2008D0284 — MT — 24.01.2013 — 001.001

Dan id-dokument ġie magħmul bil-ħsieb li jintuża bħala għodda ta’ dokumentazzjoni u l-istituzzjonijiet ma jassumu l-ebda responsabbiltà għall-kontenut tiegħu

►B DEĊIŻJONI TAL-KUMMISSJONI ta' 6 ta’ Marzu 2008 dwar speċifikazzjoni teknika għall-interoperabilità (STI) rigward is-subsistema ta' “l-enerġija”tas-sistema ferrovjarja tranżEwropea ta’ veloċità għolja (notifikata skond id-dokument numru C(2008) 807) (Test b'rilevanza għaż-ŻEE) (2008/284/KE) (ĠU L 104, 14.4.2008, p.1)

Emendat bi:









▼B

DEĊIŻJONI TAL-KUMMISSJONI

ta' 6 ta’ Marzu 2008

dwar speċifikazzjoni teknika għall-interoperabilità (STI) rigward is-subsistema ta' “l-enerġija”tas-sistema ferrovjarja tranżEwropea ta’ veloċità għolja

(notifikata skond id-dokument numru C(2008) 807)

(Test b'rilevanza għaż-ŻEE)

(2008/284/KE)







IL-KUMMISSJONI TAL-KOMUNITAJIET EWROPEJ, Wara li kkunsidrat it-Trattat li jistabbilixxi l-Komunità Ewropea, Wara li kkunsidrat id-Direttiva tal-Kunsill 96/48/KE tat-23 ta’Lulju 1996 fuq l-interoperabilità tas-sistema ferrovjarja trans-Ewropea ta’ veloċità għolja ( 1 ), u b'mod partikolari l-Artikolu 6(1) tagħha, Billi, (1) Skond l-Artikolu 2(c) u l-Anness II tad-Direttiva 96/48/KE, is-sistema ferrovjarja trans-Ewropea ta’ veloċità għolja tinqasam f'subsistemi strutturali u funzjonali, inkluża f'subsistema ta' l-enerġija. (2) Id-Deċiżjoni tal-Kummissjoni 2002/733/KE ( 2 ) stabbiliet l-ewwel speċifikazzjoni teknika għall-interoperabilità (STI) rigward is-subsistema ta’ l-enerġija tas-sistema ferrovjarja trans-Ewropea ta’ veloċità għolja. (3) Jeħtieġ li dik l-ewwel STI tiġi riveduta fid-dawl tal-progress tekniku u l-esperjenza li nkisbet mill-implimentazzjoni tagħha. (4) L-AEIF, bħala korp rappreżentattiv konġunt, ingħata l-mandat li jeżamina u jirrevedi dik l-ewwel STI. Id-Deċiżjoni 2002/733/KE għandha għaldaqstant tinbidel b'din id-Deċiżjoni. (5) L-abbozz ta' l-STI riveduta ġie eżaminat mill-Kumitat li twaqqaf bid-Direttiva 96/48/KE. (6) Din l-STI għandha tapplika għal infrastruttura ġdida, aġġornata jew rinnovata, taħt ċerti kundizzjonijiet. (7) Din l-STI hija bla ma tagħmilx ħsara lid-dispożizzjonijiet ta' l-STIs rilevanti l-oħra li jistgħu jkunu applikabbli għas-subsistemi ta' l-enerġija. (8) L-ewwel STI dwar is-subsistema ta' “l-enerġija” daħlet fis-seħħ fl-2002. Minħabba l-impenji kuntrattwali eżistenti, subsistemi ġodda jew kostitwenti ta' l-interoperabilità ta' l-enerġija, jew ir-rinnovament jew l-aġġornament tagħhom, għandhom jgħaddu minn valutazzjoni tal-konformità skond id-dispożizzjonijiet ta' din l-ewwel STI. Barra minn hekk, l-ewwel STI għandha tibqa’ applikabbli għall-finijiet ta' manutenzjoni u ta' sostituzzjoni marbuta mal-manutenzjoni għall-komponenti tas-subsistema u għall-kostitwenti ta' l-interoperabilità awtorizzati bl-ewwel STI. Għaldaqstant, l-effetti tad-Deċiżjoni 2002/733/KE għandhom jinżammu fis-seħħ fir-rigward tal-manutenzjoni ta' proġetti awtorizzati f'konformità ma' l-STI annessa ma' dik id-Deċiżjoni, kif ukoll għal proġetti għal linji ġodda u għar-rinnovament u l-aġġornament ta' linji eżistenti li jkunu fi stadju avvanzat ta' l-iżvilupp jew inkella li jkunu s-suġġett ta' kuntratt li jkun qed jiġi eżegwit fid-data tan-notifika ta' din id-Deċiżjoni. Biex tiġi ddeterminata d-differenza fl-ambitu ta' l-applikabbiltà bejn l-ewwel STI u l-STI il-ġdida li hija annessa ma' din id-Deċiżjoni, l-Istati Membri għandhom jinnotifikaw lista tas-subsistemi u tal-kostitwenti ta' l-interoperabilità li għalihom għadha applikabbli l-ewwel STI, sa mhux aktar tard minn sitt xhur wara d-data li fiha ssir applikabbli din id-Deċiżjoni. (9) Din l-STI ma timponix l-użu ta' teknoloġiji speċifiċi jew ta' soluzzjonijiet tekniċi għajr fejn dan ikun strettament meħtieġ għall-interoperabilità tas-sistema ferrovjarja trans-Ewropea ta’ veloċità għolja. (10) Din l-STI tippermetti, għal perjodu limitat, li l-kostitwenti ta' l-interoperabilità jkunu inkorporati f'subsistemi mingħajr ċertifikazzjoni, jekk jintlaħqu ċerti kundizzjonijiet. (11) Fil-verżjoni attwali tagħha, din l-STI ma tittrattax għal kollox ir-rekwiżiti essenzjali kollha. F'konformità ma' l-Artikolu 17 tad-Direttiva 96/48/KE, l-aspetti tekniċi li mhumiex koperti huma identifikati bħala “Punti Mhux Konklużi” fl-Anness L għal din l-STI. F'konformità ma' l-Artikolu 16(3) tad-Direttiva 96/48/KE, l-Istati Membri għandhom jinnotifikaw lill-Kummissjoni u lill-Istati Membri l-oħra lista tar-regoli tekniċi nazzjonali tagħhom li jirrelataw mal-“Punti Mhux Konklużi” u tal-proċeduri li għandhom jiġu segwiti għall-valutazzjoni tal-konformità tagħhom. (12) Fir-rigward tal-każijiet speċifiċi deskritti fil-Kapitolu 7 ta' din l-STI, l-Istati Membri għandhom jinnotifikaw lill-Kummisjsoni u lill-Istati Membri l-oħra l-proċeduri li għandhom jiġu segwiti għall-valutazzjoni tal-konformità. (13) Attwalment, it-traffiku ferrovjarju jopera skond ftehimiet eżistenti ta' natura nazzjonali, bilaterali, multinazzjonali jew internazzjonali. Huwa importanti li dawk il-ftehimiet ma jtellfux il-progress kurrenti u futur lejn l-interoperabilità. Għal dan il-għan, jeħtieġ li l-Kummissjoni teżamina dawk il-ftehimiet biex tiddetermina jekk l-STI ippreżentata f'din id-Deċiżjoni jeħtiġilhiex tkun riveduta skond dan. (14) L-STI tissejjes fuq l-aħjar għarfien espert disponibbli fi żmien it-tfassil ta' l-abbozz rilevanti. Sew biex tiġi inkoraġġita l-innovazzjoni, kif ukoll biex titqies l-esperjenza miksuba, l-STI annessa għandha tkun suġġetta għal reviżjoni kull tant żmien. (15) Din l-STI tagħti lok għal soluzzjonijiet innovattivi. Fejn dawn ikunu proposti, il-manifattur jew l-entità kontraenti għandu/għandha jiddikjara/tiddikjara d-devjazzjoni mis-sezzjoni rilevanti ta' l-STI. L-Aġenzija Ewropea għall-Ferroviji se tiffinalizza l-ispeċifikazzjonijiet adegwati funzjonali u ta' “interface” tas-soluzzjoni, u se tiżviluppa l-metodi ta' valutazzjoni. (16) Id-dispożizzjonijiet ta' din id-Deċiżjoni huma konformi ma' l-opinjoni tal-Kumitat stabbilit bl-Artikolu 21 tad-Direttiva tal-Kunsill 96/48/KE, Billi, ADOTTAT DIN ID-DEĊIŻJONI:







Artikolu 1

Speċifikazzjoni Teknika għall-Interoperabilità (“STI”) rigward is-subsistema ta' “l-enerġija” tas-sistema ferrovjarja trans-Ewropea ta' veloċità għolja, b'dan hija adottata mill-Kummissjoni.

L-STI għandha tkun kif jidher fl-Anness għal din id-Deċiżjoni.

Artikolu 2

L-STI għandha tkun applikabbli għal kull infrastruttura ġdida, aġġornata jew rinnovata tas-sistema ferrovjarja trans-Ewropea ta’ veloċità għolja, kif definita fl-Anness I għad-Direttiva 96/48/KE.

Artikolu 3

(1) Fir-rigward ta' dawk il-kwistjonijiet li jkunu kklassifikati bħala “Punti Mhux Konklużi” fl-Anness L għall-STI, il-kundizzjonijiet li għandhom ikunu sodisfatti għall-verifika ta' l-interoperabilità skond l-Artikolu 16(2) tad-Direttiva 96/48/KE għandhom ikunu dawk ir-regoli tekniċi applikabbli li jintużaw fl-Istat Membru li jawtorizza t-tqegħid fis-servizz tas-subsistemi koperti b'din id-Deċiżjoni.

(2) Kull Stat Membru għandu jinnotifika lill-Istati Membri l-oħra u lill-Kummissjoni fi żmien sitt xhur min-notifika ta' din id-Deċiżjoni:

(a) il-lista ta' regoli tekniċi applikabbli msemmija fil-paragrafu 1;

(b) il-valutazzjoni tal-konformità u l-proċeduri ta' analiżi li għandhom jiġu applikati rigward l-applikazzjoni ta' dawn ir-regoli;

(c) il-korpi li jkun ħatar biex iwettqu dawk il-proċeduri ta' valutazzjoni tal-konformità u ta' analiżi.

Artikolu 4

Fir-rigward ta' dawk il-kwistjonijiet li jkunu kklassifikati bħala “Każijiet Speċjali” fil-Kapitolu 7 ta' l-STI, il-proċeduri ta' valutazzjoni tal-konformità għandhom ikunu dawk applikabbli fl-Istati Membri. Kull Stat Membru għandu jinnotifika lill-Istati Membri l-oħra u lill-Kummissjoni fi żmien sitt xhur min-notifika ta' din id-Deċiżjoni:

(a) il-valutazzjoni tal-konformità u l-proċeduri ta' analiżi li għandhom jiġu applikati rigward l-applikazzjoni ta' dawn ir-regoli;

(b) il-korpi li jkun ħatar biex iwettqu dawk il-proċeduri ta' valutazzjoni tal-konformità u ta' analiżi.

