2002/733/EC: Commission Decision of 30 May 2002 concerning the technical specification for interoperability relating to the energy subsystem of the trans-European high-speed rail system referred to in Article 6(1) of Directive 96/48/EC (Text with EEA relevance) (notified under document number C(2002) 1949)
Date: 2002-05-30
Institutions: European Commission
Subjects: harmonisation of standards, high-speed transport, rail transport, technical regulations, trans-European network, transport infrastructure, transport safety

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COMMISSION DECISION

of 30 May 2002

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

(notified under document number C(2002) 1949)

(Text with EEA relevance)

(2002/733/EC)

THE COMMISSION OF THE EUROPEAN COMMUNITIES,

(8)

Having regard to the Treaty establishing the European
Community,

Having regard to Council Directive 96/48/EC of 23 July 1996
on the interoperability of the trans-European high-speed rail
network (1), and in particular Article 6(1) thereof,

Whereas:

(1)

(2)

(3)

(4)

(5)

(6)

(7)

In accordance with Article 2(c) of Directive 96/48/EC,
the trans-European high-speed rail system is subdivided
into
These
functional
subsystems are described in Annex II to the Directive.

subsystems.

structural

or

In accordance with Article 5(1) of the Directive, each of
the
technical
specification for interoperability (TSI).

covered by a

subsystems

shall be

In accordance with Article 6(1) of the Directive, draft
TSIs shall be drawn up by the joint representative body.

(9)

The Committee set up under Article 21 of Directive
96/48/EC has appointed the European Association for
Railway
joint
representative body in accordance with Article 2(h) of
the Directive.

Interoperability

(AEIF)

the

as

The AEIF has been given a mandate to draw up a draft
TSI for the energy subsystem in accordance with Article
6(1) of the Directive. This mandate has been established
in accordance with the procedure laid down in Article
21(2) of the Directive.

(10)

The AEIF has drawn up the draft TSI, together with an
introductory report containing a cost-benefit analysis as
provided for in Article 6(3) of the Directive.

the Member States,

The draft TSI has been examined by the representatives
the
of
Committee set up by the Directive, in the light of the
introductory report.

in the framework of

(1) OJ L 235, 17.9.1996, p. 6.

of

for

achieving

interoperability

the time of entry into force of this TSI,

the
As specified in Article 1 of Directive 96/48/EC,
the
conditions
system concern the
trans-European high-speed rail
design, construction, upgrading and operation of
the
infrastructures and rolling stock contributing to the
functioning of the system to be put into service after
the date of entry into force of the Directive. With regard
to the infrastructures and rolling stock already in service
at
the TSI
should be applied from the time when work is
envisaged on these infrastructures. However, the degree
to which the TSI is applied will vary according to the
scope and extent of the works foreseen and the costs
and the benefits generated by the intended applications.
In order for such partial works to concur into achieving
full interoperability, they need to be underpinned by a
coherent
In this context, a
distinction should be made between upgrading, renewal
and maintenance-related replacement.

implementation strategy.

to

apply

renewals

conventional

It is recognised that Directive 96/48/EC and the TSIs do
not
or maintenance-related
replacement. It is desirable however that the TSIs should
apply to renewals (cid:151) as will be the case for the TSIs for
the
system under Directive
2001/16/EC. In the absence of a mandatory requirement
and taking into account the extent of the renewal work,
Member States are encouraged, where they are able to
do
and
TSIs
maintenance-related replacement.

renewals

apply

rail

the

so,

to

to

rule,

In its current version, the TSI, which is the subject of
this Decision, covers features specific to the high-speed
system; as a general
it does not address the
common aspects of the high-speed and conventional rail
system. The interoperability of the latter is the subject of
of
another
interoperability has to be established by reference to the
in accordance with Article 16(2) of Directive
TSIs,
it is necessary, during the transition period
96/48/EC,
this Decision and the
between the publication of

directive (2). Given

verification

that

(2) Directive 2001/16/EC of

the
the European Parliament and of
Council of 19 March 2001 on the interoperability of
the
trans-European conventional rail system (OJ L 110, 20.4.2001,
p. 1).

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in

for

use

rules

technical

checking procedure

publication of the Decisions adopting the (cid:145)conventional
rail(cid:146) TSIs, to lay down the conditions to be complied
with in addition to the TSI attached. For these reasons it
is necessary that each Member State inform the other
the relevant
Member States and the Commission of
achieving
national
interoperability and meeting the essential requirements
of Directive 96/48/EC.
In addition, those rules being
national, it is necessary that each Member State inform
the other Member States and the Commission of the
bodies it appoints for carrying out the procedure for the
assessment of conformity or suitability for use as well as
the
for verifying the
interoperability of subsystems within the meaning of
Article 16(2) of Directive 96/48/EC. Member States shall
the principles and criteria
apply, as far as possible,
96/48/EC
provided
the
for
in the case of those
implementation of Article 16(2)
national rules. As to the bodies in charge of
those
procedures, Member States will make use, as far as
possible, of bodies notified under Article 20 of Directive
96/48/EC. The Commission will carry out an analysis of
this information (national rules, procedures, bodies in
charge of implementing procedures, duration of these
procedures) and, where appropriate, will discuss with
the Committee the necessity of any measure to be
taken.

in Directive

in use

for

(11)

The TSI, which is the subject of this Decision, does not
impose the use of specific technologies or technical
solutions except where this is strictly necessary for the
interoperability of
the trans-European high-speed rail
network.

(12)

(13)

The TSI, which is the subject of this Decision, is based
on best available expert knowledge at
the time of
preparation of the corresponding draft. Developments in
technology or
it
necessary to amend or supplement
this TSI. Where
appropriate, a review or updating procedure will be
initiated in accordance with Article 6(2) of Directive
96/48/EC.

requirements may make

social

In some cases, the TSI, which is the subject of this
Decision, allows a choice between different solutions,
making it possible to apply definitive or transitional
interoperable solutions that are compatible with the
existing situation.
In addition, Directive 96/48/EC
provides for special implementing provisions in certain
specific cases. Furthermore, in the cases provided for in
Article 7 of
the Directive Member States must be
allowed not to apply certain technical specifications. It
is therefore necessary that the Member States ensure
that an infrastructure register and a rolling stock register
are published and updated each year. These registers
the national
the main characteristics of
will set out
basic
(e.g.
infrastructure

rolling

stock

and

the

and

their

concordance with

parameters)
the
characteristics prescribed by the applicable TSIs. To this
end,
this Decision,
indicates precisely which information must appear in
the register.

the TSI, which is the subject of

(14)

The application of the TSI which is the subject of this
Decision must take into account specific criteria relating
to technical and operational compatibility between the
infrastructures and the rolling stock to be placed in
service and the network into which they are to be
integrated. These compatibility requirements entail a
complex technical and economical analysis that is to be
done on a case-by-case basis. The analysis should take
into account:

(cid:151) the interfaces between the different
referred to in Directive 96/48/EC,

subsystems

(cid:151) the different categories of

lines and rolling stock

referred to in that Directive and

(cid:151) the technical and operational environments of the

existing network.

That is why it is essential to establish a strategy for the
implementation of the TSI which is the subject of this
to
Decision, which should indicate technical
move
to a
situation where the network is interoperable.

from the present network conditions

stages

(15)

The provisions of this Decision are in conformity with
the opinion of
the Committee set up by Directive
96/48/EC,

HAS ADOPTED THIS DECISION:

Article 1

to

the

(cid:145)energy(cid:146)

relating

subsystem of

the
The TSI
trans-European high-speed rail system referred to in Article
6(1) of Directive 96/48/EC is hereby adopted by the
Commission. The TSI is set out in the Annex to this Decision.
The TSI
is fully applicable to the infrastructure and rolling
stock of the trans-European high-speed rail system as defined
in Annex I to Directive 96/48/EC, taking into account Article
2 and Article 3 hereunder.

Article 2

1. With regard to the aspects that are common to the
high-speed and the conventional rail systems, but not covered
in the attached TSI, the conditions to be complied with for the
verification of
the interoperability within the meaning of
Article 16(2) of Directive 96/48/EC are the applicable technical
rules in use in the Member State which authorises the placing
in service of the subsystem concerned by this Decision.

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Each Member State shall notify to the other Member
the

2.
States and to the Commission within six months of
notification of this Decision:

(a)

the project includes full application of the TSI, in which
case the subsystem will be subject to the EC verification
procedure in Directive 96/48/EC; or

(cid:151) the list of the applicable technical rules mentioned under

Article 2(1),

(cid:151) the conformity assessment and checking procedures to be

applied with regard to the application of these rules,

(b) full application of the TSI is not yet possible. In this case
the subsystem will not be in full conformity with the TSI
and the EC verification procedure in Directive 96/48/EC
shall be applied only in respect of the parts of the TSI
applied.

the Member State will

inform the
In these two cases
Committee set up pursuant
the
relevant dossier including the parts of TSI being applied and
the degree of interoperability being achieved.

to Directive 96/48/EC of

In

3.
replacement, application of the attached TSI is voluntary.

and maintenance-related

renewal

case

the

of

Article 4

relevant

Recommendation
The
2001/290/EC (3)
the
of
trans-European high-speed rail system no longer have effect
from the date of entry into force of the attached TSI.

Commission

parameters

parts
on

of
the

basic

Article 5

The attached TSI shall enter into force six months after
notification of this Decision.

Article 6

This decision is addressed to the Member States

Done at Brussels, 30 May 2002.

For the Commission

Loyola DE PALACIO

Vice-President

(cid:151) the bodies it appoints for carrying out those conformity

assessment and checking procedures.

Article 3

1.

For the purposes of this Article:

(cid:151) (cid:145)upgrading(cid:146) means major work to modify a subsystem or
part of a subsystem which changes the performance of the
subsystem,

(cid:151) (cid:145)renewal(cid:146) means major work to replace a subsystem or part
of a subsystem which does not change the performance of
the subsystem,

(cid:151) (cid:145)maintenance related replacement(cid:146) means replacement of
components
and
of
performances in the context of predictive or corrective
maintenance.

identical

function

parts

by

In the case of upgrading,

2.
the contracting entity will
submit a dossier describing the project to the Member State
concerned. The Member State will examine the dossier and,
taking into account the implementation strategy in Chapter 7
of the attached TSI, will (where appropriate) decide whether
the scale of the work requires the need for a new authorisation
for placing in service under Article 14 of Directive 96/48/EC.
Such authorisation for placing in service is necessary whenever
the level of safety may objectively be affected by the work
envisaged.

Where a new authorisation for placing in service under Article
the Member State
14 of Directive 96/48/EC is necessary,
decides whether:

(3) OJ L 100, 11.4.2001, p. 17.

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TECHNICAL SPECIFICATION FOR INTEROPERABILITY RELATING TO THE ENERGY SUBSYSTEM

ANNEX

1.

INTRODUCTION

1.1.

Technical scope

This TSI concerns the energy subsystem, which is one of the subsystems listed in Annex II(1) to Directive
96/48/EC.

is part of a set of six TSIs, which cover all eight subsystems defined in the Directive. The
This TSI
specifications concerning the (cid:145)users(cid:146) and (cid:145)environment(cid:146)
subsystems, which are necessary to ensure
interoperability of the trans-European high-speed rail system in compliance with the essential requirements,
are set out in the TSIs concerned.

More information about the energy subsystem is given in Chapter 2.

1.2.

Geographical scope

The geographical scope of this TSI is the trans-European high-speed rail system as described in Annex I to
Directive 96/48/EC.

Reference shall be made in particular to the lines of the trans-European rail network described in Decision
No 1692/96/EC of the European Parliament and of the Council of 23 July 1996 on Community guidelines
for the development of the trans-European transport network or in any update to the same Decision as a
result of the revision provided for in Article 21 of that Decision.

1.3.

Content of this TSI

In accordance with Article 5(3) of and with Annex I(1)(b) to Directive 96/48/EC, this TSI:

(a)

specifies the essential requirements for the subsystems and their interfaces (Chapter 3);

(b) establishes the basic parameters described in Annex II(3) to that Directive, which are necessary to meet

the essential requirements (Chapter 4);

(c) establishes the conditions to be complied with to achieve the specified performances for each of the

following categories of line (Chapter 4):

(cid:151) category I: specially built high-speed lines equipped for speeds generally equal to or greater than

250 km/h,

(cid:151) category II: specially upgraded high-speed lines equipped for speeds of the order of 200 km/h,

(cid:151) category III: specially upgraded high-speed lines which have special

features as a result of
topographical, relief or town-planning constraints, on which the speed must be adapted to each
case.

(d) establishes implementing provisions in certain specific cases (Chapter 7);

(e) determines the interoperability constituents and interfaces which must be covered by European
specifications,
including European standards, which are needed in order to achieve interoperability
within the trans-European high-speed rail system while meeting the essential requirements (Chapter 5);

(f)

states, in each case under consideration, which of the modules defined in Decision 93/465/EEC or,
where appropriate, which specific procedures are to be used in order to assess either the conformity or
the suitability for use of the interoperability constituents, as well as (cid:145)EC(cid:146) verification of the subsystems
(Chapter 6).

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2.

SUBSYSTEM DEFINITION/SCOPE

2.1.

Scope

The energy subsystem of the trans-European high-speed rail system comprises all fixed installations that are
required to supply, with respect to the essential requirements, the trains from high-voltage single-phase or
three-phase networks.

The energy subsystem consists of:

(cid:151) substations: they are connected on their primary side to the high-voltage grid with transformation of the
high-voltage to a voltage and/or conversion to a power supply system suitable for the trains. On their
secondary side substations are connected to the railway overhead contact lines,

(cid:151) sectioning points: electrical equipment located at intermediate locations between substations to supply

and parallel contact lines and provide protection, isolation, auxiliary supplies and compensation,

(cid:151) overhead contact lines: the overhead contact lines distribute the energy to the trains running on the route
and transmit it to the trains by means of pantographs. The overhead contact line is also equipped with
manually or remotely controlled disconnectors which are required to isolate sections or groups of the
overhead contact lines depending on the operational necessities. All types of feeder lines belong to the
contact lines as well,

(cid:151) current return circuit: the traction current utilises rails, which are connected directly or indirectly to earth,
and return conductors, to flow back to the substations. Therefore, so far as this aspect is concerned, the
current return circuit is part of the energy subsystem.

(cid:151) pantograph: despite being installed on moving rolling stock the pantographs form an important device
the proper function of which is directly linked to the overhead contact line. Therefore, it is considered
to be part of the energy subsystem,

The following aspects of the energy subsystem are related to the interoperability of the trans-European
high-speed rail system:

(cid:151) electrification system,

(cid:151) overhead contact lines and pantographs,

(cid:151) interaction of pantographs and overhead line equipment,

(cid:151) boundaries between high-speed lines, upgraded lines and connecting lines.

2.2.

Definition of the subsystem

2.2.1.

Electrification system

As with any electrical device a traction unit is designed in order to operate correctly with a nominal voltage
and a nominal frequency applied at its terminals that are the pantographs and wheels. Variations and limits
of these parameters need to be defined to guarantee the anticipated performance of the train.

High-speed trains need a correspondingly high power. Therefore,
in order to supply the trains with
minimum losses it is necessary to increase the voltage of the supply system and decrease the current that
gives rise to the resistive losses. The power supply system has to be designed such that every train will be
supplied with the necessary power. Therefore, the power consumption of each train and the operating
schedule are important aspects for performance.

Modern trains use regenerative braking sending back energy to the power supply to reduce the overall
power consumption. Therefore, the power supply system has to accept regenerative braking as well.

In any electrical system short-circuits and other fault conditions may occur. The electrification system needs
to be designed such that the subsystem control detects these faults immediately and triggers measures to
remove the short-circuit current and isolate the defect part of
the circuit. After such events the
electrification system has to be able to restore supply to all installations as soon as possible to resume
operations.

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2.2.2.

Overhead contact line and pantograph

From the interoperability point of view, the geometry of the overhead contact line equipment and of the
pantographs is an important aspect. So far as the geometrical interaction is concerned the height of the
contact wire above the rails, the lateral displacement in still air and under wind pressure and the contact
force have to be specified. For the pantograph the geometry of the collector head is also fundamental in
order to guarantee correct interaction with the contact line whilst taking into account the possible sway of
the vehicles.

2.2.3.

Interaction of overhead line and pantograph

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

line and the pantograph represents a very important aspect

(cid:151) static and aerodynamic efforts depending on the nature of the contact strip of the pantograph and the

design of the pantographs,

(cid:151) the compatibility of the contact strip material with the contact wire regarding limitation of wear on

those components,

(cid:151) the dynamic behaviour and impacts on the current collection quality and the aim of a continuous,

uninterrupted power supply without disturbances,

(cid:151) the protection of the pantograph and overhead contact line equipment in case of a broken pantograph

collector strip,

(cid:151) the number of pantographs in service and the distance between them which have a fundamental
impact on the collection quality since each pantograph can interfere with others on the same contact
line.

2.2.4.

Boundaries between high-speed lines and other lines

High-speed lines have to be linked to upgraded lines or to connecting lines. The location of the boundaries
between these types of line affects the power supply and contact line system and is, therefore, an aspect to
be dealt with in the energy TSI.

2.3.

Links with other subsystems and within the subsystem

2.3.1.

Introduction

The energy subsystem has many links with other subsystems of the trans-European high-speed rail system
in order to achieve the envisaged performance of interoperability. These links are covered by the definition
of interfaces and performance criteria.

2.3.2.

Links concerning electrification system

(cid:151) Voltage and frequency and their permissible ranges interface with the rolling stock subsystem.

(cid:151) The power installed on the lines and the specified power factor determine the performance of the

interoperable high-speed rail system and interface with the rolling stock subsystem.

(cid:151) Regenerative braking reduces energy consumption and interfaces with the rolling stock subsystem.

(cid:151) Electrical fixed installations and on-board traction equipment need to be protected against short circuits
by appropriate devices in substations. Tripping of circuit breakers in substations and on trains has to
be coordinated; that is why electric protection interfaces with the rolling stock subsystem.

(cid:151) Electric interference and harmonic emissions interface with the rolling stock and control-command and

signalling subsystems.

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2.3.3.

Links concerning overhead contact line equipment and pantographs

(cid:151) In the case of high-speed lines the contact wire height needs special attention in order to avoid
excessive wear of the contact wire. The contact wire height interfaces with the infrastructure and
rolling stock subsystems.

(cid:151) To pass boundaries of electrification systems without bridging differing systems the number and
arrangement of pantographs on trains have to be stipulated. They interface with the rolling stock
subsystem.

(cid:151) The possible sway of vehicles and pantographs interfaces with the rolling stock and infrastructure

subsystems.

2.3.4.

Links concerning interaction of overhead line and pantograph

(cid:151) The quality of current collection depends on the number of pantographs in service and their spacing.

The arrangement of pantographs interfaces with the rolling stock subsystem.

3.

ESSENTIAL REQUIREMENTS

3.1.

Compliance with essential requirements

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

3.2.

Aspects of essential requirements

The essential requirements cover:

(cid:151) safety,

(cid:151) reliability and availability,

(cid:151) health,

(cid:151) environmental protection,

(cid:151) technical compatibility.

According to Directive 96/48/EC the essential requirements may be generally applicable to the whole
trans-European high-speed rail system or be specific to each subsystem and its constituents.

3.3.

Specific aspects for the energy subsystem

3.3.1.

Safety

According to Annex III to Directive 96/48/EC essential requirements for the energy subsystem as far as
safety is concerned are the following.

1.1.1. The design, construction or assembly, maintenance and monitoring of safety-critical components, and more
particularly of the components involved in train movement must be such as to guarantee safety at the level
corresponding to the aims laid down for the network, including those for specific degraded situations.

1.1.2. The parameters involved in the wheel/rail contact must meet the stability requirements needed in order to

guarantee safe movement at the maximum authorised speed.

1.1.3. The components used must withstand any normal or exceptional stress that has been specified during their
period in service. The safety repercussion of any accidental failure must be limited by appropriate means.

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1.1.4. The design of fixed installations and rolling stock and the choice of the materials used must be aimed at

limiting the generation, propagation and effects of fire and smoke in the event of a fire.

1.1.5. Any devices intended to be handled by users must be so designed as not to impair their safety if used

foreseeable in a manner not in accordance with the posted instructions.

The aspects mentioned under 1.1.2 and 1.1.5 are not relevant in case of the energy subsystem.

In order to satisfy the essential requirements 1.1.1, 1.1.3 and 1.1.4 above, the energy subsystem shall be
designed and constructed so that the requirements set out in points 4.2.2.2, 4.2.3.3, 4.3.1.2, 4.3.1.8,
4.3.2.1, 4.3.2.2 and 4.3.2.4 of Chapter 4 are met and the interoperability constituents used comply with
the requirements set out
in points 5.3.1.1, 5.3.2.1, 5.3.2.4 and 5.3.3.2 of Chapter 5. The essential
requirements are met if compliance with the stipulations of Chapters 4 and 5 is verified.

The following essential requirements for safety according to Annex III to Directive 96/48/EC are especially
of concern for the energy subsystem.

2.2.1. Operation of the energy supply systems must not impair the safety either of high-speed trains or persons

(users, operating staff, trackside dwellers and third parties).

In order to satisfy the essential requirement 2.2.1 above, the Energy subsystem shall be designed and
constructed so that the requirements set out in points 4.1.1, 4.2.2.2, 4.2.2.3, 4.2.2.7, 4.2.2.9, 4.3.1.2,
4.3.1.5, 4.3.1.7, 4.3.2.1, 4.3.2.2 and 4.3.2.4 of Chapter 4 are met and the interoperability constituents used
comply with the requirements set out in point 5.3.1.1 of Chapter 5. The essential requirements are met if
compliance with the stipulations of Chapters 4 and 5 is verified.

3.3.2.

Reliability, availability and maintainability

According to Annex III to Directive 96/48/EC, essential requirements for the energy subsystem as far as
reliability, availability and maintainability are concerned are the following.

1.2.

The monitoring and maintenance of fixed or moveable components that are involved in train movements must
be organised, carried out and quantified in such a manner as to maintain their operation under the intended
conditions.

In order to satisfy the essential requirement 1.2, the energy subsystem shall be designed and constructed so
that the requirements set out in points 4.3.1.9 and 4.3.2.6 of Chapter 4 are met. The essential requirements
are met if compliance with the stipulations of Chapter 4 is verified.

3.3.3.

Health

According to Annex III to Directive 96/48/EC essential requirements for the energy subsystem as far as
health is concerned are the following.

1.3.1. Materials likely, by virtue of the way they are used, to constitute a health hazard to those having access to

them must not be used in trains and railway infrastructures.

1.3.2. Those materials must be selected, deployed and used in such a way as to restrict the emission of harmful and

dangerous fumes or gases, particular in the event of fire.

