Commission Regulation (EU) No 1301/2014 of 18 November 2014 on the technical specifications for interoperability relating to the ‘energy’ subsystem of the rail system in the Union Text with EEA relevance
Corrected by
- Corrigendum to Commission Regulation (EU) No 1301/2014 of 18 November 2014 on the technical specifications for interoperability relating to the energy subsystem of the rail system in the Union, 32014R1301R(01), January 20, 2015
(a) the trans-European conventional rail system network as defined in Annex I, Section 1.1 of Directive 2008/57/EC; (b) the trans-European high-speed rail system network (TEN) as defined in Annex I, Section 2.1 of Directive 2008/57/EC; (c) other parts of the network of the rail system in the Union;
(a) the national rules referred to in paragraph 1; (b) the conformity assessment and verification procedures to be carried out to apply the national rules referred to in paragraph 1; (c) the bodies designated in accordance with Article 17(3) of Directive 2008/57/EC to carry out the conformity assessment and verification procedures with respect to the open points.
(a) the national rules referred to in paragraph 1; (b) the conformity assessment and verification procedures to be carried out to apply the national rules referred to in paragraph 1; (c) the bodies designated in accordance with Article 17(3) of Directive 2008/57/EC to carry out the conformity assessment and verification procedures in the specific cases referred to in point 7.4.2 of the Annex.
(a) the reasons for non-certification of any interoperability constituents shall be properly identified by the notified body before granting the "EC" certificate pursuant to Article 18 of Directive 2008/57/EC; (b) the national safety authorities, pursuant to Article 16(2)(c) of Directive 2004/49/EC Directive 2004/49/EC of the European Parliament and of the Council of 29 April 2004 on safety on the Community's railways and amending Council Directive 95/18/EC on the licensing of railway undertakings and Directive 2001/14/EC on the allocation of railway infrastructure capacity and the levying of charges for the use of railway infrastructure and safety certification (Railway Safety Directive) (OJ L 164, 30.4.2004, p. 44 ).
the reason why the TSI is not fully applied, the technical characteristics applicable instead of the TSI, the bodies responsible for applying the verification procedure referred to in Article 18 of the Directive 2008/57/EC.
(a) subsystems authorised in accordance with those Decisions; (b) projects for new, renewed or upgraded subsystems which, at the date of publication of this Regulation, are at an advanced stage of development or are the subject of an ongoing contract.
(1) This TSI concerns the energy subsystem and part of the maintenance subsystem of the Union rail system in accordance with Article 1 of Directive 2008/57/EC. (2) The energy subsystem is defined in Annex II (2.2) to Directive 2008/57/EC. (3) The technical scope of this TSI is further defined in Article 2 of this Regulation.
(1) In accordance with Article 5(3) of Directive 2008/57/EC, this TSI: (a) indicates its intended scope (Section 2); (b) lays down essential requirements for the energy subsystem (Section 3); (c) establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis other subsystems (Section 4); (d) specifies the interoperability constituents and interfaces which must be covered by European specifications, including European standards, which are necessary to achieve interoperability within the Union rail system (Section 5); (e) states, in each case under consideration, which procedures are to be used in order to assess the conformity or the suitability for use of the interoperability constituents, on the one hand, or the EC verification of the subsystems, on the other hand (Section 6); (f) sets out the implementation plan of this TSI (Section 7); (g) indicates, for the staff concerned, the professional qualifications and health and safety conditions required at work for the operation and maintenance of the subsystem, as well as for the implementation of this TSI (Section 4).
(2) In accordance with Article 5(5) of the Directive 2008/57/EC, provisions for specific cases are indicated in Section 7. (3) Requirements in this TSI are valid for all track gauge systems within the scope of this TSI, unless a paragraph refers to specific track gauge systems or to specific nominal track gauges.
(1) This TSI covers all fixed installations necessary to achieve interoperability that are required to supply traction energy to a train. (2) The energy subsystem consists of: (a) substations connected on the primary side to the high-voltage grid, with transformation of the high-voltage to a voltage and/or conversion to a power supply system suitable for the trains. On the secondary side, substations are connected to the railway contact line system; (b) sectioning locations electrical equipment located at intermediate locations between substations to supply and parallel contact lines and to provide protection, isolation and auxiliary supplies; (c) separation sections equipment required to provide the transition between electrically different systems or between different phases of the same electrical system; (d) contact line system a system that distributes the electrical energy to the trains running on the route and transmits it to the trains by means of current collectors. The contact line system is also equipped with manually or remotely controlled disconnectors which are required to isolate sections or groups of the contact line system according to operational necessity. Feeder lines are also part of the contact line system; (e) return circuit all conductors which form the intended path for the traction return current. Therefore, so far as this aspect is concerned, the return circuit is part of the energy subsystem and has an interface with the infrastructure subsystem. (3) In accordance with Annex II, Section 2.2 of Directive 2008/57/EC, the trackside of the electricity consumption measuring system, referred to in this TSI as on-ground energy data collection system, is set out in point 4.2.17 of this TSI.