Artikolu 5

L-STI tipprevedi perjodu ta' tranżizzjoni li matulu l-valutazzjoni tal-konformità u ċ-ċertifikazzjoni tal-kostitwenti ta' l-interoperabilità jkunu jistgħu jsiru bħala parti mis-subsistema. Matul dan iż-żmien, l-Istati Membri għandhom jinnotifikaw lill-Kummissjoni liema kostitwenti ta' l-interoperabilità jkunu ġew ivvalutati b'dan il-mod, biex ikun jista' jiġi ssorveljat mill-qrib is-suq tal-kostitwenti ta' l-interoperabilità u jkunu jistgħu jittieħdu passi biex dan jiġi ffaċilitat.

Artikolu 6

Id-Deċiżjoni 2002/733/KE b'dan hija mħassra. Madankollu, id-dispożizzjonijiet tagħha għandhom jibqgħu japplikaw fir-rigward tal-manutenzjoni ta' proġetti awtorizzati f'konformità ma' l-STI annessa ma' dik id-Deċiżjoni, kif ukoll għal proġetti għal linji ġodda u għar-rinnovament u l-aġġornament ta' linji eżistenti li jkunu fi stadju avvanzat ta' l-iżvilupp jew inkella li jkunu s-suġġett ta' kuntratt li jkun qed jiġi eżegwit fid-data tan-notifika ta' din id-Deċiżjoni.

Lista tas-subsistemi u tal-kostitwenti ta' l-interoperabilità li għalihom jibqgħu japplikaw id-dispożizzjonijiet tad-Deċiżjoni 2002/733/KE għandha tkun innotifikata lill-Kummissjoni sa mhux aktar tard minn sitt xhur wara d-data li fiha din id-Deċiżjoni ssir applikabbli.

Artikolu 7

L-Istati Membri għandhom jinnotifikaw lill-Kummissjoni, fi żmien sitt xhur mid-dħul fis-seħħ ta' l-STI annessa, it-tipi ta' ftehimiet li ġejjin:

(a) ftehimiet nazzjonali, bilaterali jew multilaterali bejn l-Istati Membri u Impriża/i Ferrovjarja/i jew Ġestjonarja/i ta' l-Infrastruttura, maqbula fuq bażi permanenti jew temporanja u meħteġa minħabba n-natura speċifika ħafna jew lokali tas-servizz ferrovjarju maħsub;

(b) ftehimiet bilaterali jew multilaterali bejn Impriża/i Ferrovjarja/i jew Ġestjonarja/i ta' l-Infrastruttura jew Stat/i Membru/i li jrendu livelli sinifikanti ta' interoperabilità lokali jew reġjonali;

(c) ftehimiet internazzjonali bejn wieħed jew aktar mill-Istati Membri u ta' lanqas pajjiż terz wieħed, jew bejn Impriża/i Ferrovjarja/i jew Ġestjonarja/i ta' l-Infrastruttura ta' l-Istati Membri u ta' lanqas Impriża Ferrovjarja jew Ġestjonarja ta' l-Infrastruttura waħda ta' pajjiż terz, li jrendu livelli sinifikanti ta' interoperabilità lokali jew reġjonali.

Artikolu 8

Din id-Deċiżjoni għandha tapplika mill-1 ta’ Ottubru 2008.

Artikolu 9

Din id-Deċiżjoni hija indirizzata lill-Istati Membri.









ANNEX

DIRECTIVE 96/48/EC — INTEROPERABILITY OF THE TRANS-EUROPEAN HIGH SPEED RAIL SYSTEM

TECHNICAL SPECIFICATION FOR INTEROPERABILITY

‘Energy’ Sub-System

1. INTRODUCTION 1.1. Technical scope 1.2. Geographical scope 1.3. Content of this TSI 2. SUBSYSTEM DEFINITION/SCOPE 2.1. Scope 2.2. Definition of the subsystem 2.2.1. Electrification system 2.2.2. Geometry of Overhead contact line and pantograph 2.2.3. Interaction of overhead contact line and pantograph 2.2.4. Transition between high-speed lines and other lines 2.3. Links with other subsystems and within the subsystem 2.3.1. Introduction 2.3.2. Links concerning electrification system 2.3.3. Links concerning overhead line equipment and pantographs 2.3.4. Links concerning interaction of overhead contact line and pantograph 2.3.5. Links concerning phase and system separation sections 3. ESSENTIAL REQUIREMENTS 3.1. General 3.2. essential requirements for the energy subsystem 3.3. specific aspects for the energy subsystem 3.3.1. Safety 3.3.2. Reliability and availability 3.3.3. Health 3.3.4. Environmental protection 3.3.5. Technical compatibility 3.3.6. Maintenance 3.3.7. Operations 3.4. essential requirements summary table 4. CHARACTERISATION OF THE SUBSYSTEM 4.1. Introduction 4.2. functional and technical specifications of the subsystem 4.2.1. General provisions 4.2.2. Voltage and frequency 4.2.3. System performance and installed power 4.2.4. Regenerative braking 4.2.5. Harmonic emissions towards the power utility 4.2.6. External electromagnetic compatibility 4.2.7. Continuity of power supply in case of disturbances 4.2.8. Protection of the environment 4.2.9. Overhead contact line 4.2.9.1. Overall design 4.2.9.2. Geometry of overhead contact line 4.2.10. Compliance of the overhead contact line system with infrastructure gauge 4.2.11. Contact wire material 4.2.12. Contact wire wave propagation speed 4.2.13. Not used 4.2.14. Static contact force 4.2.15. Mean contact force 4.2.16. Dynamic behaviour and quality of current collection 4.2.16.1. Requirements 4.2.16.2. Conformity Assessment 4.2.16.2.1. Interoperability Constituent Overhead Contact Line 4.2.16.2.2. Interoperability Constituent Pantograph 4.2.16.2.3. IC OCL in a newly installed line (Integration into a Subsystem) 4.2.16.2.4. IC Pantograph integrated into new rolling stock 4.2.16.2.5. Statistical calculations and simulations 4.2.17. Vertical movement of the contact point 4.2.18. Current capacity of the overhead contact line system: AC and DC systems, trains in motion 4.2.19. Pantograph spacing used for the design of the overhead contact line 4.2.20. Current capacity, DC systems, trains at standstill 4.2.21. Phase separation sections 4.2.22. System separation sections 4.2.22.1. General 4.2.22.2. Pantographs raised 4.2.22.3. Pantographs lowered 4.2.23. Electrical Protection Coordination Arrangements 4.2.24. Effects of DC operation on AC systems 4.2.25. L-Armonika u l-Effetti Dinamiċi 4.3. Functional and technical specifications for the interfaces 4.3.1. High Speed Rolling stock subsystem 4.3.2. High Speed Infrastructure subsystem 4.3.3. High Speed Control-Command and Signalling subsystem 4.3.4. High Speed Traffic Operations and Management 4.3.5. Safety in Railway Tunnels 4.4. Operating rules 4.4.1. Management of power supply in case of danger 4.4.2. Execution of works 4.4.3. Day-to-day management of power supply 4.5. Maintenance of power supply and overhead contact line system 4.5.1. Manufacturer's Responsibility 4.5.2. Infrastructure Manager's Responsibility 4.6. Professional competences 4.7. Health and safety conditions 4.7.1. Protective provisions of substations and posts 4.7.2. Protective provisions of overhead contact line system 4.7.3. Protective provisions of current return circuit 4.7.4. Other general requirements 4.7.5. High Visibility Clothing 4.8. Reġistru tal-infrastruttura u reġistru Ewropew tat-tipi ta’ vetturi awtorizzati 4.8.1. Infrastructure Register 4.8.2. Rolling Stock Register 5. INTEROPERABILITY CONSTITUENTS 5.1. Definitions 5.2. Innovative solutions 5.3. List of interoperability constituents 5.4. Constituents’ performances and specifications 5.4.1. Overhead contact line 5.4.1.1. Overall design 5.4.1.2. Geometry 5.4.1.3. Current capacity 5.4.1.4. Contact wire material 5.4.1.5. Current at standstill 5.4.1.6. Wave propagation speed 5.4.1.7. Design for pantograph spacing 5.4.1.8. Mean contact force 5.4.1.9. Dynamic behaviour and quality of current collection 5.4.1.10. Vertical movement of contact point 5.4.1.11. Space for uplift 6. ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE 6.1. Interoperability constituents 6.1.1. Assessment procedures and modules 6.1.2. Application of modules 6.1.2.1. General 6.1.2.2. Existing solutions for Interoperability Constituents 6.1.2.3. Innovative solutions for Interoperability Constituents 6.2. Energy subsystem 6.2.1. Assessment procedures and modules 6.2.2. Application of modules 6.2.2.1. General 6.2.2.2. Innovative solutions 6.2.3. Assessment of maintenance 6.3. Validity of certificates issued against the previous published version of the TSI 6.4. Interoperable constituents not holding an ec declaration 6.4.1. General 6.4.2. The transition period 6.4.3. The certification of subsystems containing non-certified interoperability constituents during the transition period 6.4.3.1. Conditions 6.4.3.2. Notification 6.4.3.3. Lifecycle Implementation 6.4.4. Monitoring arrangements 7. IMPLEMENTATION OF THE ENERGY TSI 7.1. Application of this tsi to new high-speed lines being put into service 7.2. Application of this tsi to high-speed lines already in service 7.2.1. Introduction 7.2.2. Classification of works 7.2.3. Parameters and specifications concerning the complete subsystem 7.2.4. Parameters concerning the mechanical parts of the OCL and the power supply 7.2.5. Parameters concerning the contact wire 7.2.6. Parameters related to other directives, to operational and maintenance 7.2.7. Scope of application 7.3. TSI revision 7.4. Specific cases 7.4.1. Particular features on the Austrian network 7.4.2. Particular features on the Belgian network 7.4.3. Particular features on the German network 7.4.4. Particular features on the Spanish network 7.4.5. Particular features on the French network 7.4.6. Particular features on the British network 7.4.7. Particular features on the Eurotunnel network 7.4.8. Particular features on the Italian network 7.4.9. Particular features on the Irish and Northern Irish networks 7.4.10. Particular features on the Swedish network 7.4.11. Particular features on the Finnish network 7.4.12. Particular features on the Polish network 7.4.13. Particular features on the Danish network including the Öresund link to Sweden. 7.4.14. Particular features on the Norwegian network — For information only 7.4.15. Particular features on the Swiss network — For information only 7.4.16. Particular features on the Lithuanian network 7.4.17. Particular features on the Netherlands network 7.4.18. Particular features on the Slovakian network 7.5. Agreements 7.5.1. Existing agreements 7.5.2. Future agreements ANNEX A: CONFORMITY MODULES A.1. List of the modules A.2. Modules for interoperability constituents Module A1: Internal Design Control with Production Verification Module B: Type Examination Module C: Conformity to type Module H1: Full Quality Management System Module H2: Full Quality Management System with Design Examination A.3. Modules for subsystems Module SG: Unit verification Module SH2: Full Quality Management System with Design Examination A.4. Assessment of maintenance arrangements: conformity assessment procedure ANNEX B: CONFORMITY ASSESSMENT OF INTEROPERABILITY CONSTITUENTS ANNEX C: ASSESSMENT OF THE ENERGY SUBSYSTEM ANNEX F: SPECIFIC CASE — GREAT BRITAIN — PANTOGRAPH ENVELOPE ANNEXES G TO K ARE NOT USED ANNEX L: LIST OF OPEN POINTS

1. INTRODUCTION

1.1. Technical scope

This TSI concerns the Energy subsystem of the trans-European high-speed rail system. The energy subsystem is one of the subsystems listed in Annex II(1) to Directive 96/48/EC as modified by Directive 2004/50/EC.

