2002D0733 — EN — 24.01.2013 — 001.001

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►B COMMISSION DECISION of 30 May 2002 concerning the technical specification for interoperability relating to the energy subsystem of the trans-European high-speed rail system referred to in Article 6(1) of Directive 96/48/EC (notified under document number C(2002) 1949) (Text with EEA relevance) (2002/733/EC) (OJ L 245, 12.9.2002, p.280)

Amended by:

Official Journal No page date ►M1 COMMISSION DECISION of 23 July 2012 L 217 1 14.8.2012





Corrected by:









▼B

COMMISSION DECISION

of 30 May 2002

concerning the technical specification for interoperability relating to the energy subsystem of the trans-European high-speed rail system referred to in Article 6(1) of Directive 96/48/EC

(notified under document number C(2002) 1949)

(Text with EEA relevance)

(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 with Article 2(c) of Directive 96/48/EC, the 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 the subsystems shall be covered by a technical specification for interoperability (TSI). (3) In accordance with Article 6(1) of the Directive, draft TSIs shall be drawn up by the joint representative body. (4) The Committee set up under Article 21 of Directive 96/48/EC has appointed the European Association for Railway Interoperability (AEIF) as the joint representative body in accordance with Article 2(h) of the Directive. (5) The AEIF has been given a mandate to draw up a draft TSI for the energy subsystem in accordance with Article 6(1) of the Directive. This mandate has been established in accordance with the procedure laid down in Article 21(2) of the Directive. (6) The AEIF has drawn up the draft TSI, together with an introductory 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 by the 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 and operation of the infrastructures and rolling stock contributing to the functioning of the system to be put into service after the date of entry into force of the Directive. With regard to the infrastructures 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 degree to which the TSI is applied will vary according to the scope and extent of the works foreseen and the costs and the benefits generated 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 this context, 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 not apply to renewals or maintenance-related replacement. It is desirable however that the TSIs should apply to renewals — as will be the case for the TSIs for the conventional rail system under 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 do so, to apply the TSIs to renewals and maintenance-related replacement. (10) In its current version, the TSI, which is the subject of this Decision, covers features specific to the high-speed system; as a general 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 ( 2 ). Given that verification of interoperability has to be established by reference to the TSIs, in accordance with Article 16(2) of Directive 96/48/EC, it is necessary, during the transition period between the publication 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 these reasons it is necessary that each Member State inform the other Member States and the Commission of the relevant national technical 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 Member State inform the other Member States and the Commission of the bodies it appoints for carrying out the procedure for the assessment of conformity or suitability for use as well as the checking 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 principles and criteria provided for in Directive 96/48/EC for the implementation of Article 16(2) in the case of those national rules. As to the bodies in charge of those procedures, Member States 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 these procedures) and, where appropriate, will discuss with the Committee the necessity of any measure to be taken. (11) The TSI, which is the subject of this Decision, does not impose the 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 social requirements may make it necessary to amend or supplement this TSI. Where appropriate, a review or updating procedure will be initiated in accordance with Article 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 with the existing situation. In addition, Directive 96/48/EC provides for special implementing provisions in certain specific cases. Furthermore, in the cases provided for in Article 7 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 rolling stock register are published and updated each year. These registers will set out the main characteristics of the national infrastructure and rolling stock (e.g. the basic parameters) and their concordance with the characteristics prescribed by the applicable TSIs. To this end, the TSI, which is the subject of this Decision, indicates precisely which information must appear in the register. (14) The application of the TSI which is the subject of this Decision must take into account specific criteria relating to technical and operational compatibility between the infrastructures and the rolling 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 done on 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 implementation of the TSI which is the subject of this Decision, which should indicate technical stages to move from the present network conditions to a situation where the network is interoperable. (15) The provisions of this Decision are in conformity with the opinion of the Committee set up by Directive 96/48/EC, Whereas: 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 Annex to this Decision. The TSI is fully applicable to the infrastructure and rolling stock of the trans-European high-speed rail system as defined in 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 interoperability within the meaning of Article 16(2) of Directive 96/48/EC are the applicable technical rules in use in the Member State which authorises the placing in service of the subsystem concerned by this Decision.

2. Each Member State shall notify to the other Member States and to the Commission within six months of the notification of this Decision:

— 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 the subsystem,

— ‘maintenance related replacement’ means replacement of components by parts of identical function and performances in the context 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. The Member State will examine the dossier and, taking into account the implementation strategy in Chapter 7 of the attached TSI, will (where appropriate) decide whether the scale of the work requires the need for a new authorisation for placing in service under Article 14 of Directive 96/48/EC. Such authorisation for placing in service is necessary whenever the level of safety may objectively be affected by the work envisaged.