In order to satisfy the essential requirements 1.3.1 and 1.3.2, the energy subsystem shall be designed and
constructed so that the requirements set out in points 4.2.2.2, 4.2.3.2, 4.2.3.3, 4.3.1.2, 4.3.1.8, 4.3.1.10,
4.3.2.2 and 4.3.2.4 of Chapter 4 are met and the interoperability constituents used comply with the
requirements set out in point 5.3.3.2 of Chapter 5. The essential requirements are met if compliance with
the stipulations of Chapters 4 and 5 is verified.

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3.3.4.

Environmental protection

According to Annex III to Directive 96/48/EC essential requirements for the energy subsystem as far as
environmental protection is concerned are the following.

1.4.1. The repercussions on the environment of the establishment and operation of the trans-European high-speed rail
system must be assessed and taken into account at the design stage of the system in accordance with the
Community provisions in force.

1.4.2. The materials used in trains and infrastructure must prevent the emissions of fumes and gases which are

harmful and dangerous to the environment, particularly in the event of fire.

1.4.3. The rolling stock and energy supply systems must be designed and manufactured in such a way as to be
electromagnetically compatible with the installation equipment and public or private networks with which they
might interfere.

The aspects mentioned under 1.4.2 are not relevant in case of the energy subsystem.

In order to satisfy essential requirements 1.4.1 and 1.4.3, the energy subsystem shall be designed and
constructed so that the requirements set out in points 4.2.3.2, 4.2.3.3 and 4.3.1.5 of Chapter 4 are met.
The essential requirements are met if compliance with the stipulations of Chapter 4 is verified.

The following essential requirement for environmental protection according to Annex III to Directive
96/48/EC are especially of concern for the energy subsystem.

2.2.2. The functioning of the energy supply systems must not interfere with the environment beyond specified limits.

In order to satisfy essential requirement 2.2.2, the energy subsystem shall be designed and constructed so
that the requirements set out in points 4.2.3.2 and 4.3.1.5 of Chapter 4 are met. The essential requirements
are met if compliance with the stipulations of Chapter 4 is verified.

3.3.5.

Technical compatibility

According to Annex III to Directive 96/48/EC essential requirements for the energy subsystem as far as
technical compatibility is concerned are the following.

1.5.

The technical characteristics of the infrastructures and fixed installations must be compatible which each other
and with those of the trains on the trans-European high-speed rail system.

If adherence to these characteristics proves difficult on certain sections of the network temporary solutions that
ensure compatibility in the future may be implemented.

In order to satisfy the essential requirement 1.5, the energy subsystem shall be designed and constructed so
that the requirements set out in points 4.1.1, 4.1.2, 4.2.2.1, 4.2.2.3, 4.2.2.4, 4.2.2.5, 4.2.2.6, 4.2.2.7,
4.2.2.8, 4,2.2.9, 4.2.2.10, 4.2.2.11, 4.2.2.12, 4.3.1.1, 4.3.1.3, 4.3.1.4, 4.3.2.1, 4.3.2.3, 4.3.2.5 and 4.3.3 of
Chapter 4 are met and the interoperability constituents used comply with the requirements set out in
points 5.3.1.2, 5.3.1.3, 5.3.1.4, 5.3.1.5, 5.3.1.6, 5.3.1.8, 5.3.2.2, 5.3.2.3, 5.3.2.4, 5.3.2.5, 5.3.2.6, 5.3.2.7,
5.3.2.9, 5.3.3.1, 5.3.3.2, 5.3.3.3 and 5.3.3.4 of Chapter 5 are met. The essential requirements are met if
compliance with the stipulations of Chapters 4 and 5 is verified.

The following essential requirements for technical compatibility according to Annex III
96/48/EC are especially of concern for the energy subsystem.

to Directive

2.2.3. The electrical supply systems used throughout the trans-European high-speed rail system must:

(cid:151) enable trains to achieve the specified performance levels,

(cid:151) be compatible with the collection devices fitted to the trains.

In order to satisfy essential requirement 2.2.3, the energy subsystem shall be designed and constructed so
that the requirements set out in points 4.1.1, 4.1.2.1, 4.1.2.2, 4.1.2.3, 4.3.1.1, 4.3.1.3, 4.3.2.1, 4.3.2.3 and
4.3.2.5 of Chapter 4 are met and the interoperability constituents used comply with the requirements set
out in points 5.3.1.1, 5.3.1.2, 5.3.1.4, 5.3.2.1, 5.3.2.5, 5.3.3.1 and 5.3.3.5 of Chapter 5 are met. The
essential requirements are met if compliance with the stipulations of Chapters 4 and 5 is verified.

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3.4.

Verification of conformity

Conformity of the energy subsystem and its constituents to the essential requirements shall be verified in
accordance with the provisions of Directive 96/48/EC and the specifications presented in Chapter 6 and its
related Annexes A to C to this TSI.

4.

CHARACTERISATION OF THE SUBSYSTEM

The trans-European high-speed rail system, to which Directive 96/48/EC applies and of which the Energy
subsystem is a part,
interfaces and
performances to be verified in particular so as to ensure that the system is interoperable and that the
essential requirements are met.

is an integrated system which requires the basic parameters,

4.1.

Basic parameters of the Energy subsystem

4.1.1.

Voltage and frequency

Train services need standardisation of the voltage and frequency values as stipulated for interoperability.
Table 4.1 lists the voltages and frequencies applicable depending on the line category.

Table 4.1

Voltages and frequencies

Line category

Voltage and frequency

AC 25 kV 50 Hz

AC 15 kV 16,7 Hz

DC 3 kV

DC 1,5 kV

Connecting lines

Upgraded lines

High-speed lines

X

X

X

X

X

X

X

X

X

(1)

(2)

(cid:151)

(1) In countries with networks currently electrified at AC 15 kV 16,7 Hz, this system can be used for new lines. The same

system can also be applied in adjacent countries when it can be economically justified.

(2) The DC 3 kV supply may be used in Italy and Spain for existing lines and new line sections operated at 250 km/h
when electrification with AC 25 kV 50 Hz would create a risk of disturbing ground and on-board signalling
equipment on an existing line located near the new line.

The voltage at the terminals of the substation and at the pantograph shall comply with Annex N to this
TSI. The frequency of the voltage shall comply with Annex N to this TSI. Voltage and frequencies will be
defined in the register of infrastructure (Annex D to this TSI). For conformity assessment see Annex N4.

4.1.2.

Overhead line and pantograph

On future high-speed, upgraded and connecting lines there should be only one type of current collector
head used for all trains running on these lines. To implement this approach, all future high-speed trains will
use pantographs with a 1 600 mm pantograph collector head. All newly built AC high-speed overhead line
equipment shall comply with points 4.1.2.1 and 4.1.2.3, respectively. This also concerns upgraded and
connecting AC and DC lines.

4.1.2.1.

Geometry of overhead contact line for AC systems

The height of contact wire above the rails, the gradient of contact wire in relation to the track and the
lateral deflection of the contact wire under the action of a cross wind all govern the interoperability of the
high-speed network. The permissible data are given in Table 4.2.

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Geometry of overhead contact lines for AC systems

Table 4.2

No

Description

Connecting lines

Upgraded lines

High-speed lines

1 Nominal height of contact wire

(mm)

Between 5 000
and 5 750 (1) (2) (3)

Between 5 000
and 5 500 (1) (3)

5 080 or 5 300 (3)

2

3

Permissible contact wire gradient
in relation to the track and
variation of gradient

Permissible lateral deflection of the
contact wire under action of cross
wind (mm) (3)

EN 50119, version 2001, point 5.2.8.2

No planned
gradients accept-
able

(cid:196) 400

(1) For connecting lines with mixed freight and passenger traffic, for the operation of trailers with oversized gauge the
contact wire height may be higher provided the pantograph is suited to collect the current with the specified quality
and the development of the pantograph is sufficient as specified in point 5.3.2.5.

(2) At level crossings the contact wire height shall be designed according to national directives.
(3) The contact wire height and wind speed to be considered will be defined in the register of infrastructure defined in

Annex D to this TSI.

The overhead contact line geometry shall comply with the requirements set in Annex H.3.1 to this TSI.

4.1.2.2.

Geometry of overhead contact line for DC systems

The data determining the geometry of overhead contact line for DC systems within the trans-European
interoperable rail network is stipulated in Table 4.3.

Table 4.3

Geometry of overhead contact lines for DC systems

No

Description

Connecting lines

Upgraded lines

1 Nominal height of contact wire

(mm)

Between 5 000 and
5 600 (1) (2) (3) (4)

Between 5 000 and 5 500 (3) (4)

2

3

Permissible contact wire gradient
in relation to the track and
variation of gradient

Permissible lateral deflection of the
contact wire under action of cross
wind (mm) (4)

EN 50119, version 2001, point 5.2.8.2

(cid:196) 400

(1) For connecting lines with mixed freight and passenger traffic, for the operation of trailers with oversized gauge the
contact wire height may be higher provided the pantograph is suited to collect the current with the specified quality
and the development of the pantograph is sufficient as specified in point 5.3.2.5.

(2) At level crossings the contact wire height shall be designed according to national directives.
(3) For the lines in Italy referred to in note 2 to Table 4.1 the contact wire height is between 5 000 mm and 5 300 mm.

The other values apply to other types of lines.

(4) The contact wire height and wind speed to be considered will be defined in the register of infrastructure defined in

Annex D to this TSI.

The overhead contact line geometry shall comply with requirements set in Annex (J.3.1) to this TSI.

4.1.2.3.

Geometry of the pantograph collector head

The width and the working range of the pantograph collector head, the width of the contact strips and the
profile of the collector head are defined to achieve interoperability. Table 4.4 specifies data for both AC and
DC systems. The profile of the pantograph collector head is depicted in figure 4.1.

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Geometry of pantograph collector head for AC and DC systems

Table 4.4

No

Description

All line categories

1 Width of pantograph collector head (mm)

1 600

2

Profile of pantograph collector head

See figure 4.1

3 Other requirements for AC systems

See Annex H(3)(2) to this TSI

4 Other requirements for DC systems

See Annex J(3)(2) to this TSI

Figure 4.1

Profile of pantograph collector head

1 Horn made of insulating material
2 Minimum length of the contact strip
3
4 Working range of the collector head
5 Width of the collector head

Projected length

4.2.

Interfaces of the energy subsystem

4.2.1.

List of interfaces

4.2.1.1.

Interfaces with Infrastructure

(cid:151) Gauges

(cid:151) Protection against electric shock (earthing and bonding)

4.2.1.2.

Interfaces with Control-Command and Signalling

(cid:151) Harmonic currents, influence on signalling and internal telecommunications

(cid:151) Control signals needed for phase and system separation sections

4.2.1.3.

Interfaces with Rolling Stock

(cid:151) Vehicle dynamic envelope

(cid:151) Limitation of maximum power consumption

(cid:151) Current at standstill

(cid:151) Voltage and frequency

(cid:151) Electrical protection coordination

(cid:151) Arrangement of pantographs

(cid:151) Running through phase separation sections

(cid:151) Running through system separation sections

(cid:151) Adjustment of pantograph contact force

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4.2.1.4.

Common performance criteria with rolling stock

(cid:151) Power factor

(cid:151) Regenerative braking

(cid:151) Harmonic characteristics and related overvoltages on the overhead contact line

4.2.2.

Characteristic data of interfaces

4.2.2.1.

Gauges

The infrastructure gauge shall take into account the space necessary for the passage of pantographs in
contact with the overhead contact line equipment and for installation of the contact line equipment itself.
The dimensions of
tunnels and other structures shall be mutually compatible with the geometry of
overhead line equipment and the dynamic envelope of the pantograph. (Annex (H.3.6) to this TSI specifies
the dynamic envelope of the pantograph). The space necessary for installation of the contact line equipment
shall be stipulated by the adjudicating entity. Conformity assessment shall be carried out within assessment
of the Infrastructure subsystem.

4.2.2.2.

Earthing and bonding, protection against electric shock

Infrastructure subsystem shall implement a general earthing system along the route to comply with the
requirements for protection against electric shock specified in EN 50 122(cid:151)1. Protection against electric
shock during operation and in failure conditions is met by limiting touch voltages to acceptable limits as
stipulated in EN 50 122-1, version 1997, point 7. Results of investigations carried out by the adjudicating
entity and the corresponding specific provisions shall be provided to demonstrate the compliance with the
requirements. Conformity assessment shall be carried out within the assessment of infrastructure subsystem.

4.2.2.3.

Harmonic currents, influence on signalling and internal telecommunications

Harmonic currents generated by rolling stock affect the control-command and signalling subsystem through
the energy subsystem. That
is dealt within the control-command and signalling
subsystem. No conformity assessment is required by the energy subsystem.

is why this subject

4.2.2.4.

Vehicle dynamic envelope

Overhead line equipment design shall comply with the dynamic envelope of the vehicles. The gauge to be
adopted depends on the category of line defined in the register of infrastructure (Annex D to this TSI).
Conformity assessment shall be carried out within the energy subsystem.

4.2.2.5.

Limitation of maximum power consumption

The installed power on a high-speed line and upgraded or a connecting line determines the permissible
power consumption of trains. Therefore, current limitation devices shall be installed on board as described
in Annex O to this TSI. Assessment shall be carried out within assessment of the rolling stock subsystem.
The register of infrastructure defined in Annex D to this TSI shall contain information on maximum power
consumption.

4.2.2.6.

Limitation of current drawn by trains at standstill

In case of DC 1,5 kV and 3,0 kV systems the current at standstill shall be limited to 300 A and 200 A,
respectively, per pantograph. Assessment shall be carried out within assessment of
the rolling stock
subsystem.

4.2.2.7.

Voltage and frequency

Trains shall be able to operate within the range of voltages and frequencies as given in point 4.1.1 and
specified in Annex N to this TSI. Conformity assessment shall be carried out within assessment of the
rolling stock subsystem.

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4.2.2.8.

Electrical protection coordination

Coordination between the electrical protection of substations and that of traction units is necessary to
optimise the clearance of shortcircuits. (Annex E to this TSI gives the applicable requirements.) The register
of infrastructure defined in Annex D to this TSI shall contain information on protection of substations.

Conformity assessment shall be carried out with the energy subsystem in so far as design and operation of
substation is concerned and with the rolling stock subsystem in so far as equipment on traction units is
concerned.

4.2.2.9.

Arrangement of pantographs

The arrangement of pantographs on trains shall take care of the maximum train length. The maximum
distance between pantographs is less than 400 m.
In addition the spacing between three consecutive
pantographs shall be more than 143 m. The acceptable number of pantographs and their spacing depend
also on the dynamic performance. The pantographs shall not be linked electrically in case of AC power
supply systems. Reference is made to Annex H (H.3.5) to this TSI.

Conformity assessment shall be carried out with the rolling stock subsystem.

4.2.2.10.

Running through phase separation sections

Trains shall be able to move from one section to an adjacent one without bridging the two phases.

Adequate means shall be provided to allow a train that is stopped underneath the phase separation to be
restarted. For design, reference is made to Annex H(H.3.3), to this TSI.

The register of infrastructure defined in Annex D to this TSI shall contain information on the design of
phase separation sections.

Power consumption (traction and auxiliaries) of the train shall be brought to zero when entering the phase
separation section. This shall be done automatically without the driver’s intervention. Lowering of the
pantographs is not necessary.

Requirements for design of energy subsystem

For future lines two types of designs of phase separation sections may be adopted:

(cid:151) a phase separation design where all the pantographs of the longest interoperable trains are inside the
neutral section. In this case there is no restriction for the arrangement and spacing of the pantographs
on the trains. The length of the neutral section shall be at least 402 m. For detailed requirements see
Annex H(H.3.3) to this TSI,

(cid:151) a shorter phase separation with a restriction for pantograph arrangement on trains is shown in Annex
length of this separation is less than 142 m. Using this design

H(H.3.3) to this TSI. The overall
necessitates that the distance between three consecutive pantographs in service is more than 143 m.

For existing lines various solutions might be adopted and based on the accepted arrangement of pantographs
on the train, depending on the possibilities of route planning, required performance and investments
acceptable to the adjudicating entity. If the design of existing phase separations does not permit the passage
of interoperable high-speed trains, then the adjudicating entity shall provide adequate alternative procedures
or designs.

Information on the design of phase separation sections shall be provided by the register of infrastructure as
defined in Annex D to this TSI.

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

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Requirements for control-command and rolling stock subsystems

On high-speed lines, the control-command and signalling subsystem shall allow the rolling stock to operate
automatically before and after phase separation sections. Equipment on traction units shall be triggered in
due time in front of a phase separation section taking full account of the maximum permissible running
jointly with rolling stock and
speed. For conformity assessment
control-command and signalling subsystems.

tests shall be carried out

functional

4.2.2.11.

Running through system separation sections

General

Trains shall be able to move from one energy supply system to an adjacent one that uses a different energy
supply without bridging the two systems. The necessary actions depend on the type of both supply systems
as well as on the arrangement of pantographs on trains and the running speed.

There are two possibilities for the train to run through system separation sections:

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

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

A choice has to be made by the adjudicating entity and declared in the register of infrastructure defined in
Annex D to this TSI.

Requirements for the design of energy subsystem

(cid:151) Pantographs raised

If system separation sections are negotiated with pantographs raised to the contact wire the following
conditions apply:

(1)

the functional design of the system separation section is specified as follows:

(cid:151) the geometry of different elements of

line shall prevent pantographs
short-circuiting or bridging both power systems with the arrangement of pantographs specified in
point 4.2.2.9,

the overhead contact

(cid:151) for short neutral section, the mechanical behaviour of the pantograph overhead contact line system

shall comply with the EN 50 119, version 2001, point 5.2, at maximum speed,

(cid:151) provisions shall be taken in the energy subsystem to avoid bridging of both adjacent power supply

systems when the opening of the on-board circuit breaker(s) fails,

(cid:151) an example for arrangement of system separation section is given in figure H.4 of Annex H to this

TSI;

(2)

the height of the contact wires in both systems has to be the same, if the speed is more than 250 km/h.
Details and tolerances are given in Annexes H and J to this TSI;

(3) on rolling stock, devices shall open automatically the circuit breaker before reaching the separation
section and recognise automatically the voltage of the new power supply system at the pantograph in
order to switch the corresponding circuits.

(cid:151) Pantographs lowered

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If the system separation sections are negotiated with pantographs down the following conditions apply:

(1)

the design of the separation section between differing energy supply systems shall ensure that, in case
of an unintentional pantograph at the contact line, bridging of the two power supply systems is
avoided and switching off both supply sections is triggered immediately. Triggering of a short circuit
ensures operation of insulated sections;

(2)

this alternative choice has to be made if the conditions of operation with pantographs raised are not
complied with;

(3) on high-speed lines with different heights of contact wire and on separation sections of existing lines
not complying with the TSI requirements, pantographs shall be lowered when the energy supply
system changes or when the running speed does not permit the installation of transition sections with
acceptable gradients (see Annexes H and J to this TSI);

(4) at supply system separations which require a lowering of the pantograph, the pantograph shall be

lowered without the driver’s intervention, triggered by control signals.

For design of system separation sections conformity assessment shall be carried out within the energy
subsystem.

Requirements for control-command and rolling stock subsystems

Before running through separation sections between different energy supply systems the traction units’
main circuit breaker shall be opened without the driver’s intervention, triggered by control signals. This
shall be carried out in good time so that the traction unit electrical equipment for the terminating energy
supply system fully shuts down before the new energy supply system is reached.

The control-command and signalling subsystem shall provide the required signals to the traction units.

The traction units shall be designed so that they are able to receive line control signals to trigger the
opening of the main circuit breaker and lower the pantographs if required without the driver’s intervention.
When pantographs are not lowered from the contact wire, only those electric circuits on the traction units
which instantaneously conform to the energy supply system at the pantograph may remain connected.

The design and the operation of system separation sections shall be explained in the register of
infrastructure defined in Annex D to this TSI.

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

4.2.2.12. Adjustment of pantograph contact force

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

4.2.3.

Regulatory and operational provisions

4.2.3.1.

General regulatory conditions

To guarantee the coherence of the trans-European high-speed rail system the following regulatory and
operational provisions apply.

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4.2.3.2.

Protection of the environment

Protection of the environment is covered by Council Directive 85/337/EEC concerning the assessment of
the effects of certain projects on the environment.

Specific requirements are not necessary for the energy subsystem of interoperable high-speed lines.

4.2.3.3.

Fire protection

Fire protection is covered by Directive 89/106/EEC and its interpretative document concerning essential
safety requirement No 2, (cid:145)Fire Safety(cid:146).

Specific requirements are not necessary for the Energy subsystem of interoperable high-speed lines.

4.2.3.4.

Exception in the case of execution of works

The specifications for the energy subsystem and its interoperability constituents defined in Chapters 4 and 5
of
functioning conditions or in the case of unexpected
malfunctions which require the application of the maintenance plan.

the TSI are applicable to lines in normal

Under some situations where works have been programmed in advance, it may not be possible to conform
to these provisions whilst executing modifications to the Energy subsystem.

These temporary exceptions to the TSI rules shall be defined by the adjudicating entity of
the line
concerned, who shall be careful that no risks for the safety of passing trains will result therefrom, by
applying the following general provisions:

(cid:151) the exceptions allowed shall be temporary and planned for a specific time period,

(cid:151) railway undertakings operating on the line shall be given notice of these temporary exceptions, of their
geographic situation, of their nature and of their particular signalling, by means of written notices
describing the case being the type of specific signals used. A model of such notice shall be joined to
the register of infrastructure defined in Annex D to this TSI of the line,

(cid:151) any exception shall

induce complementary safety measures, so as to ensure that the safety level

requirement stays fulfilled. These complementary measures may in particular consist of:

(cid:151) particular survey provisions of the works concerned,

(cid:151) temporary speed restrictions on the line section as taken by the adjudicating entity.

4.2.3.5.

Register of infrastructure of European interoperable lines

line of
the trans-European high-speed rail system a single document, called the
For each section of
(cid:145)European register of
infrastructure(cid:146), shall be drawn up by the adjudicating entity or its authorised
representative. This document compiles the characteristics of the lines concerned for all the subsystems that
include fixed equipment.

It allows:

(cid:151) the Member State which is responsible for placing the subsystem into service to dispose of a document
describing for each line of the trans-European high-speed network the main parameters setting on their
operation,

(cid:151) the railway undertakings providing, or considering the provision of, services on the line to be informed
of its particular features when parameters or interoperability specifications are depending on a specific
choice of the adjudicating entity,

(cid:151) for the energy subsystem,

line and each particular
indication for each homogeneous section of
equipment, of the general or particular specifications which have been adopted, which should be noted
for the line operation. Their list is provided in Annex D to this TSI.

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The adjudicating entity shall append this document to the EC declaration of verification of the energy
subsystem as a part of the technical file described in Annex V to Directive 96/48/EC to be granted the
authorisation for putting into service by the Member State.

4.3.

Specified performance

4.3.1.

Performance of power supply system, substations and posts

4.3.1.1.