According to Annex I of the Directive, high-speed lines comprise:

— specially built high-speed lines equipped for speeds generally equal to or greater than 250 km/h,

— specially upgraded high-speed lines equipped for speeds of the order of 200 km/h,

— specially upgraded high-speed lines or lines specially built for high speed, which have special features as a result of topographical or environmental, relief or town-planning constraints, on which speed must be adapted individually

In this TSI, these lines have been classified as category I, category II and category III respectively.

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 as modified by Directive 2004/50/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 as modified by Decision No 884/2004/EC on Community guidelines for the development of the trans-European transport network or in any subsequent 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 Directive 96/48/EC as modified by Directive 2004/50/EC, this TSI:

(a) indicates its intended scope (chapter 2);

(b) lays down essential requirements for the Energy subsystem (chapter 3) and its interfaces vis-à-vis other subsystems (chapter 4);

(c) establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis other subsystems (chapter 4);

(d) determines the interoperability constituents and interfaces which shall be covered by European specifications, including European standards, which are necessary to achieve interoperability within the trans-European high speed rail system (chapter 5);

(e) states, in each case under consideration, which procedures are to be used in order to assess the conformity or the suitability for use of the interoperability constituents, or the EC verification of the subsystems (chapter 6);

(f) indicates the strategy for implementing this TSI (chapter 7);

(g) indicates for the staff concerned, the professional competencies and health and safety conditions at work required for the operation and maintenance of the subsystem, as well as for the implementation of the TSI (chapter 4).

In accordance with Article 6(3) of the Directive, provision may be made for specific cases for each TSI; these are indicated in chapter 7.

This TSI also sets out, in chapter 4, the operating and maintenance rules specific to the scope indicated in paragraphs 1.1 and 1.2 above.

2. SUBSYSTEM DEFINITION/SCOPE

2.1. Scope

The Energy TSI specifies those requirements which are necessary to assure the interoperability of the trans-European high-speed rail system. This TSI covers the trackside part of the Energy subsystem and the part of the Maintenance subsystem that relates to the trackside part of the Energy subsystem. 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 also includes the definition and quality criteria for interaction between pantograph and overhead contact line.

The Energy subsystem consists of:

— substations: 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 the secondary side, substations are connected to the railway overhead contact line system;

— sectioning points: electrical equipment located at intermediate locations between substations to supply and parallel overhead contact lines and to provide protection, isolation, auxiliary supplies;

— overhead contact line system: a system that distributes the electrical energy to the trains running on the route and transmits it to the trains by means of pantographs. The overhead contact line system is also equipped with manually or remotely controlled disconnectors which are required to isolate sections or groups of the overhead contact line system according to operational necessity. Feeder lines are part of the overhead contact line system;

— return circuit: all conductors which form the intended path of the traction return current and the current under fault conditions. Therefore, so far as this aspect is concerned, the return circuit is part of the Energy subsystem and has an interface with the Infrastructure subsystem;

Pantographs transmit electrical energy from the overhead contact line system to the train on which they are installed. The pantograph is integrated into and put into service with the train, and is in the scope of the High Speed Rolling Stock TSI. The interaction between pantograph and the overhead contact line is specified in this TSI.

2.2. Definition of the subsystem

2.2.1. Electrification system

As with any electrical device, a train is designed to operate correctly with a nominal voltage and a nominal frequency applied at its terminals, i.e. the pantograph(s) and wheels. Variations and limits of these parameters need to be defined in order to assure the anticipated train performance.

High-speed trains need a correspondingly high power. In order to supply the trains with minimum resistive losses, it is necessary to have a high supply voltage and (correspondingly) a lower current. 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 are often capable of using regenerative braking to return energy to the power supply, reducing power consumption overall. Therefore, the power supply system has to be designed to accept regenerative braking energy.

In any electrical system, short-circuits and other fault conditions occur. The electrification system needs to be designed so that the subsystem controls detect these faults immediately and trigger measures to remove the short-circuit current and isolate the affected 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. Geometry of Overhead contact line and pantograph

The compatible geometry of the overhead contact line and the pantograph is an important aspect of interoperability. As far as geometrical interaction is concerned, the height of the contact wire above the rails, the lateral deviation in still air and under wind pressure and the contact force have to be specified. The geometry of the pantograph head is also fundamental to assure good interaction with the overhead contact line, taking into account vehicle sway.

2.2.3. Interaction of overhead contact line and pantograph

At the high speeds envisaged for the trans-European high-speed rail system, the interaction of overhead contact line and pantograph represents a very important aspect in establishing reliable power transmission without undue disturbances to railway installations and the environment. This interaction is mainly determined by:

— static and aerodynamic effects dependant upon the nature of the pantograph contact strips and the design of the pantograph, the shape of the vehicle on which the pantograph(s) is (are) mounted and the position of the pantograph on the vehicle,

— the compatibility of the contact strip material with the contact wire,

— the dynamic characteristics of the overhead contact line and pantograph(s),

— the protection of the pantograph(s) and overhead contact line in the case of a broken pantograph contact strip,

— the number of pantographs in service and the distance between them, since each pantograph can interfere with the others on the same overhead contact line section.

2.2.4. Transition between high-speed lines and other lines

Along a line of route, different requirements will apply. The transition between sections having different requirements affects the power supply and overhead 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 links with other subsystems of the trans-European high-speed rail system in order to achieve the envisaged performance. 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 High Speed Rolling Stock subsystem.

— The power installed on the lines and the specified power factor determines the performance of the high-speed rail system and interfaces with the High Speed Rolling Stock subsystem.

— Regenerative braking reduces energy consumption and interfaces with the High Speed Rolling Stock subsystem.

— Electrical fixed installations and on-board traction equipment need to be protected against short circuits. Circuit breaker tripping in substations and on trains has to be coordinated. Electrical protection interfaces with the High Speed Rolling Stock subsystem.

— Electrical interference and harmonic emissions interface with the High Speed Rolling Stock and Control-Command and Signalling subsystems.

2.3.3. Links concerning overhead line equipment and pantographs

— On high-speed lines, the contact wire height needs special attention in order to avoid excessive wear. The contact wire height interfaces with the Infrastructure and High Speed Rolling Stock subsystems.

— Vehicle and pantograph sway interfaces with the Infrastructure subsystem.

2.3.4. Links concerning interaction of overhead contact line and pantograph

The quality of current collection depends on the number of pantographs in service, their spacing and other traction-unit-specific details. The arrangement of pantographs interfaces with the Energy subsystem.

2.3.5. Links concerning phase and system separation sections

— To pass transitions of electrification systems and phase separation sections, without bridging, the number and arrangement of pantographs on trains shall be stipulated. This interfaces with the High Speed Rolling Stock subsystem

— To pass transitions of electrification systems and phase separation sections, without bridging, control of train current is required. This interfaces with the Control-Command and Signalling subsystem.

— When passing through system separation sections, lowering of pantograph(s) may be required. This interfaces with the Control-Command and Signalling subsystem.

3. ESSENTIAL REQUIREMENTS

3.1. General

In the scope of this TSI, compliance with the specifications described in:

— chapter 4 for the subsystem

— chapter 5 for the interoperability constituents,

as demonstrated by a positive result of the assessment of:

— conformity and/or suitability for use of the interoperability constituents,

— and verification of the subsystem,

as described in chapter 6 ensures fulfilment of the relevant essential requirements quoted in sections 3.2 and 3.3 of this TSI.

Nevertheless, if part of the essential requirements are covered by national rules because of

— open and reserved points declared in the TSI,

— derogation under article 7 of the Directive 96/48/EC as modified by the Directive 2004/50/EC,

— specific cases described in section 7.4 of this TSI,

the corresponding conformity assessment shall be carried out according to procedures under the responsibility of the Member State concerned.

According to Article 4(1) of Directive 96/48/EC as modified by the Directive 2004/50/EC, the trans-European high-speed rail system, its subsystems and its interoperability constituents shall fulfil the essential requirements set out in general terms in Annex III to the Directive.

3.2. Essential requirements for the Energy subsystem

The essential requirements cover:

— safety,

— reliability and availability,

— health,

— environmental protection,

— technical compatibility.

3.3. Specific aspects for the Energy subsystem

3.3.1. Safety

According to Annex III to Directive 96/48/EC as modified by the Directive 2004/50/EC, the essential requirements for safety 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 foreseeably in a manner not in accordance with the posted instructions.

The aspects mentioned under 1.1.2 and 1.1.5 are not relevant to 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 clauses 4.2.4, 4.2.7, 4.2.9 to 4.2.16, 4.2.18 to 4.2.25, 4.4.1, 4.4.2, 4.5 and 4.7.1 to 4.7.3 are met and the interoperability constituents used comply with the requirements set out in clause 5.4.1.1 to 5.4.1.5, 5.4.1.7 to 5.4.1.9 and 5.4.1.11.

The following essential requirement for safety according to Annex III to Directive 96/48/EC as modified by Directive 2004/50/EC is 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 clauses 4.2.4 to 4.2.7, 4.2.18, 4.2.20 to 4.2.25, 4.4.1, 4.4.2, 4.5, and 4.7.1 to 4.7.4 are met and the interoperability constituents used comply with the requirements set out in clause 5.4.1.2, 5.4.1.3, 5.4.1.5, 5.4.1.8 to 5.4.1.11.

3.3.2. Reliability and availability

According to Annex III to Directive 96/48/EC as modified by Directive 2004/50/EC, the essential requirement as far as reliability and availability are concerned is 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 maintained such that the requirements set out in clause 4.2.7, 4.2.18, 4.4.2, 4.5 are met.

3.3.3. Health

According to Annex III to Directive 96/48/EC as modified by Directive 2004/50/EC, the essential requirements for health 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 clauses 4.2.11, 4.5, 4.7.1 to 4.7.4 are met and the interoperability constituents used comply with the requirements set out in clause 5.4.1.4.