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 EC verification procedure in Directive 96/48/EC shall be applied only in 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 being achieved.

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 ( 3 ) on the basic parameters of the trans-European high-speed rail system no 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 States









ANNEX

TECHNICAL SPECIFICATION FOR INTEROPERABILITY RELATING TO THE ENERGY SUBSYSTEM

▼C1

CONTENTS 1. 1.1. 1.2. 1.3. 2. 2.1. 2.2. 2.2.1. 2.2.2. 2.2.3. 2.2.4. 2.3. 2.3.1. 2.3.2. 2.3.3. 2.3.4. 3. 3.1. 3.2. 3.3. 3.3.1. 3.3.2. 3.3.3. 3.3.4. 3.3.5. 3.4. 4. 4.1. 4.1.1. 4.1.2. 4.2. 4.2.1. 4.2.2. 4.2.3. 4.3. 4.3.1. 4.3.2. 4.3.3. 5. 5.1. 5.2. 5.3. 5.3.1. 5.3.2. 5.3.3. 6. 6.1. 6.1.1. 6.1.2. 6.2. 6.2.1. 6.2.2. 7. 7.1. 7.2. 7.3. 7.3.1. 7.3.2. 7.3.3. 7.3.4. 7.3.5. 7.3.6. 7.3.7. 7.3.8. 7.3.9. 7.3.10. ANNEX A ANNEX B ANNEX C ANNEX D ANNEX E ANNEX F ANNEX G ANNEX H ANNEX J ANNEX K ANNEX L ANNEX M ANNEX N ANNEX O ANNEX P ANNEX Q

▼B

1. INTRODUCTION

1.1. Technical scope

This TSI concerns the energy subsystem, which is one of the subsystems 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 interoperability 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 Community guidelines for the development of the trans-European transport network or in any update to the same Decision as a result of the revision provided for in Article 21 of that Decision.

1.3. Content of this TSI

In accordance with Article 5(3) of and with Annex 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 each of the 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 each case.

(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 constituents, as well as ‘EC’ verification of the subsystems (Chapter 6).

2. SUBSYSTEM DEFINITION/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. 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 compensation,

— 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 with manually 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 interoperability 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. Definition of the subsystem

2.2.1. Electrification system

As with any electrical device a traction unit is designed in order to operate correctly with a 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 operating 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 power 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 equipment in case of a broken pantograph collector 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 with in the energy TSI.

2.3. Links with other subsystems and within the subsystem

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 envisaged 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 with the rolling stock subsystem.

— Regenerative braking reduces energy consumption and interfaces with the 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 interfaces with the 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 pantographs in service and their spacing. The arrangement of pantographs interfaces with the rolling stock subsystem.

3. ESSENTIAL REQUIREMENTS

3.1. Compliance with essential requirements

According to Article 4(1) of Directive 96/48/EC the trans-European high-speed rail system, its subsystems and its interoperability constituents shall meet the essential requirements set out in general terms in Annex III to the Directive.

3.2. Aspects of essential requirements

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 each subsystem and its constituents.

3.3. Specific aspects for the energy subsystem

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 monitoring 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. The parameters involved in the wheel/rail contact must meet the stability requirements needed in order to guarantee safe movement at the maximum authorised speed.

1.1.3. The components used must withstand any normal or exceptional stress that has been specified during their period in service. 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 interoperability constituents used comply with the 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 interoperability constituents used comply with the 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 maintainability are concerned are the following.

1.2. The monitoring and maintenance of fixed or moveable components 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 requirements 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 constitute 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 with the 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 with the 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 requirements 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.

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 compatibility 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 interoperability constituents used comply with the 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 verified.

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 with the 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 with the stipulations of Chapters 4 and 5 is verified.

3.4. Verification of conformity

Conformity of the energy subsystem and its constituents to the essential 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. CHARACTERISATION OF THE SUBSYSTEM

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 integrated 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. Basic parameters of the Energy subsystem

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 Voltages and frequencies Voltage and frequency Line 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 — (1) In countries with networks currently electrified at AC 15 kV 16,7 Hz, this 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/h when electrification with AC 25 kV 50 Hz would create a risk of disturbing ground and on-board signalling equipment on an existing line located near the new line.

▼M1

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. For conformity assessment, see Annex N4.

▼B

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 of overhead contact lines for AC systems No Description Connecting lines Upgraded lines High-speed lines 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) 2 Permissible contact wire gradient in relation to the track and variation of gradient EN 50119, version 2001, point 5.2.8.2 No 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 oversized 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 infrastructure defined in Annex D to this TSI.

