B.2
Assessmenttheinteroperability constituents:pantograph
1 23456
Characteristics to be assessed Assessment in the following phase
Characteristic PointDesign and development phase Production
phase
(Series)Design
reviewReview of
manufac-
turing
processType testIn-service
experience
Overall design 5.3.2.1 X n. a. X n. a. X
Geometry of collector
head4.1.2.3,
5.3.2.2X n .a . n .a . n .a . X
Current capacity 5.3.2.3 X n. a. n. a. n. a. X
Design of insulation 5.3.2.4 X n. a. X n. a. XWorking range 5.3.2.5 X n. a. n. a. n. a. X
Static contact force 4.3.2.5,
5.3.2.6X n. a. X n. a. X
Mean contact force and
interaction performance5.3.2.7 X n. a. X n. a. X
Alternative contact
force stipulations:5.3.2.7 X n. a. X n. a. X
Automatic dropping
devices5.3.2.8 X n. a. X n. a. X
Current at standstill 5.3.2.9 X n. a. X n. a. n. a.
N.B.:with25 kV/95 kV 50 Hz 1 min and 250 kV peak, 1,2/50 µs.
n. a.: not applicable.2002D0733 — EN — 12.09.2002 — 000.001 — 51
▼B
Table B.3
Assessmentoftheinteroperability constituents:contactstrip
1 23456
Characteristics to be assessed Assessment in the following phase
Characteristic PointDesign and development phase Production
phase
(Series)Design
reviewReview of
manufac-
turing
processType testIn-service
experience
Basic parameter, length
of contact strip5.3.3.1 X n. a. n. a. n. a. X
Material 5.3.3.2 n. a. n. a. X n. a. X
Current capacity 5.3.3.3 n. a. n. a. X n. a. n. a.Current at standstill 5.3.3.4 X n. a. n. a. n. a. n. a.
Detection of contact
strip breakage5.3.3.5 X n. a. n. a. n. a. X
n. a.: not applicable.2002D0733 — EN — 12.09.2002 — 000.001 — 52
▼B
ANNEX C
ASSESSMENTOFTHEENERGYSUBSYSTEM
C.1. SCOPE
This Annex indicates the assessment of conformity of the energy subsystem.C.2. CHARACTERISTICS AND MODULES
The characteristics of the subsystem to be assessed in the different phases of
design, installation and operation are marked by an X in Table C.1.
Table C.1
Assessmentoftheenergysubsystem
12 3 4 5
Characteristics to be assessed Assessment in the following phase
Characteristic PointDesign and
development
phaseProduction phase
Design
reviewConstruction,
assembling,
mountingAssembled,
before
putting into
serviceValidation
under full
operating
conditions
Geometry of overhead
contact line4.1.2.1, X X X n. a.
4.1.2.2
Safety, earthing and
bonding4.3.1.2, X X n. a. n. a.
4.3.2.2
Gradient of contact wire 4.1.2.1, X n. a. X n. a.
4.1.2.2
Dynamic envelope 4.2.2.4 X n. a. n. a. n. a.Phase separation sections 4.2.2.10 X n. a. X n. a.
System separation sections 4.2.2.11 X n. a. X n. a.
Quality of current collec-
tion4.3.2.3 X n. a. X n. a.
Space for uplift 4.3.2.3 X n. a. X n. a.
Voltage and frequencies 4.1.1 X n. a. n. a. XMean useful value of the
voltage on a supply area4.3.1.1 X n. a. n. a. X
Type of line(performance) 4.3.1.1, X n. a. X n. a.
4.3.2.1
Protection against electric
shock4.3.1.8, X X X n. a.
4.3.2.4
Electrical protection (coor-
dination withrolling stock
subsystem)4.2.2.8 X n. a. X n. a.
Regenerative braking 4.3.1.4 X n. a. n. a. n. a.
Maintenance 4.3.1.9, n. a. n. a. X n. a.
4.3.2.62002D0733 — EN — 12.09.2002 — 000.001 — 53
▼B
12 3 4 5
Characteristics to be assessed Assessment in the following phase
Characteristic PointDesign and
development
phaseProduction phase
Design
reviewConstruction,
assembling,
mountingAssembled,
before
putting into
serviceValidation
under full
operating
conditions
Isolation of power supply
in case of danger4.3.1.10 X n. a. n. a. n. a.
Continuation of power
supply4.3.1.11 X n. a. n. a. X
n. a.: not applicable.2002D0733 — EN — 12.09.2002 — 000.001 — 54
▼B
ANNEX D
REGISTER OF INFRASTRUCTURE, INFORMATION ON THE
ENERGYSUBSYSTEM
D.1. SCOPE
This Annex covers the information concerning the energy subsystem to be
included in the register of infrastructure for each homogeneous section of inter-
operable lines which has to be established according to point 4.2.3.5.
D.2. CHARACTERISTICS TO BE DESCRIBED
Table D.1 contains those characteristics of the energy subsystem interoperability
for which data are to be given for each line section.
Table D.1
Informationtobegivenintheregister ofinfrastructurebytheadjudicatingentity
Parameter, interoperability element Point
Indication of voltage and frequency 4.1.1
Height of the contact wire for high-speed lines. Use of the
1 600 mm Eur collector head or of other collector head
accepted on the line4.1.2.1, 4.1.2.2, 7.3
Wind speed to be considered 4.1.2.1, 4.1.2.2
Maximum ambient temperature 5.3.1.2
Minimum crosswind 5.3.1.2
Adjustment of pantographcontact force 5.3.2.7Phase separation sections: type of separation section used
Information on operation4.2.2.10
System separation sections: type of separation section used
Information on operation: tripping of circuit breaker, lowering
of pantographs4.2.2.11
Category of line: declaration of performance 4.3.1.1
Regenerative braking on DC electrification: acceptance or not 4.3.1.4Harmonic characteristics: electrical data concerning the power
supply4.3.1.7
Power/current limitation on board required: yes or no 4.2.2.5
Electric protection coordination 4.2.2.8
Any other divergence from the TSI requirements2002D0733 — EN — 12.09.2002 — 000.001 — 55
▼B
ANNEX E
COORDINATION OF ELECTRICAL PROTECTION SUBSTATIONS/
TRACTIONUNITS
E.1. GENERAL
Compatibility of protective systems between traction unit and substation shall be
verified.
E.2. PROTECTION TOWARD SHORT CIRCUITS
Every traction unit is equipped witha circuit breaker wh ose breaking capacity is
higher or lower than the maximum short circuit current that may occur on the
‘primary’ of its electrical circuit, depending on the traction system.
Table E.1
Maximumcontactline—rail shortcircuitlevel
Power supply systemSubstation generally connected in
parallelMaximum rail short circuit current
that may occur
Yes/No kA
AC 25000 V-50Hz N 15(1)
AC 15000 V-16,7 Hz Y 40
DC 3 000 V Y 50 (prospective sustained) (2)
DC 1 500 V Y 75 (prospective sustained) (2)
DC 750 V Y 65 (prospective sustained) (2)
(1) The value of 12 kA was previously commonly accepted.
(2) For definition see EN 50123-1
Table E.2
Actiononcircuit breakerswheninternalfaultwithinatractionunitoccurs
Power supply systemWhen any internal defect fault occurs within the traction units: sequence of
tripping of:
substation feeder circuit breaker traction unit circuit breaker
AC 25000 V-50 Hz Immediate tripping (1) Immediate tripping
AC 15000 V-16,7 Hz Immediate tripping (1) Primary side of the trans-
former:
tripping shall be staged
secondary side of the trans-
former:
immediate tripping
DC immediate tripping (2) immediate tripping
(1) The tripping of the circuit breaker should be very rapid for high short circuits currents.
(2) When the current of the short circuit is very high, the tripping of circuit breakers in the substations should be
very rapid, and thereby prevents the traction unit circuit breaker clearing faults on it.
E.3. AUTO-RECLOSING OF ONE OR MORE SUB-STATION CIRCUIT
BREAKERS.
The auto reclosing systems (if any) for circuit breakers in the sub-station are
liable to re-energise the line. In such a case, the sub-station circuit breakers
may only be re-closed after the tripping of the circuit breakers on the traction2002D0733 — EN — 12.09.2002 — 000.001 — 56
▼B
units present in the zone supplied by the sub-station. The traction unit circuit
breakers shall trip automatically as explained in point E 4 hereafter.
E.4. EFFECT OF LOSS OF LINE VOLTAGE AND RE-ENERGISATION
ON THE TRACTION UNIT
The traction unit circuit breakers shall trip automatically within three seconds
after loss of line voltage.
Note 1:see Annex N to this TSI.
On re-energisation, the traction unit circuit breaker shall not reclose within three
seconds of the line being re-energised.