3.3.4. Environmental protection

According to Annex III to Directive 96/48/EC as modified by Directive 2004/50/EC, essential requirements for environmental protection 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.

In order to satisfy essential requirements 1.4.1, 1.4.2 and 1.4.3, the Energy subsystem shall be designed and constructed so that the requirements set out in clauses 4.2.4 to 4.2.6, 4.2.8, 4.2.11, 4.2.16, 4.2.17, 4.2.21, 4.2.22, 4.2.24, 4.2.25 and 4.7.1 to 4.7.3 are met and the interoperability constituents used comply with the requirements set out in clauses 5.4.1.2, 5.4.16, 5.4.1.7, and 5.4.1.9 to 5.4.1.11.

The following essential requirement for environmental protection according to Annex III to Directive 96/48/EC as modified by Directive 2004/50/EC is 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 clauses 4.2.6, 4.2.8, 4.2.12, 4.2.16, and 4.7.1 to 4.7.3 are met and the interoperability constituents used comply with the requirements set out in clauses 5.4.1.2, 5.4.1.6, 5.4.1.9 to 5.4.1.11.

3.3.5. Technical compatibility

According to Annex III to Directive 96/48/EC as modified by Directive 2004/50/EC, the essential requirements for technical compatibility 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 clauses 4.2.1 to 4.2.4, 4.2.6, 4.2.9 to 4.2.25, 4.4.2, 4.5 and 4.7.1 to 4.7.3 are met and the interoperability constituents used comply with the requirements set out in clauses 5.4.1.1 to 5.4.1.11.

The following essential requirement for technical compatibility according to Annex III to Directive 96/48/EC as modified by Directive 2004/50/EC is 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 clauses 4.2.1 to 4.2.4, 4.2.9, 4.2.11 to 4.2.22, and 4.5 are met and the interoperability constituents used comply with the requirements set out in clauses 5.4.1.1 to 5.4.1.11

3.3.6. Maintenance

According to Annex III to Directive 96/48/EC as modified by Directive 2004/50/EC, the essential requirements for maintenance are the following:

2.5.1. The technical installations and the procedures used in the maintenance centres must not constitute a danger to human health.

2.5.2. The technical installations and the procedures used in the maintenance centres must not exceed the permissible levels of nuisance with regard to the surrounding environment.

2.5.3. The maintenance installations on high-speed trains must be such as to enable safety, health and comfort operations to be carried out on all trains for which they have been designed.

The aspects mentioned under 2.5.3 are not relevant to the Energy subsystem.

In the case of the Energy subsystem, maintenance is carried out not in maintenance centres but along the line. Maintenance is carried out by maintenance units, for which the requirements mentioned under 2.5.1 and 2.5.2 apply. In order to satisfy the essential requirements 2.5.1 and 2.5.2, the Energy subsystem Interoperability Constituent shall be designed and constructed so that the requirements set out in clauses 4.2.8, 4.5 and 4.7.4 are met.

3.3.7. Operations

According to Annex III to Directive 96/48/EC as modified by Directive 2004/50/EC, the essential requirements for operation are the following:

2.7.1. Alignment of the network operating rules and the qualifications of drivers and on-board staff must he such as to ensure safe international operation. The operations and maintenance intervals, the training and qualifications of maintenance staff and the quality assurance system set up in the maintenance centres of the operators concerned must be such as to ensure a high level of safety.

2.7.2. The operation and maintenance periods, the training and qualifications of the maintenance staff and the quality assurance system set up by the operators concerned in the maintenance centres must be such as to ensure a high level of system reliability and availability.

2.7.3. The alignment of the operating rules of the networks and the qualifications of drivers, on-board staff and managers in charge of traffic must be such as to ensure operating efficiency on the trans-European high-speed rail system.

In case of the Energy subsystem, maintenance is carried out not in maintenance centres but along the line. Maintenance is carried out by maintenance units. In order to satisfy the essential requirements 2.7.1 to 2.7.3, the Energy subsystem and Interoperability Constituent shall be designed and constructed so that the requirements set out in clauses 4.2.4, 4.2.21 to 4.2.23, 4.4.1, 4.4.2, 4.5, 4.6 and 4.7.1 to 4.7.4 are met.

3.4. Essential Requirements Summary Table

The clauses addressing each of the Essential Requirements are set out below in Table 3.4; where an X is marked in the column, the Essential Requirement is addressed by the clause listed on the left.







Table 3.4 Clause number Clause Title Safety R&A Health Environmental Protection Technical Compatibility Operations Maintenance 1.1.1 1.1.3 1.1.4 2.2.1 1.2 1.3.1 1.3.2 1.4.1 1.4.2 1.4.3 2.2.2 1.5 2.2.3 2.7.1 2.7.2 2.7.3 2.5.1 2.5.2 4.2.1 General provisions — — — — — — — — — — — X X — — — — — 4.2.2 Voltage and frequency — — — X — — — — — — — X X — — — — — 4.2.3 System performance and installed power — — — — — — — — — — — X X — — — — — 4.2.4 Regenerative braking — X — X — — — X — — — X X X — — — — 4.2.5 Harmonic emissions towards the power utility — — — X — — — — — X — — — — — — — — 4.2.6 External electromagnetic compatibility — — — X — — — X — X X X — — — — — — 4.2.7 Continuity of power supply in case of disturbances X X — X X — — — — — — — — — — X — — 4.2.8 Protection of the environment — — — — — — — X X X X — — — — — — X 4.2.9.1 Overall design X X X — — — — — — — — X X — — — — — 4.2.9.2 Geometry of Overhead Contact Line X X — — — — — — — — — X X — — — — — 4.2.10 Compliance of the Overhead Contact Line with Infrastructure Gauge X — — — — — — — — — — X — — — — — — 4.2.11 Contact wire material X X X — — — X — — — — X X — — — — — 4.2.12 Contact Wire Wave Propagation Speed — — — — — — — — — X X X X — — — — — 4.2.14 Static contact force X X X X — — — — — — — X X — — — — — 4.2.15 Mean contact force X X X X — — — — — — — X X — — — — — 4.2.16 Requirements for dynamic behaviour and quality of current collection X X — X — — — — — X X X X — — — — — 4.2.17 Vertical movement of the contact point — — — X — — — — — X — X X — — — — — 4.2.18 Current capacity of the overhead contact line system X X X X — — — — — — — X X — — — — — 4.2.19 Pantograph spacing used for the design of the overhead contact line — X — — — — — — — X — X X — — — — — 4.2.20 Current at standstill (DC Systems) X X X X — — — — — — — X X — — — — — 4.2.21 Phase Separation Sections X — X X — — — — — X — X X X — X — — 4.2.22 System Separation Sections X — X X — — — — — X — X X X — X — — 4.2.23 Electrical Protection Coordination Arrangements X X — X — — — — — — — X — X — X — — 4.2.24 Effects of DC on AC Systems — X X X — — — — — X — X — — — — — — 4.2.25 Harmonics and Dynamic Effects X X — X — — — — — X — X — — — — — — 4.4.1 Management of power supply in case of danger X X — X — — — — — — — — X — X — — 4.4.2 Execution of works X — — X X — — — — — — X — X X X — — 4.5 Maintenance of power supply and overhead contact line system X X X X X X X — X — — X X X X X X X 4.6 Professional competences — — — — — — — — — — — — — X X X — — 4.7.1 Protective provisions of substations and posts X X X X — X X — — X X X — X — — — — 4.7.2 Protective provisions of overhead contact line system X X X X — X X — — X X X — X — — — — 4.7.3 Protective provisions of current return circuit X X X X — X X — — X X X X X — — — — 4.7.4 Other general requirements — — — X — X X — — — — — — X X X X X 5.4.1.1 Overall design X X X — — — — — — — — X X — — — — — 5.4.1.2 Geometry X X — X — — — — — X X X X — — — — — 5.4.1.3 Current capacity X X X X — — — — — — — X X — — — — — 5.4.1.4 Contact wire material X X X — — — X — — — — X X — — — — — 5.4.1.5 Current at standstill (DC Systems) X X X X — — — — — — — X X — — — — — 5.4.1.6 Wave propagation speed — — — — — — — — — X X X X — — — — — 5.4.1.7 Design for Pantograph Spacing — X — — — — — — — X — X X — — — — — 5.4.1.8 Mean contact force X X X X — — — — — — — X X — — — — — 5.4.1.9 Dynamic behaviour and quality of current collection X X — X — — — — — X X X X — — — — — 5.4.1.10 Vertical Movement of the Contact Point — — — X — — — — — X — X X — — — — — 5.4.1.11 Space for Uplift X X — X — — — — — X X X X — — — — —

4. CHARACTERISATION OF THE SUBSYSTEM

4.1. Introduction

The trans-European high-speed rail system, to which Directive 96/48/EC as modified by Directive 2004/50/EC applies and of which the Energy subsystem is a part, is an integrated system whose compatibility shall be verified. This compatibility shall be checked in particular with regard to the specifications of the subsystem, its interfaces vis-à-vis the system in which it is integrated, as well as the operating and maintenance rules.

The functional and technical specifications of the subsystem and its interfaces, described in sections 4.2 and 4.3, do 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. But innovative solutions for interoperability may require new specifications and/or new assessment methods. In order to allow technological innovation, these specifications and assessment methods shall be developed by the process described in sections 6.1.2.3 and 6.2.2.2.

Taking account of all the applicable essential requirements, the Energy subsystem is characterised by the specifications set out in clauses 4.2 to 4.8.

For Specific Cases, see chapter 7.4; where reference is made to EN standards, any variations called ‘national deviations’ or ‘special national conditions’ in the EN do not apply. For EN clauses incorporating tables, column headings HS, UP, and Conn shall be taken to mean categories I, II and III respectively.

4.2. Functional and technical specifications of the subsystem

4.2.1. General provisions

The performance to be achieved by the Energy subsystem shall correspond to the relevant performance as specified for each category of line of the trans-European high-speed rail system, with respect to:

— the maximum line speed, and

— the power demand of the trains at the pantographs.

The Energy subsystem design shall assure the specified performance.

The Infrastructure Manager shall define, on a short section of route, connecting a high-speed line with another line, the position where the requirements of the Energy subsystem TSI for high-speed lines start to apply.

4.2.2. Voltage and frequency

Traction units need standardisation of the voltage and frequency values. Table 4.2.2 lists the nominal voltages and nominal frequencies of the electric power supply systems that shall be used depending upon the line category.







Table 4.2.2 Nominal voltages and frequencies and associated line categories Nominal voltages and frequencies Category I Category II Category III AC 25 kV 50 Hz X X X AC 15 kV 16,7 Hz (1) X X DC 3 kV (2) X X DC 1,5 kV — X X (1) In Member States with networks electrified at AC 15 kV 16,7 Hz, it is permissible for this system to be used for new category I lines. It is permissible for the same system to be applied in adjacent countries when it can be economically justified by the Member State. No assessment is required in this case. (2) It is permissible for the DC 3 kV supply to be used in Italy, Spain and Poland for existing and new category I line sections operated at 250 km/h when electrification with AC 25 kV 50 Hz could create a risk of disturbing ground and on-board signalling equipment on an existing line.