Installed power

The performance to be achieved by the energy subsystem shall correspond to the relevant specified
performance for each category of lines in the trans-European high-speed rail network system in respect of:

(cid:151) the maximum line speed,

(cid:151) the peak power at the pantographs and drawn by the trains,

(cid:151) the minimum headway,

(cid:151) the mean useful voltage.

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

The calculated mean useful voltage at the pantograph shall comply with Annex L to this TSI.

4.3.1.2.

Safety, earthing and bonding

Safety of energy supply system, substations and posts shall be achieved by designing and testing these
installations according to EN 50 122-1, version 1997, points 5, 7 and 9. Substations and posts shall be
barred against unauthorised access.

4.3.1.3.

Power factor

The acceptable data for power factor is stipulated in Annex G to this TSI. On high-speed lines the
minimum value is 0,95 under the conditions described in the abovementioned document. Conformity
assessment to be carried out within assessment of the rolling stock subsystem.

4.3.1.4.

Regenerative braking

The AC energy supply systems shall be designed to permit the use of regenerative braking as a service
brake able to exchange power seamlessly with other trains or with the primary network supplier. Reference
is made to Annex K to this TSI.

Train equipment shall allow the use of other braking systems where regenerative braking is not possible.

The adjudicating entity can decide whether or not to accept regenerative braking on DC systems. The
register of infrastructure as defined in Annex D to this TSI shall contain necessary information.

Conformity assessment for fixed installations shall be carried out as specified in Annex K(K.4) to this TSI.

For rolling stock conformity assessment shall be carried out as specified in the rolling stock TSI.

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4.3.1.5.

External electromagnetic compatibility

External electromagnetic compatibility is not a specific characteristic of the trans-European high-speed rail
network. Energy supply installations shall comply with the standards EN 50 121-2 and EN 50 122 series to
meet all requirements concerning electromagnetic compatibility. No conformity assessment is required
within this TSI.

4.3.1.6.

Harmonic emissions towards the power utility

Concerning harmonic emissions towards the power utility it is up to the adjudicating entity to comply with
the national standards (or European standards when available) and with the requirements of the power
utility. No conformity assessment is required within this TSI.

4.3.1.7.

Harmonic characteristics and related overvoltages on the overhead contact line

To avoid unacceptable overvoltages on the overhead contact line caused by harmonics generated by motive
power units the motive power units shall comply with Annex P to this TSI. The necessary requirements are
defined in the rolling stock subsystem and conformity assessment shall be carried out with the rolling stock
subsystem, as defined in Annex P.

4.3.1.8.

Protection against electric shock

The energy supply system shall be integrated into the general earthing system along the line to comply
with the requirements for protection against electric shock as specified in EN 50 122-1, version 1997,
points 5, 7 and 9. Protection against electric shock during operation and in failure conditions is met by
limiting touch voltages to acceptable limits as stipulated in EN 50 122-1, version 1997, points 7.2 and 7.3.
For each installation a study shall be established to prove the protection against electric shock. The study
may include tests.

4.3.1.9.

Maintenance plan

A maintenance plan shall be drawn up by the adjudicating entity or his authorised representative to
guarantee that the specified characteristics of the energy subsystem are upheld within the limits specified
for them.

The maintenance plan shall contain at least the following elements:

(cid:151) maintenance routines in substations and posts,

(cid:151) recording of conditions, findings and experience gained,

(cid:151) a set of safety limit values which would lead to a limitation of train speeds in order to comply with the

specifications in point 4.1.1,

(cid:151) an indication of the frequencies of checks and of the tolerances on measured values with for latter an

indication of the rules of equivalence with the values of the standard quoted in subsection 4.3.1,

(cid:151) the measures taken (speed restriction, repair time) when prescribed values are exceeded.

Maintenance procedures should not downgrade safety provisions such as continuity of return current
circuit, limitation of overvoltages and detection of short circuits. It shall not reduce the global performance
of the system and avoid de-energising of any part of the overhead contact line.

4.3.1.10.

Isolation of power supply in case of danger

Equipment shall be installed and procedures implemented to initiate isolation of voltage from traction units
and electrified lines through alarm devices allowing the power supply operator to carry out emergency
actions. Conformity assessment shall be carried out by checking the transmission devices and instructions
for procedures.

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4.3.1.11.

Continuation of power supply in case of disturbances

The power supply and the overhead contact line shall be designed to enable continuation of operation in
case of disturbances. This can be achieved by sectioning contact lines into supply sections and installation
of redundant equipment in substations. Conformity assessment shall be carried out by checking the circuit
diagrams.

4.3.2.

Performance of the overhead contact line

4.3.2.1.

General

The performance to be achieved by the overhead contact line shall correspond to the relevant performance
as specified for each category of lines of the trans-European high-speed rail system in function of

(cid:151) the maximum line speed, and

(cid:151) the power demand of the trains at the pantographs.

The overhead contact
declaration made by the adjudicating entity in the frame of point 4.3.1.1.

line design shall guarantee the specified performance in accordance with the

4.3.2.2.

Safety, earthing and bonding

The safety of the overhead contact line is achieved by designing these installations according to the
European standards EN 50 119, version 2001, point 5.1.2 and EN 50 122-1, version 1997, points 5, 7 and
9. All live components shall be installed out of reach of users and any other persons.

4.3.2.3.

Requirements for dynamic behaviour and quality of current collection

The design of the overhead line equipment shall comply with the requirements on the dynamic behaviour.
The uplift under the design speed of the line shall comply with the stipulations in EN 50 119, version
2001, point 5.2.1.2 and on Tables 4.5 and 4.6 of this TSI.

The quality of current collection has a fundamental impact on the life of a contact wire and shall, therefore,
comply with agreed and measurable parameters.

The collection quality may be assessed by the mean value Fm and the standard deviation r of measured or
simulated contact forces or by counting of arcing. For AC systems the criteria are listed in Table 4.5 and
for DC systems in Table 4.6.

The adjudicating entity shall decide to use interaction criterion item No 1 (contact force) or item No 2
(arcing) according to Table 4.5 or 4.6.

The interaction is considered to comply with the provisions in this TSI if

(cid:151) item 1 or 2 of Table 4.5, and

(cid:151) item 3 of Table 4.5,

are fulfilled.

Test results from a similar overhead contact line system may be used as a basis for conformity assessment.

For the qualification of the performance with more than one pantograph, it shall be taken into account the
pantograph which will show the more critical values.

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Table 4.5

Interaction requirements, AC systems

No

Description

Connecting and upgraded lines

High-speed lines

Existing

New

1

Corrected mean force Fm (N) (1)

See points 5.3.1.6 and 5.3.2.7 (2)

See point
5.3.1.6 (2)

Standard deviation at maximum speed
rmax (N)

2

Percentage of arcing at maximum speed,
NQ (%)

3 Necessary space for maximum uplift of
steady arm under adverse aerodynamic
conditions

For definitions, values and tests see Annex Q

0,3 Fm

(cid:196) 0,14

See EN 50119, version 2001
point 5.2.1.2

2•So (3)

(1) Fm is the dynamically corrected average value of the contact force obtained after statistical analysis of the results of

contact force measurements or simulations.

(2) The dynamic correction shall be applied on the values given in points 5.3.1.6 and 5.3.2.7.
(3) S0 is the calculated, simulated or measured uplift of contact wire at the steady arm generated in normal operating
condition with one or several pantographs with a mean contact force Fm at the maximum speed of the line,
in
accordance with EN 50 119 version 2001, point 5.2.1.2.

Table 4.6

Interaction requirements, DC systems

No

Description

Connecting and upgraded lines (1)

1

Corrected mean force Fm (N) (2)

See points 5.3.1.6 and 5.3.2.7 (3)

Standard deviation at maximum speed rmax (N)

2

Percentage of arcing at maximum speed, NQ (%)

0,3 Fm

(cid:196) 0,20

3 Necessary space for maximum uplift of steady
arm under adverse aerodynamic conditions

See EN 50119, version 2001 point 5.2.1.2 (4)

For definitions, values and tests see Annex Q

(1) For lines in Italy and Spain referred to note 2 to Table 4.1 the values specified for upgraded lines apply as well.
(2) Fm is the dynamically corrected average value of the contact force obtained after statistical analysis of the results of

contact force measurements or simulations.

(3) The dynamic correction shall be applied on the values given in points 5.3.1.6 and 5.3.2.7.
(4) The necessary space is determined by the calculated, simulated or measured uplift of contact wire at the steady arm
generated in normal operating condition with one or several pantographs with a mean contact force Fm at the
maximum speed of the line.

4.3.2.4.

Protection against electric shock

The overhead contact line shall be integrated into the general earthing system along the line to comply
with the requirements for protection against electric shock as specified in EN 50 122-1, version 1997,
points 5, 7 and 9. Protection against electric shock during operation and in failure conditions is met by
limiting touch voltages to acceptable limits as stipulated in EN 50 122-1, version 1997, points 7.2 and 7.3.
For each installation a study shall be established to prove the protection against electric shock.

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4.3.2.5.

Static and mean aerodynamic contact force

The nominal static force is specified by the adjudicating entity inside the following ranges:

(cid:151) 70 N + 20 N/-10 N for AC supply systems,

(cid:151) 110 N – 10 N for DC 3 kV supply systems,

(cid:151) 90 N – 20 N for DC 1,5 kV supply systems.

In DC systems to improve the contact of carbon collector strips with the contact wire, a force more
important, in general 140 N, can be required to avoid a hazardous heating of the contact wire when the
train is at standstill with its auxiliaries working.

The value of total mean uplift force shall comply with the value of mean contact force Fm required for a
good quality of current collection (see point 4.3.2.3, 5.3.1.6 and 5.3.2.7).

Conformity assessment is carried out by assessing the interoperable constituent (cid:145)pantograph(cid:146).

4.3.2.6.

Maintenance plan

A maintenance plan shall be drawn up by the adjudicating entity or his authorised representative to
guarantee that the specified characteristics of the energy subsystem are upheld within the limits specified
for them.

The maintenance plan shall contain at least the following elements:

(cid:151) maintenance routines for overhead contact lines,

(cid:151) recording of conditions, findings and experience gained,

(cid:151) a set of safety limit values which would lead to a limitation of train speeds for the contact wire height

and stagger according to points 4.1.2.2 and 4.1.2.3 of this TSI,

(cid:151) an indication of the frequencies of checks and of the tolerances on measured values of the geometrical
and dynamic data and of the means used to check them, with for latter an indication of the rules of
equivalence with the values of the standard quoted in Subsection 4.3.2,

(cid:151) the measures taken such as speed restriction and expected repair time when prescribed values are

exceeded.

Maintenance procedures should not downgrade safety provisions such as continuity of return current
circuit, limitation of overvoltages and detection of short circuits. It shall not reduce the global performance
of the system.

4.3.3.

Boundaries between high-speed lines and other lines

It is up to the adjudicating entity to define, on a short route section, which connects a high-speed line with
another line, the location where the requirements of the energy subsystem TSI for high-speed lines apply
and their specified performances will be met.

5.

INTEROPERABILITY CONSTITUENTS

5.1.

General

According to Article 2(d) of Directive 96/48/EC interoperability constituents are:

(cid:145)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(cid:146).

The interoperability constituents are covered by the relevant provisions of Directive 96/48/EC and are listed
in section 5.2 of this TSI so far as the Energy subsystem is concerned.

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5.2.

Definitions of interoperability constituents

In case of the Energy subsystem the following constituents are defined:

(cid:151) overhead contact line: an overhead contact line is a contact line placed above the upper limit of the
vehicle gauge and supplying vehicles with electric energy through roof-mounted current collection
equipment referred to as pantographs. In the case of high-speed rail systems overhead contact lines
with catenary suspension are applied where the contact wire(s) is/are suspended from one or more
longitudinal catenaries. The supporting components such as cantilevers, masts and foundations will not
affect the interoperability and, therefore, are not covered by this TSI,

(cid:151) pantograph: pantographs are devices for collecting currents from one or more contact wires formed by
a hinged device designed to allow vertical movement of the pantograph head. The pantograph head
carries the contact strips and their mountings. The end of the pantograph head is formed by a
down-turned horn,

(cid:151) contact strips: contact strips are the replaceable parts of the pantograph head which are in direct contact

with the contact wire and as a consequence are prone to wear.

5.3.

Characterisation of constituents

5.3.1.

Overhead contact line

5.3.1.1.

Overall design

Design of overhead contact lines shall comply with EN 50 119, version 2001, points 5 and 6. Additional
requirements, specially concerning high-speed lines are specified hereafter.

The overhead contact line shall meet the specified performance for the specific line especially so far as the
maximum running speed and the current carrying capacity are concerned.

5.3.1.2.

Current capacity

The current capacity depends on the ambient conditions which are maximum ambient temperature and
minimum cross-wind speed defined for each specific line in the register of infrastructure defined in Annex
D to this TSI as well as the permissible temperatures of the contact line elements and the duration of
current action. The design of the overhead contact line shall take care of the limits for the maximum
temperatures as specified in Annex B to EN 50 119, version 2001, taking account of the data given in EN
50 149, version 1999, point 4.5, Tables 3 and 4. An analysis shall prove that the contact line is able to
comply with the specified requirements.

5.3.1.3.

Basic parameters

The design of the overhead contact line shall comply with the basic parameters as specified in points
4.1.2.1 and 4.1.2.2.

5.3.1.4.

Wave propagation speed

The speed of wave propagation on contact wires is a characteristic parameter for assessing the suitability of
a contact line for a high-speed operation. This parameter depends on the specific mass and the stress of the
contact wire. Maximum operation speed shall not be more than 70 % of the wave propagation speed. See
also EN 50 119, version 2001, point 5.2.1.4.

5.3.1.5.

Elasticity and uniformity of elasticity

Elasticity and the uniformity along the span are essential
reduction of wear and tear. The uniformity of elasticity can be assessed by the uniformity factor u

for a high-quality current collection and a

u =

emax ﬂ emin
emax + emin

•100(cid:133)%(cid:134):

where:

emax maximum elasticity along a span,

emin minimum elasticity along a span.

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

Table 5.1

Uniformity u of elasticity in %

Type of contact line

Running speed km/h

200 to 230

230 to 300

Above 300

Without stitch wire

With stitch wire

< 40

< 20

< 40

< 10

< 25

< 10

For high-speed lines the mid-span elasticity should be limited to values less than 0,5 mm/N. The contact
line shall comply with EN 50 119, version 2001, point 5.2.1.3.

5.3.1.6.

Mean contact force

This clause stipulates mean contact forces for which the contact line shall be designed.

Figure 5.1

Target for mean contact force Fm for AC systems depending on running speed

The mean contact force Fm formed by the static and aerodynamic components of the contact force with
dynamic correction which shall be applied on the contact wire is shown in figure 5.1 for AC systems as a
function of running speed.

In this context Fm represents a target value which should be achieved to ensure on one hand a current
collection without undue arcing and which should not be exceeded on the other hand to limit wear and
hazards to current collection strips.

In case of trains with multiple pantographs simultaneously in operation the mean contact force Fm for any
pantograph shall be not higher than the value given by figure 5.1 since for each individual pantograph the
current collection criteria shall be met.

Concerning DC systems, the mean contact force Fm formed by the static and aerodynamic components of
the contact force with dynamic correction which shall be applied for DC 1,5 kV and DC 3,0 kV systems is
shown in fig. 5.2 as a function of running speed. For DC 1,5 kV lines the static contact force should be
140 N where necessary in respect of the current at standstill.

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In case of trains with multiple pantographs simultaneously in operation the mean contact force Fm for any
pantograph shall be not higher than the value given by figure 5.2 since for each individual pantograph the
current collection criteria shall be met.

Figure 5.2

Target for mean contact force for Fm for DC 1,5 kV and DC 3,0 kV lines depending on the running
speed

5.3.1.7.

Maintenance

The manufacturer shall provide any necessary information to allow the adjudicating entity to draft a plan
concerning maintenance taking into account especially the geometry of the overhead line, the wear of the
contact wire, especially at critical points such as crossings, switches and overlaps.

5.3.1.8.

Current at standstill

An acceptable level of current at standstill shall be acceptable for both the contact wire and pantograph
collector strips to allow a proper feeding of the auxiliaries installed on board trains. For DC 1,5 kV systems
a current of 300 A per pantograph shall be guaranteed, while for DC 3,0 kV systems a current of 200 A
per pantograph shall be guaranteed. When testing the overhead contact line with the methodology specified
in EN 50 206-1, version 1998, point 6.13, the contact wire temperature shall not exceed the limits given in
Annex B to EN 50 119, version 2001.

5.3.2.

Pantograph

5.3.2.1.

Overall design

The pantograph shall meet the specified performance as far as maximum running speed and current
carrying capacity are concerned. So far as not specified hereafter EN 50 206 applies. The installation of
pantograph on rolling stock is dealt with by the rolling stock subsystem.

5.3.2.2.

Basic parameters

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

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5.3.2.3.

Current capacity

The pantograph shall be designed for the specified current to be transmitted to the vehicles. The rated
current shall be provided by the manufacturer. Attention shall be given especially to the specific data
depending on the use on AC or DC systems. An analysis shall prove that the pantograph is able to carry
the specified current.

5.3.2.4.

Design of insulation

The pantographs shall be assembled on the roof of the vehicles insulated against earth. The design of
insulation shall take care of the stresses by voltage. References for data to be verified are in Annex N to this
TSI for system voltages and EN 50 124-1, version 1999, Table 2, for insulation coordination requirements.
Insulators shall be tested according to EN 60 383.

5.3.2.5.

Working range of pantographs

The pantographs shall be able to work under contact wire heights between 4 800 mm and 6 400 mm. For
operation in the UK and Finland on upgraded or connecting lines, the height is different. See section 7.3.

5.3.2.6.

Static contact force

Static force is the mean vertical contact force exerted upward by the collector head on the contact line and
caused by the pantograph raising device, whilst the pantograph is raised and the vehicle is at standstill.

For AC systems the static force shall be adjustable between 40 N and 120 N.

In DC systems to improve the contact of collector strips with the contact wire, a higher force may be
needed to avoid dangerous heating of the contact wire when the train is at standstill with its auxiliaries
working. For DC systems the static force shall be adjustable between 50 and 150 N.

The pantographs and their mechanisms that provide the necessary contact forces shall ensure that the
pantographs can be used on every type of interoperable overhead contact line. For details and assessment
reference is made to EN 50 206-1, version 1998, point 6.3.1

5.3.2.7.

Mean contact force and interaction performance of the overhead line/pantograph system

The mean contact force is the mean value of the forces due to static and aerodynamic actions. It is equal to
the sum of static contact force (point 5.3.2.6) and the aerodynamic force caused by the airflow on the
pantograph elements at the considered speed. The mean uplift force is a characteristic of the pantograph
for given rolling stock and a given development of the pantograph. The mean contact force is measured at
the collector head according to Annex Q(Q.4.2.2).

The value of mean contact force shall comply with the mean contact force F stipulated in point 5.3.1.6.

For existing, connecting, upgraded and high-speed AC lines which would not comply with the requirements
stipulated in point 5.3.1.6, the pantograph shall be designed such that the running speed-dependent mean
contact force Fm, in addition to the target curve according to figure 5.1, allows other adjustment curves C1
and C2.

These curves are defined in Annex Q(Q.4.1).

The manufacturer of the pantograph shall provide for the change between the three curves to be made on
board taking the appropriate information e.g. use of 1 950 mm pantograph or information on the type of
voltage on the overhead contact line. The register of infrastructure defined in Annex D to this TSI of
existing lines shall indicate which curve shall be taken into account, i.e. the target curve or the alternative
curves C1 or C2.

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In case of trains with multiply pantographs simultaneously in operation, the contact force Fm for any
pantograph shall not be higher than the value given by the target curve of point 5.3.1.6 or one of the
curves C1 or C2 since for each individual pantograph the current collection criteria shall be met.

Those requirements are specified in Annex Q.

Assessment shall be carried out according Annex Q.

5.3.2.8.

Automatic dropping device

Pantographs shall be equipped with a device that drops the pantograph in case of a failure according to EN
50 206-1, version 1998, point 4.9.

5.3.2.9.

Current at standstill

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

For conformity assessment reference is made to EN 50 206-1, version 1998, point 6.13 and Annex Q.

5.3.3.

Contact strips

5.3.3.1.

Basic parameters

The contact strips of the pantographs shall comply with the basic parameters as given in section 4.1.

5.3.3.2.

Materials

The material used for the pantograph contact strips shall be physically and electrically compatible with the
contact wire material to avoid abrading the surface of the contact wires excessively, in order to keep wear
of both wires and contact strips to a minimum. Plain carbon or carbon impregnated with additive material
are accepted for use in interaction with contact wires made from copper or copper alloys. Therefore, this
combination should preferably be used for the trans-European high-speed rail system.

Other material may be used in case of DC systems when multilaterally agreed upon. In this case the contact
strips cannot be considered as interoperable. Reference is made to Annex M(M.2) to this TSI.

5.3.3.3.

Current capacity

The material and cross-section of contact strips shall be selected in the light of the maximum current the
contact strip is designed for. The rated current shall be noted on it by the manufacturer. Type tests shall
demonstrate the conformity as specified in Annex M(M.4) to this TSI.

5.3.3.4.

Current at standstill

An acceptable level of current at standstill shall be acceptable for both the contact wire and pantograph
collector strips to allow for the proper supply of auxiliaries installed on-board trains. For DC systems, in
order to be in accordance with point 5.3.1.8, a current of 300 A shall be guaranteed per pantograph. A
study shall be carried out to prove the capacity of the collector strips. For conformity assessment reference
is made to Annex M(M.3) to this TSI.

5.3.3.5.

Detection of contact strip breakage

The contact strip shall be designed so that any failures of the contact strips will be detected and the
lowering of the pantograph will be triggered. Reference is made to EN 50 206-1, version 1998, point 4.9.

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6.

ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE

6.1.

Interoperability constituents

6.1.1.

Assessment procedures and modules

The assessment procedure for conformity of interoperability constituents as defined in Chapter 5 of this TSI
shall be carried out by application of modules as specified in Annex A to this TSI.

If the adjudicating entity can demonstrate that tests or verification for previous applications remain valid
for the new applications, then the notified body shall take them into account in the conformity assessment.

Assessment procedures
line,
pantograph and contact strip as defined in Chapter 5 of this TSI, are indicated in Annex B, Tables B.1 to
B.3 to this TSI.

the interoperability constituents: overhead contact

for conformity of

As far as required by the modules specified in Annex A to this TSI, the assessment of conformity of an
interoperability constituent shall be appraised by the notified body, when indicated in the procedure, with
which the manufacturer or his authorised representative established within the Community has lodged the
application.

The manufacturer of an interoperability constituent or his authorised representative established within the
Community shall draw up an EC declaration of conformity in accordance with Article 13(1) of and
Annex IV, Chapter 3 to Directive 96/48/EC before placing the interoperability constituent on the market.
An EC declaration of suitability for use is not required for interoperability constituents of the energy
subsystem.