Note 2: the time delay on re-energisation allows for testing of the line for
persistent short circuit.
E.5. DC ELECTRIFICATION SYSTEMS: TRANSIENT CURRENT
DURING CLOSURE
This provision is only applicable to DC traction units fitted with an input filter.When the circuit breaker of a traction unit is going to be closed, with the input
filter (if fitted), the transient current should not cause the protection devices in
the sub-stations to trip unnecessarily. The requisite information shall be obtained
from the railways concerned when vehicle-mounted filters are being designed.
The di/dt differential of the transient current on closure of the traction unit
circuit breaker shall have the following characteristics:
Table E.3
di/dtwhenclosureoftractionunitcircuitbreaker
T condition applicable to di/dt
0 ms di/dt < 60 A/ms
20 ms di/dt < 20 A/ms
witha minimum overh ead and sub-station inductance of 2 mH.2002D0733 — EN — 12.09.2002 — 000.001 — 57
▼B
ANNEX F
TYPEOFLINE
F.1. SCOPE
This Annex covers both:
— lines generally equipped for speeds of 250 km/hand above, and
— lines upgraded for speeds of approximately 200 km/h.
F.2. OBJECTIVES
This Annex defines the type of line of a route as a function of the traffic in
terms of speed and headway and the traction unit power at the pantograph.
F.3. DEFINITIONS
Type of line
Classification of lines as a function of the parameters described below.
Maximum line speed
Speed in km/h for which the line was approved for operation.
Power of train at the pantograph
Maximum continuous power in MW demanded by the train taking into account
power for traction (from effort/speed curve), regeneration and auxiliaries.
Minimum possible headway
Interval in minutes at which trains can run in impaired scheduling conditions, as
allowed by the signalling system.
F.4. DATA FOR TYPES OF LINES
F.4.1.General
Table F.1 provides information common to all electrification systems.
For high-speed lines the following is assumed: V ≥250 km/h; the electrifica-
tion systems chosen are AC 25 kV 50 Hz and AC 15 kV 16,7 Hz.
For upgraded and connecting lines, Table F.1 covers all the electrification
systems in use in Europe, regardless of line speed.
Table F.1
Typeoflines
Range of speed
VMinimum
possible
headwayTrain power at
the pantographType of line
km/hMinutes MW
V≥3003 20-25 or
moreIa
3 15-20 b
3 10-15 c
250≤V<3002 20
IIa
3 15-20 b
3 10-15 c
4 15-20 d
4 10-15 e
5 15-20 f
5 10-15 g
200≤V<2502 15
IIIa
3 10-15 b
4 10-15 c
5 10-15 d2002D0733 — EN — 12.09.2002 — 000.001 — 58
▼B
Range of speed
VMinimum
possible
headwayTrain power at
the pantographType of line
km/hMinutes MW
160≤V<2002 6-10
IVa
2 10-15 b
2 15-25 c
3 6-10 d
3 10-15 e
4 6-10 f
4 10-15 g
5 6-10 h
5 10-15 i
120-1602
(1)Va
3 b
4 c
5 d
< 1202
(1)V Ia
3 b
4 c
5 d
(1) For lines with speed below 160 km/h the type of line shall only be defined simply in
terms of line speed and headway due to the wide range of power of trains circulatingon these lines.2002D0733 — EN — 12.09.2002 — 000.001 — 59
▼B
ANNEX G
POWERFACTOROFATRAIN
G.1. SCOPE
This Annex applies to trains designed for interoperable traffic on lines of the
trans-European high-speed rail system.
G.2. GENERAL
The higher the power factor, the better is the power supply performance, there-
fore, the following rules apply. Capacitive or inductive power from a train can
be utilised to change and improve the overhead line voltage.
G.3. DEFINITION OF POWER FACTORThe total power factor λis defined by
λ=αcosφ
where: α= is the deformation factor and
φ= the phase angle.
G.4. INDUCTIVE POWER FACTOR
G.4.1.Objective
This point deals with inductive power factor and power consumption over the
range of voltage between U
min1and Umax1defined in Annex N to this TSI.
G.4.2.Requirements
For eachinteroperable train running on an interoperable line th e requirements
specified in Table G.1 shall be met.
Table G.1
Totalpowerfactor λofatrain
Power consumption
of a train
MWCategory of line
High-speed Upgraded Connecting (3)
(a) P > 6 ≥0,95 ≥0,95 ≥0,95 (1)
(b) 2 < P ≤6 ≥0,93 ≥0,93 ≥0,93 (1)
(c) 0≤P≤2(2)(2)(2)
(1) These values are recommended.
(2) In order to control the total power factor of the auxiliary load of a train during coasting
phases, the overall average λ(traction and auxiliaries) defined by simulation and/or
measurement shall be higher than 0,85 over a complete timetable journey.
The calculation of overall average λfor a train journey is taken from the active energy
WP(MWh) and reactive energy WQ(MVArh) given by a computer simulation of a train
journey or metered on an actual train
λ¼1=ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ
1þWQ=WP/C0/C12hir
(3) The adjudicating entity may impose conditions, e.g.: economic, operating, power
limitation, for acceptance of trains having power factors below the target value.
For yards or depot, when a train is stationary, with traction power off, and the
active power taken from the overhead line is greater than 10 kW per vehicle, the
total power factor resulting from the train load shall not be less than 0,8, but
witha target value of 0,9.
The values of conditions (a) and (b) shall be checked or measured with a
feeding system not limiting the performances of the train.2002D0733 — EN — 12.09.2002 — 000.001 — 60
▼B
G.5. CAPACITIVE POWER FACTOR
Within the range of voltage Umin1to Umax1defined in Annex N to this TSI, capa-
citive power factors are not limited. Within the range of voltage Umax1to Umax2,a
train shall not behave like a capacitor.2002D0733 — EN — 12.09.2002 — 000.001 — 61
▼B
ANNEX H
OVERHEADLINE EQUIPMENT, GEOMETRICAL INTERACTION OF
OVERHEADLINESANDPANTOGRAPH,ACSYSTEMS
H.1. SCOPE
This Annex covers:
— geometrical requirements for overhead contact lines,
— geometrical requirements for pantographs, and
— requirements for interaction of overhead contact lines and pantographs,
for lines of the trans-European high-speed rail system supplied by AC systems.
H.2. OBJECTIVES
This Annex supplements the basic parameters specified for lines supplied by AC
systems. These requirements are necessary to guarantee safe running of the
trains, a supply without interruption and undue disturbances, and to achieve an
interaction without excessive wear and tear of contact wires and collector strips.
H.3. GEOMETRICAL REQUIREMENTS
H.3.1.Overheadcontactlines
In Table H.1 the geometrical requirements are given together with tolerances.
Table H.1
Geometry ofoverheadcontactlines
No Description Connecting lines Upgraded lines High-speed lines
1 Height of contact wire
1.1 Nominal height of
contact wire (mm)Between 5 000
and
5 750(1)(2)(3)Between 5 000
and 5 500(1)(3)5 080 or 5 300(3)
1.2 Tolerance (mm) ± 30 ± 30 0 + 20
1.3 Limit values 4 950 and 6 200 4 950 and 6 200 —
2 Permissible contact
wire gradient in rela-
tion to the track and
permissible variation of
gradientSee EN 50119, version 2001, point
5.2.8.2No planned gradi-
ents acceptable
3 Permissible lateral
deflection of the
contact wire under
action of cross wind
(mm) (3)≤400
(1) For connecting lines with mixed freight and passenger traffic of operation of trailers with oversized gauge the
contact wire height may be higher provided the pantograph is suited to collect the current with the specifiedquality and the development of the pantograph is sufficient as specified in point 5.3.2.5.
(
2) At level crossings the contact wire height shall be designed according to national directives.
(3) The contact wire height and wind speed to be considered will be defined in the register of infrastructure defined
in Annex D to this TSI.
H.3.2.Pantographs
In Table H.2 the geometrical requirements for a pantograph suitable for the
trans-European high-speed rail system are presented. Figure H.1 shows details
of the pantograph collector head. Since the pantographs will be used on all lines
of the interoperable system no distinction between line categories can be made.2002D0733 — EN — 12.09.2002 — 000.001 — 62
▼B
Table H.2
Geometry ofpantographcollector head
No Description All line categories
1 Widthof pantographcollector h ead (mm) 1 600
2 Working range of pantographcollector h ead (mm) 1 200
3 Electrical widthof pantographcollector h ead maximum
(mm)650
4 Lengthof contact strips (mm) ≥800
5 Profile of pantographcollector h ead See figure H.1
6 Device to detect defects in pantographcollector h ead Necessary
Figure H.1
Profile ofpantographcollector head
1 Horn made of insulating material
2 Minimum lengthof th e contact strip
3 Projected length
4 Working range of the collector head5 Width of the collector head
H.3.3.Phaseseparationsections
Two types of phase separation section are discussed.