▼M1

Il-vultaġġ u l-frekwenza fit-terminali tas-substazzjoni u fil-pantograf għandhom jikkonformaw mal-Klawżola 4 tal-EN 50163:2004. Il-konformità għandha tintwera permezz ta’ eżami tad-disinn.

▼B

4.2.3. System performance and installed power

The Energy subsystem shall be designed to meet the required performance in respect of:

— the line speed,

— the minimum possible headway,

— the maximum train current,

— the power factor of trains,

— the timetable and planned services,

— the mean useful voltage,

according to the appropriate line category.

▼M1

Id-disinn tas-subsistema tal-Enerġija għandu jiżgura l-abbiltà li l-provvista tal-enerġija tilħaq il-prestazzjoni speċifikata.

▼B

The calculated mean useful voltage ‘at the pantograph’ shall comply with EN 50388:2005, clauses 8.3 and 8.4, using the design data for the power factor in EN 50388:2005 clause 6 with the exception of hotelling trains in yards and sidings for which the specification is given in HS TSI RST (2006), clause 4.2.8.3.3. The conformity assessment shall be carried out in accordance with EN 50388:2005, clauses 14.4.1, 14.4.2 (simulation only) and 14.4.3.

4.2.4. Regenerative braking

AC power supply systems shall be designed to permit the use of regenerative braking as a service brake, able to exchange power seamlessly either with other trains or by any other means. The substation control and protection devices in the power supply system shall allow regenerative braking.

▼M1

Is-sistemi ta’ provvista tal-enerġija DC mhumiex meħtieġa li jitfasslu sabiex jippermettu l-użu ta’ bbrejkjar riġenerattiv bħala brejk tas-servizz.

▼B

The fixed installations and their protection devices shall permit the use of regenerative braking unless the conditions described in EN50388:2005 clause 12.1.1 occur. Conformity assessment for fixed installations shall be carried out according EN 50388:2005, clause 14.7.2.

4.2.5. Harmonic emissions towards the power utility

Harmonic emissions towards the power utility shall be dealt with by the Infrastructure Manager taking into account European or national standards and the requirements of the power utility.

No conformity assessment is required within this TSI.

4.2.6. External electromagnetic compatibility

▼M1

Il-kompatibbiltà elettromanjetika esterna mhijiex karatteristika speċifika tan-netwerk ferrovjarji ta’ veloċità għolja trans-Ewropew. L-installazzjonijiet tal-provvista tal-enerġija għandhom jikkonformaw mal-EN 50121-2:2006 sabiex jissodisfaw ir-rekwiżiti kollha li jikkonċernaw il-kompatibbiltà elettromanjetika.

▼B

No conformity assessment is required within this TSI.

4.2.7. Continuity of power supply in case of disturbances

The power supply and the overhead contact line system shall be designed to enable continuity of operation in case of disturbances. This shall be achieved by sectioning overhead contact line system into supply sections and the installation of redundant equipment in substations.

Conformity assessment shall be carried out by checking the circuit diagrams. It shall be demonstrated that the provisions for continuity, as designed, have been installed.

4.2.8. Protection of the environment

Protection of the environment is covered by other European legislation concerning the assessment of the effects of certain projects on the environment.

No conformity assessment is required within this TSI.

4.2.9. Overhead contact line

4.2.9.1. Overall design

The design of the overhead contact line shall comply with EN 50119:2001, clauses 5.1, 5.2.1.2, 5.2.4.1 to 5.2.4.8, 5.2.5, 5.2.6, 5.2.7, 5.2.8.2, 5.2.10, 5.2.11 and 5.2.12. The design and operation of overhead contact lines presumes that pantographs are equipped with an automatic dropping device (ADD) (see High Speed Rolling Stock TSI clauses 4.2.8.3.6.4 and 4.2.8.3.8.4).

Additional requirements, concerning high-speed lines are specified hereafter.

4.2.9.2. Geometry of overhead contact line

Overhead contact line shall be designed for use by pantographs with the head geometry specified in clause 4.2.8.3.7.2 of the High Speed Rolling Stock TSI, and trains as specified in the High Speed Rolling Stock TSIs.

The contact wire height, gradient of the contact wire in relation to the track and the lateral deviation of the contact wire under the action of a cross-wind all govern the compatibility of the trans-European rail network. The permissible data for overhead contact line geometry is given in Table 4.2.9.







Table 4.2.9 Permissible data for overhead contact line geometry Description Category I Category II Category III Nominal contact wire height (mm) Between 5 080 and 5 300 Between 5 000 and 5 500 AC — between 5 000 and 5 750 DC — between 5 000 and 5 600 Minimum contact wire height (mm) — AC — 4 950 DC — 4 900 Maximum Contact Wire Height (mm) — AC — 6 000 DC — 6 200 Contact wire gradient No planned gradients EN50119:2001 clause 5.2.8.2 Permissible lateral deviation of the contact wire in relation to the track centre line under action of a cross wind The smaller value of either 0,4 m or (1,4 – L 2) m

The permissible contact wire deviation under the action of a cross wind shall be calculated for contact wire heights above 5 300 mm and/or on curved track. It shall be calculated using the half-width of the dynamic envelope of the European pantograph passage, L 2. L 2 shall be calculated in accordance with EN 50367:2006 Annex A.3.

▼M1 —————

▼B

For lines referred to in Table 4.2.2 note (2), the nominal contact wire height shall be between 5 000 mm and 5 300 mm.

The nominal contact wire height may be higher on lines with mixed freight and passenger traffic to permit the operation of trailers with oversize gauge, but the maximum wire height stated in table 4.2.9 shall not be exceeded. The requirements for the quality of current collection shall be maintained (see 4.2.16).

At level crossings (not permissible on Category I lines), the contact wire height shall be determined by national rules or in the absence of national rules, EN 50122-1:1997 clauses 4.1.2.3 and 5.1.2.3.

Conformity assessment shall be carried out by design review and measurements before putting into service in accordance with EN 50119:2001, clause 8.5.1.

4.2.10. Compliance of the overhead contact line system with infrastructure gauge

▼M1

Id-disinn tas-sistema tal-linja ta’ kuntatt fl-għoli għandu jikkonforma mal-ħxuna tal-infrastruttura definita fil-Klawżola 4.2.3 tat-TSI tal-Infrastruttura ta’ Veloċità Għolja. Id-disinn tal-linja ta’ kuntatt fl-għoli għandu jikkonforma mal-pakkett kinematiku tal-vetturi.

▼B

The design of structures shall take into account the space necessary for the passage of pantographs in contact with the overhead line equipment and for installation of the overhead contact line itself. The dimensions of tunnels and other structures shall be mutually compatible with the geometry of overhead contact line and the kinematic envelope of the pantograph. High Speed Rolling Stock TSI clause 4.2.3.1 specifies the reference profile of the pantograph. The space necessary for installation of the overhead contact line shall be stipulated by the Infrastructure Manager.

Conformity assessment shall be carried out within the Energy subsystem by a design review.

4.2.11. Contact wire material

Permissible materials for contact wires are copper and copper-alloy. The contact wire shall comply with the requirements of EN 50149:2001 clauses 4.1 to 4.3 and 4.5 to 4.8.

Conformity assessment shall be carried out by design review and during production phase of the contact wire.

4.2.12. Contact wire wave propagation speed

The speed of wave propagation in contact wires is a characteristic parameter for assessing the suitability of overhead contact line for high-speed operation. This parameter depends upon the specific mass and the tensile stress in the contact wire. The wave propagation speed shall be adjusted so that the chosen line speed is no greater than 70 % of the wave propagation speed.

Conformity assessment shall be carried out by design review.

4.2.13. Not used

4.2.14. Static contact force Static contact force is defined in EN 50206-1:1998 clause 3.3.5, and is exerted by the pantograph on the contact wire. The overhead contact line shall be designed for a static contact force as specified in Table 4.2.14.



Table 4.2.14 Static Contact Forces Nominal Value (N) Range for application (N) AC 70 60 to 90 DC 3 kV 110 90 to 120 DC 1,5 kV 90 70 to 110 For DC 1,5 kV systems, the overhead contact line shall be designed to withstand a static contact force of 140 N per pantograph in order to avoid overheating of the contact wire with a train at standstill with its auxiliaries working. Conformity assessment shall be carried out by design review and measurements in accordance with EN 50317:2002.

4.2.15. Mean contact force The mean contact force Fm is formed by the static and aerodynamic components of the pantograph contact force with dynamic correction. Fm represents a target value to be achieved in order to ensure current collection quality without undue arcing and to limit wear and hazards to contact strips. The mean contact force Fm applied by a pantograph on the contact wire is shown as a function of running speed in Figure 4.2.15.1 for AC lines, and figure 4.2.15.2 for DC lines. Overhead contact line shall be designed to be capable of sustaining this force curve for all pantographs on a train. Maximum force (Fmax ) on an open route is usually within the range of Fm plus three standard deviations σ; higher values may occur elsewhere. For speeds higher than 320 km/h, values for the mean contact force are not detailed in the TSI; additional specifications are needed, these specifications are an Open Point. In this case, National Rules shall apply. Conformity assessment shall be carried out in accordance with EN 50317:2002, clause 6 for AC and DC systems at speeds above 80km/h. Figure 4.2.15.1 Mean contact force Fm for AC systems as a function of speed



AC Curve C2 Fm = 0,001145 × v2 + 70 (N) AC Curve C Fm = 0,00097 × v2 + 70 (N) AC Curve C1 Fm = 0,000795 × v2 + 70 (N) For new lines and when upgrading existing lines of all categories, the curve C shall be used. ▼M1 Barra minn hekk, linji ferrovjarji ġodda jistgħu jippermettu l-użu ta’ Pantografi wara l-liwjiet C1 jew C2. Il-linji eżistenti jistgħu jeħtieġu l-użu ta’ pantografi wara l-liwjiet C1 jew C2. ▼B Figure 4.2.15.2 Mean contact force Fm for DC systems as a function of speed



DC 3 kV Fm = 0,00097 × v2 + 110 (N) DC 1,5 kV Fm = 0,00228 × v2 + 90 (N)

4.2.16. Dynamic behaviour and quality of current collection 4.2.16.1. Requirements The overhead contact line shall be designed in accordance with the requirements for dynamic behaviour. Contact wire uplift at the design line speed shall comply with the stipulations in Table 4.2.16. 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. Compliance with the requirements on dynamic behaviour shall be verified in accordance with EN 50367:2006, clause 7.2 by assessment of: — Contact wire uplift — and either — Mean contact force Fm and standard deviation σ max — or — Percentage of arcing The Contracting Entity shall declare the method to be used for verification. The values to be achieved by the chosen method are set out in Table 4.2.16.