(1) The objective of the power supply system is to supply every train with power in order to meet the planned timetable. (2) Basic parameters for power supply system are defined in point 4.2.
(1) The objective is to ensure reliable and continuous power transfer from the power supply system to the rolling stock. The interaction between the overhead contact line and the pantograph is an important aspect of interoperability. (2) Basic parameters referring to the geometry of the OCL and quality of current collection are set out in point 4.2.
(1) The energy subsystem interfaces with other subsystems of the rail system in order to achieve the envisaged performance. These subsystems are listed below: (a) Rolling stock; (b) Infrastructure; (c) Trackside control command and signalling; (d) On-board control command and signalling; (e) Operation and traffic management.
(2) Point 4.3 of this TSI sets out the functional and technical specification of these interfaces.
| TSI point | Title of TSI point | Safety | R&A | Health | Environ-mental protection | Tech. Compati-bility | Accessibility |
|---|---|---|---|---|---|---|---|
| 4.2.3 | Voltage and frequency | — | — | — | — | — | |
| 4.2.4 | Parameters relating to supply system performance | — | — | — | — | — | |
| 4.2.5 | Current capacity, DC systems, trains at standstill | — | — | — | — | — | |
| 4.2.6 | Regenerative braking | — | — | — | — | ||
| 4.2.7 | Electrical protection coordination arrangements | 2.2.1 | — | — | — | 1.5 | — |
| 4.2.8 | Harmonics and dynamic effects for AC traction power supply systems | — | — | — | 1.5 | — | |
| 4.2.9 | Geometry of the overhead contact line | — | — | — | — | — | |
| 4.2.10 | Pantograph gauge | — | — | — | — | — | |
| 4.2.11 | Mean contact force | — | — | — | — | — | |
| 4.2.12 | Dynamic behaviour and quality of current collection | — | — | — | — | ||
| 4.2.13 | Pantograph spacing for overhead contact line design | — | — | — | — | — | |
| 4.2.14 | Contact wire material | — | — | 1.4.1 | — | ||
| 4.2.15 | Phase separation sections | 2.2.1 | — | — | — | ||
| 4.2.16 | System separation sections | 2.2.1 | — | — | — | ||
| 4.2.17 | On-ground energy data collecting system | — | — | — | — | 1.5 | — |
| 4.2.18 | Protective provisions against electric shock | — | — | 1.5 | — | ||
| 4.4 | Operating rules | 2.2.1 | — | — | — | 1.5 | — |
| 4.5 | Maintenance rules | 1.2 | — | — | — | ||
| 4.6 | Professional qualifications | 2.2.1 | — | — | — | — | — |
| 4.7 | Health and safety conditions | — | — | — | — |
(1) The whole rail system, to which Directive 2008/57/EC applies and of which the energy subsystem is a part, is an integrated system whose consistency needs to be verified. This consistency must be checked, in particular, with regard to the specifications of the energy subsystem, its interfaces vis-à-vis the system in which it is integrated, as well as the operating and maintenance rules. The functional and technical specifications of the subsystem and its interfaces, described in points 4.2 and 4.3, do not impose the use of specific technologies or technical solutions, except where this is strictly necessary for the interoperability of the rail network. (2) Innovative solutions for interoperability, which do not fulfil requirements specified in this TSI and are not assessable as stated in this TSI, require new specifications and/or new assessment methods. In order to allow technological innovation, these specifications and assessment methods shall be developed by the process for innovative solutions described in points 6.1.3 and 6.2.3. (3) Taking account of all the applicable essential requirements, the energy subsystem is characterised by the specifications set out in points 4.2 to 4.7. (4) Procedures for the EC verification of the energy subsystem are indicated in point 6.2.4 and Appendix B, Table B.1, of this TSI. (5) For specific cases, see point 7.4. (6) Where reference is made to EN standards in this TSI, any variations called "national deviations" or "special national conditions" in the EN standards are not applicable and do not form part of this TSI.
(a) maximum line speed; (b) type(s) of train; (c) train service requirements; (d) power demand of the trains at the pantographs.
4.2.2.1. Power supply: (a) Voltage and frequency (4.2.3); (b) Parameters relating to supply system performance (4.2.4); (c) Current capacity, DC systems, trains at standstill (4.2.5); (d) Regenerative braking (4.2.6); (e) Electrical protection coordination arrangements (4.2.7); (f) Harmonics and dynamic effects for AC traction power supply systems (4.2.8).