In case of the arrangement according to figure H.2 the neutral section is longer
than the distance between the farthest pantograph in operation on an interoper-
able train which is 400 m.
Figure H.2
Arrangementofphaseseparationwithlongneutralsection
LengthD > 402 mOverlapping sections C: pantographin contact withtwo contact wires.In Figure H.3 the total separation section is shorter than the 143 m spacing
between three consecutive pantographs.2002D0733 — EN — 12.09.2002 — 000.001 — 63
▼B
Figure H.3
Arrangementofphaseseparationwithshortneutralsection
LengthD < 142 m
Overlapping sections C: pantographin contact withtwo contact wires.
H.3.4.Exampleofsystemseparationsection
When system separation sections are negotiated with pantographs lifted the
separation section consists of three neutral contact line sections insulated to
each other. The total length shall be at least 402 m. Figure H.4 shows the design
principle.
Figure H.4
Arrangementofsystemseparationsectionwithlongneutralsection
H.3.5.Arrangementofpantographontrains
To negotiate the specified types of phase separations the maximum spacing of
pantographs is 400 m, which is the maximum train length. In addition the
spacing of three constructive pantographs must be more than 143 m. The panto-
graph between two others can be arranged anywhere. Between pantographs in
service no electrical link may exist. Figure H.5 shows the pantograph arrange-
ment.
Figure H.5
Pantographarrangement
LengthL1< 400 mm
LengthL2> 143 m.2002D0733 — EN — 12.09.2002 — 000.001 — 64
▼B
H.3.6.Dynamicenvelopeforpantographpassage
Figure H.6 shows the dimensions for the space necessary for passage of Euro
pantographs on interoperable lines. In addition to this space the infrastructure
shall take account of the space necessary for installation of the contact line itself
and the necessary safety clearances. The space depends on the design of indivi-
dual contact line and the corresponding voltage.
In figure H.6 the width L1refers to the contact wire height of 5,0 m while L2depends on the contact wire height as applicable for a specific line. S is the
provision for uplift corresponding to two times Soaccording to Tables 4.5 and
4.6.
The value L2is
L_{2} = 0,74 + 0,04 · H + 0,15 · H · C - 0,075 · C + 2,5 / R,
where the maximum track gauge is assumed to be 1,45 m The cant C, the radius
R and the dimension H are measured in metres.
Figure H.6
Dynamicenvelopeforpassageofpantographsoninteroperablelines
Table H.3 shows as an example the relations between track radius, cant and
dimensions L1and L2for high-speed lines with a track radius of more than
3 000 m. The dimension H is the sum of the contact wire height CWH and the
provision S for uplift.
Table H.3
Dimensions for dynamic envelope for pantograph passage for high-speed
lines(examples,trackradiusmorethan3000m)
Cant C
mWidthL1at 5,00 m height
mWidthL2(see figure H.6)
m
0,0 0,94 0,74 + 0,04 H
0,066 0,99 0,74 + 0,05 H
0,180 1,08 0,73 + 0,07 H2002D0733 — EN — 12.09.2002 — 000.001 — 65
▼B
ANNEX J
OVERHEADLINE EQUIPMENT, GEOMETRICAL INTERACTION OF
OVERHEADLINESANDPANTOGRAPHS,DCSYSTEMS
J.1. SCOPE
This Annex covers:
— geometrical requirements for overhead contact lines,
— geometrical requirements for pantographs and— requirements for interaction of overhead contact lines and pantographs,
for upgraded and connecting lines of the trans-European high-speed rail system
supplied by DC systems.
J.2. OBJECTIVESThis Annex supplements the basic parameters specified for lines supplied by DC
systems. These requirements are necessary to guarantee the safe running of
trains by an energy supply without interruption and undue disturbances and to
achieve an interaction without excessive wear and tear of contact wires and
collector strips.
J.3. GEOMETRICAL REQUIREMENTS
J.3.1.Overheadcontactlines
In Table J.1 the geometrical requirements are listed together with tolerances.
Table J.1
Geometry ofoverheadcontactlines
No Description Connecting lines Upgraded lines
1 Height of contact wire
1.1 Standard height of contact wire
(mm)Between 5 000 and
5600 (1)(2)(3)Between 5000 and
5 500(3)(4)
1.2 Tolerance (mm) 0 + 60 0 + 60
1.3 Limit values (mm) 4 950 and 6 200(5) 4 950 and 6 200
2 Permissible contact wire
gradient in relation to the track
and variation of gradientSee EN 50119, version 2001, point 5.2.8.2
3 Permissible lateral deflection to
the contact wire under action of
cross wind (mm)≤400
(1) For connecting lines with mixed freight and passenger traffic of operation of trailers with oversized gauge the
contact wire height may be higher provided the pantograph is suited to collect the current with the specifiedquality and the development of the pantograph is sufficient as specified in point 5.3.2.5.
(
2) At level crossings the contact wire height shall be designed according to national directives.
(3) For the lines in Italy referred to in note 2 to Table 4.1 the contact wire height is between 5 000 mm and
5 300 mm. The other values apply to other types of lines.
(4) The contact wire height and wind speed to be considered will be defined in the register of infrastructure defined
in Annex D to this TSI.
(5) For connecting lines in Spain: 4 600 mm and 6 200 mm.
J.3.2.Pantographs
In Table J.2 the geometrical requirements for a pantograph suitable for the trans-
European high-speed rail system are presented. Figure J.1 shows details of the
pantograph collector head. Since the pantographs will be used on connecting
and upgraded lines of the interoperable system no distinction between line cate-
gories is made.2002D0733 — EN — 12.09.2002 — 000.001 — 66
▼B
Table J.2
Geometry ofpantographcollector head
No Description All line categories
1 Widthof pantographcollector h ead
1.1 Unified collector head (mm) 1 600
1.2 Collector head during transition
period (mm)1 450 and 1 950
2 Working range of pantograph
collector head (mm)1 200
3 Lengthof contact strips (mm) ≥800
4 Profile of pantographcollector h ead
4.1 Profile of unified collector head See figure J.1
4.2 Profile of transitional collector head EN 50367
5 Electrical link between pantographWh en such link exists, a
means to interrupt this
link shall be provided
6 Device to detect defects in panto-
graphcollector h eadNecessary
Figure J.1
Profile ofcurrentcollector head
1 Horn made of insulating material
2 Minimum lengthof th e contact strip3 Projected length4 Working range of the collector head
5 Width of the collector head
J.3.3.Dynamicenvelopeforpantographpassage
The stipulations in DC are the same as in AC. Reference is made to Annex H,
point H.3.6.2002D0733 — EN — 12.09.2002 — 000.001 — 67
▼B
ANNEX K
REGENERATIVEBRAKING
K.1. SCOPE
This Annex applies to interoperable traffic on lines which power supply is an
AC system. It gives the conditions for use of regenerative braking on power
supply traction systems.
Note:In DC systems, by request of the railway undertaking, the adjudicating
entity can decide upon the acceptance of regenerative braking.
K.2. ROLLING STOCK CONSIDERATIONSTrains shall not continue to use their regenerative brake if:
— there is a loss of supply voltage or a contact line - rail/earth short circuit on
the section fed by the substation,
— the contact line fails to absorb the energy,— the line voltage is higher than U
max2. See Annex N to this TSI.
If feedback energy absorption by other consumers is not available, rolling stock
shall revert to other brake systems.
K.3. ENERGY SUBSYSTEM CONSIDERATIONSThe energy subsystem has to be designed in such a way that regenerative
braking can be used as a service brake.
The adjudicating entity shall ask the power supply authority to accept the feed-
back of braking energy into the supply network, when the energy cannot be
absorbed by other railway consumers.
K.4. ASSESSMENT
The substation control and protection devices shall allow feed back for energy
to the supplying net. The connecting diagrams shall allow the assessment.2002D0733 — EN — 12.09.2002 — 000.001 — 68
▼B
ANNEX L
VOLTAGE AT THE PANTOGRAPH (QUALITY INDEX OF POWER
SUPPLY)
L.1. SCOPE
The aim of a design study is to define the characteristics of fixed installations.
These installations should allow the most severe conditions, as specified in the
timetable to be satisfied through:
— the most dense operating period in the timetable, corresponding to peak
traffic,
— the characteristics of the different types of train involved, taking account of
the selected traction units.
This Annex covers both:
— high-speed lines designed for speeds of 250 km/h and above, and
— lines upgraded for speeds of approximately 200 km/h.
L.2. OBJECTIVESThe objective is to give an indication of quality of fixed installations for electric
traction. It is based on a mathematical study of voltage seen on an electrified
route withtrains running to th e reference timetable.
