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
Modified by
- Commission Implementing Regulation (EU) 2018/868of 13 June 2018amending Regulation (EU) No 1301/2014 and Regulation (EU) No 1302/2014 as regards provisions on energy measuring system and data collecting system(Text with EEA relevance), 32018R0868, June 14, 2018
- Commission Implementing Regulation (EU) 2019/776of 16 May 2019amending Commission Regulations (EU) No 321/2013, (EU) No 1299/2014, (EU) No 1301/2014, (EU) No 1302/2014, (EU) No 1303/2014 and (EU) 2016/919 and Commission Implementing Decision 2011/665/EU as regards the alignment with Directive (EU) 2016/797 of the European Parliament and of the Council and the implementation of specific objectives set out in Commission Delegated Decision (EU) 2017/1474(Text with EEA relevance), 32019R0776, May 27, 2019
- Commission Implementing Regulation (EU) 2023/1694of 10 August 2023amending Regulations (EU) No 321/2013, (EU) No 1299/2014, (EU) No 1300/2014, (EU) No 1301/2014, (EU) No 1302/2014, (EU) No 1304/2014 and Implementing Regulation (EU) 2019/777(Text with EEA relevance), 32023R1694, September 8, 2023
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 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 to carry out the conformity assessment and verification procedures for the national rules relating to the specific cases set out 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 15 of Directive (EU) 2016/797; (b) the national safety authorities, pursuant to Article 16(2)(d) of Directive (EU) 2016/798 of the European Parliament and of the Council Directive (EU) 2016/798 of the European Parliament and of the Council of 11 May 2016 on railway safety (OJ L 138, 26.5.2016, p. 102 ).
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) In accordance with Article 4(3) of Directive (EU) 2016/797, this TSI: (a) indicates its intended scope (section 2); (b) lays down essential requirements for the energy and part of the maintenance subsystems (section 3); (c) establishes the functional and technical specifications to be met by the energy and part of the maintenance subsystems 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) indicates the strategy for implementing this TSI (section 7); (g) indicates, for the staff concerned, the professional qualifications and health and safety conditions at work required for the operation and maintenance of the energy subsystem, as well as for the implementation of this TSI (section 4); (h) indicates the provisions applicable to the existing energy subsystem, in particular in the event of upgrading and renewal and, in such cases, the modification work which requires an application for a new authorisation; (i) indicates the parameters of energy subsystem to be checked by the railway undertaking and the procedures to be applied to check those parameters after the delivery of the vehicle authorisation for placing on the market and before the first use of the vehicle to ensure compatibility between vehicles and the routes on which they are to be operated.
(2) In accordance with Article 4(5) of the Directive (EU) 2016/797, 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 traction 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 (EU) 2016/797, the trackside of the electricity consumption measuring system, referred to in this TSI as on-ground energy data collecting system, is set out in point 4.2.17 of this TSI.
(1) The objective is to ensure reliable and continuous power transfer from the traction 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 | Traction power supply performance | — | — | — | — | — | |
| 4.2.5 | Current 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 (EU) 2016/797 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.
4.2.2.1. Traction power supply system: (a) Voltage and frequency (4.2.3); (b) Parameters relating to traction power supply system performance (4.2.4); (c) Current 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)
(a) AC 25 kV, 50 Hz; (b) AC 15 kV, 16,7 Hz; (c) DC 3 kV; (d) DC 1,5 kV.
(1) The traction power supply systems shall be designed to allow the use of regenerative braking according to the specification referenced in Appendix E, Index [1]. (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 avoid instability and achieve electrical system compatibility, harmonic overvoltages shall be limited below critical values in accordance with the specification referenced in Appendix E, Index [1].