4.2.2.2. Geometry of the OCL and quality of current collection: (a) Geometry of the overhead contact line (4.2.9); (b) Pantograph gauge (4.2.10); (c) Mean contact force (4.2.11); (d) Dynamic behaviour and quality of current collection (4.2.12); (e) Pantograph spacing for overhead contact line design (4.2.13); (f) Contact wire material (4.2.14); (g) Phase separation sections (4.2.15); (h) System separation sections (4.2.16).
4.2.2.3. On-ground energy data collecting system (4.2.17) 4.2.2.4. Protective provisions against electric shock (4.2.18)
(1) The voltage and frequency of the energy subsystem shall be one of the four systems, specified in accordance with Section 7: (a) AC 25 kV, 50 Hz; (b) AC 15 kV, 16,7 Hz; (c) DC 3 kV; (d) DC 1,5 kV.
(2) The values and limits of the voltage and frequency shall comply with EN 50163:2004, clause 4 for the selected system.
(a) maximum train current (4.2.4.1); (b) power factor of trains and the mean useful voltage (4.2.4.2).
(1) The OCL of DC systems shall be designed to sustain 300 A (for a 1,5 kV supply system) and 200 A (for a 3 kV supply system), per pantograph when the train is at standstill. (2) The current capacity at standstill shall be achieved for the test value of static contact force given in table 4 of clause 7.2 of EN 50367:2012. (3) The OCL shall be designed taking into account the temperature limits in accordance with EN 50119:2009, clause 5.1.2.
(1) AC power supply systems shall be designed to allow the use of regenerative braking able to exchange power seamlessly either with other trains or by any other means. (2) DC power supply systems shall be designed to permit the use of regenerative braking at least by exchanging power with other trains.
(1) The interaction of traction power supply system and rolling stock can lead to electrical instabilities in the system. (2) In order to achieve electrical system compatibility, harmonic overvoltages shall be limited below critical values according to EN 50388:2012, clause 10.4.
(1) The overhead contact line shall be designed for pantographs with the head geometry specified in the LOC & PAS TSI, point 4.2.8.2.9.2 taking into account the rules set out in point 7.2.3 of this TSI. (2) The contact wire height and the lateral deviation of the contact wire under the action of a cross-wind are factors which govern the interoperability of the rail network.
(1) The permissible data for contact wire height is given in Table 4.2.9.1. Table 4.2.9.1 Contact wire height Taking into account tolerances and uplift in accordance with EN 50119:2009 figure 1, the maximum contact wire height shall not be greater than 6500 mm.Description v ≥ 250 [km/h] v < 250 [km/h] Nominal contact wire height [mm] Between 5080 and5300 Between 5000 and5750 Minimum design contact wire height [mm] 5080 In accordance with EN 50119:2009, clause 5.10.5 depending on the chosen gauge Maximum design contact wire height [mm] 5300 6200 (2) For the relation between the contact wire heights and pantograph working heights see EN 50119:2009 figure 1. (3) At level crossings the contact wire height shall be specified by national rules or in the absence of national rules, according to EN 50122-1:2011, clauses 5.2.4 and 5.2.5. (4) For the track gauge system 1520 and1524 mm the values for contact wire height are as follows:(a) Nominal contact wire height: between 6000 mm and6300 mm;(b) Minimum design contact wire height: 5550 mm;(c) Maximum design contact wire height: 6800 mm.
(1) The maximum lateral deviation of the contact wire in relation to the track centre line under action of a cross wind shall be in accordance to table 4.2.9.2. Table 4.2.9.2 Maximum lateral deviation depending on the pantograph length The values shall be adjusted taking into account the movement of the pantograph and track tolerances according to Appendix D.1.4. Pantograph length [mm] Maximum lateral deviation [mm] 1600 400 1950 550 (2) In the case of the multi-rail track, the requirement for lateral deviation shall be fulfilled for each pair of rails (designed, to be operated as a separated track) that is intended to be assessed against TSI. (3) Track gauge system 1520 mm:For Member States applying the pantograph profile according to LOC&PAS TSI, point 4.2.8.2.9.2.3 the maximum lateral deviation of the contact wire in relation to the pantograph centre under action of a cross wind shall be 500 mm.
(1) No part of the energy sub-system shall enter the mechanical kinematic pantograph gauge (see Appendix D figure D.2) except for the contact wire and steady arm. (2) The mechanical kinematic pantograph gauge for interoperable lines is specified using the method shown in Appendix D.1.2 and the pantograph profiles defined in LOC&PAS TSI, points 4.2.8.2.9.2.1 and 4.2.8.2.9.2.2. (3) This gauge shall be calculated using a kinematic method, with values: (a) for the pantograph sway e pu of 0,110 m at the lower verification height h′u = 5,0 m and(b) for the pantograph sway e po of 0,170 m at the upper verification height h′o = 6,5 m,
in accordance with point D.1.2.1.4 of Appendix D and other values in accordance with point D.1.3 of Appendix D. (4) Track gauge system 1520 mm:For Member States applying the pantograph profile according to LOC&PAS TSI, point 4.2.8.2.9.2.3 the static gauge available for pantograph is defined in point D.2 of Appendix D.