The quality index U
mean usefulis calculated by simulation and can be verified by ad
hoc measurements on a critical train.
Note:With the aim of guaranteeing the performance levels for all trains
depending on type of line, the adjudicating entity should design his
equipment in such a way that the mean useful voltage at the pantograph
on each train in the supplied section is sufficiently high. This does notmean that trains will not, for very short periods, be subjected to extreme
voltages as defined in Annex N to this TSI.
L.3. DEFINITION OF MEAN USEFUL VOLTAGEMean useful voltage U
mean usefulis calculated by computer simulation of a
geographic zone which takes account of all trains scheduled to pass through
the zone in a given period of time corresponding to the peak traffic period in
the timetable. This given period of time should be sufficient to take account of
the highest load on each electrical section in the geographic zone.
Account shall be taken of the electrical characteristics of the power supply
installation and eachdifferent type of train in th e simulation.
The fundamental voltage at the pantograph of each train in the geographic zone
is analysed at each simulation time step. For AC systems, the rms of the funda-
mental voltage is used. For DC systems, the average is used. This time step in
the simulation shall be short enough to take into account all events in the time-
table.
The voltage values from the simulation are used to study:1.U
mean usefulof power supply zone
This is the mean value of all voltages analysed in this simulation and gives
an indication of the quality of the power supply for the entire zone.
All trains in the geographic zone, over the peak traffic period considered, are
included in this analysis whether they are in traction mode or not (stationary,
traction, regeneration, coasting) at eachsimulation time step.
2.Umean usefulof train
This is the mean value of all voltages in the same simulation as the
geographic zone study but only analysing the voltages for one particular train
at each time step where the train is taking traction load (not stationary, no
regeneration, no coasting).
The mean value of these voltages gives a check on the performance of each
train in the simulation and, as a result, identifies the governing train, the train
whose ability to accelerate is most constrained by low voltage.2002D0733 — EN — 12.09.2002 — 000.001 — 69
▼B
L.4. VALUES RECOMMENDED FOR MEAN USEFUL VOLTAGE AT
THE PANTOGRAPH
The minimum values for mean useful voltage Umean usefulat the pantograph are
given in Table L.1:
Table L.1
Minimummeanusefulvoltageatpantograph(kV)
Electrification systemDC 1,5
kVDC 3 kVAC 15
kVAC 25 kV
Zone 1,30 2,80 14,2 22,5
Train 1,30 2,80 14,2 22,5
L.5. RELATION BETWEEN MEAN USEFUL VOLTAGE Umean usefulAND
Umin1
The designing of the power supply shall be conducted in such a way that thesimulations enabling mean useful voltage U
mean usefulat the pantograph to be
computed, never generate instantaneous voltage values at the pantograph of
any train lower than the limit Umin1from Annex N to this TSI for traffic corre-
sponding to the type of line concerned (see Annex F to this TSI).
L.6. SELECTION CRITERIA DETERMINING THE VOLTAGE AT THE
PANTOGRAPH FOR HIGH-SPEED TRAINS
The design of fixed installations for electric traction can be obtained by simu-
lating the critical timetable taking into account the power drawn by each train in
the simulation at each time interval. Over and above aspects of calibration of
equipment (transformers, overhead lines, autotransformers for 2 × 25 kV and
converters for DC) and compatibility withapparent performance tolerated at
the high voltage connection points, the quality of the power supply constituents
an important qualifying parameter for the supply scheme studied.
The characteristic curve of traction effort and speed for a traction unit changes
as a function of the voltage at the pantograph. Determining the envelope of the
characteristic traction effort and speed curve, under reduced voltage is achieved
in relation to the nominal characteristic curve, by extrapolation over the speed
range, with the proportionality coefficient being slightly lower than the voltage
ratio of voltage at pantographand nominal voltage (Upantograph/Unominal).
The voltage values obtained should allow the desired performance levels to be
attained. For example, in order to study electrification with25 kV, th e selection
of a voltage of at least 22,5 kV makes it possible, not to drop statistically below
the minimum limit of 19 kV. Voltages below 19 kV are possible in periods of
abnormal traffic with trains on closer headway in particular, or in the case of
special situations that do not always appear in the simulations such as coinci-
dence of flights of traffic in both directions.
Th e incidence of situations withimpaired performance, bothfrom th e point of
view of the power supply scheme and the operating graph, should be assessed
taking into account permitted reductions in performance.
The selection of the correct mean useful voltage presents the following advan-
tages.
— It allows the traction units to function close to their nominal voltage, hence
optimising efficiency and performance.
— It ensures that the values of minimum voltage specified by the standards are
respected.
— It reflects the fact that the fixed installations for electric traction have the
correct performance and that, as a result, increased traffic volumes can be
considered.
— It allows certain impaired traffic situations to be dealt with.2002D0733 — EN — 12.09.2002 — 000.001 — 70
▼B
L.7. CALCULATION OF MEAN USEFUL VOLTAGE AT THE PANTO-
GRAPH
The mean useful voltage Umean usefulat the pantograph is defined as follows:
where:
Tj= integration or study period on train number j,
n = number of trains considered in the study.
For AC systems:
Upj= momentary rms voltage at power frequency at the pantograph of train
numberj,
|Ipj| = module of momentary rms current at power frequency flowing through
the pantograph of train number j.
For DC electrification:U
pj= momentary average DC voltage at the pantograph of train(s) number j,
|Ipj| = module of momentary average DC current flowing through the panto-
graphof train number j.
This represents the relation between mean power calculated for the train (trains)
during their traction sequences and the corresponding mean current.
An equivalent result is obtained with the following formula that is more suitable
for some computer programs:
where:
n = number of trains considered in the simulation,
Uj,k= rms voltage of the power frequency voltage evaluated from the basic
calculation step for AC electrification systems;
average voltage obtained on the basic calculation step for DC electrifi-
cation systems,
M = number of calculation steps in the integration period,
N = number of integration periods in the simulation,
∆t= time during which each step Mis simulated,
Note: ∆thas to be short enough to take account of all events in the
timetable.
This expression for the voltage has the advantage that it reflects quite closely
the quality of the power supply in the case of traffic simulations comprising a
large number of trains on the railway under study.
The formula above is used to study:
A geographic part (i.e. the part of the network to be studied) in a given period
of time, with account taken of all the trains passing through the part, whether
they are in traction mode or not (stationary, traction, regenerating, coasting).
The value of mean useful voltage Umean usefultherefore is an indicator of the
quality of the power supply for the entire part.
The mean useful voltage at the pantograph of each train among those within the
studied part of line; only the traction periods of the train are taken into account.
In this case nis equal to 1 in the formula above. This value is taken to check
the performance of each train in the simulation and as a result identifies the
governing train.2002D0733 — EN — 12.09.2002 — 000.001 — 71
▼B
L.8. QUALITY INDEX OF THE POWER SUPPLY
L.8.1. Umeanuseful(zone)
What When How Acceptance condition
Simulation
On a defined zone of
the power supply
systemAfter eachsimu-
lationUsing the simulation
results of the trains in
the considered zone andcalculation withdefini-
tion in L.3The value is greater than
the values given in the
row ‘Zone’ of Table L.1
L.8.2. U
meanuseful(train)
What When How Acceptance condition
Simulation
For a defined train in
the simulation time-
table - mostly the
dimensioning trainAs a result of
simulationsUsing the simulation
results of the train calcu-
lation withdefinition in
point L.3The value is greater than
the values given in the
row ‘eachtrain’ of Table
L.1 (TSI lines or classical
lines)
L.8.3.Relationbetween Umeanusefuland Umin1
What When How Acceptance condition
Simulation
After eachsimu-
lationUsing the simulation
results of eachtrain
considered in the zone
test to be made only if
Umean usefulat the panto-
graph is higher than the
values stipulated in L.5.Check that the voltage at
the pantograph of each
train is never under Umin12002D0733 — EN — 12.09.2002 — 000.001 — 72
▼B
ANNEX M
TESTANDVERIFICATIONOFCONTACTSTRIPS
M.1. SCOPE
This Annex applies to tests and verification of collector strips to be used on
pantographs for interoperable high-speed traffic.
M.2. CONTACT STRIPS
M.2.1.General
The type of contact strip used shall be in accordance with following:
— current capacity,
— static force,— contact strip material.
The material of the contact strips shall be acceptable to the adjudicating entity.
Commonly used materials of contact strips are:
— plain carbon, if necessary impregnated withadded material,
— copper-steel, copper alloy, copper,— copper-clad carbon,— sintered material.
For the use of other materials it is necessary to furnish proof that the character-
istics are equal to or better than the characteristics of the recommended
materials.