6.1.2.

Application of modules

For the assessment procedure of each interoperability constituent of the energy subsystem the manufacturer
or his authorised representative established within the Community may choose either:

(cid:151) the type-examination procedure (module B) indicated in Annex A(A.2) to this TSI for the design and
development phase in combination with the conformity to type procedure (module C) indicated in
Annex A(A.3) to this TSI for the production phase, or

(cid:151) the full quality assurance with design examination procedure (module H2) indicated in Annex A(A.4)

to this TSI for all phases.

These assessment procedures are defined in Annex A to this TSI.

The module H2 may only be chosen where the manufacturer operates a quality system for design,
production, final product inspection and testing, approved and surveyed by a notified body.

The conformity assessment shall cover the phases and characteristics as indicated by X in the Tables B.1,
B.2 and B.3 of Annex B to this TSI.

6.2.

Energy subsystem.

6.2.1.

Assessment procedures and modules

At the request of the adjudicating entity or its authorised representative established within the Community,
the notified body carries out the EC verification in accordance with Article 18(1) of and Annex VI to
Directive 96/48/EC and in accordance with the provisions of the relevant modules as specified in Annex A
to this TSI.

If the adjudicating entity can demonstrate that tests or verification for previous applications remain valid
for the new applications, then the notified body shall take them into account in the conformity assessment

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Assessment procedures for the EC verification of the energy subsystem are indicated in Annex C, Table C.1,
to this TSI.

As far as specified in this TSI the EC verification of the energy subsystem shall take account of its interfaces
with other subsystems of the trans-European high-speed rail system.

The adjudicating entity shall draw up the EC declaration of verification for the Energy subsystem in
accordance with Article 18(1) of and Annex V to Directive 96/48/EC.

6.2.2.

Application of modules

the verification procedure of

For
representative established within the Community may choose either:

the Energy subsystem the adjudicating entity or

its authorised

(cid:151) the unit verification procedure (module SG) indicated in Annex A(A.5) to this TSI, or

(cid:151) the full quality assurance with design examination procedure (module SH2) indicated in Annex A(A.6)

to this TSI.

The module SH2 may be chosen only where all activities contributing to the subsystem project to be
verified (design, manufacturing, assembling,
to a quality system for design,
production, final product inspection and testing, approved and surveyed by a notified body.

installation) are subject

The assessment shall cover the phases and characteristics as indicated in Table C.1 of Annex C to this TSI.

7.

IMPLEMENTATION OF THE ENERGY TSI

7.1.

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

As to the high-speed lines within the geographic scope of this TSI (see section 1.2) and to the rolling stock
which will be put into service after the entry into force of this TSI, Chapters 2 to 6 are entirely applicable,
as well as possible specific provisions of section 7.3 hereafter.

7.2.

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

infrastructure installations and rolling stock already in operation,

In respect of
this TSI applies to
components under the conditions specified in Article 3 of this Decision. In this particular context, it relates
fundamentally to the application of a migration strategy that enables an economically justifiable adaptation
of existing installations to be made taking into account the principle of grandfather rights. The following
principles apply in the case of the TSI on energy.

While the TSI can be fully applied to new installations,
implementation on existing lines may require
modifications of existing installations. The modification necessary will depend on the extent of conformity
of the existing installations. An implementation strategy can only be made individually for given lines or
networks in the Member States of the Comunity. Section 7.3 indicates those items where implementation
needs modification of existing installations. Table 7.1 summarises the characteristics to be implemented.

The contracting entity shall define the practical measures and the different phases which are necessary to
allow placing into service with the required performances. These phases may include transition periods for
placing into service with reduced performances.

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Implementation of technical specifications for interoperability, energy subsystem

Table 7.1

Characteristic to be implemented

Point

Voltage and frequency

Installed power, mean useful voltage

Harmonic currents

Electrical protection

External electromagnetic compatibility

4.1.1

4.3.1.1

4.2.2.3

4.2.2.8

4.3.1.5

Protection against electric shock

4.3.1.8, 4.3.2.4

Isolation of power supply

Continuation of power supply

Regenerative braking

4.3.1.10

4.3.1.11

4.3.1.4

Geometry of overhead contact line

4.1.2.1, 4.1.2.2, 5.3.1.3

Dynamic envelope

Phase separation sections

System separation sections

4.2.2.4

4.2.2.10

4.2.2.11

Current capacity

5.3.1.2, 5.3.2.3, 5.3.3.3

Wave propagation speed

Elasticity and its uniformity

Mean contact force

5.3.1.4

5.3.1.5

5.3.1.6

Safety, earthing and bonding

4.3.1.2, 4.3.2.2

Dynamic behaviour and current collection

Design of pantographs

Design of collector strips

Contact forces

4.3.2.3

4.1.2.3

5.3.3

4.3.2.5

7.3.

Specific cases

The following special provisions are authorised in the following specific cases. These specific cases are
classified according to two categories: the provisions apply either permanently ((cid:145)P(cid:146) cases), or temporarily ((cid:145)T(cid:146)
cases). As to temporarily cases, it is recommended that the target system is reached either by 2010 (cases
(cid:145)T1(cid:146)), an objective set in Decision No 1692/96/EC of the European Parliament and of the Council of 23 July
1996 on Community guidelines for the development of the trans-European transport network, or by 2020
(cases (cid:145)T2(cid:146)).

7.3.1.

Particular features on the Austrian network

Connecting lines

The investment of changing the overhead contact line on upgraded and connecting lines and in stations to
meet the requirements of the 1 600 mm Euro pantograph is prohibitive. Trains traversing these lines will
have to be provided with secondary 1 950 mm pantographs for medium-speed operation up to 230 km/h
so that the overhead contact line on these parts of the trans-European network will not have to be prepared
for the operation of the Euro pantograph. In these areas a maximum lateral deflection of contact wire of
550 mm under action of cross wind is permissible. Future studies concerning upgraded and connecting
lines should take into account the Euro pantograph to demonstrate the relevance of the choices made.

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Connecting and upgraded lines (P case)

Due to the acceptance of designing the overhead contact line for a 1 950 mm wide pantograph there is no
need for adjustment.

Connecting lines (T1 case)

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

7.3.2.

Particular features on the Belgian network (T1 case)

Existing high-speed lines

On existing high-speed lines the phase separation sections are not compatible with the requirement of
pantograph distance between three pantographs of more than 143 m. Between existing high-speed lines
and upgraded lines there is no automatic control to trigger the opening of the main circuit breaker on the
traction vehicles.

Both items have to be modified.

Connecting and upgraded lines

On some line sections, under bridges,
requirements and will have to be modified. Dates are open.

the contact wire height does not meet

the TSI minimum

7.3.3.

Particular features on the German network (P case)

The investment of changing the overhead contact line on upgraded and connecting lines and in stations to
meet the requirements of the 1 600 mm Euro pantograph is prohibitive. Trains traversing these lines will
have to be provided with secondary 1 950 mm pantographs for medium-speed operation up to 230 km/h
so that the overhead contact line on these parts of the trans-European network will not have to be prepared
for the operation of the Euro pantograph. In these areas a maximum lateral deflection of contact wire of
550 mm under action of crosswind is permissible. Future studies concerning upgraded and connecting lines
should take into account the Euro pantograph to demonstrate the relevance of the choices made.

7.3.4.

Particular features on the Spanish network (P case)

The investment of changing the overhead contact line on upgraded and connecting lines and in stations to
meet the requirements of the 1 600 mm Euro pantograph is prohibitive. Trains traversing these lines will
have to be provided with secondary 1 950 mm pantographs for medium-speed operation up to 230 km/h
so that the overhead contact line on these parts of the trans-European network will not have to be prepared
for the operation of the Euro pantograph. In these areas a maximum lateral deflection of contact wire of
550 mm under action of crosswind is permissible. Future studies concerning upgraded and connecting lines
should take into account the Euro pantograph to demonstrate the relevance of the choices made.

The nominal contact wire height can be 5,50 m on some sections of future high-speed lines in Spain;
particularly in case of the future high-speed line between Barcelona and Perpignan. (It would concern also
France between the Spanish border and Perpignan if this country asked for it.)

For the high-speed line Madrid-Seville, trains have to be equipped with a 1 950 mm pantograph.

7.3.5.

Particular features on the French network

Existing high-speed lines (T2 case)

To provide for the criteria of current collection and dynamic behaviour on AC lines modification of
overhead line equipment is necessary.

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On existing high-speed lines the phase separation sections are not compatible with the pantograph
arrangement between three pantographs of more than 143 m. Phase separation sections have to be
modified.

On a specific high-speed line a modification of the overhead contact line is necessary to provide for the
permissible uplift without uplift stops installed in the pantographs.

Upgraded and connecting lines

To provide for the criteria of current collection on DC lines modification of overhead line equipment is
to comply with the TSI
necessary. For DC lines the cross-section of contact wires is not sufficient
requirements for current at standstill in stations or in areas where trains are pre-heated.

The existing DC line to Spain is operated with a 1 950 mm DC collector head. To operate this line with
interoperable 1 600 mm Euro collector heads the overhead line has to be upgraded accordingly.

All categories of lines

The following applies for the pantographs:

(cid:151) for AC systems a 1 600 mm Euro collector head is needed instead of 1 450 mm pan heads currently in

use on TGVs,

(cid:151) for DC systems a 1 600 mm Euro collector head is needed instead of 1 950 mm wide pan heads

currently used on TGVs,

(cid:151) for AC systems during an intermediate period, use of pantographs capable of operating with three

targets curves (C1, C2 and target curve) for the mean contact force Fm is necessary,

(cid:151) for DC systems the use of pantographs capable of operating with two Fm curves, one for 1,5 kV and

another for 3 kV might be necessary.

The conversion has not yet been scheduled.

7.3.6.

Particular features on the British network

New high-speed lines (T1 case)

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

Upgraded lines (P case)

On the east coast main line (ECML) some sections do not comply with the specifications for voltage and
frequency, mean useful voltage and installed power. Implementation of the TSI is planned with the next
major upgrade for the ECML.

On the ECML and the west coast main line (WCML) the geometry of overhead contact line and dynamic
envelope are based on UK1 gauge and are treated as a special case. The variable contact wire height may be
retained for speeds up to 225 km/h and the mean contact force will be adjusted to achieve the current
collection requirements of EN 50 119, version 2001, point 5.2.1.

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

7.3.7.

Particular features on the Italian network

Existing high-speed lines (T1 case)

Geometry of overhead contact lines needs to be adjusted for height of contact wire on a length of 100 km
double track line.

These modifications will be carried out until 2010.

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Connecting and upgraded lines (T1 case)

Geometry of overhead contact lines needs to be adjusted concerning height of contact wire on parts of
lines involved.

To comply with the requirements on mean useful voltage and installed power additional substations are
necessary.

These modifications will be carried out until 2010.

7.3.8.

Particular features on the Irish and Northern Irish networks (P cases)

On electrified lines of the Irish and Northern Irish networks, the IRL1 Irish standard structure gauge and
the necessary clearances will define the nominal contact wire height.

7.3.9.

Particular features on the Swedish network (P case)

The investment of changing the overhead contact line on upgraded and connecting lines and in stations to
meet the requirements of the 1 600 mm Euro pantograph is prohibitive. Trains traversing these lines will
have to be provided with secondary 1 950 mm pantographs for medium-speed operation up to 230 km/h
so that the overhead contact line on these parts of the trans-European network will not have to be prepared
for the operation of the Euro pantograph. In these areas a maximum lateral deflection of contact wire of
550 mm under action of crosswind is permissible. Future studies concerning upgraded and connecting lines
should take into account the Euro pantograph to demonstrate the relevance of the choices made.

7.3.10.

Particular features on the Finnish network (P case)

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

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ANNEX A

ASSESSMENT PROCEDURES (MODULES)

(cid:151) For conformity of interoperability constituents and

(cid:151) For the EC verification of subsystems.

A.1. SCOPE

This annex covers the modules for the assessment procedures for the Conformity assessment of Interoperability
Constituents and the EC verification of the Energy subsystem.

A.2. MODULE B (TYPE-EXAMINATION)

Conformity assessment of interoperability constituents

1.

2.

This module describes that part of the procedure by which a notified body ascertains and attests that a
type, representative of the production envisaged, meets the provisions of the TSI that apply to it.

The application for
representative established within the Community with a notified body of his choice.

the type-examination must be lodged by the manufacturer or his authorised

The application must include:

(cid:151) the name and address of

the manufacturer and,

if

the application is lodged by the authorised

representative, his name and address in addition,

(cid:151) a written declaration that the same application has not been lodged with any other notified body,

(cid:151) the technical documentation, as described in point 3.

The applicant must place at the disposal of the notified body a specimen, representative of the production
envisaged, and hereinafter called (cid:145)type(cid:146).

A type may cover several versions of the interoperability constituent provided that the differences between
the versions do not affect the provisions of the TSI.

The notified body may request further specimens if needed for carrying out the test programme.

If no type tests are requested within the type-examination procedure (see point 4.4), and the type is
sufficiently defined by the technical documentation, as described in point 3, the notified body may agree,
that no specimens are placed at their disposal.

3.

The technical documentation must enable the conformity of the interoperability constituent with the
provisions of the TSI to be assessed. It must, as far as relevant for such assessment, cover the design,
manufacture and operation of the product.

The technical documentation must contain:

(cid:151) a general type-description,

(cid:151) conceptual design and manufacturing drawings and schemes of components, sub-assemblies, circuits,

etc.,

(cid:151) descriptions and explanations necessary for the understanding of said drawings and schemes and the

operation of the product,

(cid:151) conditions of integration of the interoperability constituent in its system environment (sub-assembly,

assembly, subsystem) and the necessary interface conditions,

(cid:151) conditions for use and maintenance of the interoperability constituent (restrictions of running time or

distance, wear limits etc),

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(cid:151) a list of the technical specifications, against which the conformity of the interoperability constituent is

to be assessed (relevant TSI and/or European specification with relevant clauses),

(cid:151) descriptions of the solutions adopted to meet the requirements of the TSI in cases where the European

specification referred to in the TSI have not been applied in full,

(cid:151) results of design calculations made, examinations carried out, etc.,

(cid:151) test reports.

4.

The notified body must:

4.1.

examine the technical documentation,

4.2.

4.3.

4.4.

4.5.

if a design review is requested in the TSI, perform an examination of the design methods, the design tools
and the design results to evaluate their capability to fulfil
the requirements for conformity for the
interoperability constituent at the completion of the design process,

the manufacturing process is requested in the TSI, perform an examination of

the
if a review of
manufacturing process devised for manufacturing the interoperability constituent,
to evaluate its
contribution to product conformity, and/or examine the review carried out by the manufacturer at the
completion of the design process,

type tests are requested in the TSI, verify that

if
conformity with the technical documentation, and carry out or have carried out
accordance with the provisions of the TSI and the European specification referred to in the TSI,

the specimen(s) has (have) been manufactured in
the type tests in

identify the elements which have been designed in accordance with the relevant provisions of the TSI and
the European specification referred to in the TSI, as well as the elements which have been designed
without applying the relevant provisions of those European specifications,

4.6. perform or have performed the appropriate examinations and necessary tests in accordance with point 4.2,
4.3 and 4.4 to establish whether, where the appropriate European specification referred to in the TSI have
not been applied, the solutions adopted by the manufacturer meet the requirements of the TSI,

4.7. perform or have performed the appropriate examinations and necessary tests in accordance with point 4.2,
4.3 and 4.4 to establish whether, where the manufacturer has chosen to apply the relevant European
specification, these have actually been applied,

4.8.

agree with the applicant the location where the examinations and necessary tests will be carried out.

5. Where the type meets the provisions of the TSI, the notified body must issue a type-examination certificate
to the applicant. The certificate must contain the name and address of the manufacturer, conclusions of the
examination, conditions for its validity and the necessary data for identification of the approved type.

The time period of validity shall be no longer than three years.

A list of the relevant parts of the technical documentation must be annexed to the certificate and a copy
kept by the notified body.

If the manufacturer or his authorised representative established within the Community is denied an EC
type-examination certificate, the notified body must provide detailed reasons for such denial.

Provision must be made for an appeals procedure.

6.

7.

The applicant must inform the notified body that holds the technical documentation concerning the EC
type-examination certificate of all modifications to the approved product which must receive additional
approval where such changes may affect the conformity with the requirements of the TSI or the prescribed
conditions for use of the product. This additional approval is given in the form of an addition to the
original
the old
type-examination certificate, or a new certificate will be issued after withdrawal of
certificate.

If no modifications as under point 6 have been made, the validity of an expiring certificate can be
extended for another period of validity. The applicant will apply for such a prolongation by a written
confirmation that no such modifications have been made, and the notified body issues a prolongation for
another period of validity as in point 5, if no contrary information exists. This procedure can be reiterated.

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8.

9.

10.

Each notified body must communicate to the other notified bodies the relevant information concerning the
type-examination certificates it has withdrawn or refused.

The other notified bodies will receive copies of the type-examination certificates issued and/or their
additions on request. The annexes to the certificates must be kept at the disposal of the other notified
bodies.

The manufacturer or his authorised representative established within the Community must keep with the
technical documentation copies of the EC type-examination certificates and their additions for a period of
10 years after the last product has been manufactured Where neither the manufacturer nor his authorised
representative is established within the Community, the obligation to keep the technical documentation
available is the responsibility of the person who places the product on the Community market.

A.3. MODULE C (CONFORMITY TO TYPE)

Conformity assessment of interoperability constituents

1.

2.

3.

This module describes
the procedure whereby the manufacturer or his authorised
representative established within the Community ensures and declares that the interoperability constituent
concerned is in conformity with the type as described in the EC type-examination certificate and satisfies
the requirements of Directive 96/48/EC and of the TSI that apply to it.

that part of

The manufacturer must take all measures necessary to ensure that the manufacturing process ensures
the manufactured interoperability constituents with the type as described in the EC
compliance of
type-examination certificate and with the requirements of Directive 96/48/EC and of the TSI that apply to
them.

The manufacturer or his authorised representative established within the Community must draw up an EC
declaration of conformity of the interoperability constituent.

The content of this declaration has to include at least the information, indicated in Directive 96/48/EC,
Annex IV (3) and Article 13(3). The EC declaration of conformity and the accompanying documents must
be dated and signed.

The declaration must be written in the same language of the technical file and must contain the following:

(cid:151) the Directive reference (Directive 96/48/EC and other directives to which the interoperability

constituent may be subject),

(cid:151) the name and address of the manufacturer or his authorised representative established within the
Community (give trade name and full address and in the case of authorised representative also give the
trade name of the manufacturer or constructor),

(cid:151) description of interoperability constituent (make, type etc.)

(cid:151) description of the procedure (module) followed in order to declare conformity,

(cid:151) all the relevant descriptions met by the interoperability constituent and in particular its conditions of

use,

(cid:151) name and address of the notified body(ies) involved in the procedure followed in respect of conformity
and date of examination certificates together with the duration and conditions of validity of the
certificate,

(cid:151) reference to this TSI and to any other applicable TSI, and where appropriate reference to European

specification,

(cid:151) identification of signatory having received power to engage the manufacturer or his authorised

representative established within the Community.

The certificates to be referred to are:

(cid:151) the type-examination certificate and its additions.

4.

The manufacturer or his authorised representative established within the Community must keep a copy of
the EC declaration of conformity for a period of 10 years after the last interoperability constituent has
been manufactured.

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Where neither the manufacturer nor his authorised representative is established within the Community, the
obligation to keep the technical documentation available is the responsibility of the person who places the
interoperability constituent on the Community market.

5.

If additional
to the EC declaration of conformity an EC declaration of suitability for use for the
interoperability constituent is requested in the TSI, this declaration has to be added, after being issued by
the manufacturer under the conditions of module V.

A.4. MODULE H2 (FULL QUALITY ASSURANCE WITH DESIGN EXAMINATION)

Conformity assessment of interoperability constituents

1.

2.

This module describes the procedure whereby a notified body carries out an examination of the design of
an interoperability constituent and the manufacturer or his authorised representative established within the
Community who satisfies the obligations of point 2 ensures and declares that
the interoperability
constituent concerned satisfies the requirements of Directive 96/48/EC and of the TSI that apply to it.

The manufacturer must operate an approved quality system for design, manufacture and final product
inspection and testing as specified in point 3 and shall be subject to surveillance as specified in point 4.

3.

Quality system

3.1. The manufacturer must lodge an application for assessment of his quality system with a notified body.

The application must include:

(cid:151) all relevant information for the product category representative for the interoperability constituent

envisaged,

(cid:151) the quality system’s documentation.

3.2. The quality system must ensure compliance of the interoperability constituent with the requirements of
Directive 96/48/EC and of the TSI that apply to it. All the elements, requirements and provisions adopted
by the manufacturer must be documented in a systematic and orderly manner in the form of written
policies, procedures and instructions. This quality system documentation shall ensure a common
understanding of the quality policies and procedures such as quality programmes, plans, manuals and
records.

It must contain in particular an adequate description of:

(cid:151) the quality objectives and the organisational structure,

(cid:151) responsibilities and powers of the management with regard to design and product quality,

(cid:151) the technical design specifications, including European specifications, that will be applied, and, where
the European specifications referred to in Article 10 of Directive 96/48/EC will not be applied in full,
the means that will be used to ensure that the requirements of the Directive and of the TSI that apply
to the interoperability constituent will be met,

(cid:151) the design control and design verification techniques, processes and systematic actions that will be
used when designing the interoperability constituents pertaining to the product category covered,

(cid:151) the corresponding manufacturing, quality control and quality assurance techniques, processes and

systematic actions that will be used,

(cid:151) the examinations and tests that will be carried out before, during and after manufacture, and the

frequency with which they will be carried out,

(cid:151) the quality records, such as inspection reports and test data, calibration data, qualification reports of

the personnel concerned, etc.,

(cid:151) the means to monitor the achievement of the required design and product quality and the effective

operation of the quality system.

The quality policies and procedures shall cover in particular the assessment phases, as design review,
review of manufacturing process and type tests, as they are specified in the TSI for different characteristics
and performances of the interoperability constituent.

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3.3. The notified body must assess the quality system to determine whether it satisfies the requirements referred
to in point 3.2. It shall presume compliance with these requirements in respect of quality systems that
implement the relevant harmonised standard. This harmonised standard shall be EN ISO 9001 (cid:150) December
2000, completed if necessary to take into consideration the specificity of the interoperability constituent
for which it is implemented.

The audit must be specific for the product category, which is representative for the interoperability
constituent. The auditing team must have at least one member experienced as an assessor in the product
technology concerned. The evaluation procedure shall include an assessment visit to the manufacturer’s
premises.

The decision must be notified to the manufacturer. The notification must contain the conclusions of the
examination and the reasoned assessment decision.

3.4. The manufacturer must undertake to fulfil the obligations arising out of the quality system as approved

and to uphold it so that it remains adequate and efficient.