(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 7.1.2 of this TSI. (2) The contact wire height and the lateral deviation of the contact wire under the action of a crosswind 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 the specification referenced in Appendix E, Index [3], 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 the specification referenced in Appendix E, Index [3] 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 the specification referenced in Appendix E, Index [3]. (3) At level crossings, the contact wire height shall be specified by national rules or in the absence of national rules, in accordance with the specification referenced in Appendix E, Index [4]. (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 crosswind shall be in accordance with the specification referenced in Appendix E, Index [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 in accordance with point 4.2.8.2.9.2.3 of the LOC&PAS TSI the maximum lateral deviation of the contact wire in relation to the pantograph centre under action of a crosswind shall be 500 mm.
(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 Fm for each of the traction power supply systems are defined in the specification referenced in Appendix E, Index [2]. (3) The overhead contact lines shall be designed to be capable to sustain the upper design limit of Fm given in the specification referenced in Appendix E, Index [2]. (4) The curves apply to speed up to 360 km/h. For speeds above 360 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) S0 is the simulated or measured uplift of the contact wire at a steady arm, with a minimum of two pantographs operating simultaneously with the upper limit of Fm at the OCL design 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 the specification referenced in Appendix E, Index [3]). (3) Maximum force (Fmax) is usually within the range of Fm plus three standard deviations σmax; higher values may occur at particular locations and are given in the specification referenced in Appendix E, Index [3]. For rigid components such as section insulators in overhead contact line systems, the contact force can increase up to a maximum of 350 N.
(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 the specification referenced in Appendix E, Index [5].
(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 the specification referenced in Appendix E, Index [2]; (b) a shorter phase separation with three insulated overlaps as shown in the specification referenced in Appendix E, Index [2]. 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 traction power supply system to an adjacent different traction 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 the specification referenced in Appendix E, Index [2]. For the calculation of D clearances, the specification referenced in Appendix E, Index [3] and an uplift of S 0 shall be taken into account.
(1) Power exchange between the OCL and the unit shall be brought to zero by switching off the on-board circuit breaker or other equivalent means, 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 traction 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 the specification referenced in Appendix E, Index [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 traction power supply systems by an unintentionally raised pantograph.
| 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 |
| Traction power supply performance | 4.2.4 | ||
| Current 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 | Harmonics and dynamic effects 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) The information is transmitted between the ETCS trackside and the ETCS on-board sub-systems as well as between the ETCS on-board and the vehicle power system.The transmission interface is specified in the CCS TSI and the LOC & PAS TSI. (3) The relevant information to perform the switching off of the on-board circuit breaker, the change of maximum train current, the change of the traction power supply system and the pantograph management shall be transmitted via ETCS when the line is equipped with ETCS and those trackside functionalities are implemented. (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 |
| Traction power supply performance | 4.2.4 | ||
| |||
(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 15(4) and as set out in Annex IV of Directive (EU) 2016/797. (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 (EU) 2016/797 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 an overhead contact line shall be assessed with a simulation tool validated in accordance with the specification referenced in Appendix E, Index [8] and by measurement in accordance with the specification referenced in Appendix E, Index [9]. For OCL with a design speed up to and including 100 km/h, simulation and measurement of the dynamic behaviour are not required. (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. The uplift of at least two steady arms shall be measured. (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) continuous current rating; (d) accepted pantograph profile.
(1) At the request of the applicant, the notified body carries out EC verification in accordance with Article 15 of Directive (EU) 2016/797 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 15(1) of and Annex IV to Directive (EU) 2016/797.
(a) Module SG: EC verification based on unit verification, or (b) Module SH1: EC verification based on full quality management system plus design examination.
(a) a new energy subsystem is built; (b) the traction power supply system is changed (e.g. migration from DC to AC).
(a) a new sub-systems is built; (b) the traction power supply system is changed (e.g. migration from DC to AC).
(a) a quality index as defined in the point 4.2.4 for the subsystem; (b) that the output of the design study complies with the specification referenced in Appendix E, Index [1].
(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 the specification referenced in Appendix E, Index [9]. (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 the list of interoperability constituents listed in Chapter 5 of this TSI is revised, 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 13 of Directive (EU) 2016/797.