(1) The mean contact force F m is the statistical mean value of the contact force. Fm is formed by the static, dynamic and aerodynamic components of the pantograph contact force.(2) The ranges of F m for each of the power supply systems are defined in EN 50367:2012 Table 6.(3) The overhead contact lines shall be designed to be capable to sustain the upper design limit of F m given in EN 50367:2012 Table 6.(4) The curves apply to speed up to 320 km/h. For speeds above 320 km/h procedures set out in point 6.1.3 shall apply.
(1) Depending on the assessment method, the overhead contact line shall achieve the values of dynamic performance and contact wire uplift (at the design speed) set out in Table 4.2.12. Table 4.2.12 Requirements for dynamic behaviour and current collection quality Requirement v ≥ 250 [km/h] 250 > v > 160 [km/h] v ≤ 160 [km/h] Space for steady arm uplift 2 S 0 Mean contact force F m See 4.2.11 Standard deviation at maximum line speed σ max [N]0,3F m Percentage of arcing at maximum line speed, NQ [%] (minimum duration of arc 5 ms) ≤ 0,2 ≤ 0,1 for AC systems ≤ 0,2 for DC systems ≤ 0,1 (2) S 0 is the calculated, simulated or measured uplift of the contact wire at a steady arm, generated in normal operating conditions with one or more pantographs with the upper limit of Fm at the maximum line speed. When the uplift of the steady arm is physically limited due to the overhead contact line design, it is permissible for the necessary space to be reduced to 1,5S0 (refer to EN 50119:2009, clause 5.10.2).(3) Maximum force (F max ) is usually within the range of Fm plus three standard deviations σmax ; higher values may occur at particular locations and are given in EN 50119:2009, table 4, clause 5.2.5.2. For rigid components such as section insulators in overhead contact line systems, the contact force can increase up to a maximum of 350 N.
| Design speed [km/h] | AC Minimum distance [m] | 3 kV DC Minimum distance [m] | 1,5 kV DC Minimum distance [m] | ||||||
|---|---|---|---|---|---|---|---|---|---|
| Type | A | B | C | A | B | C | A | B | C |
| v ≥ 250 | 200 | 200 | 200 | 200 | 35 | ||||
| 160 < v < 250 | 200 | 85 | 35 | 200 | 115 | 35 | 200 | 85 | 35 |
| 120 < v ≤ 160 | 85 | 85 | 35 | 20 | 20 | 20 | 85 | 35 | 20 |
| 80 < v ≤ 120 | 20 | 15 | 15 | 20 | 15 | 15 | 35 | 20 | 15 |
| v ≤ 80 | 8 | 8 | 8 | 8 | 8 | 8 | 20 | 8 | 8 |
(1) The combination of contact wire material and contact strip material has a strong impact on the wear of contact strips and contact wire. (2) Permissible contact strip materials are defined in point 4.2.8.2.9.4.2 of LOC&PAS TSI. (3) Permissible materials for contact wires are copper and copper-alloy. The contact wire shall comply with the requirements of EN 50149:2012, clauses 4.2, (excluding the reference to annex B of the standard) 4.3 and 4.6 to 4.8.
(1) The design of phase separation sections shall ensure that trains can move from one section to an adjacent one without bridging the two phases. Power consumption of the train (traction, auxiliaries and no-load current of the transformer) shall be brought to zero before entering the phase separation section. Adequate means (except for the short separation section) shall be provided to allow a train that is stopped within the phase separation section to be restarted. (2) The overall length D of neutral sections is defined in EN 50367:2012, clause 4. For the calculation of D clearances in accordance to EN 50119:2009, clause 5.1.3 and an uplift of S 0 shall be taken into account.
(a) a phase separation design where all the pantographs of the longest TSI compliant trains are within the neutral section. The overall length of the neutral section shall be at least 402 m. For detailed requirements see EN 50367:2012, Annex A.1.2, or (b) a shorter phase separation with three insulated overlaps as shown in EN 50367:2012, Annex A.1.4. The overall length of the neutral section is less than 142 m including clearances and tolerances.
(1) The design of system separation sections shall ensure that trains can move from one power supply system to an adjacent different power supply system without bridging the two systems. There are two methods for traversing system separation sections: (a) with pantograph raised and touching the contact wire; (b) with pantograph lowered and not touching the contact wire.