The manufacturer or his authorised representative must keep the notified body that has approved the
quality system informed of any intended updating of the quality system.

The notified body must evaluate the modifications proposed and decide whether the amended quality
system will still satisfy the requirements referred to in point 3.2 or whether a re-assessment is required.

It must notify its decision to the manufacturer. The notification shall contain the conclusions of the
examination and the reasoned assessment decision.

4.

Surveillance of the quality system under the responsibility of the notified body

4.1. The purpose of surveillance is to make sure that the manufacturer duly fulfils the obligations arising out of

the approved quality system.

4.2. The manufacturer must allow the notified body entrance for inspection purposes to the locations of design,
manufacture, inspection and testing, and storage, and shall provide it with all necessary information, in
particular:

(cid:151) the quality system documentation,

(cid:151) the quality records as foreseen by the design part of the quality system, such as results of analyses,

calculations, tests, etc.,

(cid:151) the quality records as foreseen by the manufacturing part of the quality system, such as inspection

reports and test data, calibration data, qualification reports of the personnel concerned, etc.

4.3. The notified body must periodically carry out audits to make sure that the manufacturer maintains and

applies the quality system and shall provide an audit report to the manufacturer.

The frequency of the audits shall be at least once a year.

4.4. Additionally the notified body may pay unexpected visits to the manufacturer. At the time of such visits,
the notified body may carry out tests or have them carried out in order to check the proper functioning of
the quality system where necessary; it must provide the manufacturer with a visit report and, if a test has
been carried out, with a test report.

5.

The manufacturer must, for a period of 10 years after the last product has been manufactured, keep at the
disposal of the national authorities:

(cid:151) the documentation referred to in the second indent of the second subparagraph of point 3.1,

(cid:151) the updating referred to in the second subparagraph of point 3.4,

(cid:151) the decisions and reports from the notified body which are referred to in the final subparagraph of

point 3.4, points 4.3 and 4.4.

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6.

Design examination

6.1. The manufacturer must

lodge an application for examination of

the design of

the interoperability

constituent with a notified body.

6.2. The application must enable the design, manufacture and operation of the interoperability constituent to
be understood, and shall enable conformity with the requirements of Directive 96/48/EC and of the TSI to
be assessed.

It must include:

(cid:151) the technical design specifications, including European specifications, that have been applied,

(cid:151) the necessary supporting evidence for their adequacy, in particular where the European specifications
referred to in Article 10 of the Directive have not been applied in full. This supporting evidence must
include the results of tests carried out by the appropriate laboratory of the manufacturer or on his
behalf.

6.3. The notified body must examine the application and where the design meets the provisions of the TSI that
apply to it must issue a design examination certificate to the applicant. The certificate shall contain the
conclusions of the examination, conditions for its validity, the necessary data for identification of the
approved design and, if relevant, a description of the product’s functioning.

The time period of validity shall be no longer than three years.

6.4. The applicant must keep the notified body that has issued the design examination certificate informed of
any modification to the approved design. Modifications to the approved design must receive additional
approval from the notified body that issued the design examination certificate where such changes may
affect the conformity with the requirements of the TSI or the prescribed conditions for use of the product.
This additional approval is given in the form of an addition to the original design examination certificate.

6.5.

If no modifications as under point 6.4. have been made, the validity of an expiring certificate can be
extended for another period of validity. The applicant will apply for such a prolongation by a written
confirmation that no such modifications have been made, and the notified body issues a prolongation for
another period of validity as in point 6.3 if no contrary information exists. This procedure can be
reiterated.

7.

Each notified body must communicate to the other notified bodies the relevant information concerning the
quality system approvals and the design examination certificates that it has withdrawn or refused.

The other notified bodies will receive copies of:

(cid:151) the quality system approvals and additional approvals issued and

(cid:151) the design examination certificates and additions issued

on request.

8.

The manufacturer or his authorised representative established within the Community must draw up the EC
declaration of conformity of the interoperability constituent.

The content of this declaration has to include at least the information, indicated in Directive 96/48/EC,
Annex IV(3) and Article 13(3). The EC declaration of conformity and its accompanying documents must be
dated and signed.

The declaration must be written in the same language of the technical file and must contain the following:

(cid:151) the Directive references (Directive 96/48/EC and other directives to which the interoperability

constituent may be subject),

(cid:151) the name and address of the manufacturer or his authorised representative established within the
Community (give trade name and full address and in the case of authorised representative also give the
trade name of the manufacturer or constructor),

(cid:151) description of interoperability constituent (make, type, etc)

(cid:151) description of the procedure (module) followed in order to declare conformity,

(cid:151) all of the relevant descriptions met by the interoperability constituent and in particular its conditions

of use,

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(cid:151) name and address of notified body(ies) involved in the procedure followed in respect of conformity
and date of examination certificates together with the duration and conditions of validity of the
certificate,

(cid:151) reference to this TSI and other applicable TSIs and where appropriate to European specifications,

(cid:151) identification of signatory having received power to engage the manufacturer or his authorised

representative established within the Community.

The certificates to be referred to are:

(cid:151) the quality system approval and surveillance reports indicated in points 3 and 4,

(cid:151) the design examination certificate and its additions.

9.

The manufacturer or his authorised representative established within the Community must keep a copy of
the EC declaration of conformity for a period of 10 years after the last interoperability constituent has
been manufactured.

Where neither the manufacturer nor his authorised representative is established within the Community, the
obligation to keep the technical documentation available is the responsibility of the person who places the
interoperability constituent on the Community market.

10.

If additional
to the EC declaration of conformity an EC declaration of suitability for use for the
interoperability constituent is requested in the TSI, this declaration has to be added, after being issued by
the manufacturer under the conditions of module V.

A.5. MODULE SG (UNIT VERIFICATION)

EC verification of the energy subsystem

1.

This module describes the EC verification procedure whereby a notified body checks and certifies, at the
request of an adjudicating entity or its authorised representative established within the Community, that an
energy subsystem:

(cid:151) complies with this TSI and any other applicable TSI, which demonstrates

that

the essential

requirements of Directive 96/48/EC have been met,

(cid:151) complies with the other regulations deriving from the Treaty and may be put into service.

2.

The adjudicating entity or its authorised representative established within the Community must lodge an
application for EC verification (through unit verification) of the subsystem with a notified body of his
choice.

The application includes:

(cid:151) name and address of the adjudicating entity or its authorised representative,

(cid:151) the technical documentation.

3.

The technical documentation must enable the design, manufacture,
subsystem to be understood, and shall enable conformity with the requirements of the TSI to be assessed.

installation and operation of the

It must include:

(cid:151) a general description of the subsystem, overall design and structure,

(cid:151) the register of infrastructure, including all indications as specified in the TSI,

(cid:151) conceptual design and manufacturing drawings and schemes of subassemblies, circuits, etc.,

(cid:151) technical documentation as regards the manufacturing and the assembling of the subsystem,

(cid:151) the technical design specifications, including European specifications, that have been applied,

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(cid:151) the necessary supporting evidence for their adequacy,

in particular where European specifications

referred to in the TSI and the relevant clauses have not been applied in full,

(cid:151) a list of the interoperability constituents, to be incorporated into the subsystem,

(cid:151) a list of manufacturers, involved in the subsystem’s design, manufacturing, assembling and installation,

(cid:151) a list of the European specifications referred to in the TSI or in the technical design specification.

If the TSI is requiring further information for the technical documentation, this has to be included.

4.

The notified body must examine the application, and carry out the appropriate tests and verifications as set
out in the TSI and/or in the European specifications referred to in the TSI, to ensure conformity with the
essential requirements of the Directive as provided for in the TSI. The examinations, tests and checking
shall extend to the following stages as provided for in the TSI:

(cid:151) overall design

(cid:151) structure of

subsystem,

including,

in particular and when relevant, civil-engineering activities,

constituent assembly and, overall adjustments,

(cid:151) final testing of the subsystem,

(cid:151) and, whenever specified in the TSI, the validation under full operational conditions.

5.

6.

The notified body may agree with the adjudicating entity the locations where the tests will be carried out
and may agree that final subsystem tests and, whenever required in the TSI, tests in full operating
conditions, are carried out by the adjudicating entity under direct supervision and attendance of the
notified body.

The notified body must have permanent access for testing and verification purposes to the locations of
design, building sites, production workshops,
locations of assembling and installations, and where
appropriate, prefabrication and testing facilities in order to carry out its tasks as provided for in the TSI.

7. Where the subsystem meets the requirements of the TSI, the notified body must then, based on the tests,
verifications and checking carried out as required in the TSI and in the European specifications referred to
in the TSI, draw up the certificate of EC verification intended for the adjudicating entity or its authorised
representative established within the Community, which in turn draws up the EC declaration of verification
intended for the supervisory authority in the Member State where the subsystem is located and/or operates.
The EC declaration of verification and the accompanying documents must be dated and signed. The
declaration must be written in the same language of the technical file and must contain at least the
information included in Annex V to Directive 96/48/EC.

8.

The notified body shall be responsible for compiling the technical file that has to accompany the EC
declaration of verification. The technical file has to include at least the information indicated in Directive
96/48/EC, Article 18(3), and in particular as follows:

(cid:151) all necessary documents relating to the characteristics of the subsystem,

(cid:151) list of interoperability constituents incorporated into the subsystem,

(cid:151) copies of

the EC declarations of conformity and, where appropriate, of

the EC declarations of
suitability for use, which said constituents must be provided in accordance with Article 13 of the
Directive, accompanied, where appropriate, by the corresponding documents (certificates, quality
system approval and surveillance documents) issued by the notified bodies on the basis of the TSI,

(cid:151) all elements relating to conditions and limits for use,

(cid:151) all elements relating to the instructions concerning servicing, constant or

routine monitoring,

adjustment and maintenance,

(cid:151) certificate of EC verification of the notified body as mentioned under point 7, accompanied by
corresponding calculation notes and countersigned by itself, stating that the project complies with the
Directive and the TSI, and mentioning, where appropriate, reservations recorded during performance
of activities and not withdrawn;
if relevant, by the
inspection and audit reports drawn up in connection with the verification,

the certificate should also be accompanied,

(cid:151) the register of infrastructure, including all indications as specified in the TSI.

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9.

10.

The complete records accompanying the certificate of EC verification must be lodged with the adjudicating
entity or its authorised representative in support of the certificate of EC verification issued by the notified
body and must be attached to the EC declaration of verification drawn up by the adjudicating entity
intended for the supervisory authority.

The adjudicating entity or its authorised representative within the Community must keep a copy of the
records throughout the service life of the subsystem; it must be sent to any other Member State who so
requests.

A.6. MODULE SH2 (FULL QUALITY ASSURANCE WITH DESIGN EXAMINATION)

EC verification of the energy subsystem

1.

This module describes the EC verification procedure whereby a notified body checks and certifies, at the
request of an adjudicating entity or its authorised representative established within the Community, that an
energy subsystem:

(cid:151) complies with this TSI and any other applicable TSI, which demonstrates

that

the essential

requirements of Directive 96/48/EC have been met,

(cid:151) complies with the other regulations deriving from the Treaty and may be put into service.

The notified body carries out the procedure, including a design examination of the subsystem under the
condition that the adjudicating entity and the manufacturers involved satisfy the obligations of point 2.

2.

For the subsystem, being subject of the EC verification procedure, the adjudicating entity must contract
only with manufacturers, whose activities contributing to the subsystem project to be verified (design,
manufacturing, assembling, installation) are subject to an approved quality system for design, manufacture
and final product inspection and testing as specified in point 3 and which shall be subject to surveillance
as specified in point 4.

The term (cid:145)manufacturer(cid:146) also includes companies:

(cid:151) responsible for the whole subsystem project

(including in particular responsibility for subsystem

integration (main contractor),

(cid:151) performing design services or studies (e.g. consultants),

(cid:151) performing assembling (assemblers) and installation of the subsystem. For manufacturers, performing
only assembling and installation, a quality system for manufacture and final product inspection and
testing is sufficient.

The main contractor responsible for the whole subsystem project (including in particular responsibility for
subsystem integration), must operate in any case an approved quality system for design, manufacture and
final product inspection and testing, as specified in point 3 and which shall be subject to surveillance as
specified in point 4.

In the case, that the adjudicating entity is directly involved in the design and/or production (including
assembling and installation), or that the adjudicating entity itself is responsible for the whole subsystem
project (including in particular responsibility for subsystem integration), it has to operate an approved
quality system for those activities, as specified in point 3 and subject to surveillance as specified in point 4.

3.

Quality system

3.1. The manufacturer(s)

involved and,

if

involved,

the adjudicating entity must lodge an application for

assessment of their quality system with a notified body of their choice.

The application must include:

(cid:151) all relevant information for the subsystem envisaged,

(cid:151) the quality system’s documentation.

For manufacturers, only involved in a part of the subsystem project, the information is only requested for
that specific relevant part.

3.2.

For the main contractor the quality system must ensure overall compliance of the subsystem with the
requirements of Directive 96/48/EC and of the TSI. For other manufacturers (sub-suppliers) the quality
system has to ensure compliance of their relevant contribution to the subsystem with the requirements of
the TSI.

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All
the elements, requirements and provisions adopted by the applicants must be documented in a
systematic and orderly manner in the form of written policies, procedures and instructions. This quality
system documentation shall ensure a common understanding of the quality policies and procedures such as
quality programmes, plans, manuals and records.

It must contain in particular an adequate description of the following items:

(cid:151) for all applicants:

(cid:151) the quality objectives and the organisational structure,

(cid:151) the corresponding manufacturing, quality control and quality assurance techniques, processes and

systematic actions that will be used,

(cid:151) the examinations,

the checking and tests that will be carried out before, during and after

manufacture, assembling and installation and the frequency with which they will be carried out,

(cid:151) the quality records, such as inspection reports and test data, calibration data, qualification reports

of the personnel concerned, etc.,

(cid:151) for the main contractor and for the sub-suppliers (only as far as relevant for their specific contribution

to the subsystem project):

(cid:151) the technical design specifications,

including European specifications, that will be applied and,
where the European specifications referred to in Article 10 of the Directive will not be applied in
full, the means that will be used to ensure that the requirements of the TSI that apply to the
subsystem will be met,

(cid:151) the design control and design verification techniques, processes and systematic actions that will be

used when designing the subsystem,

(cid:151) the means to monitor the achievement of the required design and subsystem quality and the

effective operation of the quality system,

(cid:151) and for the main contractor:

(cid:151) responsibilities and powers of the management with regard to overall design and subsystem

quality, including in particular the subsystem integration management.

The examinations, tests and checking shall cover all of the following stages:

(cid:151) overall design,

(cid:151) structure of subsystem, including, in particular, civil-engineering activities, constituent assembly, final

adjustment,

(cid:151) final testing of the subsystem,

(cid:151) and, where specified in the TSI, the validation under full operation conditions.

3.3. The notified body referred to in point 3.1 must assess the quality system to determine whether it satisfies
the requirements referred to in point 3.2. It shall presume compliance with these requirements in respect
of quality systems that implement the relevant harmonised standard. This harmonised standard shall be EN
ISO 9001 (cid:150) December 2000, completed if necessary to take into consideration the specificity of the
subsystem for which it is implemented.

For applicants, who are only involved in assembling and installation, the harmonised standard shall be EN
ISO 9001 (cid:150) December 2000, completed if necessary to take into consideration the specificity of the
subsystem for which it is implemented.

The audit shall be specific for the subsystem concerned, taking into consideration the specific contribution
of the applicant to the subsystem. The auditing team must have at least one member experienced as an
assessor in the subsystem technology concerned. The evaluation procedure shall include an assessment visit
to the applicant’s premises.

The decision must be notified to applicant. The notification must contain the conclusions of
examination and the reasoned assessment decision.

the

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3.4. The manufacturer(s) and, if involved the adjudicating entity must undertake to fulfil the obligations arising

out of the quality system as approved and to uphold it so that it remains adequate and efficient.

They must keep the notified body that has approved their quality system informed of any intended
updating of the quality system.

The notified body must evaluate the modifications proposed and decide whether the amended quality
system will still satisfy the requirements referred to in point 3.2 or whether a re-assessment is required.

It must notify its decision to the applicant. The notification shall contain the conclusions of
examination and the reasoned assessment decision.

the

4.

Surveillance of the quality system(s) under the responsibility of the notified body(ies)

4.1. The purpose of surveillance is to make sure that the manufacturer(s) and if involved the adjudicating entity

duly fulfil the obligations arising out of the approved quality system.

4.2. The notified body(ies) as referred to under point 3.1. must have permanent access for inspection purposes
to the locations of design, building sites, production workshops, locations of assembling and installation,
storage areas and. where appropriate, prefabrication or testing facilities and, more general, to all premises
which it considers necessary for its task, in accordance with the applicant’s specific contribution to the
subsystem project.

4.3. The manufacturer(s) and,

if involved the adjudicating entity or its authorised representative established
within the Community must send the notified body referred to under point 3.1 (or have sent it) all the
documents needed for that purpose and in particular the implementation plans and technical records
concerning the subsystem (as far as relevant
to the
subsystem), in particular:

for the specific contribution of

the applicant

(cid:151) the quality system documentation, including the particular means implemented to ensure that:

(cid:151) (for

the main contractor) overall

responsibilities and powers of

the management

for

the

compliance of the whole entire subsystem are sufficiently and properly defined,

(cid:151) the quality systems of each manufacturer are correctly managed for achieving integration at

subsystem level,

(cid:151) the quality records as foreseen by the design part of the quality system, such as results of analyses,

calculations, tests, etc.,

(cid:151) the quality records as foreseen by the manufacturing part (including assembling and installation) of the
quality system, such as inspection reports and test data, calibration data, qualification reports of the
personnel concerned, etc.

4.4. The notified body(ies) must periodically carry out audits to make sure that the manufacturer(s) and, if
involved the adjudicating entity maintain and apply the quality system and shall provide an audit report to
them.

The frequency of the audits shall be at least once a year, with at least one audit during the time period of
performing relevant activities (design, manufacture, assembling or installation) for the subsystem being the
subject of the EC verification procedure mentioned under point 6.

4.5. Additionally the notified body(ies) may pay unexpected visits to the sites mentioned under point 4.2 of the
applicant(s). At the time of such visits, the notified body may conduct complete or partial audits in order
to check the proper functioning of the quality system where necessary; it must provide the applicant(s)
with an inspection report and, if an audit has been carried out, with an audit report.

5.

The manufacturer(s) and, if involved the adjudicating entity must, for a period of 10 years after the last
subsystem has been manufactured, keep at the disposal of the national authorities:

(cid:151) the documentation referred to in the second indent of the second subparagraph of point 3.1,

(cid:151) the updating referred to in the second subparagraph of point 3.4,

(cid:151) the decisions and reports from the notified body which are referred to in the final subparagraph of

point 3.4, points 4.4 and 4.5.

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6.

EC verification procedure

6.1. The adjudicating entity or its authorised representative established within the Community must lodge an
application for EC verification of the subsystem (through full quality assurance with design examination),
including coordination of surveillance of the quality systems as under points 4.4. and 4.5., with a notified
its choice. The adjudicating entity or its authorised representative established within the
body of
Community must inform the manufacturers involved of his choice and of the application.

6.2. The application must enable the design, manufacture, installation and operation of the subsystem to be

understood, and shall enable conformity with the requirements of the TSI to be assessed.

It must include:

(cid:151) the technical design specifications, including European specifications, that have been applied,

(cid:151) the necessary supporting evidence for their adequacy, in particular where the European specifications
referred to in the TSI have not been applied in full. This supporting evidence must include the results
of tests carried out by the appropriate laboratory of the manufacturer or on his behalf,

(cid:151) the energy subsystem register, including all indications as specified in the TSI,

(cid:151) the technical documentation as regards the manufacturing and the assembling of the subsystem,

(cid:151) a list of the interoperability constituents, to be incorporated into the subsystem,

(cid:151) a list of all manufacturers,

involved in the subsystem’s design, manufacturing, assembling and

installation,

(cid:151) the demonstration, that all stages, as mentioned under point 3.2, are covered by quality systems of the
manufacturer(s) and/or of the adjudicating entity involved, and the evidence of their effectiveness,

(cid:151) indication of the notified body(ies), responsible for the approval and surveillance of these quality

systems.

6.3. The notified body must examine the application concerning the design examination and where the design
meets the provisions of Directive 96/48/EC and of the TSI that apply to it must issue a design examination
report to the applicant. The report shall contain the conclusions of the design examination, conditions for
its validity, the necessary data for identification of the design examined and, if relevant, a description of the
subsystem’s functioning.

6.4. The notified body must, concerning the other stages of the EC verification examine, if all stages of the
subsystem as mentioned under point 3.2 are sufficiently and properly covered by the approval and
surveillance of quality system(s).

If the compliance of the subsystem with the requirements of the TSI is based on more than one quality
system, it has to examine in particular:

(cid:151) if the relations and interfaces between the quality systems are clearly documented,

(cid:151) and if overall responsibilities and powers of the management for the compliance of the whole entire

subsystem for the main contractor are sufficiently and properly defined.

6.5. The notified body responsible for the EC verification, if not carrying out the surveillance of the quality
system(s) concerned as under point 4, must coordinate the surveillance activities of any other notified body
in order to be ensured that correct management of interfaces between the
responsible for that task,
different quality systems in view of subsystem integration has been performed. This coordination includes
the right of the notified body responsible for the EC verification:

(cid:151) to receive all documentation (approval and surveillance), issued by the other notified body(ies),

(cid:151) to witness the surveillance audits as under point 4.4,

(cid:151) to initiate additional audits as under point 4.5 under its responsibility and together with the other

notified body(ies).

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6.6. Where the subsystem meets the requirements of Directive 96/48/EC and of the TSI, the notified body must
then (cid:151) based on the design examination and the approval and surveillance of the quality system(s) (cid:151)
draw up the certificate of EC verification intended for
its authorised
representative established within the Community, which in turn draws up the EC declaration of verification
intended for the supervisory authority in the Member State within which the subsystem is located and/or
operates.

the adjudicating entity or

The EC declaration of verification and the accompanying documents must be dated and signed. The
declaration must be written in the same language of the technical file and must contain at least the
information included in Annex V to Directive 96/48/EC.

6.7. The notified body shall be responsible for compiling the technical file that has to accompany the EC
declaration of verification. The technical file has to include at least the information indicated in Directive
96/48/EC, Article 18(3), and in particular as follows:

(cid:151) all necessary documents relating to the characteristics of the subsystem,

(cid:151) list of interoperability constituents incorporated into the subsystem,

(cid:151) copies of

the EC declarations of conformity and, where appropriate, of

the EC declarations of
suitability for use, which said constituents must be provided in accordance with Article 13 of the
Directive, accompanied, where appropriate, by the corresponding documents (certificates, quality
system approval and surveillance documents) issued by the notified bodies on the basis of the TSI,

(cid:151) all elements relating to the conditions and limits for use,

(cid:151) all elements relating to the instructions concerning servicing, constant or

routine monitoring,

adjustment and maintenance,

(cid:151) certificate of EC verification of the notified body as mentioned under point 6.6, accompanied by
corresponding calculation notes and countersigned by itself, stating that the project complies with the
Directive and the TSI, and mentioning, where appropriate, reservations recorded during performance
of the activities and not withdrawn;

the certificate should also be accompanied by the inspection and audit reports drawn up in connection
with the verification, as mentioned under points 4.4, and 4.5,

(cid:151) the energy subsystem register, including all indications as specified in the TSI.