The overhead contact line geometry shall comply with the requirements 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 stipulated in Table 4.3.







Table 4.3 Geometry of overhead contact lines for DC systems No Description Connecting lines Upgraded lines 1 Nominal height of contact wire (mm) Between 5 000 and 5 600 (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 gradient EN 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 oversized 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) 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.

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 of pantograph collector head for AC and DC systems No Description All line categories 1 Width of pantograph collector head (mm) 1 600 2 Profile of pantograph collector head See figure 4.1 3 Other requirements for AC systems See Annex H(3)(2) to this TSI 4 Other requirements for DC systems See Annex J(3)(2) to this TSI

1 Horn made of insulating material

2 Minimum length of the contact strip

3 Projected length

4 Working range of the collector head

5 Width of the collector head

4.2. Interfaces of the energy subsystem

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 telecommunications

— 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 pantograph contact 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 specifies 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 against electric shock specified in EN 50 122—1. Protection against electric shock during operation and in failure conditions is met by limiting touch voltages to acceptable limits as stipulated in EN 50 122-1, 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 telecommunications

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.

▼M1

4.2.2.4. Vehicle dynamic envelope

Overhead line equipment design shall comply with the dynamic envelope of the vehicle. The gauge to be adopted depends on the category of line. 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. Therefore, 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.

▼B

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. Assessment 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

▼M1

Coordination between the electrical protection of substations and that of traction units is necessary to optimise the clearance of short-circuits. (Annex E to this TSI gives the applicable requirements.).

▼B

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 performance. 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.

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.

▼M1 —————

▼B

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.

Requirements for design of energy subsystem

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 pantographs 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.

▼M1 —————

▼B

For design of phase separation section, conformity assessment shall be carried out within assessment of the energy subsystem.

Requirements for control-command and rolling stock subsystems

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 triggered 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 separation sections:

(1) with pantograph raised and touching the contact wire,

(2) with pantograph lowered and not touching the contact wire.

▼M1

A choice has to be made by the adjudicating entity.

▼B

Requirements for the design of energy subsystem

— Pantographs raised — If system separation sections are negotiated with pantographs 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 both 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 50 119, 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 automatically the voltage of the new power supply system at the pantograph in order to switch the 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 pantograph at the contact line, bridging of the two power supply systems is avoided and switching off both supply sections is triggered immediately. Triggering of a short circuit ensures operation of insulated sections; (2) this alternative choice has to be made if the conditions of operation 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 with the TSI requirements, pantographs shall be lowered when the energy supply 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.

Requirements for control-command and rolling stock subsystems

Before 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.

▼M1 —————

▼B

Conformity assessment shall be carried out with functional tests jointly with control-command and rolling stock subsystems.

4.2.2.12. Adjustment of pantograph contact force

Rolling stock shall permit by internal controls adjustment of pantograph contact force to comply with the requirements specified in point 5.3.2.7. Conformity assessment shall be carried out within the rolling stock subsystem.

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 interpretative 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,

▼M1

— 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,

▼B

— 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.

▼M1 —————

▼B

4.3. Specified performance

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 correspond 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.

▼M1

The adjudicating entity shall declare the type of the line depending on its function with reference to Annex F to this TSI. Electrification system design shall guarantee the ability of the power supply to achieve the specified performance. Therefore, clause 4.2.2.5 gives a requirement on limitation of power consumption by rolling stock subsystem.

▼B

The calculated mean useful voltage at the pantograph shall comply with Annex L to this 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 shall be 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 conditions 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 seamlessly with other trains or with the 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.

▼M1

The adjudicating entity can decide whether or not to accept regenerative braking on DC systems.

▼B

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 specified 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 installations shall comply with the standards EN 50 121-2 and EN 50 122 series to meet all requirements concerning electromagnetic compatibility. 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 motive power units shall comply with Annex P to this TSI. The necessary requirements are defined in the rolling stock subsystem and conformity 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 touch voltages to acceptable 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 with the specifications in point 4.1.1,

— an indication of the frequencies of checks and of the tolerances on measured values with for latter an indication of the 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 emergency 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 installation 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 performance 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.

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 50 119, 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 measurable parameters.

The collection quality may be assessed by the mean value Fm and the standard deviation σ of 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 pantograph, it shall be taken into account the pantograph which will show the more critical values.







Table 4.5 Interaction requirements, AC systems No Description Connecting and upgraded lines High-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 aerodynamic conditions See EN 50119, version 2001 point 5.2.1.2 2·So (3) For definitions, values and tests see Annex Q (1) Fm is 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) S0 is 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 mean contact force Fm at the maximum speed of the line, in accordance with EN 50 119 version 2001, point 5.2.1.2.