(2) The neighbouring Infrastructure Managers shall agree either (a) or (b) according to the prevailing circumstances. (3) The overall length D of neutral sections is defined in EN 50367:2012, clause 4. For the calculation of D clearances in accordance to EN 50119:2009, clause 5.1.3 and an uplift of S 0 shall be taken into account.
(1) Power consumption of the train (traction, auxiliaries and no-load current of the transformer) shall be brought to zero before entering the system separation section. (2) If system separation sections are traversed with pantographs raised to the contact wire, their functional design is specified as follows: (a) the geometry of different elements of the overhead contact line shall prevent pantographs short-circuiting or bridging both power systems; (b) provision shall be made in the energy subsystem to avoid bridging of both adjacent power supply systems should the opening of the on-board circuit breaker(s) fail; (c) variation in contact wire height along the entire separation section shall fulfil requirements set in EN 50119:2009, clause 5.10.3.
(1) This option shall be chosen if the conditions of operation with pantographs raised cannot be met. (2) If a system separation section is traversed with pantographs lowered, it shall be designed so as to avoid the electrical connection of the two power supply systems by an unintentionally raised pantograph.
(1) Point 4.2.8.2.8 of LOC & PAS TSI contains the requirements for on-board Energy Measuring Systems (EMS) intended to produce and transmit the Compiled Energy Billing Data (CEBD) to an on-ground energy data collecting system. (2) The on-ground energy data collecting system (DCS) shall receive, store and export CEBD without corrupting it. (3) The specification related to interface protocols between EMS and DCS and transferred data format are an open point, which, in any case, shall be closed within 2 years after the entry into force of this Regulation.
| Reference in the ENE TSI | Reference in the LOC & PAS TSI | ||
|---|---|---|---|
| Parameter | Point | Parameter | Point |
| Voltage and frequency | 4.2.3 | Operation within range of voltages and frequencies | 4.2.8.2.2 |
| 4.2.4 | ||
| Current capacity, DC systems, trains at standstill | 4.2.5 | Maximum current at standstill | 4.2.8.2.5 |
| Regenerative braking | 4.2.6 | Regenerative brake with energy to OCL | 4.2.8.2.3 |
| Electrical protection coordination arrangements | 4.2.7 | Electrical protection of the train | 4.2.8.2.10 |
| Harmonics and dynamic effects for AC traction power supply systems | 4.2.8 | System energy disturbances for AC systems | 4.2.8.2.7 |
| Geometry of the overhead contact line | 4.2.9 | ||
| Pantograph gauge | |||
| Mean contact force | 4.2.11 | Pantograph static contact force | 4.2.8.2.9.5 |
| Pantograph contact force and dynamic behaviour | 4.2.8.2.9.6 | ||
| Dynamic behaviour and quality of current collection | 4.2.12 | Pantograph contact force and dynamic behaviour | 4.2.8.2.9.6 |
| Pantograph spacing for overhead contact line design | 4.2.13 | Arrangements of pantographs | 4.2.8.2.9.7 |
| Contact wire material | 4.2.14 | Contact strip material | 4.2.8.2.9.4 |
| Running through phase or system separation section | 4.2.8.2.9.8 | |
| On-ground energy data collecting system | 4.2.17 | On-board Energy measurement system | 4.2.8.2.8 |
| Reference in the ENE TSI | Reference in the INF TSI | ||
|---|---|---|---|
| Parameter | Point | Parameter | Point |
| Pantographs gauge | 4.2.10 | Structure gauge | 4.2.3.1 |
(1) The interface for power control is an interface between the energy and the rolling stock subsystems. (2) However, the information is transmitted via the control-command and signalling subsystems and consequently the transmission interface is specified in the CCS TSI and the LOC & PAS TSI. (3) The relevant information to perform the switching of the circuit breaker, change of maximum train current, change of the power supply system and pantograph management shall be transmitted via ERTMS when the line is equipped with ERTMS. (4) Harmonic currents affecting control-command and signalling subsystems are set out in the CCS TSI.
| Reference in the ENE TSI | Reference in the OPE TSI | ||
|---|---|---|---|
| Parameter | Point | Parameter | Point |
| Maximum train current | 4.2.4.1 | ||
| |||
(1) Operating rules are developed within the procedures described in the infrastructure manager safety management system. These rules take into account the documentation related to operation, which forms a part of the technical file, as required in Article 18(3) and as set out in Annex VI of Directive 2008/57/EC. (2) In certain situations involving pre-planned works, it may be necessary to temporarily derogate from the specifications of the energy subsystem and its interoperability constituents defined in Sections 4 and 5 of the TSI.
(1) Maintenance rules are developed within the procedures described in the infrastructure manager safety management system. (2) The maintenance file for ICs and subsystem elements shall be prepared before placing a subsystem into service as the part of the technical file accompanying the declaration of verification. (3) The maintenance plan shall be drawn up for the subsystem to ensure that the requirements set out in this TSI are maintained during its lifetime.