The operation with different contact strip material on the contact line network
shall be based on an agreement between adjudicating entity and train operator.
Note:If mixed material for collector strips in the networks will be used, the
wear of collector strips and contact wire could increase.
M.3. CURRENT AT STANDSTILL
M.3.1.Testingconditions
The heating of the contact wire by the current at standstill shall be checked for
DC systems. A check for the AC systems is not necessary because of the lower
current at standstill.
The test shall be carried out with one pantograph equipped with a collector head
containing two collector strips.
The two collector strips shall be tested on a plane surface according to a used
condition.
The pantograph shall be mounted on a traction unit. Testing shall be performed
in a protected environment (in a closed workshop) in order to avoid any influ-
ences from flows of air.
Testing shall be performed under one or two contact wires equipped with
temperature sensors. The temperature sensors shall be located 2 mm from the
contact surface.
M.3.2.Testingprocedure
Testing shall be performed with a static contact force according to point 5.3.2.6.
The current conveyed by the pantograph shall be related to the maximum
consumption of the rolling stock with the limits specified in point 5.3.3.4.
Each test shall last for 30 minutes unless the temperature displayed by one of
the sensors reaches the maximum permissible value for the contact wires. This
value shall be specified by the adjudicating entity. In this case the test shall be
stopped.
Current intensity and temperature shall be continually recorded.Testing shall be deemed to be satisfactory if the maximum temperature of the
contact wires after 30 minutes is not higher than the limit value stipulated.
M.4. CURRENT AT ELECTRICAL LOADM.4.1.Testingconditions
The wear of the contact strips by the current at electrical load shall be checked
for DC systems. A check for AC systems is not necessary because of the lower
current at electrical load.2002D0733 — EN — 12.09.2002 — 000.001 — 73
▼B
Testing conditions
The pantograph shall be mounted on a traction unit whose capacity permits at
least the collection of maximum electric current.
The pantograph fitted with the test collector strips shall be set in such a manner
during the on-track runs and before the measurements that the worst conditionsfor current transmission are fulfilled.
M.4.2.Testingprocedure
The traction unit shall haul a train of the maximum allowed mass at a speed
such that the maximum current is reached.
In each configuration the maximum current intensity during the relevant
measurements shall be transferred for 30 minutes.
In order to ensure that the running performance of the collector strips is suffi-
ciently representative, 10 measuring runs shall be performed in each
configuration.
It is recommended that the collector strips be replaced in each case after a cycle
of 10 runs.
After each cycle the condition of the collector strips shall be inspected and the
extent of wear (mm/1 000 km) determined so that their running performance can
be assessed.
Testing shall be deemed to be satisfactory when no defects are detected which
can impair the running performance of the collector strips and when the extent
of wear complies with the running performance indicated in the TSI Energy.2002D0733 — EN — 12.09.2002 — 000.001 — 74
▼B
ANNEX N
VOLTAGEANDFREQUENCYOFTRACTIONSYSTEMS
N.1. SCOPE
This Annex defines the voltage and frequency and their tolerances at the term-
inals of the substation and at the pantograph.
N.2. VOLTAGE
The characteristics of the main voltage systems (overvoltages excluded) are
detailed in Table N.1.
Table N.1
Nominalvoltagesandtheirpermissiblelimitsinvaluesandduration
Electrification
systemLowest non-
permanent
voltageLowest perma-
nent voltageNominal voltageHighest perma-
nent voltageHighest non-
permanent
voltage
Umin2
(V)Umin1
(V)Un
(V)Umax1
(V)Umax2
(V)
DC (mean
values)400 (1) 400 600 720 800(2)
400 (1) 500 750 900 1 000(2)
1000 (1) 1 000 1 500 1 800 1 950(2)
2000 (1) 2 000 3 000 3 600 3 900(2)
AC (rms
values)11000 (1) 12000 15000 17250 18000(2)
17500 (1) 19000 25000 27500 29000(2)
(1) The duration of voltages between Umin1andUmin2shall not be longer than two minutes.
(2) The duration of voltages between Umax1andUmax2shall not be longer than five minutes.
— The voltage of the busbar at the substation with all line circuit breakers open
shall be lower or equal than Umax1.
— Under normal operating conditions voltages shall stay within the range
betweenUmin1andUmax2.
Under abnormal operating conditions voltages in the range Umin1toUmin2are
acceptable.
Relation Umax1/Umax2
Eachoccurrence of Umax2shall be followed by a level below or equal to Umax1for
an unspecified period.
Lowestoperationalvoltage
Under abnormal operating conditions, Umin2is the lower limit of the overhead
contact line voltage for which trains are intended to operate.
Note:Recommended values for undervoltage tripping:
The setting of undervoltage relays at fixed points or on board may be
from 85 % to 95 % of Umin2.
N.3. FREQUENCY
The frequency of the 50 Hz electric traction system is imposed by the three-
phase grid. Therefore, the values stated by EN 50 160 are applicable. The
frequency of the 16,7 Hz electric traction system (except for synchronous- asyn-
chronous converter) is not imposed by the three-phase grid.
Table N.2 gives the values applicable to both electric systems.2002D0733 — EN — 12.09.2002 — 000.001 — 75
▼B
Table N.2
Frequencyonrailwaypowersystemandtheirpermissiblelimits
DurationNominal frequency of the
systemRailway power system supplied by:
an interconnected 3-phase
grida non-interconnected 3-
phase grid
95 % of a week50 Hz50,50 Hz 51,00 Hz
49,50 Hz 49,00 Hz
16,7 Hz16,83 Hz n.a.
16,50 Hz n.a.
100 % of a week50 Hz52,00 Hz 57,50 Hz
47,00 Hz 42,50 Hz
16,7 Hz17,36 Hz 17,00 Hz
15,69 Hz 16,17 Hz
n.a.: not applicable.
Note:In practice, the variation of frequency is more closely controlled in
Europe than stated above.
N.4. TEST METHODOLOGYN.4.1.Measurement ofthevoltageontheline
N.4.1.1.Rolling stock
Rolling Stock shall be tested as described in EN 50215: 1999 point 9.15N.4.1.2.Fixed installations
Where When How Acceptance condition
N.4.1.2.1 Substation
bus bar, line circuit
breakers open,
normal operating
conditionsAt commis-
sioning— Voltage recorder for
the fundamental
frequency, or
— Digital data loggers
witha frequency
range greater than or
equal to 2 kHz.
Averaging over 1
second
— Measurement period
1 minuteAll voltage values are less
than or equal to Umax1
N 4.1.2.2 If any
voltage conditioning
device is installed
along the line
Measure on either
side of the device
under no load and
normal operating
conditionAt commis-
sioning and
operatingNo load see above
substation
When in operation see ad
hoc measurement here-
afterNo load see above substa-
tion
When in operation see ad
hoc measurement hereafter2002D0733 — EN — 12.09.2002 — 000.001 — 76
▼B
Where When How Acceptance condition
N 4.1.2.3 Ad hoc
measurement
At the site, where
problems are situ-
ated.On response to
problems.— Voltage recorder
devices for the funda-
mental frequency, or
— Digital data loggers
witha frequency
range greater than or
equal to 2 kHz aver-
aging over 1 second
— Measurement period
minimum 1 hour
maximum 1 week— All voltage values are
greater than or equal to
Umin2
— All durations of
voltages below Umin1are less than or equal
to the duration stated
in point N.2 require-
ment 1.
— Average value of the
voltage is between
Umin1andUmax1
— All durations of
voltages above Umax1are less than or equal
to the duration stated
in point N.2 require-
ment b.
— All voltage values are
less than or equal to
Umax2
N.4.2.Measureofthefrequencyontheline
Where When How Acceptance condition
Continuous moni-
toring
Only for networks,
that are not imposed
by the 3-phase grid.
Continuous in
connection withth e
frequency closed
loop control in the
generating stations
or in the network
control centreAt commis-
sioning and
operating— Digital data loggers
witha frequency
rangeAll frequency values are in
the range of Table 2, last
column.2002D0733 — EN — 12.09.2002 — 000.001 — 77
▼B
ANNEX O
LIMITATIONOFMAXIMUMPOWERCONSUMPTION
O.1. SCOPE
This Annex gives requirements for current and power limitation devices on
board traction units.
O.2. MAXIMUM TRAIN CURRENT
The maximum allowable train current is given in Table O.1: the levels apply
bothin traction and regeneration modes. Lower values for lines withweak
power supplies shall be given in the register of infrastructure (see Annex D tothis TSI).