Table 4.6 Interaction requirements, DC systems No Description Connecting 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 conditions See 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) Fm is 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 mean contact force Fm at 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 touch voltages to acceptable 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 with its auxiliaries working.

The value of total mean uplift force shall comply with the value of mean contact force Fm required 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 Subsection 4.3.2,

— 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. INTEROPERABILITY CONSTITUENTS

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 incorporated 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. Definitions of interoperability 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 collection 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 interoperability 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 pantograph head which are in direct contact with the contact wire and as a consequence are prone to wear.

5.3. Characterisation of constituents

5.3.1. Overhead contact line

5.3.1.1. Overall design

Design of overhead contact lines shall comply with EN 50 119, 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

▼M1

The current capacity depends on the ambient conditions which are maximum ambient temperature and minimum cross-wind speed 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 50 119, version 2001, taking account of the data given in EN 50 149, version 1999, point 4.5, Tables 3 and 4. An analysis shall prove that the contact line is able to comply with the specified requirements.

▼B

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 50 119, 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 uniformity of elasticity can be assessed by the uniformity factor u

where:

emaxmaximum elasticity along a span,

eminminimum elasticity along a span.

In case of high-speed lines a parameter u as low as possible should be aimed at; Table 5.1 gives limit values for u, which are accepted for each type of overhead contact line.







Table 5.1 Uniformity u of elasticity in % Type of contact line Running speed km/h 200 to 230 230 to 300 Above 300 Without stitch wire < 40 < 40 < 25 With stitch 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 50 119, 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.

The mean contact force Fm formed 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 Fm represents 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 with multiple pantographs simultaneously in operation the mean contact force Fm for 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 Fm formed 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 with multiple pantographs simultaneously in operation the mean contact force Fm for 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.

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 such as crossings, switches 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 pantograph shall be guaranteed. When testing the overhead contact line with the methodology specified in EN 50 206-1, version 1998, point 6.13, the contact wire temperature shall not exceed the limits given in Annex B to EN 50 119, 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 50 206 applies. The installation of pantograph on rolling stock is dealt with by the rolling stock subsystem.

5.3.2.2. Basic parameters

The design of the pantograph shall meet the basic parameters as specified in section 4.1.

5.3.2.3. Current capacity

The pantograph shall be designed for the specified current to be transmitted 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.

5.3.2.4. Design of insulation

The pantographs shall be assembled on the roof of the vehicles insulated 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 50 124-1, version 1999, Table 2, for insulation coordination requirements. Insulators shall be tested according to EN 60 383.

5.3.2.5. Working range of pantographs

The pantographs shall be able to work under contact wire heights between 4 800 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 50 206-1, 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 with the requirements stipulated in point 5.3.1.6, the pantograph shall be designed such that the running speed-dependent 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).

▼M1

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 pantograph or information on the type of voltage on the overhead contact line.

▼B

In case of trains with multiply pantographs simultaneously in operation, the contact force Fm for 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 each individual pantograph the 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 50 206-1, version 1998, point 4.9.

5.3.2.9. Current at standstill

The current drawn by the trains at standstill shall be acceptable for both the contact wire and pantograph collector strips to allow proper feeding of the auxiliaries installed on board trains. For DC systems, in order to be in accordance with point 5.3.1.8, a current of 300 A per pantograph shall be guaranteed. A study shall prove that the pantograph is able to carry the specified current at standstill.

For conformity assessment reference is made to EN 50 206-1, 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 parameters 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 with the contact wire material to avoid abrading the surface of the contact wires excessively, in order to keep wear of both wires and contact strips to a minimum. Plain carbon or carbon impregnated with additive material are accepted for use in interaction with contact 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 with point 5.3.1.8, a current of 300 A shall be guaranteed per pantograph. A study shall be carried out to prove the capacity of the collector strips. For conformity assessment reference 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 triggered. Reference is made to EN 50 206-1, version 1998, point 4.9.

6. ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE

6.1. Interoperability constituents

6.1.1. Assessment procedures and modules

The assessment procedure for conformity of interoperability constituents 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 assessment.

Assessment procedures for conformity of the interoperability constituents: 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 established within the Community has lodged the application.

The manufacturer of an interoperability constituent or his authorised representative established within the Community shall draw up an EC declaration of conformity in accordance with Article 13(1) of and Annex IV, Chapter 3 to Directive 96/48/EC before placing the interoperability 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 combination with the 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. Energy subsystem.