(1) The health and safety conditions of staff required for the operation and maintenance of the energy subsystem shall be compliant with the relevant European and national legislation. (2) This issue is also covered by the procedures described in the infrastructure manager safety management system.
(1) The interoperability constituents are covered by the relevant provisions of Directive 2008/57/EC and they are listed here below for the energy subsystem. (2) Overhead contact line: (a) The interoperability constituent overhead contact line consists of the components listed below to be installed within an energy subsystem and the associated design and configuration rules. (b) The components of an overhead contact line are an arrangement of wire(s) suspended over the railway line for supplying electricity to electric trains, together with associated fittings, in-line insulators and other attachments including feeders and jumpers. It is placed above the upper limit of the vehicle gauge, supplying vehicles with electrical energy through pantographs. (c) The supporting components such as cantilevers, masts and foundations, return conductors, auto-transformer feeders, switches and other insulators are not part of the interoperability constituent overhead contact line. They are covered by subsystem requirements so far as interoperability is concerned.
(3) The conformity assessment shall cover the phases and characteristics as indicated in point 6.1.4 and by X in the Table A.1 of Appendix A to this TSI.
(1) The conformity assessment procedures of interoperability constituents as defined in Section 5 of this TSI shall be carried out by application of relevant modules. (2) Assessment procedures for particular requirements for interoperability constituent are set out in point 6.1.4.
(1) The following modules for conformity assessment of interoperability constituents are used: (a) CA Internal production control (b) CB EC type examination (c) CC Conformity to type based on internal production control (d) CH Conformity based on full quality management system (e) CH1 Conformity based on full quality management system plus design examination Table 6.1.2 Modules for conformity assessment to be applied for ICs Procedures Modules Placed on the EU market before entry in force of this TSI CA or CH Placed on the EU market after entry in force of this TSI CB + CC or CH1 (2) The modules for conformity assessment of interoperability constituents shall be chosen from those shown in Table 6.1.2. (3) In the case of products placed on the market before the publication of relevant TSIs, the type is considered to have been approved and therefore EC type examination (module CB) is not necessary, provided that the manufacturer demonstrates that tests and verification of interoperability constituents have been considered successful for previous applications under comparable conditions and are in conformity with the requirements of this TSI. In this case these assessments shall remain valid in the new application. If it is not possible to demonstrate that the solution is positively proven in the past, the procedure for ICs placed on the EU market after publication of this TSI applies.
(1) Methodology: (a) The assessment of the dynamic behaviour and the quality of the current collection involves the overhead contact line (energy subsystem) and the pantograph (rolling stock subsystem). (b) Compliance with the requirements on dynamic behaviour shall be verified by assessment of: Contact wire uplift and either: Mean contact force F m and standard deviation σmax or Percentage of arcing
(c) The Contracting Entity shall declare the method to be used for verification. (d) The design of overhead contact line shall be assessed with a simulation tool validated according with EN 50318:2002 and by measurement according to EN 50317:2012. (e) If an existing OCL design has been in operation for at least 20 years, then the requirement for simulation defined in the point (2) is optional. The measurement as defined in point (3) shall be carried out for the worst case arrangements of the pantographs regarding the interaction performance of this particular OCL design. (f) The measurement can be conducted on a specially constructed test section or on a line where the overhead contact line is under construction.
(2) Simulation: (a) For the purposes of simulation and analysis of the results, representative features (for example tunnels, crossovers, neutral sections etc.) shall be taken into account. (b) The simulations shall be made using at least two different TSI compliant types of pantograph for the appropriate speed i.e. the speed of the two types of pantograph shall be at least equal to the design speed of the simulated overhead contact line. (c) It is allowed to perform the simulation using types of pantograph that are under the process of IC certification, provided that they fulfil the other requirements of LOC&PAS TSI. (d) The simulation shall be performed for single pantograph and multiple pantographs with spacing according to the requirements set in point 4.2.13. (e) In order to be acceptable, the simulated current collection quality shall be in accordance with point 4.2.12 for uplift, mean contact force and standard deviation for each of the pantographs.