Table 4.2.16 Requirements for dynamic behaviour and current collection quality Requirement Category I Category II Category III Space for steady arm uplift 2 S 0 Mean contact force Fm See 4.2.15 Standard deviation at maximum line speed σmax (N) 0,3 Fm Percentage of arcing at maximum line speed, NQ (%) (minimum duration of arc 5ms) ≤ 0,2 ≤ 0,1 for AC systems ≤ 0,2 for DC systems ≤ 0,1 For definitions, values and test methods refer to EN 50317:2002 and EN 50318:2002. S 0 is the calculated, simulated or measured uplift of the contact wire at a steady arm, generated in normal operating conditions with one or more pantographs with a mean contact force Fm at the maximum line speed. When the uplift of the steady arm is physically limited due to the overhead contact line design, it is permissible for the necessary space to be reduced to 1,5 S 0 (refer to EN 50119:2001 clause 5.2.1.3). Fm is the dynamically corrected statistical mean value of the contact force. 4.2.16.2. Conformity Assessment 4.2.16.2.1. Interoperability Constituent Overhead Contact Line A new design of overhead contact line shall be assessed by simulation according to EN 50318:2002 and by measurement of a test section of the new design according to EN 50317:2002. The simulations shall be made using at least two different TSI compliant ( 3 ) pantographs for the appropriate system, up to the design speed of the pantograph and the proposed Interoperability Constituent Overhead Contact Line for both a single pantograph and multiple pantographs with spacing according table 4.2.19. In order to be acceptable, the simulated current collection quality shall be within the limits of table 4.2.16 for uplift, mean contact force and standard deviation for each of the pantographs. If the simulation results are acceptable, a site test with a representative section of the new overhead contact line shall be undertaken using one of the pantographs used in the simulation, installed on a train or locomotive producing a mean contact force at the envisaged design speed as required by clause 4.2.15 when operated on one of the overhead contact line systems. In order to be acceptable, the measured current collection quality shall be within the limits of table 4.2.16. If all the above assessments are passed successfully, the tested overhead contact line design shall be considered to be compliant and may be used on lines where the characteristics of the design match the requirements of the line. This aspect is covered by this TSI. 4.2.16.2.2. Interoperability Constituent Pantograph In addition to the pantograph requirements in the Rolling Stock TSI, a new design of a pantograph shall be assessed by simulation according to EN 50318:2002. The simulations shall be made using at least two different TSI compliant ( 4 ) overhead contact lines for the appropriate system, at the design speed of the Pantograph. The simulated current collection quality shall be within the limits of table 4.2.16 for uplift, mean contact force and standard deviation for each of the overhead contact lines. If the simulation results are acceptable, a site test shall be made using a representative section of one of the overhead contact lines used in the simulation; the interaction characteristics shall be measured in accordance with EN 50317:2002. The pantograph shall be mounted on a train or locomotive so as to produce a mean contact force as required by clause 4.2.15 for the design speed of the pantograph. The measured current collection quality shall be within the limits of table 4.2.16. If all the assessments are passed successfully, the tested pantograph design shall be considered as compliant and can be used on various designs of rolling stock provided that the mean contact force on the rolling stock complies with the requirements of clause 4.2.16.1. This aspect is covered by the High Speed Rolling Stock TSI. 4.2.16.2.3. IC OCL in a newly installed line (Integration into a Subsystem) If the overhead contact line to be installed on a new high-speed line is certificated as an Interoperability Constituent, measurements of the interaction parameters in accordance with EN 50317:2002 shall be used to check the correct installation. These measurements shall be carried out with an Interoperability Constituent pantograph installed on rolling stock exhibiting the mean contact force characteristics as required by clause 4.2.15 of this TSI for the envisaged design speed. The main goal of this test is to identify construction errors but not to assess the design in principle. The installed overhead contact line can be accepted if the measurement results comply with the requirements of table 4.2.16. This aspect is covered by this TSI. 4.2.16.2.4. IC Pantograph integrated into new rolling stock When an approved interoperability constituent pantograph is to be installed on new rolling stock, testing shall be limited to the mean contact force requirements. The tests shall be carried in accordance with EN 50317:2002 or EN 50206-1:1998 ( 5 ). The tests shall be conducted in both directions of travel and at the range of nominal contact wire heights as applied for. The measured results shall follow the mean curve, plotted using at least 5 speed intervals for Class 1 trains and at least 3 speed intervals for Class 2 trains. The results shall comply with the curves throughout the speed range for the vehicle, within a range of: — +0, –10 % for the AC curve C — +0 %, –10 % for the AC C1 curve (C1 is an upper limit curve) — +10 %, –0 % for the AC C2 curve (C2 is a lower limit curve) — +/– 10 % for both the DC Curves If the tests are passed successfully, the pantograph mounted on that particular train or locomotive can be used on TSI compliant high-speed lines. This aspect is covered by the High Speed Rolling Stock TSI. 4.2.16.2.5. Statistical calculations and simulations The calculation of statistical values shall be appropriate to the speed of the line, and shall be carried out separately for sections in the open and in tunnels. For the purposes of simulation, the control sections shall be defined so that they are representative including features, for example tunnels, crossovers, neutral sections etc.

4.2.17. Vertical movement of the contact point The contact point is the point of the mechanical contact between a contact strip and a contact wire. The vertical height of the contact point above the track shall be as uniform as possible along the span length; this is essential for high-quality current collection. The maximum difference between the highest and the lowest dynamic contact point height within one span shall be less than the values shown in Table 4.2.17. This shall be verified by measurements according to EN 50317:2002 or simulations validated according to EN 50318:2002: — for the maximum line speed of the overhead contact line, — by using the mean contact force Fm (see clause 4.2.15), — for the longest span length. This need not be verified for overlap spans or for spans over switches.



Table 4.2.17 Vertical movement of the contact point Category I Category II Category III AC 80 mm 100 mm National rules apply DC 80 mm 150 mm National rules apply

4.2.18. Current capacity of the overhead contact line system: AC and DC systems, trains in motion The current capacity shall comply at least with the requirements specified for trains according to EN 50388:2005, clause 7.1. The data in EN 50149:2001 shall be used in the design process. The thermal effects on the overhead contact line system are related to the level of current which is drawn and the time for which that current is drawn. Crosswinds have a cooling effect. The most unfavourable wind conditions on which the calculation of the current capacity shall be based shall be stipulated by the contracting entity. The design of the overhead contact line system shall ensure that the maximum conductor temperatures specified in EN 50119:2001, annex B are not exceeded, taking account the data given in EN 50149:2001, clause 4.5, Tables 3 and 4 and the requirements of EN 50119:2001 clause 5.2.9. A design study shall be undertaken to confirm that the overhead contact line system complies with the specified requirements. Conformity assessment shall be carried out by design review.

4.2.19. Pantograph spacing used for the design of the overhead contact line The overhead contact line shall be designed for operation at maximum line speed with two operating adjacent pantographs having the spacing as set out in Table 4.2.19:



Table 4.2.19 Pantograph spacing Category I Category II Category III AC systems 200 m 200 m National rules apply DC systems 200 m 1,5 kV: 35 m 3,0 kV: 200 m National rules apply Conformity assessment shall be carried out by verifying compliance with the requirements for dynamic behaviour defined in clause 4.2.16.

4.2.20. Current capacity, DC systems, trains at standstill The overhead contact line of DC systems shall be designed to sustain 300 A for 1,5 kV and 200 A for 3,0 kV, per pantograph (see Annex D). Permissible temperatures are an open point. Without other requirements, the contact wire temperature shall not exceed the limits set out in EN 50119:2001, Annex B. The overhead contact line shall be tested using the methodology specified in EN 50367:2006, Annex A.4.1. ▼M1 Għandha titwettaq valutazzjoni tal-konformità skont l-Anness A.4.1 tal-EN 50367:2006. ▼B

4.2.21. Phase separation sections The design of phase separation sections shall ensure that TSI compliant trains (see High Speed Rolling Stock TSI 2006 clause 4.2.8.3.6.2) can move from one section to an adjacent one without bridging the two phases. ▼M1 Għandhom jiġu pprovduti mezzi adegwati sabiex jippermettu li terġa’ titħaddem ferrovija wieqfa fis-sezzjoni ta’ separazzjoni tal-fażijiet. Is-sezzjoni newtrali għandha tkun tista’ titqabbad mas-sezzjonijiet ta’ maġenbha permezz ta’ skonnettituri kkontrollati mill-bogħod. ▼B Lines of category I Two types of designs of phase separation sections may be adopted, either: — a phase separation design where all the pantographs of the longest TSI compliant trains are within the neutral section. The length of the neutral section shall be at least 402 m. For detailed requirements see EN 50367:2006, Annex A.1.3, — or — a shorter phase separation with three insulated overlaps as shown in EN 50367:2006, Annex A.1.5. The overall length of this separation is less than 142 m including clearances and tolerances. Lines of category II and III Upon grounds of costs or topographical constraints, it is permissible to adopt various solutions. ▼M1 Għal-linji ferrovjarji tal-kategorija II u III, jistgħu jiġu adottati s-sezzjonijiet ta’ seperazzjoni kif speċifikati għal-linji ferrovjarji tal-kategorija I jew disinn skont il-Figura 4.2.21. Fil-każ tal-Figura 4.2.21, is-sezzjoni ċentrali għandha titqabbad mal-passaġġ ta’ ritorn kurrenti, is-sezzjonijiet newtrali (d) jistgħu jiġu ffurmati permezz ta’ iżolaturi ta’ sezzjoni naturali u l-qisien għandhom ikunu kif ġej: ▼B D ≤ 8 m The length of d shall be chosen in accordance with the system voltage, maximum line speed and the maximum pantograph width. ▼M1 ————— ▼B Information on the design of phase separation sections shall be provided in the Infrastructure Register (see Annex D). For design of phase separation sections, conformity assessment shall be carried out within assessment of the Energy subsystem.

4.2.22. System separation sections 4.2.22.1. General The design of system separation sections shall ensure that TSI compliant trains (see High Speed Rolling Stock TSI 2006 clause 4.2.8.3.6.2) can move from one power supply system to an adjacent different power supply system without bridging the two systems. There are two possibilities for the train to run through system separation sections: (a) with pantograph raised and touching the contact wire, (b) with pantograph lowered and not touching the contact wire. ▼M1 Il-Maniġers tal-Infrastrutturi ġirien għandhom jaqblu jew fuq il-punt (a) jew fuq il-punt (b) skont iċ-ċirkostanzi prevalenti. ▼B 4.2.22.2. Pantographs raised If system separation sections are traversed 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. — provision shall be made in the energy subsystem to avoid bridging of both adjacent power supply systems should the opening of the on-board circuit breaker(s) fail, — an example of the arrangement of a system separation section is given in Figure 4.2.22. 2. if the line speed is higher than 250 km/h, the height of the contact wires in both systems shall be the same. 4.2.22.3. Pantographs lowered This option shall be chosen if the conditions of operation with pantographs raised can not be met. If a system separation section is traversed with pantographs lowered, it shall be designed so as to avoid the bridging by an unintentionally raised pantograph. Equipment shall be provided to switch off both power supply systems should a pantograph remain raised, e.g. by detection of short circuits. For design of system separation sections, conformity assessment shall be carried out within the Energy subsystem.