Table O.1
Maximumallowabletraincurrent(Amperes)
Power supply
systemHigh-speed line Upgraded line Connecting line
DC 750 V — — 6800
DC 1 500 V(1) — 5 000 5000
DC 3 000 V 4 000 4 000 2500
AC 15000 V
16,7 Hz1 700 1 000 900
AC 25000 V 50
Hz1 500 600 500
(1) On special lines (e.g. freight in mountain area, suburban network), these values may be
exceeded.
O.3. AUTOMATIC REGULATION
Trains shall be equipped with an automatic device that adapts the level of the
power consumption depending on overhead line voltage in steady state condi-
tions. Figure O.1 gives current as a function of the overhead contact line
voltage.
This figure does not apply in regenerative braking mode.2002D0733 — EN — 12.09.2002 — 000.001 — 78
▼B
Figure O.1
Maximumtraincurrentagainstvoltage
Imax= maximum current consumed by the train
A = no traction
B = current level exceeded
C = allowable current levelsa = factor given in Table O.2
Table O.2
Valuesoffactora
Power
supply
systemAC
25 000 V
50 HzAC
15 000 V
16,7 HzDC 3 000 V DC 1 500 V DC 750 V
a 0,9 0,95 0,9 0,9 0,8
O.4. POWER OR CURRENT LIMITATION DEVICE
In order to allow a powerful traction unit to operate everywhere (weak or well
supplied lines), it is necessary to install on board a current or power selector
which will limit the power demand of the train to the electrical capacity of theline. This is applicable only on upgraded and connecting lines of the trans-
European high-speed network, and on all other lines of the conventional
network.
The adjudicating entity has to declare on in the register of infrastructure the
required limitation of eachline.
This setting can be made manually by the driver or if the line is so equipped, it
shall then be done automatically.2002D0733 — EN — 12.09.2002 — 000.001 — 79
▼B
ANNEX P
HARMONIC CHARACTERISTICS ANDRELATEDOVERVOLTAGES
ONTHEOVERHEADCONTACTLINE
P.1. SCOPE
This Annex defines the necessary requirements to avoid unacceptable overvol-
tages on the overhead contact line caused by harmonics generated by traction
units.
P.2. GENERAL
The harmonic characteristic of the power supply and the rolling stock in the
railway system determines the overvoltages in the overhead contact lines. In
order to achieve electrical system compatibility under steady state and dynamic
conditions, those overvoltages must be limited below critical values in the rele-
vant frequency range. Withprotection devices installed, overvoltages cause an
interruption of normal operation and are critical more from the operation point
of view than from safety aspects.
The following physical effects cause overvoltages:Overvoltages causedbysysteminstabilityModern railway vehicles with inverter propulsion and auxiliary systems as well
as static-tie frequency converters are generally active devices which are capable
of transferring energy from one frequency in the spectrum to another one. Their
transfer behaviour is largely determined by the controllers as well as by the
passive elements in the system.
Controllers have to be tuned in such a way that for all operating conditions
stable behaviour results. In a non-stable system, physical values (as voltages or
currents) either tend towards infinity and cause a protective shutdown in reality
(valid for linear and non-linear systems) or continuously (steady state) oscilla-
tion on one or several frequencies (possible only in non-linear systems).
Stability questions always are related to feedback loops in a system, especially
through one or several controllers of one or several electrical subsystems. There
is no explicit excitation source, small disturbances are sufficient. This has to be
distinguished from the other cases described below, where both an excitation
source and a transmission/amplification pathalways exists.
Normally the potential oscillations caused by instabilities are in the frequency
range of up to about 500 Hz (bandwidthof th e relevant controllers). Low
frequency oscillations (below and around supply frequency) strongly involve
non-linear characteristics of modern vehicles, higher frequency instabilities can
be linearised approximately.
Overvoltages causedbyharmonicsSolid state inverters (bothph ase angle controlled and forced commutated ones)
installed on rolling stock, or for power supply, produce current and voltage
harmonics which can be represented by current or voltage sources in a simpli-
fied manner. Every type of converter generates a typical current or voltage
spectrum. The converter, combined with passive elements such as transformers
and filters, shows either a current source or voltage source behaviour including a
typical internal impedance.
All power supply systems include resonance, due to the resonance of transmis-
sion lines and cables, some also due to passive filter components. This leads to
an amplification of harmonics injected by converters into the power supply
system. An amplification (or partial suppression) occurs bothat th e location of
the converter (due to the line impedance seen from the converter) and between
the converter's location and other locations in the network (transfer behaviour of
the power supply itself).
An amplification of strong harmonics may lead to significant overvoltages,
either at the vehicle's location or at a completely different location in the
network.
The supply system (substations and overhead contact line) has resonance peaks
due to its distributed parameters — inductance and capacitance per unit of
length. These resonance peaks can cause huge resonant currents and voltages.
More than 100 times could be the ratio between maximum and minimum
current recorded along the overhead contact line at specific resonance frequen-
cies. For four-quadrant converter vehicles the harmonic currents at the
pantograph of a vehicle can be increased about three times due to a power
supply net impedance unequal to zero.2002D0733 — EN — 12.09.2002 — 000.001 — 80
▼B
Further technical phenomena, which have to be considered for the electrical
systems compatibility between power supply and rolling stock, are:
— multiple zero-crossings,
— voltage spikes and sags, transients,— variations of the phase of supply voltage,— low frequency oscillations.
From conducted interference point of view following effects can be relevant:
— wheel slip/slide,
— auxiliary load,— dynamic events,— harmonics from the auxiliary converter,— modulations produced from different converters.
P.3. ACCEPTANCE PROCEDURE
Any new or rebuilt traction unit or infrastructure component (for example power
supply equipment, static converter, high-voltage cable) will be integrated in an
existing power supply network withtraction units.
Compatibility between existing traction units and existing infrastructure, and
future traction units and infrastructure components has to be checked towards
the phenomena described in point P.2.
Involved bodies or parties are:
— the adjudicating entity,
— the train operator(s) of existing traffic,
— the purchaser/owner of the new traction unit(s) or infrastructure equipment,
— the manufacturer of the new traction unit(s) or infrastructure equipment.
A general specification for rolling stock or power supply, which avoids overvol-
tages in any situations, might be very conservative and impossible to fulfil.
Therefore, a process as described in point P.6 should be applied to check
compatibility (compatibility case).
P.4. CHARACTERISATION OF THE TRACTION POWER SUPPLY
FIXED INSTALLATIONS
To obtain complete and in-depth characterisation of the fixed installations for
power supply is a huge effort. Furthermore, a general and simple characterisa-
tion for all types of fixed installations that is appropriate for the compatibility
case (point P.6) can not be given.
Values of systems shall be given by the adjudicating entity.
P.5. CHARACTERISATION OF THE TRAINS
Values of vehicles shall be given by the operator(s) of existing traffic to the
adjudicating entity.2002D0733 — EN — 12.09.2002 — 000.001 — 81
▼B
Figure P.1:
Procedure forintroducinganewvehicleornewelement
2002D0733 — EN — 12.09.2002 — 000.001 — 82
▼B
P.6. COMPATIBILITY STUDY
The compatibility study (or compatibility case) is a process to demonstrate the
compatibility of the new rolling stock or the new infrastructure component with
the existing traction units and power supply network. As depicted in figure P.1
the first activity of the compatibility is the planning of the complete compat-
ibility case. The flow chart is applicable for new rolling stock and also new
infrastructure power supply components. It is a procedure for their introduction
into an existing railway system.
The adjudicating entity is responsible for characterisation of infrastructure and
overall network as described in points P.4 and P.5. It is also responsible for
the definition of particular acceptance criteria for the vehicles or new infrastruc-
ture components as described in the steps 1 to 7 of Table P.1. The purchaser/
owner of the new component (traction unit or power supply equipment) has to
carry out a study to proof its compatibility. The particular acceptance criteria are
necessary to guarantee compatibility to the complete system as described in
point P.7
Table P.1
Descriptionofsteps
No Title Description Responsible
1 Plan for compatibility
checkThe plan for a specific
compatibility check
defines the scope of the
analysis, and the precise
tasks and responsibilities.
The plan forms an agree-
ment between all parties
involved.Organisation in charge of
the compatibility check,
normally supplier of new
element
2 Characterisation of
existing infrastructureCharacteristics of the
existing infrastructure
(mainly power supply
system), information rele-
vant withfor th e compat-
ibility with. Information
can be provided in the
form of computer models.Adjudicating entity
3 Characterisation of
existing rolling stockCharacteristics of the
vehicles already operating
on the network, informa-
tion relevant for the
compatibility withth e
power supply. The charac-
teristics can be provided
in the form of computer
models.Operator/owner of rolling
stock
4 Characterisation of
existing operating condi-
tionsInformation about the
operation of the existing
system: number of trains
in service, typical timeta-
bles, normal feeding
arrangements, emergency
feeding arrangements.Operator of the railway
system
5 Characterisation of overall
rail system/networkThis is the combination of
the information from 2, 3
and 4. It may be necessary
to define different
scenarios.Adjudicating entity
6 Theoretical analysis of
overall system/networkInvestigation of compat-
ibility aspects for different
scenarios. As a first step:
confirm compatibility of
the existing system. As a
second step: test potential
new elements (vehicles or
power supply systems),
check what characteristicsAdjudicating entity2002D0733 — EN — 12.09.2002 — 000.001 — 83
▼B
No Title Description Responsible
they need to fulfil to
maintain stability of the
system.