(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.
(a) Member States shall develop a national plan for the implementation of this TSI, considering the coherence of the entire rail system of the Union. That plan shall include all projects regarding new, renewal and upgrading of energy subsystem and shall ensure a gradual migration within a reasonable timescale onwards an interoperable target energy subsystem fully compliant with this TSI. (b) Member States shall ensure that an on-ground energy data collecting system capable to exchange compiled energy billing data in accordance with point 4.2.17 of this TSI is implemented.
(a) New energy subsystems with speed greater than 250 km/h shall accommodate both pantographs as specified in points 4.2.8.2.9.2.1 ( 1600 mm) and 4.2.8.2.9.2.2 (1950 mm) of the LOC & PAS TSI.If this is not possible, the OCL shall be designed for use by at least a pantograph with the head geometry specified in point 4.2.8.2.9.2.1 ( 1600 mm) of the LOC & PAS TSI.(b) Renewed or upgraded energy subsystems with speed greater than 250 km/h shall accommodate at least a pantograph with the head geometry specified in point 4.2.8.2.9.2.1 ( 1600 mm) of the LOC & PAS TSI.(c) Other cases: the OCL shall be designed for use by at least one of the pantographs with the head geometry specified in points 4.2.8.2.9.2.1 ( 1600 mm) or 4.2.8.2.9.2.2 (1950 mm) of the LOC & PAS TSI.
(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.
(1) For the upgraded energy subsystem, the application of this TSI shall be compulsory and applied to the upgraded subsystem within the geographical coverage of the upgrading. The geographical coverage of the upgrading shall be defined based on locations on tracks and metric references and shall result in the compliance of all basic parameters of the energy subsystem associated with the tracks that are subject to the upgrading of the energy subsystem. The addition of one or more rails supporting a further track gauge is also considered as upgrade when the performance criteria of the subsystem is triggered as described in point 7.3.1. (2) In the event of a change other than an upgrading of the energy subsystem, the application of this TSI for each of the basic parameters (referred to in point 4.2.2) affected by the change shall be compulsory when the change requires carrying out a new "EC" verification procedure in accordance with Commission Implementing Regulation (EU) 2019/250 Commission Implementing Regulation (EU) 2019/250 of 12 February 2019 on the templates for "EC" declarations and certificates for railway interoperability constituents and subsystems, on the model of declaration of conformity to an authorised railway vehicle type and on the "EC" verification procedures for subsystems in accordance with Directive (EU) 2016/797 of the European Parliament and of the Council and repealing Commission Regulation (EU) No 201/2011 (OJ L 42, 13.2.2019, p. 9 ).(3) In the event of a change other than an upgrading of the energy subsystem and for those basic parameters that are not affected by the change, or when the change does not require a new "EC" verification, the demonstration of the level of compliance with this TSI is voluntary. (4) In case of ‘major substitution, as defined in Article 2(15) of Directive (EU) 2016/797 of the European Parliament and of the Council Directive (EU) 2016/797 of the European Parliament and of the Council of 11 May 2016 on the interoperability of the rail system within the European Union (OJ L 138, 26.5.2016, p. 44 ).(5) "Substitution in the framework of maintenance" means any replacement of components by parts of identical function and performance in the framework of maintenance, as defined in Article 2(17) of Directive (EU) 2016/797. It shall be made in accordance with the requirements of this TSI, whenever reasonably and economically feasible and it does not require an "EC" verification. (6) For the existing energy subsystem, in the event of a change other than an upgrading, for the maximum lateral deviation of the OCL, it is permitted to deviate from the requirement in point 4.2.9.2. as long as the Infrastructure Manager has provided evidence that TSI compliant rolling stock with a TSI compliant pantograph (as described in point 7.1.2.1 of this TSI) has already operated under the same OCL design installed in the network without occurring any incident.
"P" cases: "permanent" cases, "T" cases: "temporary" cases, where the target system shall be reached by 31 December 2035 .
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