(3) Measurement: (a) If the simulation results are acceptable, a site dynamic test with a representative section of the new overhead contact line shall be undertaken. (b) This measurement can be done before putting into service or under full operation conditions. (c) For the above mentioned site test, one of the two types of the pantograph chosen for the simulation shall be installed on a rolling stock that allows the appropriate speed on the representative section. (d) The tests shall be performed at least for the worst case arrangements of the pantographs regarding the interaction performance derived from the simulations. If it is not possible to test using spacing between pantographs of 8 m, then it is permissible, for tests at speeds of up to 80 km/h, to increase the spacing between two consecutive pantographs to up to 15 m. (e) The mean contact force of each pantograph shall fulfil the requirements of the point 4.2.11 up to envisaged design speed of the OCL under test. (f) In order to be acceptable, the measured current collection quality shall be in accordance with point 4.2.12, for uplift, and either the mean contact force and standard deviation or percentage of arcing. (g) If all the above assessments are passed successfully, the tested overhead contact line design shall be considered to be compliant and may be used on lines where the characteristics of the design are compatible. (h) Assessment of dynamic behaviour and quality of current collection for interoperability constituent pantograph is set out in the point 6.1.3.7 of the LOC & PAS TSI.
(a) maximum design speed; (b) nominal voltage and frequency; (c) nominal current rating; (d) accepted pantograph profile.
(1) At the request of the applicant, the notified body carries out EC verification in accordance with Article 18 of Directive 2008/57/EC and in accordance with the provisions of the relevant modules. (2) If the applicant demonstrates that tests or verifications of an energy subsystem have been successful for previous applications of a design in similar circumstances, the notified body shall take these tests and verifications into account for the EC verification. (3) Assessment procedures for particular requirements for subsystem are set out in point 6.2.4. (4) The applicant shall draw up the EC declaration of verification for the energy subsystem in accordance with Article 18(1) of and Annex V to Directive 2008/57/EC.
(a) Module SG: EC verification based on unit verification, or (b) Module SH1: EC verification based on full quality management system plus design examination.
(1) The assessment shall be demonstrated in accordance with EN 50388:2012, clause 15.4. (2) The assessment shall be demonstrated only in the case of newly build or upgraded sub-systems.
(1) The assessment for AC power supply fixed installations shall be demonstrated according to EN 50388:2012, clause 15.7.2. (2) The assessment for DC power supply shall be demonstrated by a design review.
(1) A compatibility study shall be carried out according to EN 50388:2012, clause 10.3. (2) This study shall be carried out only in the case of introducing converters with active semi-conductors in the power supply system. (3) The notified body shall assess if criteria of EN 50388:2012, clause 10.4 are fulfilled.
(1) The main goal of this test is to identify allocation design and construction errors but not to assess the basic design in principle. (2) Measurements of the interaction parameters shall be carried out in accordance with EN 50317:2012. (3) These measurements shall be carried out with an interoperability constituent pantograph, exhibiting the mean contact force characteristics as required by point 4.2.11 of this TSI for the design speed of the line considering aspects related to minimum speed and siding tracks. (4) The installed overhead contact line shall be accepted if the measurement results comply with the requirements in point 4.2.12. (5) For operational speeds up to 120 km/h (AC systems) and up to 160 km/h (DC systems), measurement of the dynamic behaviour is not mandatory. In this case alternative methods of identifying construction errors shall be used, such as measurement of OCL geometry according to point 4.2.9. (6) Assessment of dynamic behaviour and quality of current collection for integration of the pantograph into rolling stock subsystem are set out in point 6.2.3.20 of LOC & PAS TSI.
(1) For each installation it shall be demonstrated that the basic design of protective provisions against electric shock is in accordance with point 4.2.18. (2) In addition the existence of rules and procedures which ensure that the installation is installed as designed shall be checked.
(1) The assessment shall be carried out by verifying the existence of the maintenance plan. (2) The notified body is not responsible for assessing the suitability of the detailed requirements set out in the plan.
(1) Until 31 May 2021 , a notified body is allowed to issue an EC certificate of verification for a subsystem, even if some of the interoperability constituents incorporated within the subsystem are not covered by the relevant EC declarations of conformity and/or suitability for use according to this TSI, if the following criteria are complied with:(a) the conformity of the subsystem has been checked against the requirements of Section 4 and in relation to points 6.2 and 6.3 and Section 7, except point 7.4, of this TSI by the notified body. Furthermore the conformity of the ICs to Section 5 and point 6.1 does not apply, and (b) the interoperability constituents, which are not covered by the relevant EC declaration of conformity and/or suitability for use, have been used in a subsystem already approved and put in service in at least one of the Member State before the entry in force of this TSI.
(2) EC Declarations of conformity and/or suitability for use shall not be drawn up for the interoperability constituents assessed in this manner.
(1) The EC certificate of verification of the subsystem shall indicate clearly which interoperability constituents have been assessed by the notified body as part of the subsystem verification. (2) The EC declaration of verification of the subsystem shall indicate clearly: (a) which interoperability constituents have been assessed as part of the subsystem, (b) confirmation that the subsystem contains the interoperability constituents identical to those verified as part of the subsystem, (c) for those interoperability constituents, the reason(s) why the manufacturer did not provide an EC declaration of conformity and/or suitability for use before its incorporation into the subsystem, including the application of national rules notified under Article 17 of Directive 2008/57/EC.