6.2.1. Assessment procedures and modules

At the request of the adjudicating entity or its authorised representative 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 with the 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 assessment

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 verification 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 adjudicating 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, assembling, 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.

7. IMPLEMENTATION OF THE ENERGY TSI

7.1. Application of this TSI to high-speed lines and rolling stock to put into service

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 hereafter.

7.2. Application of this TSI to high-speed lines and rolling stock already in service

In respect of infrastructure installations and rolling stock already in operation, this TSI applies to components under the conditions specified 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, implementation 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 with reduced performances.







Table 7.1 Implementation of technical specifications for interoperability, energy subsystem Characteristic to be implemented Point Voltage and frequency 4.1.1 Installed power, mean useful voltage 4.3.1.1 Harmonic currents 4.2.2.3 Electrical protection 4.2.2.8 External electromagnetic compatibility 4.3.1.5 Protection against electric shock 4.3.1.8, 4.3.2.4 Isolation of power supply 4.3.1.10 Continuation 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, 5.3.1.3 Dynamic envelope 4.2.2.4 Phase separation sections 4.2.2.10 System separation sections 4.2.2.11 Current capacity 5.3.1.2, 5.3.2.3, 5.3.3.3 Wave propagation speed 5.3.1.4 Elasticity and its uniformity 5.3.1.5 Mean contact force 5.3.1.6 Safety, earthing and bonding 4.3.1.2, 4.3.2.2 Dynamic behaviour and current collection 4.3.2.3 Design of pantographs 4.1.2.3 Design of collector strips 5.3.3 Contact forces 4.3.2.5

7.3. Specific cases

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 objective set in Decision No 1692/96/EC of the European Parliament and of the Council of 23 July 1996 on Community guidelines for the development of the trans-European transport network, or by 2020 (cases ‘T2’).

7.3.1. Particular features on the Austrian network

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 pantograph there is no need for adjustment.

Connecting lines (T1 case)

To comply with the requirements on mean useful voltage and installed power additional substations are necessary. Installation is planned until 2010.

7.3.2. Particular features on the Belgian network (T1 case)

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.

Both items have to be modified.

Connecting and upgraded lines

On 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.

7.3.3. Particular features on the German network (P case)

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 features on the Spanish network (P case)

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 with a 1 950 mm pantograph.

7.3.5. Particular features on the French network

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 pantographs 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 lines

To provide for the criteria of current collection on DC lines modification of overhead line equipment is necessary. For DC lines the cross-section of contact wires is not sufficient to comply with the 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 lines

The following applies for the pantographs:

— for AC systems a 1 600 mm Euro collector head is needed instead of 1 450 mm pan heads currently in use on TGVs,

— for DC systems a 1 600 mm Euro collector head is needed instead of 1 950 mm wide pan heads currently used on TGVs,

— for AC systems during an intermediate period, use of pantographs capable of operating with three targets curves (C1, C2 and target curve) for the mean contact force Fm is necessary,

— for DC systems the use of pantographs capable of operating with two Fm curves, one for 1,5 kV and another for 3 kV might be necessary.

The conversion has not yet been scheduled.

7.3.6. Particular features on the British network

New high-speed lines (T1 case)

On the planned Channel Tunnel railway line (CTRL) the phase separation sections may need adjusting to the specifications in the TSI. This amendment will be carried out with the introduction of full-service including freight trains.

Upgraded lines (P case)

On the east coast main line (ECML) some sections do not comply with the 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/h and the mean contact force will be adjusted to achieve the current collection requirements of EN 50 119, version 2001, point 5.2.1.

On the WCLM the existing type of phase separation sections will be retained.

7.3.7. Particular features on the Italian network

Existing high-speed lines (T1 case)

Geometry of overhead contact lines needs to be adjusted for height of contact wire on a length of 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 with the 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 Irish standard structure gauge and the necessary clearances will define the nominal contact wire height.

7.3.9. Particular features on the Swedish network (P case)

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 features on the Finnish network (P case)

The normal height of the contact wire is 6 150 mm (minimum 5 600 mm, maximum 6 500 mm).









ANNEX A

ASSESSMENT PROCEDURES (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 verification of the Energy subsystem.

A.2. MODULE B (TYPE-EXAMINATION)

Conformity assessment of interoperability constituents

1. This module describes that part of the procedure by which a notified body ascertains and attests that a type, representative of the production 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 with any other 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 such assessment, cover the 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 constituent (restrictions of running time or distance, wear limits etc), — a list of the technical specifications, against which the conformity of the interoperability constituent is to be assessed (relevant TSI and/or European specification with relevant 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.

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 evaluate 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 contribution 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 documentation, 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 spe