7.

8.

The complete records accompanying the certificate of EC verification must be lodged with the adjudicating
entity or its authorised representative in support of the certificate of EC verification issued by the notified
body and must be attached to the EC declaration of verification drawn up by the adjudicating entity
intended for the supervisory authority.

The adjudicating entity or its authorised representative within the Community must keep a copy of the
records throughout the service life of the subsystem; it must be sent to any other Member State who so
requests.

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ANNEX B

ASSESSMENT OF INTEROPERABILITY CONSTITUENTS

B.1. SCOPE

This Annex indicates the assessment of conformity of interoperability constituents (overhead contact line, pantograph
and contact strip) of the energy subsystem.

B.2. CHARACTERISTICS

The characteristics of the interoperability constituents to be assessed in the different phases of design and production
are marked by an X in Tables B.1 to B 3.

Assessment of the interoperability constituent: overhead contact line

Table B.1

1

2

3

4

5

6

Characteristics to be assessed

Assessment in the following phase

Design and development phase

Production phase

Characteristic

Point

Design review

Geometry AC

Geometry DC
Overall design

Basic parameters

Current capacity

Wave propa-
gation speed

Elasticity and
uniformity of
elasticity

Mean contact
force

Current at
standstill

Maintenance

n. a.: not applicable.

4.1.2.1

4.1.2.2
5.3.1.1

5.3.1.3

5.3.1.2

5.3.1.4

5.3.1.5

5.3.1.6

5.3.1.8

X

X

X

X

X

X

5.3.1.7

n. a.

Review of
manufacturing
process

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

Type
test

X

n. a.

n. a.

X

X

X

n. a.

In-service
experience

n. a.

(Series)

X

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

X

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Table B.2

Assessment the interoperability constituents: pantograph

1

2

3

4

5

6

Characteristics to be assessed

Assessment in the following phase

Design and development phase

Production phase

Characteristic

Point

Design review

Review of
manufacturing
process

Overall design

Geometry of
collector head

Current capacity

Design of
insulation

Working range

Static contact
force

Mean contact
force and
interaction per-
formance

Alternative con-
tact force
stipulations:

Automatic drop-
ping devices

Current at
standstill

5.3.2.1

4.1.2.3,
5.3.2.2

5.3.2.3

5.3.2.4

5.3.2.5

4.3.2.5,
5.3.2.6

5.3.2.7

5.3.2.7

5.3.2.8

5.3.2.9

X

X

X

X

X

X

X

X

X

X

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

N.B.: with 25 kV/95 kV 50 Hz 1 min and 250 kV peak, 1,2/50 ls.
n. a.: not applicable.

Type
test

X

n. a.

n. a.

X

n. a.

X

X

X

X

X

In-service
experience

(Series)

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

X

X

X

X

X

X

X

X

X

n. a.

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Table B.3

Assessment of the interoperability constituents: contact strip

1

2

3

4

5

6

Characteristics to be assessed

Assessment in the following phase

Design and development phase

Production phase

Characteristic

Point

Design review

Review of
manufacturing
process

5.3.3.1

X

n. a.

5.3.3.2

5.3.3.3

5.3.3.4

5.3.3.5

n. a.

n. a.

X

X

n. a.

n. a.

n. a.

n. a.

Basic parameter,
length of contact
strip

Material

Current capacity

Current at
standstill

Detection of
contact strip
breakage

n. a.: not applicable.

Type
test

n. a.

X

X

n. a.

n. a.

In-service
experience

n. a.

n. a.

n. a.

n. a.

n. a.

(Series)

X

X

n. a.

n. a.

X

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ANNEX C

ASSESSMENT OF THE ENERGY SUBSYSTEM

C.1. SCOPE

This Annex indicates the assessment of conformity of the energy subsystem.

C.2. CHARACTERISTICS AND MODULES

The characteristics of the subsystem to be assessed in the different phases of design, installation and operation are
marked by an X in Table C.1.

Table C.1

Assessment of the energy subsystem

1

2

3

4

5

Characteristics to be assessed

Assessment in the following phase

Design and
development
phase

Production phase

Characteristic

Point

Design review

Construction,
assembling,
mounting

Assembled,
before putting
into service

Validation under
full operating
conditions

Geometry of overhead contact
line

Safety, earthing and bonding

Gradient of contact wire

Dynamic envelope

Phase separation sections

System separation sections

Quality of current collection

Space for uplift

Voltage and frequencies

Mean useful value of the voltage
on a supply area

Type of line
(performance)

Protection against electric shock

Electrical protection
(coordination with rolling stock
subsystem)

Regenerative braking

Maintenance

Isolation of power supply in case of
danger

4.1.2.1,
4.1.2.2

4.3.1.2,
4.3.2.2

4.1.2.1,
4.1.2.2

4.2.2.4

4.2.2.10

4.2.2.11

4.3.2.3

4.3.2.3

4.1.1

4.3.1.1

4.3.1.1,
4.3.2.1

4.3.1.8,
4.3.2.4

4.2.2.8

4.3.1.4

4.3.1.9,
4.3.2.6

4.3.1.10

Continuation of power supply

4.3.1.11

n. a.: not applicable.

X

X

X

X

X

X

X

X

X

X

X

X

X

X

n. a.

X

X

X

X

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

X

n. a.

n. a.

n. a.

n. a.

n. a.

X

n. a.

X

n. a.

X

X

X

X

n. a.

n. a.

X

X

X

n. a.

X

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

X

X

n. a.

n. a.

n. a.

n. a.

n. a.

n. a.

X

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REGISTER OF INFRASTRUCTURE, INFORMATION ON THE ENERGY SUBSYSTEM

ANNEX D

D.1. SCOPE

This Annex covers the information concerning the energy subsystem to be included in the register of infrastructure for
each homogeneous section of interoperable lines which has to be established according to point 4.2.3.5.

D.2. CHARACTERISTICS TO BE DESCRIBED

Table D.1 contains those characteristics of the energy subsystem interoperability for which data are to be given for
each line section.

Information to be given in the register of infrastructure by the adjudicating entity

Table D.1

Indication of voltage and frequency

Parameter, interoperability element

Point

4.1.1

Height of the contact wire for high-speed lines. Use of the 1 600 mm Eur collector head or
of other collector head accepted on the line

4.1.2.1, 4.1.2.2, 7.3

Wind speed to be considered

Maximum ambient temperature

Minimum crosswind

Adjustment of pantograph contact force

Phase separation sections: type of separation section used Information on operation

System separation sections: type of separation section used
Information on operation: tripping of circuit breaker, lowering of pantographs

Category of line: declaration of performance

Regenerative braking on DC electrification: acceptance or not

Harmonic characteristics: electrical data concerning the power supply

Power/current limitation on board required: yes or no

Electric protection coordination

Any other divergence from the TSI requirements

4.1.2.1, 4.1.2.2

5.3.1.2

5.3.1.2

5.3.2.7

4.2.2.10

4.2.2.11

4.3.1.1

4.3.1.4

4.3.1.7

4.2.2.5

4.2.2.8

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COORDINATION OF ELECTRICAL PROTECTION SUBSTATIONS/TRACTION UNITS

ANNEX E

E.1. GENERAL

Compatibility of protective systems between traction unit and substation shall be verified.

E.2. PROTECTION TOWARD SHORT CIRCUITS

Every traction unit is equipped with a circuit breaker whose breaking capacity is higher or lower than the maximum
short circuit current that may occur on the (cid:145)primary(cid:146) of its electrical circuit, depending on the traction system.

Table E.1

Maximum contact line (cid:151) rail short circuit level

Power supply system

Substation generally connected in parallel

Maximum rail short circuit current that
may occur

Yes/No

kA

AC 25 000 V-50Hz

AC 15 000 V-16,7 Hz

DC 3 000 V

DC 1 500 V

DC 750 V

(1) The value of 12 kA was previously commonly accepted.
(2) For definition see EN 50123-1

N

Y

Y

Y

Y

Table E.2

15 (1)

40

50 (prospective sustained) (2)

75 (prospective sustained) (2)

65 (prospective sustained) (2)

Action on circuit breakers when internal fault within a traction unit occurs

Power supply system

When any internal defect fault occurs within the traction units: sequence of tripping of:

substation feeder circuit breaker

traction unit circuit breaker

AC 25 000 V-50 Hz

Immediate tripping (1)

Immediate tripping

AC 15 000 V-16,7 Hz

Immediate tripping (1)

Primary side of the transformer:

tripping shall be staged

secondary side of the transformer:

immediate tripping

DC

immediate tripping (2)

immediate tripping

(1) The tripping of the circuit breaker should be very rapid for high short circuits currents.
(2) When the current of the short circuit is very high, the tripping of circuit breakers in the substations should be very rapid, and

thereby prevents the traction unit circuit breaker clearing faults on it.

E.3. AUTO-RECLOSING OF ONE OR MORE SUB-STATION CIRCUIT BREAKERS.

The auto reclosing systems (if any) for circuit breakers in the sub-station are liable to re-energise the line. In such a
case, the sub-station circuit breakers may only be re-closed after the tripping of the circuit breakers on the traction
units present in the zone supplied by the sub-station. The traction unit circuit breakers shall trip automatically as
explained in point E 4 hereafter.

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E.4. EFFECT OF LOSS OF LINE VOLTAGE AND RE-ENERGISATION ON THE TRACTION UNIT

The traction unit circuit breakers shall trip automatically within three seconds after loss of line voltage.

Note 1: see Annex N to this TSI.

On re-energisation, the traction unit circuit breaker shall not reclose within three seconds of the line being re-energised.

Note 2: the time delay on re-energisation allows for testing of the line for persistent short circuit.

E.5. DC ELECTRIFICATION SYSTEMS: TRANSIENT CURRENT DURING CLOSURE

This provision is only applicable to DC traction units fitted with an input filter.

When the circuit breaker of a traction unit is going to be closed, with the input filter (if fitted), the transient current
should not cause the protection devices in the sub-stations to trip unnecessarily. The requisite information shall be
obtained from the railways concerned when vehicle-mounted filters are being designed.

The di/dt differential of the transient current on closure of the traction unit circuit breaker shall have the following
characteristics:

Table E.3

di/dt when closure of traction unit circuit breaker

T

condition applicable to di/dt

0 ms

20 ms

di/dt < 60 A/ms

di/dt < 20 A/ms

with a minimum overhead and sub-station inductance of 2 mH.

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ANNEX F

TYPE OF LINE

F.1.

SCOPE

This Annex covers both:

(cid:151) lines generally equipped for speeds of 250 km/h and above, and

(cid:151) lines upgraded for speeds of approximately 200 km/h.

F.2.

OBJECTIVES

This Annex defines the type of line of a route as a function of the traffic in terms of speed and headway and the
traction unit power at the pantograph.

F.3.

DEFINITIONS

Type of line

Classification of lines as a function of the parameters described below.

Maximum line speed

Speed in km/h for which the line was approved for operation.

Power of train at the pantograph

Maximum continuous power in MW demanded by the train taking into account power for traction (from effort/speed
curve), regeneration and auxiliaries.

Minimum possible headway

Interval in minutes at which trains can run in impaired scheduling conditions, as allowed by the signalling system.

F.4.

DATA FOR TYPES OF LINES

F.4.1. General

Table F.1 provides information common to all electrification systems.

For high-speed lines the following is assumed: V (cid:197) 250 km/h; the electrification systems chosen are AC 25 kV 50 Hz
and AC 15 kV 16,7 Hz.

For upgraded and connecting lines, Table F.1 covers all the electrification systems in use in Europe, regardless of line
speed.

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Table F.1

Type of lines

Range of speed V

Minimum possible
headway

Train power at the
pantograph

Type of line

km/h

Minutes

MW

V (cid:197) 300

250 (cid:196)V< 300

200 (cid:196)V< 250

160 (cid:196)V< 200

120-160

< 120

3
3
3

2
3
3
4
4
5
5

2
3
4
5

2
2
2
3
3
4
4
5
5

2
3
4
5

2
3
4
5

20-25 or more
15-20
10-15

20
15-20
10-15
15-20
10-15
15-20
10-15

15
10-15
10-15
10-15

6-10
10-15
15-25
6-10
10-15
6-10
10-15
6-10
10-15

(1)

(1)

I

II

III

IV

V

VI

a
b
c

a
b
c
d
e
f
g

a
b
c
d

a
b
c
d
e
f
g
h
i

a
b
c
d

a
b
c
d

(1) For lines with speed below 160 km/h the type of line shall only be defined simply in terms of line speed and headway due to the

wide range of power of trains circulating on these lines.

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ANNEX G

POWER FACTOR OF A TRAIN

G.1.

SCOPE

This Annex applies to trains designed for interoperable traffic on lines of the trans-European high-speed rail system.

G.2.

GENERAL

The higher the power factor, the better is the power supply performance,
Capacitive or inductive power from a train can be utilised to change and improve the overhead line voltage.

therefore, the following rules apply.

G.3.

DEFINITION OF POWER FACTOR

The total power factor k is defined by

k = a cos u

where:

a = is the deformation factor and
u = the phase angle.

G.4.

INDUCTIVE POWER FACTOR

G.4.1. Objective

This point deals with inductive power factor and power consumption over the range of voltage between Umin1 and
Umax1 defined in Annex N to this TSI.

G.4.2. Requirements

For each interoperable train running on an interoperable line the requirements specified in Table G.1 shall be met.

Power consumption of a train
MW

(a)

(b)

(c)

P > 6

2 < P (cid:196) 6

0 (cid:196) P (cid:196) 2

Table G.1

Total power factor k of a train

Category of line

High-speed

Upgraded

Connecting (3)

(cid:197) 0,95

(cid:197) 0,93

(2)

(cid:197) 0,95

(cid:197) 0,93

(2)

(cid:197) 0,95 (1)

(cid:197) 0,93 (1)

(2)

(1) These values are recommended.
(2) In order to control the total power factor of the auxiliary load of a train during coasting phases, the overall average k (traction and

auxiliaries) defined by simulation and/or measurement shall be higher than 0,85 over a complete timetable journey.
The calculation of overall average k for a train journey is taken from the active energy WP (MWh) and reactive energy WQ (MVArh)
given by a computer simulation of a train journey or metered on an actual train

q

(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)(cid:129)
(cid:137)1 + (cid:133)WQ=WP(cid:134)2(cid:138)

k = 1=

(3) The adjudicating entity may impose conditions, e.g.: economic, operating, power limitation, for acceptance of trains having power

factors below the target value.

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For yards or depot, when a train is stationary, with traction power off, and the active power taken from the overhead
line is greater than 10 kW per vehicle, the total power factor resulting from the train load shall not be less than 0,8,
but with a target value of 0,9.

The values of conditions (a) and (b) shall be checked or measured with a feeding system not limiting the performances
of the train.

G.5.

CAPACITIVE POWER FACTOR

Within the range of voltage Umin1 to Umax1 defined in Annex N to this TSI, capacitive power factors are not limited.
Within the range of voltage Umax1 to Umax2, a train shall not behave like a capacitor.

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L 245/337

OVERHEAD LINE EQUIPMENT, GEOMETRICAL INTERACTION OF OVERHEAD LINES AND
PANTOGRAPH, AC SYSTEMS

ANNEX H

H.1.

SCOPE

This Annex covers:

(cid:151) geometrical requirements for overhead contact lines,

(cid:151) geometrical requirements for pantographs, and

(cid:151) requirements for interaction of overhead contact lines and pantographs,

for lines of the trans-European high-speed rail system supplied by AC systems.

H.2. OBJECTIVES

This Annex supplements the basic parameters specified for lines supplied by AC systems. These requirements are
necessary to guarantee safe running of the trains, a supply without interruption and undue disturbances, and to achieve
an interaction without excessive wear and tear of contact wires and collector strips.

H.3.

GEOMETRICAL REQUIREMENTS

H.3.1. Overhead contact lines

In Table H.1 the geometrical requirements are given together with tolerances.

Table H.1

Geometry of overhead contact lines

No

Description

Connecting lines

Upgraded lines

High-speed lines

1

Height of contact wire

1.1

Nominal height of contact wire (mm)

Between 5 000 and
5 750 (1) (2) (3)

Between 5 000 and
5 500 (1) (3)

5 080 or 5 300 (3)

1.2

1.3

2

3

Tolerance (mm)

Limit values

Permissible contact wire gradient in
relation to the track and permissible
variation of gradient

Permissible lateral deflection of the
contact wire under action of cross wind
(mm) (3)

– 30

– 30

4 950 and 6 200

4 950 and 6 200

See EN 50119, version 2001, point 5.2.8.2

0 + 20

(cid:151)

No planned gradients
acceptable

(cid:196) 400

(1) For connecting lines with mixed freight and passenger traffic of operation of trailers with oversized gauge the contact wire height
may be higher provided the pantograph is suited to collect the current with the specified quality and the development of the
pantograph is sufficient as specified in point 5.3.2.5.

(2) At level crossings the contact wire height shall be designed according to national directives.
(3) The contact wire height and wind speed to be considered will be defined in the register of infrastructure defined in Annex D to this

TSI.

H.3.2. Pantographs

In Table H.2 the geometrical requirements for a pantograph suitable for the trans-European high-speed rail system are
presented. Figure H.1 shows details of the pantograph collector head. Since the pantographs will be used on all lines of
the interoperable system no distinction between line categories can be made.

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Table H.2

Geometry of pantograph collector head

Description

All line categories

Width of pantograph collector head (mm)

Working range of pantograph collector head (mm)

Electrical width of pantograph collector head maximum (mm)

Length of contact strips (mm)

Profile of pantograph collector head

Device to detect defects in pantograph collector head

1 600

1 200

650

(cid:197) 800

See figure H.1

Necessary

No

1

2

3

4

5

6

Figure H.1

Profile of pantograph collector head

1
Horn made of insulating material
2 Minimum length of the contact strip
3
4 Working range of the collector head
5 Width of the collector head

Projected length

H.3.3. Phase separation sections

Two types of phase separation section are discussed.

In case of the arrangement according to figure H.2 the neutral section is longer than the distance between the farthest
pantograph in operation on an interoperable train which is 400 m.

Figure H.2

Arrangement of phase separation with long neutral section

Length D > 402 m

Overlapping sections C: pantograph in contact with two contact wires.

In Figure H.3 the total separation section is shorter than the 143 m spacing between three consecutive pantographs.

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Figure H.3

Arrangement of phase separation with short neutral section

Length D < 142 m

Overlapping sections C: pantograph in contact with two contact wires.

H.3.4. Example of system separation section

When system separation sections are negotiated with pantographs lifted the separation section consists of three neutral
contact line sections insulated to each other. The total length shall be at least 402 m. Figure H.4 shows the design
principle.

Arrangement of system separation section with long neutral section

Figure H.4

H.3.5. Arrangement of pantograph on trains

To negotiate the specified types of phase separations the maximum spacing of pantographs is 400 m, which is the
maximum train length. In addition the spacing of three constructive pantographs must be more than 143 m. The
pantograph between two others can be arranged anywhere. Between pantographs in service no electrical link may exist.
Figure H.5 shows the pantograph arrangement.

Figure H.5

Pantograph arrangement

Length L1 < 400 mm
Length L2 > 143 m.

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H.3.6. Dynamic envelope for pantograph passage

Figure H.6 shows the dimensions for the space necessary for passage of Euro pantographs on interoperable lines. In
addition to this space the infrastructure shall take account of the space necessary for installation of the contact line
itself and the necessary safety clearances. The space depends on the design of
line and the
corresponding voltage.

individual contact

In figure H.6 the width L1 refers to the contact wire height of 5,0 m while L2 depends on the contact wire height as
applicable for a specific line. S is the provision for uplift corresponding to two times So according to Tables 4.5 and
4.6.

The value L2 is

L2 = 0,74 + 0,04 • H + 0,15 • H • C (cid:150) 0,075 • C + 2,5 / R,

where the maximum track gauge is assumed to be 1,45 m The cant C, the radius R and the dimension H are measured
in metres.

Dynamic envelope for passage of pantographs on interoperable lines

Figure H.6

Table H.3 shows as an example the relations between track radius, cant and dimensions L1 and L2 for high-speed lines
with a track radius of more than 3 000 m. The dimension H is the sum of the contact wire height CWH and the
provision S for uplift.

Dimensions for dynamic envelope for pantograph passage for high-speed lines (examples, track radius more
than 3 000 m)

Table H.3

Cant C
m

0,0

0,066

0,180

Width L1 at 5,00 m height
m

Width L2 (see figure H.6)
m

0,94

0,99

1,08

0,74 + 0,04 H

0,74 + 0,05 H

0,73 + 0,07 H

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OVERHEAD LINE EQUIPMENT, GEOMETRICAL INTERACTION OF OVERHEAD LINES AND
PANTOGRAPHS, DC SYSTEMS

ANNEX J

J.1.

SCOPE

This Annex covers:

(cid:151) geometrical requirements for overhead contact lines,

(cid:151) geometrical requirements for pantographs and

(cid:151) requirements for interaction of overhead contact lines and pantographs,

for upgraded and connecting lines of the trans-European high-speed rail system supplied by DC systems.

J.2. OBJECTIVES

This Annex supplements the basic parameters specified for lines supplied by DC systems. These requirements are
necessary to guarantee the safe running of trains by an energy supply without interruption and undue disturbances and
to achieve an interaction without excessive wear and tear of contact wires and collector strips.

J.3.

GEOMETRICAL REQUIREMENTS

J.3.1. Overhead contact lines

In Table J.1 the geometrical requirements are listed together with tolerances.

Table J.1

Geometry of overhead contact lines

No

Description

Connecting lines

Upgraded lines

1

Height of contact wire

1.1

Standard height of contact wire (mm)

1.2

1.3

2

3

Tolerance (mm)

Limit values (mm)

Permissible contact wire gradient in
relation to the track and variation of
gradient

Permissible lateral deflection to the
contact wire under action of cross wind
(mm)

Between 5 000 and
5 600 (1) (2) (3)

Between 5 000 and 5 500 (3) (4)

0 + 60

0 + 60

4 950 and 6 200 (5)

4 950 and 6 200

See EN 50119, version 2001, point 5.2.8.2

(cid:196) 400

(1) For connecting lines with mixed freight and passenger traffic of operation of trailers with oversized gauge the contact wire height
may be higher provided the pantograph is suited to collect the current with the specified quality and the development of the
pantograph is sufficient as specified in point 5.3.2.5.