(1) During and after the transition period and until the subsystem is upgraded or renewed (taking into account the decision of Member State on application of TSIs), the interoperability constituents which do not hold an EC declaration of conformity and/or suitability for use and are of the same type are allowed to be used as maintenance related replacements (spare parts) for the subsystem, under the responsibility of the body responsible for maintenance. (2) In any case the body responsible for maintenance must ensure that the components for maintenance related replacements are suitable for their applications, are used within their area of use, and enable interoperability to be achieved within the rail system while at the same time meeting the essential requirements. Such components must be traceable and certified in accordance with any national or international rule, or any code of practice widely acknowledged in the railway domain.
(1) For the purpose of this section, a "new line" means a line that creates a route where none currently exists. (2) The following situations may be considered as an upgrade or renewal of existing lines: (a) the realignment of part of an existing route; (b) the creation of a bypass; (c) the addition of one or more tracks on an existing route, regardless of the distance between the original tracks and the additional tracks.
(3) In accordance with the conditions laid down in Article 20(1) of Directive 2008/57/EC, the implementation plan indicates the way existing fixed installations defined in point 2.1 shall be adapted when it is economically justified to do so.
(1) The choice of power supply system is a Member State's competence. The decision should be taken on economic and technical grounds, taking into account at least the following elements: (a) the existing power supply system in the Member State; (b) any connection to railway line in neighbouring countries with an existing electrical power supply; (c) power demand.
(2) New lines with speed greater than 250 km/h shall be supplied with one of the AC systems as defined in point 4.2.3.
(a) closing gaps between different OCL geometries; (b) any connection to the existing OCL geometries in neighbouring areas; (c) existing certified ICs OCL.
(a) New lines with speed greater than 250 km/h shall accommodate both pantographs as specified in the LOC & PAS TSI points 4.2.8.2.9.2.1 ( and 4.2.8.2.9.2.21600 mm)( .1950 mm)If this is not possible, the OCL shall be designed for use by at least a pantograph with the head geometry specified in the LOC & PAS TSI point 4.2.8.2.9.2.1 ( .1600 mm)(b) Renewed or upgraded lines with speed equal or greater than 250 km/h shall accommodate at least a pantograph with the head geometry specified in the LOC & PAS TSI point 4.2.8.2.9.2.1 ( .1600 mm)(c) Other cases: the OCL shall be designed for use by at least one of the pantographs with the head geometry specified in the LOC & PAS TSI points 4.2.8.2.9.2.1 ( or 4.2.8.2.9.2.21600 mm)( .1950 mm)
(a) Where Article 20(2) of Directive 2008/57/EC applies, Member States shall decide which requirements of the TSI shall apply, taking into account the implementation plan. (b) Where Article 20(2) of Directive 2008/57/EC does not apply, compliance with this TSI is recommended. Where compliance is not possible, the contracting entity informs the Member State of the reason thereof. (c) When a Member State requires a new authorisation for placing into service, the Contracting Entity shall define the practical measures and different phases of the project which are necessary to achieve the required levels of performance. These project phases may include transition periods for placing equipment into service with reduced levels of performance. (d) An existing subsystem may allow the circulation of TSI-compliant vehicles whilst meeting the essential requirements of Directive 2008/57/EC. The procedure to be used for the demonstration of the level of compliance with the basic parameters of the TSI shall be in accordance with Commission Recommendation 2011/622/EU Commission Recommendation 2011/622/EU of 20 September 2011 on the procedure demonstrating the level of compliance of existing railway lines with the basic parameters of the technical specifications for interoperability (OJ L 243, 21.9.2011, p. 23 )
(1) It is possible to gradually modify all or part of the OCL and/or the power supply system — element by element — over an extended period of time to achieve compliance with this TSI. (2) However, compliance of the entire subsystem can only be declared when all elements are compliant with the TSI over a complete section of route. (3) The process of upgrading/renewal should take into consideration the need of maintaining compatibility with the existing energy subsystem and other subsystems. For a project including elements not being TSI compliant, the procedures for the assessment of conformity and EC verification to be applied should be agreed with the Member State.
(1) The specific cases, as listed in point 7.4.2, describe special provisions that are needed and authorised on particular networks of each Member State. (2) These specific cases are classified as: — "P" cases "permanent" cases, — "T" cases "temporary" cases, where it is planned that the target system is reached in the future.
Nimes to Port Bou, Toulouse to Narbonne,
A comparison with a reference where the power supply solution has been used for a similar or more demanding train schedule. The reference shall have a similar or larger: distance to the voltage controlled bus bar (frequency converter station), impedance of the OCL system.
A rough estimation of U mean useful for simple cases resulting in an increased additional capacity for future traffic demands.