4.2.23. Electrical Protection Coordination Arrangements ▼M1 Id-disinn ta’ koordinazzjoni tal-protezzjoni elettrika tas-subsistema tal-Enerġija għandu jikkonforma mar-rekwiżiti dettaljati fl-EN 50388:2005, il-Klawżola 11. ▼B Conformity assessment shall be carried out for design and operation of substations in accordance with EN 50388:2005 clause 14.6.

4.2.24. Effects of DC operation on AC systems The fixed installations shall be designed so that they are immune to low value DC currents flowing out of the DC power supply system into the AC power supply system. Immunity from DC current of Open point Amps is required.

4.2.25. L-Armonika u l-Effetti Dinamiċi ▼M1 Is-subsistema ta’ Enerġija ta’ Veloċità Għolja għandha tkun tiflaħ għal vultaġġi żejda ġġenerati mill-armonika tal-vettura ferrovjarja sal-limiti speċifikati fil-Klawżola 10.4 tal-EN 50388:2005 għall-provvista tal-AC. Il-valutazzjoni tal-konformità għandha tikkonsisti fi studju tal-kompatibbiltà li juri li l-element tas-subsistema jista’ jiflaħ għall-armonika sal-limiti definiti skont il-Klawżola 10 tal-EN 50388:2005. Il-valutazzjoni tal-konformità għandha titwettaq skont il-Klawżola 10 tal-EN 50388:2005. ▼B

4.3. Functional and technical specifications for the interfaces

From the standpoint of technical compatibility, the interfaces of the Energy subsystem with the other subsystems are listed by subsystem below. The interfaces are listed in subsystem order as follows: Rolling Stock, Infrastructure, Control Command Signalling, Operations.

4.3.1. High Speed Rolling stock subsystem







Energy Subsystem Parameter High Speed Energy TSI Clause High Speed Rolling Stock TSI Clause Rolling Stock Subsystem Parameter Voltage and frequency 4.2.2 4.2.8.3.1.1 Energy Supply System performance & installed power on a line 4.2.3 4.2.8.3.2 Maximum Power And Maximum Current That Is Permissible To Draw From The Catenary Power factor 4.2.3 4.2.8.3.3 Power Factor Regenerative braking — Conditions for use 4.2.4 4.2.8.3.1.2 and Energy Recuperation — Voltage variations 4.2.4 4.2.4.3 Brake System Requirements External Electromagnetic Compatibility (1) 4.2.6 4.2.6.6 Exterior Electromagnetic Interference Overhead Contact Line — Automatic Dropping Device (ADD) 4.2.9.1 4.2.8.3.6.4 and 4.2.8.3.8.4 Pantograph Lowering, Detection of Contact Strip Breakage Overhead Contact Line — geometry 4.2.9.2 4.2.3.9 Kinematic Gauge 4.2.8.3.6.9 Height of Pantographs 4.2.8.3.7.2 Pantograph Head Geometry 4.2.8.3.8.2 Contact Strip Geometry 4.2.8.3.7.4 Working Range of Pantographs Compliance of the overhead contact line system with infrastructure gauge 4.2.10 4.2.3.1 Kinematic Gauge 4.2.8.3.7.2 Pantograph Head Geometry Contact wire material 4.2.11 4.2.8.3.8.3 Contact Strip Material Overhead contact line system dynamics — Static Contact Force 4.2.14 4.2.8.3.7.3 Pantograph Static Contact Force — Mean Contact Force 4.2.15 4.2.8.3.6.1 Adjustment of Pantograph Mean Contact Force — Current Collection Quality 4.2.16 4.2.8.3.6.2, Arrangement of Pantographs 4.2.8.3.6.5 Quality of Current Collection — Contact Point Vertical Movement 4.2.17 4.2.8.3.6.1 Adjustment of Pantograph Mean Contact Force Contact wire current capacity — Dynamic 4.2.18 4.2.8.3.2 Maximum Power And Maximum Current That Is Permissible To Draw From The Catenary — Standstill (DC Systems) 4.2.20 4.2.8.3.2 Pantograph Spacing — Overhead Contact Line Interaction 4.2.19 4.2.8.3.6.2 Arrangement of Pantographs — Separation Sections 4.2.21, 4.2.22 4.2.8.3.6.2 Arrangement of Pantographs Phase Separation Sections, Power Control 4.2.21 4.2.8.3.6.7 Running Through Phase Separation Sections System Separation Sections, Power Control 4.2.22 4.2.8.3.6.8 Running Through System Separation Sections Electrical Protection Coordination 4.2.23 4.2.8.3.6.6 Electrical Protection Coordination Effects of DC operation on AC system (Open Point) 4.2.24 4.2.8.3.4.2 Effects of DC content in AC supply Harmonics and Dynamic Effects 4.2.25 4.2.8.3.4.1 Harmonic Characteristics and Related Over-Voltages on the OHL High visibility clothing 4.7.5 4.2.7.4.1.1 Head lights (1) In the case of Electromagnetic Interference, the Energy subsystem acts as an antenna for the interference caused by the Rolling Stock Subsystem.

4.3.2. High Speed Infrastructure subsystem







Energy Subsystem Parameter Reference High Speed Energy TSI Reference High Speed Infrastructure TSI Infrastructure Subsystem Parameter Compliance of the Overhead Contact Line system with infrastructure gauges 4.2.10 4.2.3 Minimum Infrastructure Gauges Current Return Circuit 4.7.3 4.2.18 Electrical Characteristics

4.3.3. High Speed Control-Command and Signalling subsystem

The interface for power control at Phase and System Separation Sections is an interface between the Energy and Rolling Stock subsystems. However it is effected via the Control Command Signalling subsystem; consequently the interface is specified in the Control Command Signalling TSI and the Rolling Stock TSI.

Since the harmonic currents generated by rolling stock affect the Control-Command and Signalling subsystem through the Energy subsystem, this subject is dealt within the Control-Command and Signalling subsystem (see High Speed Control Command and Signalling TSI Clause 4.2.12.2 and Annex A index A6). No conformity assessment is required by the Energy subsystem.

4.3.4. High Speed Traffic Operations and Management







Energy Subsystem Parameter Reference High Speed Energy TSI Reference High Speed Traffic Operations and Management TSI High Speed Traffic Operations & Management Parameter Management of power supply in case of danger 4.4.1 4.2.1.2.2.2 Modified elements 4.2.1.2.2.3 Informing the driver in real time Execution of works 4.4.2 2.2.1 Cross-Border Worksites 4.2.1.2.2.2 Modified elements 4.2.1.2.2.3 Informing the driver in real time

The Infrastructure Manager is required to have systems in place to communicate with the Railway Undertakings.

4.3.5. Safety in Railway Tunnels







Energy Subsystem Parameter Reference High Speed Energy TSI Reference Safety in Railway Tunnels TSI Safety in Railway Tunnels Parameter Continuity of power supply in case of disturbances 4.2.7 4.2.3.1 Segmentation of overhead line or conductor rails

The sectioning of the power supply in a tunnel shall be designed in accordance with the overall strategy for evacuation from the tunnel in question.

4.4. Operating rules

In light of the essential requirements in chapter 3, the operating rules specific to the Energy subsystem concerned by this TSI are as follows:

4.4.1. Management of power supply in case of danger

Procedures shall be implemented by the Infrastructure Manager to manage the power supply adequately in an emergency. Railway undertakings operating and companies working on the line shall be given notice of the temporary measures, of their geographic location, their nature and the means of signalling. The responsibility for earthing shall be defined in the emergency plan to be written by the Infrastructure Manager.

Conformity assessment shall be carried out by checking the existence of communications channels, instructions, procedures and devices to be used in emergency.

4.4.2. Execution of works

In certain situations involving pre-planned works, it may be necessary to temporarily suspend the specifications of the energy subsystem and its interoperability constituents defined in chapters 4 and 5 of the TSI. In this case, the Infrastructure Manager shall define the appropriate exceptional operating conditions needed to ensure safety.

The following general provisions apply:

— the exceptional operating conditions not complying with the TSIs shall be temporary and planned,

— railway undertakings operating and companies working on the line shall be given notice of these temporary exceptions, of their geographic location, their nature and the means of signalling

Principles for agreement between neighbouring Infrastructure Managers regarding worksites in cross-border sections are stated in High Speed OPE TSI clause 2.2.1.

4.4.3. Day-to-day management of power supply

It is permissible for the Infrastructure Manager to vary the maximum permissible train current according to the time of day and/or power supply condition. The Railway Undertakings using the line shall be given notice of these variations, of their geographic location, their nature and the means of signalling (see Annex D).

4.5. Maintenance of power supply and overhead contact line system

4.5.1. Manufacturer’s Responsibility

The manufacturer shall provide operation limits for all design parameters for the overhead contact line, which can change during operation. For example, data for permissible contact wire wear and permissible stagger tolerance shall be provided.

4.5.2. Infrastructure Manager’s Responsibility

The Infrastructure Manager shall uphold the specified characteristics of the power supply system (including substations and posts) and the overhead contact line during their lifetime.

A maintenance plan shall be drawn up by the Infrastructure Manager to ensure that the specified characteristics of the Energy subsystem required to assure interoperability are upheld within the specified limits. The maintenance plan shall contain in particular the description of professional competences for the staff and of the personal protective safety equipment to be used by it.

The Infrastructure Manager shall devise and implement methods for reporting information on safety-critical defects and frequent system failures to the national safety authority.

Maintenance procedures shall not downgrade safety provisions such as the continuity of return current circuit, limitation of overvoltages and detection of short circuits.

4.6. Professional competences

The professional competences required for the operation of the High Speed Energy subsystem are covered by the High Speed Traffic Operation and Management TSI.

The competence requirements for the maintenance of the Energy subsystem shall be detailed in the maintenance plan (see clause 4.5.2).

4.7. Health and safety conditions

4.7.1. Protective provisions of substations and posts

Electrical safety of the traction power supply systems shall be achieved by designing and testing these installations according to EN 50122-1:1997, clauses 8 (excluding EN 50179) and 9.1. Substations and switching posts shall be barred against unauthorised access.

The earthing of substations and posts shall be integrated into the general earthing system along the route to comply with the requirements for protection against electric shock as specified in EN 50122-1:1997, clauses 8 (excluding EN 50179) and 9.1.

For each installation, it shall be demonstrated that return current circuits and earthing conductors are adequate by design review. It shall be demonstrated that the provisions for protection against electric shock and rail potential, as designed, have been installed.