(2) At level crossings the contact wire height shall be designed according to national directives.
(3) For the lines in Italy referred to in note 2 to Table 4.1 the contact wire height is between 5 000 mm and 5 300 mm. The other

values apply to other types of lines.

(4) The contact wire height and wind speed to be considered will be defined in the register of infrastructure defined in Annex D to this

TSI.

(5) For connecting lines in Spain: 4 600 mm and 6 200 mm.

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J.3.2. Pantographs

In Table J.2 the geometrical requirements for a pantograph suitable for the trans-European high-speed rail system are
presented. Figure J.1 shows details of the pantograph collector head. Since the pantographs will be used on connecting
and upgraded lines of the interoperable system no distinction between line categories is made.

Table J.2

Geometry of pantograph collector head

No

Description

All line categories

1

1.1

1.2

2

3

4

4.1

4.2

5

6

Width of pantograph collector head

Unified collector head (mm)

Collector head during transition period (mm)

Working range of pantograph collector head (mm)

Length of contact strips (mm)

Profile of pantograph collector head

Profile of unified collector head

Profile of transitional collector head

Electrical link between pantograph

1 600

1 450 and 1 950

1 200

(cid:197) 800

See figure J.1

EN 50367

When such link exists, a means to
interrupt this link shall be
provided

Device to detect defects in pantograph collector head

Necessary

Figure J.1

Profile of current collector head

1

Horn made of insulating material

2 Minimum length of the contact strip

3

Projected length

4 Working range of the collector head

5 Width of the collector head

J.3.3. Dynamic envelope for pantograph passage

The stipulations in DC are the same as in AC. Reference is made to Annex H, point H.3.6.

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ANNEX K

REGENERATIVE BRAKING

K.1.

SCOPE

This Annex applies to interoperable traffic on lines which power supply is an AC system. It gives the conditions for use
of regenerative braking on power supply traction systems.

Note:

In DC systems, by request of the railway undertaking, the adjudicating entity can decide upon the acceptance of
regenerative braking.

K.2.

ROLLING STOCK CONSIDERATIONS

Trains shall not continue to use their regenerative brake if:

(cid:151) there is a loss of supply voltage or a contact line (cid:150) rail/earth short circuit on the section fed by the substation,

(cid:151) the contact line fails to absorb the energy,

(cid:151) the line voltage is higher than Umax2. See Annex N to this TSI.

If feedback energy absorption by other consumers is not available, rolling stock shall revert to other brake systems.

K.3.

ENERGY SUBSYSTEM CONSIDERATIONS

The energy subsystem has to be designed in such a way that regenerative braking can be used as a service brake.

The adjudicating entity shall ask the power supply authority to accept the feedback of braking energy into the supply
network, when the energy cannot be absorbed by other railway consumers.

K.4.

ASSESSMENT

The substation control and protection devices shall allow feed back for energy to the supplying net. The connecting
diagrams shall allow the assessment.

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VOLTAGE AT THE PANTOGRAPH (QUALITY INDEX OF POWER SUPPLY)

ANNEX L

L.1.

SCOPE

The aim of a design study is to define the characteristics of fixed installations. These installations should allow the most
severe conditions, as specified in the timetable to be satisfied through:

(cid:151) the most dense operating period in the timetable, corresponding to peak traffic,

(cid:151) the characteristics of the different types of train involved, taking account of the selected traction units.

This Annex covers both:

(cid:151) high-speed lines designed for speeds of 250 km/h and above, and

(cid:151) lines upgraded for speeds of approximately 200 km/h.

L.2. OBJECTIVES

The objective is to give an indication of quality of fixed installations for electric traction. It is based on a mathematical
study of voltage seen on an electrified route with trains running to the reference timetable.

The quality index Umean useful is calculated by simulation and can be verified by ad hoc measurements on a critical train.

Note: With the aim of guaranteeing the performance levels for all trains depending on type of line, the adjudicating
entity should design his equipment in such a way that the mean useful voltage at the pantograph on each train
in the supplied section is sufficiently high. This does not mean that trains will not, for very short periods, be
subjected to extreme voltages as defined in Annex N to this TSI.

L.3.

DEFINITION OF MEAN USEFUL VOLTAGE

Mean useful voltage Umean useful is calculated by computer simulation of a geographic zone which takes account of all
trains scheduled to pass through the zone in a given period of time corresponding to the peak traffic period in the
timetable. This given period of time should be sufficient to take account of the highest load on each electrical section
in the geographic zone.

Account shall be taken of the electrical characteristics of the power supply installation and each different type of train
in the simulation.

The fundamental voltage at the pantograph of each train in the geographic zone is analysed at each simulation time
step. For AC systems, the rms of the fundamental voltage is used. For DC systems, the average is used. This time step
in the simulation shall be short enough to take into account all events in the timetable.

The voltage values from the simulation are used to study:

1. Umean useful of power supply zone

This is the mean value of all voltages analysed in this simulation and gives an indication of the quality of the
power supply for the entire zone.

All trains in the geographic zone, over the peak traffic period considered, are included in this analysis whether they
are in traction mode or not (stationary, traction, regeneration, coasting) at each simulation time step.

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2. Umean useful of train

This is the mean value of all voltages in the same simulation as the geographic zone study but only analysing the
voltages for one particular train at each time step where the train is taking traction load (not stationary, no
regeneration, no coasting).

The mean value of these voltages gives a check on the performance of each train in the simulation and, as a result,
identifies the governing train, the train whose ability to accelerate is most constrained by low voltage.

L.4.

VALUES RECOMMENDED FOR MEAN USEFUL VOLTAGE AT THE PANTOGRAPH

The minimum values for mean useful voltage Umean useful at the pantograph are given in Table L.1:

Table L.1

Minimum mean useful voltage at pantograph (kV)

Electrification system

DC 1,5 kV

DC 3 kV

AC 15 kV

AC 25 kV

Zone

Train

1,30

1,30

2,80

2,80

14,2

14,2

22,5

22,5

L.5.

RELATION BETWEEN MEAN USEFUL VOLTAGE Umean useful AND Umin1

The designing of the power supply shall be conducted in such a way that the simulations enabling mean useful voltage
Umean useful at the pantograph to be computed, never generate instantaneous voltage values at the pantograph of any
train lower than the limit Umin1 from Annex N to this TSI for traffic corresponding to the type of line concerned (see
Annex F to this TSI).

L.6.

SELECTION CRITERIA DETERMINING THE VOLTAGE AT THE PANTOGRAPH FOR HIGH-SPEED TRAINS

The design of fixed installations for electric traction can be obtained by simulating the critical timetable taking into
account the power drawn by each train in the simulation at each time interval. Over and above aspects of calibration
of equipment (transformers, overhead lines, autotransformers for 2 (cid:215) 25 kV and converters for DC) and compatibility
with apparent performance tolerated at
the power supply
constituents an important qualifying parameter for the supply scheme studied.

the high voltage connection points,

the quality of

The characteristic curve of traction effort and speed for a traction unit changes as a function of the voltage at the
pantograph. Determining the envelope of the characteristic traction effort and speed curve, under reduced voltage is
achieved in relation to the nominal characteristic curve, by extrapolation over the speed range, with the proportionality
coefficient being slightly lower than the voltage ratio of voltage at pantograph and nominal voltage (Upantograph/Unominal).

The voltage values obtained should allow the desired performance levels to be attained. For example, in order to study
electrification with 25 kV, the selection of a voltage of at least 22,5 kV makes it possible, not to drop statistically below
the minimum limit of 19 kV. Voltages below 19 kV are possible in periods of abnormal traffic with trains on closer
headway in particular, or in the case of special situations that do not always appear in the simulations such as
coincidence of flights of traffic in both directions.

The incidence of situations with impaired performance, both from the point of view of the power supply scheme and
the operating graph, should be assessed taking into account permitted reductions in performance.

The selection of the correct mean useful voltage presents the following advantages.

(cid:151) It allows the traction units to function close to their nominal voltage, hence optimising efficiency and performance.

(cid:151) It ensures that the values of minimum voltage specified by the standards are respected.

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(cid:151) It reflects the fact that the fixed installations for electric traction have the correct performance and that, as a result,

increased traffic volumes can be considered.

(cid:151) It allows certain impaired traffic situations to be dealt with.

L.7.

CALCULATION OF MEAN USEFUL VOLTAGE AT THE PANTOGRAPH

The mean useful voltage Umean useful at the pantograph is defined as follows:

Umean useful =

Xn

j = 1

1
Tj

Z Tj

0

!

Up • jIpjjdt

•/•

Xn

j = 1

1
Tj

Z Tj

0

!

jIpjjdt

where:

Tj

n

= integration or study period on train number j,

= number of trains considered in the study.

For AC systems:

Upj = momentary rms voltage at power frequency at the pantograph of train number j,

|Ipj| = module of momentary rms current at power frequency flowing through the pantograph of train number j.

For DC electrification:

Upj = momentary average DC voltage at the pantograph of train(s) number j,

|Ipj| = module of momentary average DC current flowing through the pantograph of train number j.

This represents the relation between mean power calculated for the train (trains) during their traction sequences and the
corresponding mean current.

An equivalent result is obtained with the following formula that is more suitable for some computer programs:

Umean useful =

1
n

Xn

i = 1

1
MNDt

XN

XM

j = 1

k = 1

Uj;k(cid:133)t(cid:134) • Dt

where:

n

= number of trains considered in the simulation,

Uj,k = rms voltage of the power frequency voltage evaluated from the basic calculation step for AC electrification

systems;

average voltage obtained on the basic calculation step for DC electrification systems,

M = number of calculation steps in the integration period,

N = number of integration periods in the simulation,

Dt = time during which each step M is simulated,

Note: Dt has to be short enough to take account of all events in the timetable.

This expression for the voltage has the advantage that it reflects quite closely the quality of the power supply in the
case of traffic simulations comprising a large number of trains on the railway under study.

The formula above is used to study:

A geographic part (i.e. the part of the network to be studied) in a given period of time, with account taken of all the
trains passing through the part, whether they are in traction mode or not (stationary, traction, regenerating, coasting).
The value of mean useful voltage Umean useful therefore is an indicator of the quality of the power supply for the entire
part.

 
 
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The mean useful voltage at the pantograph of each train among those within the studied part of line; only the traction
periods of the train are taken into account. In this case n is equal to 1 in the formula above. This value is taken to
check the performance of each train in the simulation and as a result identifies the governing train.

L.8. QUALITY INDEX OF THE POWER SUPPLY

L.8.1. Umean useful (zone)

What

When

How

Acceptance condition

Simulation

On a defined zone of
the power supply system

After each
simulation

L.8.2. Umean useful (train)

Using the simulation results of
the trains in the considered zone
and calculation with definition
in L.3

The value is greater
than the
values given in the row (cid:145)Zone(cid:146) of
Table L.1

What

When

How

Acceptance condition

Simulation

For a defined train in
the simulation timetable
(cid:150) mostly the
dimensioning train

As a result of
simulations

Using the simulation results of
the
calculation with
definition in point L.3

train

The value is greater
than the
values given in the row (cid:145)each
train(cid:146) of Table L.1 (TSI
lines or
classical lines)

L.8.3. Relation between Umean useful and Umin1

What

When

How

Acceptance condition

Simulation

After each
simulation

Using the simulation results of
each train considered in the
zone test
to be made only if
Umean useful at the pantograph is
higher than the values stipulated
in L.5.

the voltage at

the
Check that
pantograph of each train is never
under Umin1

L 245/348

EN

Official Journal of the European Communities

12.9.2002

ANNEX M

TEST AND VERIFICATION OF CONTACT STRIPS

M.1.

SCOPE

This Annex applies to tests and verification of collector strips to be used on pantographs for interoperable high-speed
traffic.

M.2.

CONTACT STRIPS

M.2.1. General

The type of contact strip used shall be in accordance with following:

(cid:151) current capacity,

(cid:151) static force,

(cid:151) contact strip material.

The material of the contact strips shall be acceptable to the adjudicating entity. Commonly used materials of contact
strips are:

(cid:151) plain carbon, if necessary impregnated with added material,

(cid:151) copper-steel, copper alloy, copper,

(cid:151) copper-clad carbon,

(cid:151) sintered material.

For the use of other materials it is necessary to furnish proof that the characteristics are equal to or better than the
characteristics of the recommended materials.

The operation with different contact strip material on the contact line network shall be based on an agreement between
adjudicating entity and train operator.

Note: If mixed material for collector strips in the networks will be used, the wear of collector strips and contact wire

could increase.

M.3.

CURRENT AT STANDSTILL

M.3.1. Testing conditions

The heating of the contact wire by the current at standstill shall be checked for DC systems. A check for the AC
systems is not necessary because of the lower current at standstill.

The test shall be carried out with one pantograph equipped with a collector head containing two collector strips.

The two collector strips shall be tested on a plane surface according to a used condition.

The pantograph shall be mounted on a traction unit. Testing shall be performed in a protected environment (in a
closed workshop) in order to avoid any influences from flows of air.

Testing shall be performed under one or two contact wires equipped with temperature sensors. The temperature
sensors shall be located 2 mm from the contact surface.

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M.3.2. Testing procedure

Testing shall be performed with a static contact force according to point 5.3.2.6.

The current conveyed by the pantograph shall be related to the maximum consumption of the rolling stock with the
limits specified in point 5.3.3.4.

Each test shall
last for 30 minutes unless the temperature displayed by one of the sensors reaches the maximum
permissible value for the contact wires. This value shall be specified by the adjudicating entity. In this case the test shall
be stopped.

Current intensity and temperature shall be continually recorded.

Testing shall be deemed to be satisfactory if the maximum temperature of the contact wires after 30 minutes is not
higher than the limit value stipulated.

M.4.

CURRENT AT ELECTRICAL LOAD

M.4.1. Testing conditions

The wear of the contact strips by the current at electrical
systems is not necessary because of the lower current at electrical load.

load shall be checked for DC systems. A check for AC

Testing conditions

The pantograph shall be mounted on a traction unit whose capacity permits at least the collection of maximum electric
current.

The pantograph fitted with the test collector strips shall be set in such a manner during the on-track runs and before
the measurements that the worst conditions for current transmission are fulfilled.

M.4.2. Testing procedure

The traction unit shall haul a train of the maximum allowed mass at a speed such that the maximum current is
reached.

In each configuration the maximum current intensity during the relevant measurements shall be transferred for 30
minutes.

In order to ensure that the running performance of the collector strips is sufficiently representative, 10 measuring runs
shall be performed in each configuration.

It is recommended that the collector strips be replaced in each case after a cycle of 10 runs.

After each cycle the condition of the collector strips shall be inspected and the extent of wear (mm/1 000 km)
determined so that their running performance can be assessed.

Testing shall be deemed to be satisfactory when no defects are detected which can impair the running performance of
the collector strips and when the extent of wear complies with the running performance indicated in the TSI Energy.

L 245/350

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Official Journal of the European Communities

12.9.2002

ANNEX N

VOLTAGE AND FREQUENCY OF TRACTION SYSTEMS

N.1.

SCOPE

This Annex defines the voltage and frequency and their tolerances at the terminals of the substation and at the
pantograph.

N.2.

VOLTAGE

The characteristics of the main voltage systems (overvoltages excluded) are detailed in Table N.1.

Nominal voltages and their permissible limits in values and duration

Table N.1

Lowest non-perma-
nent voltage

Lowest permanent
voltage

Nominal voltage

Highest permanent
voltage

Highest non-perma-
nent voltage

Electrification system

DC (mean values)

AC (rms values)

Umin2
(V)

400 (1)

400 (1)

1 000 (1)

2 000 (1)

11 000 (1)

17 500 (1)

Umin1
(V)

400

500

1 000

2 000

12 000

19 000

Un
(V)

600

750

1 500

3 000

15 000

25 000

Umax1
(V)

720

900

1 800

3 600

17 250

27 500

Umax2
(V)

800 (2)

1 000 (2)

1 950 (2)

3 900 (2)

18 000 (2)

29 000 (2)

(1) The duration of voltages between Umin1 and Umin2 shall not be longer than two minutes.
(2) The duration of voltages between Umax1 and Umax2 shall not be longer than five minutes.

(cid:151) The voltage of the busbar at the substation with all line circuit breakers open shall be lower or equal than Umax1.

(cid:151) Under normal operating conditions voltages shall stay within the range between Umin1 and Umax2.

Under abnormal operating conditions voltages in the range Umin1 to Umin2 are acceptable.

Relation Umax1/Umax2

Each occurrence of Umax2 shall be followed by a level below or equal to Umax1 for an unspecified period.

Lowest operational voltage

Under abnormal operating conditions, Umin2 is the lower limit of the overhead contact line voltage for which trains are
intended to operate.

Note: Recommended values for undervoltage tripping:

The setting of undervoltage relays at fixed points or on board may be from 85 % to 95 % of Umin2.

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L 245/351

N.3.

FREQUENCY

The frequency of the 50 Hz electric traction system is imposed by the three-phase grid. Therefore, the values stated by
EN 50 160 are applicable. The frequency of
for synchronous-
asynchronous converter) is not imposed by the three-phase grid.

the 16,7 Hz electric traction system (except

Table N.2 gives the values applicable to both electric systems.

Table N.2

Frequency on railway power system and their permissible limits

Duration

Nominal frequency of the
system

Railway power system supplied by:

an interconnected 3-phase grid

a non-interconnected
3-phase grid

95 % of a week

100 % of a week

n.a.: not applicable.

50 Hz

16,7 Hz

50 Hz

16,7 Hz

50,50 Hz

49,50 Hz

16,83 Hz

16,50 Hz

52,00 Hz

47,00 Hz

17,36 Hz

15,69 Hz

51,00 Hz

49,00 Hz

n.a.

n.a.

57,50 Hz

42,50 Hz

17,00 Hz

16,17 Hz

Note: In practice, the variation of frequency is more closely controlled in Europe than stated above.

N.4.

TEST METHODOLOGY

N.4.1. Measurement of the voltage on the line

N.4.1.1. Rolling stock

Rolling Stock shall be tested as described in EN 50 215: 1999 point 9.15

N.4.1.2. Fixed installations

Where

When

How

Acceptance condition

N.4.1.2.1 Substation bus
bar, line circuit

At
commissioning

(cid:151) Voltage recorder for the

fundamental frequency, or

All voltage values are less than
or equal to Umax1

breakers open, normal
operating conditions

(cid:151) Digital data loggers with a

frequency range greater than or
equal to 2 kHz.

Averaging over 1 second
(cid:151) Measurement period 1 minute

N 4.1.2.2 If any voltage
conditioning device is
installed along the line

At
commissioning
and operating

No load see above substation
When in operation see ad hoc
measurement hereafter

No load see above substation
When in operation see ad hoc
measurement hereafter

Measure on either side of
the device under no load
and normal operating
condition

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Official Journal of the European Communities

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Where

When

How

Acceptance condition

N 4.1.2.3 Ad hoc
measurement

On response to
problems.

(cid:151) Voltage recorder devices for the
fundamental frequency, or

At the site, where
problems are situated.

(cid:151) Digital data loggers with a

frequency range greater than or
equal to 2 kHz averaging over 1
second

(cid:151) Measurement period minimum 1

hour maximum 1 week

(cid:151) All voltage values are

greater than or equal to
Umin2

(cid:151) All durations of voltages
below Umin1 are less than
or equal to the duration
stated in point N.2
requirement 1.

(cid:151) Average value of the

voltage is between Umin1
and Umax1

(cid:151) All durations of voltages
above Umax1 are less than
or equal to the duration
stated in point N.2
requirement b.

(cid:151) All voltage values are less
than or equal to Umax2

N.4.2. Measure of the frequency on the line

Where

When

How

Acceptance condition

At
commissioning
and operating

(cid:151) Digital data loggers with a

frequency range

All frequency values are in the
range of Table 2, last column.

Continuous monitoring

Only for networks, that
are not imposed by the
3-phase grid.

Continuous in
connection with the
frequency closed loop
control in the generating
stations or in the
network control centre

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L 245/353

ANNEX O

LIMITATION OF MAXIMUM POWER CONSUMPTION

O.1.

SCOPE

This Annex gives requirements for current and power limitation devices on board traction units.

O.2. MAXIMUM TRAIN CURRENT

The maximum allowable train current is given in Table O.1: the levels apply both in traction and regeneration modes.
Lower values for lines with weak power supplies shall be given in the register of infrastructure (see Annex D to this
TSI).

Table O.1

Maximum allowable train current (Amperes)

Power supply system

High-speed line

Upgraded line

Connecting line

DC 750 V

DC 1 500 V (1)

DC 3 000 V

AC 15 000 V 16,7 Hz

AC 25 000 V 50 Hz

(cid:151)

(cid:151)

4 000

1 700

1 500

(cid:151)

5 000

4 000

1 000

600

(1) On special lines (e.g. freight in mountain area, suburban network), these values may be exceeded.

6 800

5 000

2 500

900

500

O.3.

AUTOMATIC REGULATION

Trains shall be equipped with an automatic device that adapts the level of the power consumption depending on
overhead line voltage in steady state conditions. Figure O.1 gives current as a function of the overhead contact line
voltage.

This figure does not apply in regenerative braking mode.

L 245/354

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Figure O.1

Maximum train current against voltage

Imax= maximum current consumed by the train

A= no traction

B= current level exceeded

C= allowable current levels

a= factor given in Table O.2

Table O.2

Values of factor a

Power supply system

AC 25 000 V 50 Hz

AC 15 000 V 16,7 Hz

DC 3 000 V

DC 1 500 V

DC 750 V

a

0,9

0,95

0,9

0,9

0,8

O.4.

POWER OR CURRENT LIMITATION DEVICE

In order to allow a powerful traction unit to operate everywhere (weak or well supplied lines), it is necessary to install
on board a current or power selector which will limit the power demand of the train to the electrical capacity of the
line. This is applicable only on upgraded and connecting lines of the trans-European high-speed network, and on all
other lines of the conventional network.

The adjudicating entity has to declare on in the register of infrastructure the required limitation of each line.

This setting can be made manually by the driver or if the line is so equipped, it shall then be done automatically.

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L 245/355

HARMONIC CHARACTERISTICS AND RELATED OVERVOLTAGES ON THE OVERHEAD CONTACT LINE

ANNEX P

P.1.

SCOPE

This Annex defines the necessary requirements to avoid unacceptable overvoltages on the overhead contact line caused
by harmonics generated by traction units.

P.2.

GENERAL

The harmonic characteristic of
the power supply and the rolling stock in the railway system determines the
overvoltages in the overhead contact lines. In order to achieve electrical system compatibility under steady state and
dynamic conditions, those overvoltages must be limited below critical values in the relevant frequency range. With
protection devices installed, overvoltages cause an interruption of normal operation and are critical more from the
operation point of view than from safety aspects.