7 Acceptance criteria for
new elementThe result from the theo-
retical investigations in 6
is the particular accep-
tance criteria for new
vehicles or new elements
of the power supply
system (e.g. substation
transformers, high voltage
cables etc). The particular
acceptance criteria must
be understandable and
measurable when
designing and testing a
new element.Adjudicating entity
8 Design/Engineering of
new elementDesign of new vehicles or
new elements of the
power supply system,
considering also the
acceptance criteria defined
in 7.Supplier of the new element
(vehicle or power supply
equipment)
9 Characterisation of new
elementThe new element shall be
characterised with respect
to its compatibility with
other vehicles and power
supply elements. This
characteristic after valida-
tion in step 15 shall allow
an amendment of the
characterisation of the
existing railway as
required in 2 and 3.Supplier of the new element
(vehicle or power supply
equipment)
10 Theoretical analysis of
new elementAt an early stage of the
design, it shall be checked
in a theoretical analysis,e.g. using computer
models, that the new
element can meet the
acceptance criteria.Supplier of the new element
(vehicle or power supply
equipment)
11 Testing in laboratory/on
test trackOnce the first equipment
(vehicle or power supply
equipment) is built, it
shall be tested in the
laboratory or on a test
track to verify that it
meets the acceptance
criteria as predicted by
the theoretical analysis in
10. This set of tests is a
type test of the new
element.Supplier of the new element
(vehicle or power supply
equipment)
12(
1) Test plan for compatibility
caseA plan shall be made to
define the tests necessary
to confirm as far as
possible and reasonable:
1. that the new element
meets the acceptance
criteria;
2. that the compatibility
criteria of the standard
are met and hence that
the acceptance criteria
are sufficientOrganisation responsible for
the compatibility case2002D0733 — EN — 12.09.2002 — 000.001 — 84
▼B
No Title Description Responsible
13(1) Testing in laboratory/on
test trackAs far as possible, tests
will be performed in the
laboratory and on test
track. These tests shall
officially demonstrate that
the acceptance criteria are
met. A failure to meet the
acceptance criteria means
redesign of the new equip-
ment by the supplier.Organisation responsible for
the compatibility case
14(1) Tests on real rail system Tests on the real system
shall give confidence that
the acceptance criteria are
sufficient to guarantee
stability of the system
after introduction of the
new elements. If these
tests show compatibility
problems despite the
compliance of the new
equipment withth e accep-
tance criteria, this means
that the acceptance criteria
were not sufficient.Organisation responsible for
the compatibility case
15 Tests confirm compat-
ibility?If bothsets of tests are
successful, then compat-
ibility of the new element
withth e existing system
has been demonstrated.
This shall be documented
in a compatibility report.Organisation responsible for
the compatibility case
16 End of compatibility
checkWithth e successful
completion of the compat-
ibility case, the new
elements (vehicles or
power supply equipment)
become (2) part of the
existing railway system.
The responsibility for its
compatibility now lies
with the operator of the
railway system.Operator of the railway
system
(1) The test plan will define if both steps 13 and 14 or only one we have to be performed.
(2) Seen from the compatibility point of view.
The result is a document describing the theoretical analysis and the proving tests
to ensure that the vehicles and infrastructure are compatible in terms of
conducted interference currents and stability.
P.7. METHODOLOGY AND ACCEPTANCE CRITERIAThe compatibility case, which is described in point P.5, shall demonstrate that
the existing rail system and the new element(s) are compatible.
The overall criterion for overvoltages and stability is that:
— no overvoltage higher than 30kV peak for 15kV - 16,7 Hz networks and
50kV peak for 25kV - 50 Hz networks will occur on the overhead contact
line in any point of the power supply network with voltage Udefined in
Annex N to this TSI below or equal to U
max2. This value is the peak value
of the distorted voltage waveform.
These overall criteria can always be applied,
— since the overall acceptance criteria can only be applied to the complete rail
system (existing rail system and new element(s)), it is beneficial to give
design guidelines for the new elements which reduce the risk of failure in
the compatibility study. For traction units the following guideline may be
used:
The vehicle has to be passive (e.g. phase of input admittance between − 90º
and + 90º) for all frequencies equal and higher than the first (lowest) reso-2002D0733 — EN — 12.09.2002 — 000.001 — 85
▼B
nance frequency of the existing rail system (existing infrastructure and
existing rolling stock).
The distance between the highest active frequency of the vehicle (i.e. highest
frequency with a phase of the input admittance below − 90º or above + 90º)
and the lowest resonance frequency on of the existing rail system as
described here above has to be larger than 20 % of the lowest resonance
frequency.2002D0733 — EN — 12.09.2002 — 000.001 — 86
▼B
ANNEX Q
DYNAMIC INTERACTION BETWEEN PANTOGRAPH AND OVER-
HEADCONTACTLINE
Q.1. SCOPE
This Annex gives requirements and test method concerning the dynamic interac-
tion between pantographand overh ead contact line.
Q.2. DEFINITIONS
Contact force: the vertical force applied by the pantograph to the overhead
contact line. The contact force is the sum of forces for all contact points of
one pantograph.
Static contact force: The mean vertical force exerted upward by the collector
head on the overhead contact line, and caused by the pantograph-raising device,
whilst the pantograph is raised and the vehicle is at standstill.
Mean force: the statistical mean value of the contact force.
Maximum force: the maximum value of the contact force.
Minimum force: the minimum value of the contact force.
Overhead contact line: a contact line placed above (or beside) the upper limit
of the vehicle gauge and supplying vehicles with electric energy through roof
— mounted current collection equipment (IEC 50 811-33- 02).
Arcing:the flow of current through an air gap between a contact strip and a
contact wire usually indicated by the emission of intense light (pr EN 50 317).
Percentage of arcing: this is given by the following formula:
NQ¼X
tarc
ttotal/C1100
The result, given in %, is a characteristic for a given speed of the vehicle (prEN
50317).
Pantograph head: pantograph equipment comprising the contact strips and their
mountings
Contact point: point of mechanical contact between a contact strip and a
contact wire
Aerodynamic force: additional vertical force applied to the pantograph as a
result of air flow around the pantograph assembly
Quasistatic force: sum of static force and aerodynamic force at the particular
speed
Tension length: distance from one termination point of the overhead contact
line to the next (EN 50 119)
Control section: representative part of the total measuring length, over which
the measuring conditions are controlled
Pantograph current: current that flows through the pantograph
Q.3. SYMBOLS AND ABBREVIATIONS
σmaxmaximum standard deviation of contact force
Fmmean force
Fmaxmaximum force
Fminminimum force2002D0733 — EN — 12.09.2002 — 000.001 — 87
▼B
NQ percentage of arcing
d is the distance between arc sensor and light source (contact strip)
y is the calibration distance between arc sensor and light source
x is the power density of the smallest arc that can be detected
Fappliedis the force applied to pantograph head
Fmeasuredis the force measured
n is the number of frequency steps
f1is the minimum frequency
fnis the maximum frequency
fiis the actual frequency
Q.4. INTERACTION PERFORMANCE
Q.4.1.Meancontactforceforintermediate period
Figure Q.1
AdjustmentcurveC1
2002D0733 — EN — 12.09.2002 — 000.001 — 88
▼B
Figure Q.2
AdjustmentcurveC2
Q.4.2.Requirements for output and validation of measurements of the
dynamicinteractionbetweenpantographandoverheadcontactline
Q.4.2.1.General
The measurement of the interaction of the contact line and the pantograph is
intended to prove the safety and the quality of the current collection system.
Results of measurements of different current collection systems shall be compar-
able, to approve components for free access within Europe.
Note:Measured values are also required for validation of simulation programs
and other measurement systems.
To check the performance capability of the current collection system at least the
following data shall be measured:
— the contact force or percentage of arcing,
— the contact wire uplift at the support as the pantograph passes.
In addition to the measured values, the operating conditions (train speed, loca-
tion, etc.) shall be recorded continuously and the environmental conditions (rain,
ice, temperature, wind, tunnel, etc.) and test configuration (parameters and
arrangement of pantographs, type of overhead contact system, etc.) during the
measurement shall be recorded in the test report. This additional information
shall ensure a repeatability of the measurement and a comparability of the
results.