Conformity assessment shall be carried out within the assessment of the Energy subsystem.

4.7.2. Protective provisions of overhead contact line system

Electrical safety of the overhead contact line system and protection against electric shock shall be achieved by compliance with EN 50119:2001 clause 5.1.2 and EN 50122-1:1997 clauses 4.1, 4.2, 5.1 (excluding 5.1.2.5), 5.2 and 7.

The earthing provisions of the overhead contact line system shall be integrated into the general earthing system along the route. For each installation it shall be demonstrated that earthing conductors are adequate by design review. It shall be demonstrated that the provisions for protection against electric shock and rail potential, as designed, have been installed.

Conformity assessment shall be carried out within the assessment of the energy subsystem.

4.7.3. Protective provisions of current return circuit

Electrical safety and functionality of the current return circuit shall be achieved by designing these installations according to EN 50122-1:1997, clause 7, 9.2, 9.3, 9.4, 9.5, 9.6 (excluding EN 50179).

For each installation it shall be demonstrated that return current circuits are adequate by design review. It shall be demonstrated that the provisions for protection against electric shock and rail potential, as designed, have been installed.

Conformity assessment shall be carried out within the assessment of the energy subsystem.

4.7.4. Other general requirements

In addition to clauses 4.7.1 to 4.7.3, and the requirements specified in the maintenance plan (see clause 4.5.2), precautions shall be taken to ensure health and safety for maintenance and operations staff, in accordance with the European regulations and the national regulations that are compatible with European legislation.

4.7.5. High Visibility Clothing

Staff engaged in the maintenance of the High Speed Energy subsystem, when working on or near the track, shall wear reflective clothes, which bear the EC mark (and therefore satisfy the provisions of Directive 89/686/EEC of 21 December 1989 on the approximation of the laws of the Member States relating to personal protective equipment).

▼M1

4.8. Reġistru tal-infrastruttura u reġistru Ewropew tat-tipi ta’ vetturi awtorizzati

Id-dejta li għandha tiġi pprovduta għar-reġistru speċifikat fl-Artikolu 35 tad-Direttiva 2008/57/KE tal-Parlament Ewropew u tal-Kunsill ( 6 ) hija dik indikata fid-Deċiżjoni ta’ Implimentazzjoni tal-Kummissjoni 2011/633/UE tal-15 ta’ Settembru 2011 dwar l-ispeċifikazzjonijiet komuni tar-reġistru tal-infrastruttura ferrovjarja ( 7 ).

▼B

4.8.1. Infrastructure Register

Annex D of this TSI indicates which information concerning the Energy subsystem shall be included in the Infrastructure Register. In all cases when any part or whole of a High Speed Energy subsystem is made compliant with this TSI, an entry shall be made in the Infrastructure Register as indicated in Annex D and the relevant clause in chapters 4 and 7.4 (specific cases).

4.8.2. Rolling Stock Register

Annex E of this TSI indicates which information concerning the Energy subsystem shall be included in the Rolling Stock Register.

5. INTEROPERABILITY CONSTITUENTS

5.1. Definitions

According to Article 2(d) of Directive 96/48/EC as modified by Directive 2004/50/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.

5.2. Innovative solutions

As stated in section 4.1 of this TSI, innovative solutions may require new specification and/or new assessment methods. These specifications and assessment methods shall be developed by the process described in sections 6.1.2.3 (and 6.2.2.2).

5.3. List of interoperability constituents

The interoperability constituents are covered by the relevant provisions of Directive 96/48/EC as modified by Directive 2004/50/EC and as listed below so far as the Energy subsystem is concerned.







Overhead Contact Line: The Interoperability Constituent Overhead Contact Line consists of the components listed below to be installed within an Energy subsystem, and the associated design & configuration rules. The components of an overhead contact line are an arrangement of wires suspended over the railway line for supplying electricity to electric trains, together with associated fittings, in-line insulators and other attachments including feeders and jumpers. It is placed above the upper limit of the vehicle gauge, supplying vehicles with electrical energy through roof-mounted current collection equipment known as pantographs. In the case of high-speed rail systems, an overhead contact line with catenary suspension is applied where the contact wire(s) is/are suspended from one or more longitudinal catenaries. The supporting components such as cantilevers, masts and foundations, return conductors, auto-transformer feeders, switches and other insulators are not part of the interoperability constituent overhead contact line. They are covered by subsystem requirements so far as interoperability is concerned.

5.4. Constituents’ performances and specifications

5.4.1. Overhead contact line

5.4.1.1. Overall design

The design of the overhead contact line shall comply with clause 4.2.9.1

5.4.1.2. Geometry

The design of the overhead contact line shall comply with the technical specifications given in clauses 4.2.9.2, 4.2.10 and 4.2.12.

5.4.1.3. Current capacity

The current capacity shall comply with the requirements set out in clause 4.2.18.

5.4.1.4. Contact wire material

Contact wire materials shall comply with clause 4.2.11.

5.4.1.5. Current at standstill

For DC systems, the overhead contact line shall be designed for the requirements set out in clause 4.2.20.

5.4.1.6. Wave propagation speed

The wave propagation speed of the contact wire shall comply with the requirements of 4.2.12.

5.4.1.7. Design for pantograph spacing

The overhead contact line shall be designed for a pantograph spacing as specified in clause 4.2.19.

5.4.1.8. Mean contact force

The overhead contact line shall be designed by using the mean contact force Fm stipulated in clause 4.2.15.

5.4.1.9. Dynamic behaviour and quality of current collection

The overhead contact line shall be designed in accordance with the requirements for dynamic behaviour. Requirements are set out in clause 4.2.16.

Compliance with the requirements shall be demonstrated according to clause 4.2.16.2.1.

5.4.1.10. Vertical movement of contact point

The contact point is the point of the mechanical contact between a contact strip and a contact wire. The requirements are specified in clause 4.2.17.

5.4.1.11. Space for uplift

The overhead contact line shall be designed providing the required space for uplift as set out in clause 4.2.16.

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 manufacturer 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 constituent overhead contact line as defined in chapter 5 of this TSI, are indicated in Annex B, Table B.1 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 conducted by the Notified Body, appointed by the manufacturer or his authorised representative established within the Community.

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 as modified by Directive 2004/50/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

6.1.2.1. General

For the conformity assessment procedure of an 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.1 to this TSI for the design and development phase in combination with the conformity to type procedure (module C) indicated in Annex A.1 to this TSI for the production phase, or

— the full quality management system with design examination procedure (module H2) indicated in Annex A.1 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 management 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 Table B.1 of Annex B to this TSI.

6.1.2.2. Existing solutions for Interoperability Constituents

If an existing solution for an interoperability constituent is already on the European market before this TSI enters into force, then the following process applies.

The manufacturer shall demonstrate that tests and verification of ICs have been considered successful for previous applications under comparable conditions. In this case these assessments shall remain valid in the new application.

In this case, the type can be considered as already approved and an assessment of the type is not necessary.

In accordance with assessment procedures for the different ICs, the manufacturer or its authorised representative established within the Community shall apply either:

— the internal design control with production verification procedure (module A1),

— or the full quality management system procedure (module H1).

If it is not possible to demonstrate that the solution is positively proven in the past, the Section 6.1.2.1 applies.

6.1.2.3. Innovative solutions for Interoperability Constituents

When a solution proposed to be an Interoperability Constituent is innovative, as defined in the section 5.2, the manufacturer shall state the deviation from the relevant section of the TSI and apply for assessment of conformity or suitability for use of the solution. The European Railway Agency shall finalise the appropriate functional and interface specifications of the constituents and develop the assessment methods.

The appropriate functional and interface specifications and the assessment methods shall be incorporated in the TSI by the revision process. As soon as these documents are published, the assessment procedure of the interoperability constituents may be chosen by the manufacturer or his authorised representative established within the Community, as specified in the section 6.1.2.1

After entry into force of a decision of the Commission, taken in accordance with Article 21(2) of Directive 96/48/EC as modified by Directive 2004/50/EC, the innovative solution may be used before being incorporated into the TSI.

6.2. Energy subsystem

6.2.1. Assessment procedures and modules

At the request of the Contracting 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 as modified by Directive 2004/50/EC, and in accordance with the provisions of the relevant modules as specified in Annex A to this TSI.

If the Contracting Entity can demonstrate that tests or verification for previous applications remain valid for the new applications, 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 Contracting 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 as modified by Directive 2004/50/EC.

6.2.2. Application of modules

6.2.2.1. General

▼M1

Għall-proċedura ta’ valutazzjoni tas-subsistema tal-Enerġija, l-Entità Kontraenti jew ir-rappreżentant awtorizzat tagħha stabbilit fl-Unjoni, jistgħu jagħżlu waħda minn dawn:

— il-proċedura ta’ verifika tal-unità (modulu SG) indikata fl-Anness A.3 għal din it-TSI, jew

— is-sistema ta’ ġestjoni tal-kwalità sħiħa bil-proċedura ta’ eżami tad-disinn (modulu SH2) indikata fl-Anness A.3 għal din it-TSI.

▼B

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 management 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.

6.2.2.2. Innovative solutions

When an Energy subsystem includes an innovative solution, as defined in section 4.1, the contracting entity shall state the deviation from the relevant section of the TSI and apply for assessment of conformity.

The European Railway Agency shall finalise the appropriate functional and interface specifications of this solution and develop the assessment methods.

The appropriate functional and interface specifications and the assessment methods shall be incorporated in the TSI by the revision process. As soon as these documents are published, the assessment procedure for the subsystem may be chosen by the manufacturer or the contracting entity or his authorised representative established within the Community, as specified in the section 6.2.2.1.

After entry into force of a decision of the Commission, taken in accordance with Article 21(2) of Directive 96/48/EC as modified by Directive 2004/50/EC, the innovative solution may be used before being incorporated into the TSI.

6.2.3. Assessment of maintenance

According to Article 18.3 of Directive 96/48/EC as modified by Directive 2004/50/EC, the Notified Body shall compile the technical file, which includes the maintenance plan.

The Notified Body shall verify only the completeness of the maintenance plan.

The conformity assessment of maintenance is the responsibility of each of the Member State(s) concerned.

6.3. Validity of certificates issued against the previous published version of the TSI

Certificates of conformity already issued against the previous published version of this TSI continue to remain valid in the following cases:

— issued at any stage for interoperability constituents produced or in production, but not yet integrated in a subsystem

— issued at the design stage for interoperability constituents not yet produced

— issued at any stage for subsystems that have been put into service

— issued at the design stage for subsystems not yet put into service

6.4. Interoperable constituents not holding an EC Declaration

6.4.1. General

For a limited period of time, known as the ‘transition period’, interoperability constituents not holding an EC Declaration of Conformity or Suitability for Use may exceptionally be incorporated into subsystems, on the condition that the provisions described in this section are met.

6.4.2. The transition period

The transition period shall commence from the entry into force of this TSI and shall last for six years.

Once the transition period has end