The following physical effects cause overvoltages:

Overvoltages caused by system instability

Modern railway vehicles with inverter propulsion and auxiliary systems as well as static-tie frequency converters are
generally active devices which are capable of transferring energy from one frequency in the spectrum to another one.
Their transfer behaviour is largely determined by the controllers as well as by the passive elements in the system.

Controllers have to be tuned in such a way that for all operating conditions stable behaviour results. In a non-stable
system, physical values (as voltages or currents) either tend towards infinity and cause a protective shutdown in reality
(valid for linear and non-linear systems) or continuously (steady state) oscillation on one or several frequencies (possible
only in non-linear systems).

Stability questions always are related to feedback loops in a system, especially through one or several controllers of one
or several electrical subsystems. There is no explicit excitation source, small disturbances are sufficient. This has to be
distinguished from the other cases described below, where both an excitation source and a transmission/amplification
path always exists.

Normally the potential oscillations caused by instabilities are in the frequency range of up to about 500 Hz (bandwidth
of the relevant controllers). Low frequency oscillations (below and around supply frequency) strongly involve non-linear
characteristics of modern vehicles, higher frequency instabilities can be linearised approximately.

Overvoltages caused by harmonics

Solid state inverters (both phase angle controlled and forced commutated ones) installed on rolling stock, or for power
supply, produce current and voltage harmonics which can be represented by current or voltage sources in a simplified
manner. Every type of converter generates a typical current or voltage spectrum. The converter, combined with passive
elements such as transformers and filters, shows either a current source or voltage source behaviour including a typical
internal impedance.

All power supply systems include resonance, due to the resonance of transmission lines and cables, some also due to
passive filter components. This leads to an amplification of harmonics injected by converters into the power supply
system. An amplification (or partial suppression) occurs both at the location of the converter (due to the line
impedance seen from the converter) and between the converter’s location and other locations in the network (transfer
behaviour of the power supply itself).

An amplification of strong harmonics may lead to significant overvoltages, either at the vehicle’s location or at a
completely different location in the network.

The supply system (substations and overhead contact line) has resonance peaks due to its distributed parameters (cid:151)
inductance and capacitance per unit of length. These resonance peaks can cause huge resonant currents and voltages.
More than 100 times could be the ratio between maximum and minimum current recorded along the overhead contact
line at specific resonance frequencies. For four-quadrant converter vehicles the harmonic currents at the pantograph of
a vehicle can be increased about three times due to a power supply net impedance unequal to zero.

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Further technical phenomena, which have to be considered for the electrical systems compatibility between power
supply and rolling stock, are:

(cid:151) multiple zero-crossings,

(cid:151) voltage spikes and sags, transients,

(cid:151) variations of the phase of supply voltage,

(cid:151) low frequency oscillations.

From conducted interference point of view following effects can be relevant:

(cid:151) wheel slip/slide,

(cid:151) auxiliary load,

(cid:151) dynamic events,

(cid:151) harmonics from the auxiliary converter,

(cid:151) modulations produced from different converters.

P.3.

ACCEPTANCE PROCEDURE

Any new or rebuilt traction unit or infrastructure component (for example power supply equipment, static converter,
high-voltage cable) will be integrated in an existing power supply network with traction units.

Compatibility between existing traction units and existing infrastructure, and future traction units and infrastructure
components has to be checked towards the phenomena described in point P.2.

Involved bodies or parties are:

(cid:151) the adjudicating entity,

(cid:151) the train operator(s) of existing traffic,

(cid:151) the purchaser/owner of the new traction unit(s) or infrastructure equipment,

(cid:151) the manufacturer of the new traction unit(s) or infrastructure equipment.

A general specification for rolling stock or power supply, which avoids overvoltages in any situations, might be very
conservative and impossible to fulfil. Therefore, a process as described in point P.6 should be applied to check
compatibility (compatibility case).

P.4.

CHARACTERISATION OF THE TRACTION POWER SUPPLY FIXED INSTALLATIONS

To obtain complete and in-depth characterisation of
the fixed installations for power supply is a huge effort.
Furthermore, a general and simple characterisation for all types of fixed installations that is appropriate for the
compatibility case (point P.6) can not be given.

Values of systems shall be given by the adjudicating entity.

P.5.

CHARACTERISATION OF THE TRAINS

Values of vehicles shall be given by the operator(s) of existing traffic to the adjudicating entity.

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Figure P.1:

Procedure for introducing a new vehicle or new element

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Official Journal of the European Communities

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P.6.

COMPATIBILITY STUDY

The compatibility study (or compatibility case) is a process to demonstrate the compatibility of the new rolling stock or
the new infrastructure component with the existing traction units and power supply network. As depicted in figure P.1
the first activity of the compatibility is the planning of the complete compatibility case. The flow chart is applicable for
new rolling stock and also new infrastructure power supply components. It is a procedure for their introduction into
an existing railway system.

It

The adjudicating entity is responsible for characterisation of infrastructure and overall network as described in points
P.4 and P.5.
is also responsible for the definition of particular acceptance criteria for the vehicles or new
infrastructure components as described in the steps 1 to 7 of Table P.1. The purchaser/owner of the new component
(traction unit or power supply equipment) has to carry out a study to proof its compatibility. The particular acceptance
criteria are necessary to guarantee compatibility to the complete system as described in point P.7

Table P.1

Description of steps

No

Title

Description

Responsible

1

Plan for compatibility check

2

3

4

5

6

Characterisation of existing
infrastructure

Characterisation of existing rolling
stock

Characterisation of existing
operating conditions

Characterisation of overall rail
system/network

Theoretical analysis of overall
system/network

Organisation in charge of the
compatibility check, normally
supplier of new element

Adjudicating entity

Operator/owner of rolling stock

Operator of the railway system

Adjudicating entity

Adjudicating entity

The plan for a specific
compatibility check defines the
scope of the analysis, and the
precise tasks and responsibilities.
The plan forms an agreement
between all parties involved.

Characteristics of the existing
infrastructure (mainly power
supply system), information
relevant with for the compatibility
with. Information can be provided
in the form of computer models.

Characteristics of the vehicles
already operating on the network,
information relevant for the
compatibility with the power
supply. The characteristics can be
provided in the form of computer
models.

Information about the operation
of the existing system: number of
trains in service, typical timetables,
normal feeding arrangements,
emergency feeding arrangements.

This is the combination of the
information from 2, 3 and 4. It
may be necessary to define
different scenarios.

Investigation of compatibility
aspects for different scenarios. As
a first step: confirm compatibility
of the existing system. As a
second step: test potential new
elements (vehicles or power
supply systems), check what
characteristics they need to fulfil
to maintain stability of the system.

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L 245/359

No

Title

Description

Responsible

7

Acceptance criteria for new
element

Adjudicating entity

The result from the theoretical
investigations in 6 is the particular
acceptance criteria for new
vehicles or new elements of the
power supply system (e.g.
substation transformers, high
voltage cables etc). The particular
acceptance criteria must be
understandable and measurable
when designing and testing a new
element.

8

Design/Engineering of new
element

Design of new vehicles or new
elements of the power supply
system, considering also the
acceptance criteria defined in 7.

Supplier of the new element
(vehicle or power supply
equipment)

9

Characterisation of new element

Supplier of the new element
(vehicle or power supply
equipment)

The new element shall be
characterised with respect to its
compatibility with other vehicles
and power supply elements. This
characteristic after validation in
step 15 shall allow an amendment
of the characterisation of the
existing railway as required in 2
and 3.

10

Theoretical analysis of new
element

At an early stage of the design, it
shall be checked in a theoretical
analysis, e.g. using computer
models, that the new element can
meet the acceptance criteria.

Supplier of the new element
(vehicle or power supply
equipment)

11

Testing in laboratory/on test track Once the first equipment (vehicle

or power supply equipment) is
built, it shall be tested in the
laboratory or on a test track to
verify that it meets the acceptance
criteria as predicted by the
theoretical analysis in 10. This set
of tests is a type test of the new
element.

Supplier of the new element
(vehicle or power supply
equipment)

12 (1)

Test plan for compatibility case

A plan shall be made to define the
tests necessary to confirm as far as
possible and reasonable:

Organisation responsible for the
compatibility case

1.

2.

that the new element meets the
acceptance criteria;

that the compatibility criteria
of the standard are met and
hence that the acceptance
criteria are sufficient

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No

Title

Description

Responsible

13 (1)

Testing in laboratory/on test track

14 (1)

Tests on real rail system

15

Tests confirm compatibility?

16

End of compatibility check

Organisation responsible for the
compatibility case

Organisation responsible for the
compatibility case

Organisation responsible for the
compatibility case

Operator of the railway system

As far as possible, tests will be
performed in the laboratory and
on test track. These tests shall
officially demonstrate that the
acceptance criteria are met. A
failure to meet the acceptance
criteria means redesign of the new
equipment by the supplier.

Tests on the real system shall give
confidence that the acceptance
criteria are sufficient to guarantee
stability of the system after
introduction of the new elements.
If these tests show compatibility
problems despite the compliance
of the new equipment with the
acceptance criteria, this means
that the acceptance criteria were
not sufficient.

If both sets of tests are successful,
then compatibility of the new
element with the existing system
has been demonstrated. This shall
be documented in a compatibility
report.

With the successful completion of
the compatibility case, the new
elements (vehicles or power
supply equipment) become (2) part
of the existing railway system. The
responsibility for its compatibility
now lies with the operator of the
railway system.

(1) The test plan will define if both steps 13 and 14 or only one we have to be performed.
(2) Seen from the compatibility point of view.

The result is a document describing the theoretical analysis and the proving tests to ensure that the vehicles and
infrastructure are compatible in terms of conducted interference currents and stability.

P.7. METHODOLOGY AND ACCEPTANCE CRITERIA

The compatibility case, which is described in point P.5, shall demonstrate that the existing rail system and the new
element(s) are compatible.

The overall criterion for overvoltages and stability is that:

(cid:151) no overvoltage higher than 30kV peak for 15kV - 16,7 Hz networks and 50kV peak for 25kV - 50 Hz networks
will occur on the overhead contact line in any point of the power supply network with voltage U defined in
Annex N to this TSI below or equal to Umax2. This value is the peak value of the distorted voltage waveform.

These overall criteria can always be applied,

(cid:151) since the overall acceptance criteria can only be applied to the complete rail system (existing rail system and new
element(s)), it is beneficial to give design guidelines for the new elements which reduce the risk of failure in the
compatibility study. For traction units the following guideline may be used:

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The vehicle has to be passive (e.g. phase of input admittance between ﬂ 90(cid:176) and + 90(cid:176)) for all frequencies
equal and higher than the first (lowest) resonance frequency of the existing rail system (existing infrastructure
and existing rolling stock).

The distance between the highest active frequency of the vehicle (i.e. highest frequency with a phase of the
input admittance below ﬂ 90(cid:176) or above + 90(cid:176)) and the lowest resonance frequency on of the existing rail
system as described here above has to be larger than 20 % of the lowest resonance frequency.

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Official Journal of the European Communities

12.9.2002

DYNAMIC INTERACTION BETWEEN PANTOGRAPH AND OVERHEAD CONTACT LINE

ANNEX Q

Q.1.

SCOPE

This Annex gives requirements and test method concerning the dynamic interaction between pantograph and overhead
contact line.

Q.2.

DEFINITIONS

Contact force: the vertical force applied by the pantograph to the overhead contact line. The contact force is the sum of
forces for all contact points of one pantograph.

Static contact force: The mean vertical force exerted upward by the collector head on the overhead contact line, and
caused by the pantograph-raising device, whilst the pantograph is raised and the vehicle is at standstill.

Mean force: the statistical mean value of the contact force.

Maximum force: the maximum value of the contact force.

Minimum force: the minimum value of the contact force.

Overhead contact line: a contact line placed above (or beside) the upper limit of the vehicle gauge and supplying vehicles
with electric energy through roof (cid:151) mounted current collection equipment (IEC 50 811-33-02).

Arcing: the flow of current through an air gap between a contact strip and a contact wire usually indicated by the
emission of intense light (pr EN 50 317).

Percentage of arcing: this is given by the following formula:

X

tarc

ttotal

• 100

NQ =

The result, given in %, is a characteristic for a given speed of the vehicle (prEN 50317).

Pantograph head: pantograph equipment comprising the contact strips and their mountings

Contact point: point of mechanical contact between a contact strip and a contact wire

Aerodynamic force: additional vertical force applied to the pantograph as a result of air flow around the pantograph
assembly

Quasistatic force: sum of static force and aerodynamic force at the particular speed

Tension length: distance from one termination point of the overhead contact line to the next (EN 50 119)

Control section: representative part of the total measuring length, over which the measuring conditions are controlled

Pantograph current: current that flows through the pantograph

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Q.3.

SYMBOLS AND ABBREVIATIONS

rmax

Fm

Fmax

Fmin

NQ

d

y

x

maximum standard deviation of contact force

mean force

maximum force

minimum force

percentage of arcing

is the distance between arc sensor and light source (contact strip)

is the calibration distance between arc sensor and light source

is the power density of the smallest arc that can be detected

Fapplied

is the force applied to pantograph head

Fmeasured

is the force measured

n

f1

fn

fi

is the number of frequency steps

is the minimum frequency

is the maximum frequency

is the actual frequency

Q.4.

INTERACTION PERFORMANCE

Q.4.1. Mean contact force for intermediate period

Figure Q.1

Adjustment curve C1

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Official Journal of the European Communities

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Figure Q.2

Adjustment curve C2

Q.4.2. Requirements for output and validation of measurements of the dynamic interaction between

pantograph and overhead contact line

Q.4.2.1. General

The measurement of the interaction of the contact line and the pantograph is intended to prove the safety and the
quality of the current collection system. Results of measurements of different current collection systems shall be
comparable, to approve components for free access within Europe.

Note: Measured values are also required for validation of simulation programs and other measurement systems.

To check the performance capability of the current collection system at least the following data shall be measured:

(cid:151) the contact force or percentage of arcing,

(cid:151) the contact wire uplift at the support as the pantograph passes.

In addition to the measured values, the operating conditions (train speed, location, etc.) shall be recorded continuously
and the environmental conditions (rain, ice, temperature, wind, tunnel, etc.) and test configuration (parameters and
arrangement of pantographs, type of overhead contact system, etc.) during the measurement shall be recorded in the
test report. This additional information shall ensure a repeatability of the measurement and a comparability of the
results.

Q.4.2.2. Measurements of contact force

General requirements

The measurement of contact force shall be carried out on the pantograph with force sensors. The force sensors shall be
located as near as possible to the contact points.

The measurement system shall measure forces in the vertical direction, without interference from forces in other
directions.

The measurement deviation of the force sensors caused by the temperature shall be less than 10 N (for the sum of the
force of all sensors) under all measuring conditions.

For pantographs with independent contact strips each contact strip shall be measured separately.

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The measurement system shall be immune to electromagnetic interference.

The maximum error of the measurement system shall be less than 10 %.

Influence of the measurement system

The measurement system shall not have any effects on the measured force which could change the result by more than
5 %.

Note: The most important influence for distortion of the result by the measurement system are aerodynamic forces on
the measurement equipment. This distortion can be checked by carrying out aerodynamic tests with and without
the measurement system.

Inertia correction

The inertia forces due to the effect of the mass between the sensors and the contact point shall be corrected.

Note: This can be done by measurement of the acceleration to these components.

Aerodynamic correction

A correction shall be applied to allow for the influence of aerodynamic forces on the components between sensors and
the contact points.

Aerodynamic tests shall be carried out to establish the aerodynamic corrections.

Note: The aerodynamic influence can be checked by a tethered test online.

Aerodynamic tests shall be carried out with nominally the same configuration (contact wire height, train configuration,
measurement equipment, environmental conditions, etc.) as during the measurement of contact force.

Note: The aerodynamic test may be carried out during a line test.

Calibration of the measurement system

The measurement system shall be laboratory tested to check the accuracy of the measured force. This test shall be
carried out for the complete pantograph fitted with the complete force measurement devices and any accelerometers,
the data transfer system (telemetry, optical systems) and amplifiers.

The ratio between the applied and the measured forces (the transfer function of the pantograph and instrumentation)
shall be determined by a dynamic excitation of the pantograph, at the pantograph head for a range of frequencies.

Note: If a sinusoidal force is used, an amplitude (peak to peak) of 30 % of the static force gives representative results.

The tests shall be carried out for the two cases:

(cid:151) the force being applied centrally to the pantograph head,

(cid:151) the force being applied 250 mm from the centre line of the pantograph head, if possible. Otherwise the point of
force application shall be as close as possible to this value. If another value is used, it shall be noted in the test
report.

The test shall be carried out with the pantograph head at the height of interest.

This test shall be carried out with the mean force equal to the static force. If the pantograph contact force increases
with speed, the test shall also be carried out at the maximum quasistatic force.

Measurements of the applied force and the measured force shall be taken at frequencies up to 20 Hz in 0,5 Hz steps,
with reduced intervals at resonant frequencies. The frequency steps near the resonant frequencies shall be specified.

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Official Journal of the European Communities

12.9.2002

Note: The transfer function is a continuous function with greater variations close to the resonant frequencies. The

reduction of the frequency steps near the resonant frequencies is necessary.

The accuracy of the transfer function shall be calculated by using the following formula:

(cid:16)

1 ﬂ

1
(cid:133)fn ﬂ f1(cid:134)

Xn ﬂ 1

i = 1

(cid:16)

(cid:133)fi + 1 ﬂ fi(cid:134)

(cid:12)
(cid:12)
(cid:12)1 ﬂ

(cid:12)
(cid:17)(cid:17)
(cid:12)
(cid:12)

Fmeasured
Fapplied

• 100 %

The transfer function of the pantograph force measurement system shall have an accuracy of greater than 80 % up to a
frequency limit of 10 Hz without any correction. This accuracy is a mandatory requirement for the measurement
system.

For the use for measurement of dynamic interaction between pantograph and overhead contact system the accuracy of
the transfer function of the measurement systems shall be greater than 90 % up to a frequency limit of 20 Hz (in
accordance with the general requirements). To achieve this a correction with filters can be made.

Measurement parameters

The sampling rate shall be greater than 200 Hz for time sampling or smaller than 0,40 m for distance sampling.

The contact force shall be low pass filtered with a cut-off frequency of 20 Hz.

The measuring range shall be at least:

(cid:151) for AC-pantographs: from 0 N to 500 N,

(cid:151) for DC-pantographs: from 0 N to 700 N.

Measurement results

Measurements taken within a control section shall be evaluated.

For calculating statistical values the control section should not be shorter than a tension length.

As a minimum the following statistic values shall be calculated for a control section:

(cid:151) mean value (Fm),

(cid:151) maximum value,

(cid:151) minimum value,

(cid:151) standard deviation (r),

(cid:151) histogram or probability curve of the contact force.

Q.4.2.3. Measurements of displacement

The measurement system shall not have any effects on the measured displacement which could change the result by
more than 3 %.

Uplift at the support

The error of the measurement system shall be smaller than 5 mm.

Vertical displacement of the contact point

The vertical displacement of the contact point is measured relative to the base frame of the pantograph.

The accuracy of the measurement system shall be better than 10 mm.

Measurement of other displacements in the overhead contact line

The accuracy of the measurement system shall be better than 10 % of the amplitude of the measured value or less than
or equal to 10 mm, which ever is gives a higher accuracy.

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Q.4.2.4. Measurement of arcing

General requirements

For the detection of arcs the detector shall be sensitive to the wavelengths of light emitted by copper materials. For
copper and copper alloyed contact wires a wavelength range shall be used, that includes the range 220 nm to 225 nm
or 323 nm to 329 nm.

Note: These two wavelength ranges have substantial copper emissivity.

The measurement system shall be insensitive to visible light with wavelength greater than 330 nm.

The detector shall:

(cid:151) be close enough to the pantograph to get a sufficiently high sensitivity,

(cid:151) be close enough to the vehicle’s longitudinal axis to get a sufficiently high sensitivity,

(cid:151) be located behind the pantograph according to the travel direction of the vehicle,

(cid:151) aim at the trailing contact strip according to the travel direction,

(cid:151) be sensitive for a field of view over the whole working area of the pantograph head; the tolerance for this

sensitivity shall be better than 10 %,

(cid:151) have a response time to the beginning and ending of an arc of less than 100 (cid:181)s,

(cid:151) have a detection threshold, depending on the minimum arc energy which shall be measured.

Note: The threshold values vary depending of the distance between measurement device and the place where the arcs

occur.

Figure Q.3 gives an example of the side view of the location of a detector.

Figure Q.3

Detector location

Calibration of the arc measurement system

The considered detector shall be calibrated in power density in spectral range of interest.

This sensitivity curve represents the relationship between the response in volts of the detector, and the power density in
(cid:181)W/cm2. This response is measured at the analogue output of the detector.

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Official Journal of the European Communities

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The power density of the smallest arc which is detected shall be defined.

Note: For example this value shall be at 5 m:

(cid:151) 160 lW/cm2 + 10 % under 25 kV overhead contact line,

(cid:151) 12,5 lW/cm2 + 10 % under 1,5 kV overhead contact line.

Adjustment of the operating distance

If the distance between the sensor and the light source differs in operation from the calibration distance (y), an
adjustment of the detector shall be carried out.

This shall be carried out as follows:

(cid:151) determine the power density of the smallest arc that can be detected at this distance in accordance the 1/d2 law,

(cid:151) use the calibration values to determine the signal corresponding to this power density level,

(cid:151) consequently, the new value of power density threshold to be detected is a function of the new distance (d) owing

to the relation

x • d2 = y2

Note: An arc is considered to be a point source and consequently the power density is proportional to 1/d2 (see figure

Q.3).

Values to be measured

As a minimum the system shall measure:

(cid:151) the duration of each arc,

(cid:151) the train speed during the test,

(cid:151) the pantograph current.

The location of the arc along the overhead contact line (kilometric position) should be recorded.

Representation of values

The representation of values shall be carried out for a control section.

For the output only arcs that were lasting longer than 1 ms shall be analysed.

When analysing the measurements, parts with a pantograph current below 30 % of the nominal current of the
pantograph shall be disregarded.

As a minimum for the control section the following values shall be produced:

(cid:151) train speed,

(cid:151) the number of arcs,

(cid:151) the sum of the duration of all arcs,

(cid:151) the largest arc duration,

(cid:151) the total time with a pantograph current greater than 30 % of the nominal current per train per pantograph,

(cid:151) the total run time for the control section,

(cid:151) the percentage of arcing.

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Note 1: Another possible criterion is the number of arcs per km with a pantograph current greater than 30 % of the

nominal current.

Note 2:

The control section should not be shorter than 10 km and should be travelled at a constant speed with a
tolerance of – 2,5 km/h.

Note 3:

To get representative results for the overhead contact line the total time with a pantograph current greater
than 30 % of the nominal current should not be shorter than the time taken to travel over one tension
length. This time should not be interrupted by sections with reduced currents and the speed should be
constant.