Q.4.2.2.Measurementsofcontactforce
General requirements
The measurement of contact force shall be carried out on the pantograph with
force sensors. The force sensors shall be located as near as possible to thecontact points.
The measurement system shall measure forces in the vertical direction, without
interference from forces in other directions.
The measurement deviation of the force sensors caused by the temperature shall
be less than 10 N (for the sum of the force of all sensors) under all measuring
conditions.
For pantographs with independent contact strips each contact strip shall be
measured separately.
The measurement system shall be immune to electromagnetic interference.The maximum error of the measurement system shall be less than 10 %.2002D0733 — EN — 12.09.2002 — 000.001 — 89
▼B
Influence of the measurement system
The measurement system shall not have any effects on the measured force
which could change the result by more than 5 %.
Note:The most important influence for distortion of the result by the measure-
ment system are aerodynamic forces on the measurement equipment. This
distortion can be checked by carrying out aerodynamic tests with and
without the measurement system.
Inertia correction
The inertia forces due to the effect of the mass between the sensors and the
contact point shall be corrected.
Note:This can be done by measurement of the acceleration to these compo-
nents.
Aerodynamic correctionA correction shall be applied to allow for the influence of aerodynamic forces
on the components between sensors and the contact points.
Aerodynamic tests shall be carried out to establish the aerodynamic corrections.Note:The aerodynamic influence can be checked by a tethered test online.
Aerodynamic tests shall be carried out with nominally the same configuration
(contact wire height, train configuration, measurement equipment, environ-
mental conditions, etc.) as during the measurement of contact force.
Note:The aerodynamic test may be carried out during a line test.
Calibration of the measurement systemThe measurement system shall be laboratory tested to check the accuracy of the
measured force. This test shall be carried out for the complete pantograph fitted
with the complete force measurement devices and any accelerometers, the data
transfer system (telemetry, optical systems) and amplifiers.
The ratio between the applied and the measured forces (the transfer function of
the pantograph and instrumentation) shall be determined by a dynamic excita-
tion of the pantograph, at the pantograph head for a range of frequencies.
Note:If a sinusoidal force is used, an amplitude (peak to peak) of 30 % of the
static force gives representative results.
The tests shall be carried out for the two cases:
— the force being applied centrally to the pantograph head,
— the force being applied 250 mm from the centre line of the pantograph head,
if possible. Otherwise the point of force application shall be as close as
possible to this value. If another value is used, it shall be noted in the test
report.
The test shall be carried out with the pantograph head at the height of interest.
This test shall be carried out with the mean force equal to the static force. If the
pantograph contact force increases with speed, the test shall also be carried out
at the maximum quasistatic force.
Measurements of the applied force and the measured force shall be taken at
frequencies up to 20 Hz in 0,5 Hz steps, withreduced intervals at resonant
frequencies. The frequency steps near the resonant frequencies shall be speci-
fied.
Note:The transfer function is a continuous function with greater variations
close to the resonant frequencies. The reduction of the frequency steps
near the resonant frequencies is necessary.
The accuracy of the transfer function shall be calculated by using the following
formula:
1/C0
1
fn/C0f1 ðÞXn/C01
i¼1fiþ1/C0fi ðÞ 1/C0Fmeasured
Fapplied/C12/C12/C12/C12/C12/C12/C12/C12/C18/C19  !
/C1100 %
The transfer function of the pantograph force measurement system shall have an
accuracy of greater than 80 % up to a frequency limit of 10 Hz without any
correction. This accuracy is a mandatory requirement for the measurement
system.
For the use for measurement of dynamic interaction between pantograph and
overhead contact system the accuracy of the transfer function of the measure-2002D0733 — EN — 12.09.2002 — 000.001 — 90
▼B
ment systems shall be greater than 90 % up to a frequency limit of 20 Hz (in
accordance with the general requirements). To achieve this a correction with
filters can be made.
Measurement parametersThe sampling rate shall be greater than 200 Hz for time sampling or smaller
than 0,40 m for distance sampling.
The contact force shall be low pass filtered with a cut-off frequency of 20 Hz.The measuring range shall be at least:
— for AC-pantographs: from 0 N to 500 N,
— for DC-pantographs: from 0 N to 700 N.
Measurement results
Measurements taken within a control section shall be evaluated.
For calculating statistical values the control section should not be shorter than a
tension length.
As a minimum the following statistic values shall be calculated for a control
section:
— mean value ( F
m),
— maximum value,
— minimum value,
— standard deviation ( σ),
— histogram or probability curve of the contact force.
Q.4.2.3.Measurementsofdisplacement
The measurement system shall not have any effects on the measured displace-
ment which could change the result by more than 3 %.
Uplift at the supportThe error of the measurement system shall be smaller than 5 mm.Vertical displacement of the contact pointThe vertical displacement of the contact point is measured relative to the base
frame of the pantograph.
The accuracy of the measurement system shall be better than 10 mm.Measurement of other displacements in the overhead contact lineThe accuracy of the measurement system shall be better than 10 % of the ampli-
tude of the measured value or less than or equal to 10 mm, which ever is gives a
higher accuracy.
Q.4.2.4.Measurement ofarcing
General requirementsFor the detection of arcs the detector shall be sensitive to the wavelengths of
light emitted by copper materials. For copper and copper alloyed contact wires
a wavelength range shall be used, that includes the range 220 nm to 225 nm or
323 nm to 329 nm.
Note:These two wavelength ranges have substantial copper emissivity.
The measurement system shall be insensitive to visible light with wavelength
greater than 330 nm.
The detector shall:
— be close enough to the pantograph to get a sufficiently high sensitivity,
— be close enough to the vehicle's longitudinal axis to get a sufficiently high
sensitivity,
— be located behind the pantograph according to the travel direction of the
vehicle,
— aim at the trailing contact strip according to the travel direction,
— be sensitive for a field of view over the whole working area of the panto-
graph head; the tolerance for this sensitivity shall be better than 10 %,
— have a response time to the beginning and ending of an arc of less than 100
µs,
— have a detection threshold, depending on the minimum arc energy which
shall be measured.2002D0733 — EN — 12.09.2002 — 000.001 — 91
▼B
Note:The threshold values vary depending of the distance between measure-
ment device and the place where the arcs occur.
Figure Q.3 gives an example of the side view of the location of a detector.
Figure Q.3
Detectorlocation
Calibration of the arc measurement systemThe considered detector shall be calibrated in power density in spectral range of
interest.
This sensitivity curve represents the relationship between the response in volts
of the detector, and the power density in µW/cm
2. This response is measured at
the analogue output of the detector.
The power density of the smallest arc which is detected shall be defined.Note:For example this value shall be at 5 m:
— 160 µW/cm
2+ 10 % under 25 kV overhead contact line,
— 12,5 µW/cm2+ 10 % under 1,5 kV overhead contact line.
Adjustment of the operating distanceIf the distance between the sensor and the light source differs in operation from
the calibration distance (y), an adjustment of the detector shall be carried out.
This shall be carried out as follows:
— determine the power density of the smallest arc that can be detected at this
distance in accordance the 1/d
2law,
— use the calibration values to determine the signal corresponding to this
power density level,
— consequently, the new value of power density threshold to be detected is a
function of the new distance (d) owing to the relation
x·d2/y2
Note:An arc is considered to be a point source and consequently the power
density is proportional to 1/d2(see figure Q.3).
Values to be measuredAs a minimum the system shall measure:
— the duration of each arc,
— the train speed during the test,
— the pantograph current.
The location of the arc along the overhead contact line (kilometric position)
should be recorded.
Representation of values
The representation of values shall be carried out for a control section.For the output only arcs that were lasting longer than 1 ms shall be analysed.2002D0733 — EN — 12.09.2002 — 000.001 — 92
▼B
When analysing the measurements, parts with a pantograph current below 30 %
of the nominal current of the pantograph shall be disregarded.
As a minimum for the control section the following values shall be produced:
— train speed,
— the number of arcs,— the sum of the duration of all arcs,— the largest arc duration,— the total time with a pantograph current greater than 30 % of the nominal
current per train per pantograph,
— the total run time for the control section,— the percentage of arcing.
Note 1:Another possible criterion is the number of arcs per km with a panto-
graph current greater than 30 % of the nominal current.
Note 2:The control section should not be shorter than 10 km and should be
travelled at a constant speed witha tolerance of ± 2,5 km/h .
Note 3:To get representative results for the overhead contact line the total time
with a pantograph current greater than 30 % of the nominal current
should not be shorter than the time taken to travel over one tension
length. This time should not be interrupted by sections with reduced
currents and the speed should be constant.2002D0733 — EN — 12.09.2002 — 000.001 — 93