This TSI concerns the energy subsystem and part of the maintenance subsystem of the Union rail system in accordance with Article 1 of Directive (EU) 2016/797.

The energy and the maintenance subsystems are defined respectively in points 2.2 and 2.8 of Annex II to Directive (EU) 2016/797.

The technical scope of this TSI is further defined in Article 2 of this Regulation.

1.2Geographical scopeF1

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.3Content of this TSIF1

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.1DefinitionF1

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2.1IntroductionF1

(1)
The energy subsystem interfaces with other subsystems of the rail system in order to achieve the envisaged performance. These subsystems are listed below:
1. (a)
  Rolling stock;
2. (b)
  Infrastructure;
3. (c)
  Trackside control command and signalling;
4. (d)
  On-board control command and signalling;
5. (e)
  Operation and traffic management.
(2)
Point 4.3 of this TSI sets out the functional and technical specification of these interfaces.

2.2.2Interfaces of this TSI with the Safety in railway tunnels TSIF1

Requirements relating to the energy subsystem for safety in railway tunnels are set out in the TSI relating to Safety in railway tunnels.

3ESSENTIAL REQUIREMENTSF1

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.1IntroductionF1

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.1General provisionsF1

The performance to be achieved by the energy subsystem is specified at least by the required performance of the rail system with respect to:

(a)
maximum line speed;
(b)
type(s) of train;
(c)
train service requirements;
(d)
power demand of the trains at the pantographs.

4.2.2Basic parameters characterising the energy subsystemF1

The basic parameters characterising the energy subsystem are:

4.2.2.1.
Power supply:
1. (a)
  Voltage and frequency (4.2.3);
2. (b)
  Parameters relating to supply system performance (4.2.4);
3. (c)
  Current capacity, DC systems, trains at standstill (4.2.5);
4. (d)
  Regenerative braking (4.2.6);
5. (e)
  Electrical protection coordination arrangements (4.2.7);
6. (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:
1. (a)
  Geometry of the overhead contact line (4.2.9);
2. (b)
  Pantograph gauge (4.2.10);
3. (c)
  Mean contact force (4.2.11);
4. (d)
  Dynamic behaviour and quality of current collection (4.2.12);
5. (e)
  Pantograph spacing for overhead contact line design (4.2.13);
6. (f)
  Contact wire material (4.2.14);
7. (g)
  Phase separation sections (4.2.15);
8. (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)

4.2.3Voltage and frequencyF1

(1)
The voltage and frequency of the energy subsystem shall be one of the four systems, specified in accordance with Section 7:
1. (a)
  AC 25 kV, 50 Hz;
2. (b)
  AC 15 kV, 16,7 Hz;
3. (c)
  DC 3 kV;
4. (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.

4.2.4Parameters relating to supply system performanceF1

The following parameters shall be taken in consideration:

(a)
maximum train current (4.2.4.1);
(b)
power factor of trains and the mean useful voltage (4.2.4.2).

4.2.4.1Maximum train currentF1

The energy subsystem design shall ensure the ability of the power supply to achieve the specified performance and allow the operation of trains with a power less than 2 MW without power or current limitation.

4.2.4.2Mean useful voltageF1

The calculated mean useful voltage ‘at the pantograph’ shall comply with EN 50388:2012, clause 8 (except clause 8.3 that is replaced by point C.1 of Appendix C). Simulation shall take into account values of the real power factor of trains. Point C.2 of Appendix C provides additional information to clause 8.2 of the EN 50388:2012.

4.2.5Current at standstill (DC systems only)F1

(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.

4.2.6Regenerative brakingF1

(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.

4.2.7Electrical protection coordination arrangementsF1

Electrical protection coordination design of the energy subsystem shall comply with the requirements detailed in EN 50388:2012, clause 11.

4.2.8Harmonics and dynamic effects for AC traction power supply systemsF1

(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.

4.2.9Geometry of the overhead contact lineF1

(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.

4.2.9.1Contact wire heightF1

(1)
The permissible data for contact wire height is given in Table 4.2.9.1.
(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 1 520 and 1 524 mm the values for contact wire height are as follows:
1. (a)
  Nominal contact wire height: between 6 000 mm and 6 300 mm;
2. (b)
  Minimum design contact wire height: 5 550 mm;
3. (c)
  Maximum design contact wire height: 6 800 mm.

4.2.9.2Maximum lateral deviationF1

(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.
(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 1 520 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.

4.2.10Pantograph gaugeF1

(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:
1. (a)
  for the pantograph sway e_pu of 0,110 m at the lower verification height h′_u = 5,0 m and
2. (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 1 520 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.

4.2.11Mean contact forceF1

(1)
The mean contact force F_m is the statistical mean value of the contact force. F_m 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 360 km/h. For speeds above 360 km/h procedures set out in point 6.1.3 shall apply.

4.2.12Dynamic behaviour and quality of current collectionF1

(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.
(2)
S₀ 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 F_m 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 F_m plus three standard deviations σ_max; 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.

4.2.13Pantograph spacing for overhead contact line designF1

The overhead contact line shall be designed for a minimum of two pantographs operating adjacently. The design spacing of the two adjacent pantograph heads, centre line to centre line, shall be equal or lower than values set out in one column ‘A’, ‘B’, or ‘C’ selected from Table 4.2.13:

4.2.14Contact wire materialF1

(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.

4.2.15.1GeneralF1

(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 S₀ shall be taken into account.

4.2.15.2Lines with speed v ≥ 250 km/hF1

Two types of designs of phase separation sections may be adopted, either:

(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.

4.2.15.3Lines with speed v < 250 km/hF1

The design of separation sections shall normally adopt solutions as described in EN 50367:2012, Annex A.1. Where an alternative solution is proposed, it shall be demonstrated that the alternative is at least as reliable.

4.2.16.1GeneralF1

(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:
1. (a)
  with pantograph raised and touching the contact wire;
2. (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 S₀ shall be taken into account.

4.2.16.2Pantographs raisedF1

(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:
1. (a)
  the geometry of different elements of the overhead contact line shall prevent pantographs short-circuiting or bridging both power systems;
2. (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;
3. (c)
  variation in contact wire height along the entire separation section shall fulfil requirements set in EN 50119:2009, clause 5.10.3.

4.2.16.3Pantographs loweredF1

(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)F1

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(2)F1

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(3)F1

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.18Protective provisions against electric shockF1

Electrical safety of the overhead contact line system and protection against electric shock shall be achieved by compliance with EN 50122-1:2011+A1:2011, clauses 5.2.1 (only for public areas), 5.3.1, 5.3.2, 6.1, 6.2 (excluding requirements for connections for track circuits) and regarding AC voltage limits for the safety of persons by compliance with 9.2.2.1 and 9.2.2.2 of the standard and regarding DC voltage limits by compliance with 9.3.2.1 and 9.3.2.2 of the standard.

4.3.1General requirementsF1

From the standpoint of technical compatibility, the interfaces are listed in subsystem order as follows: rolling stock, infrastructure, control — command and signalling, and operation and traffic management.

4.3.2Interface with Rolling Stock subsystem.F1

4.3.3Interface with Infrastructure subsystemF1

4.3.4Interface with Control — Command and Signalling subsystemsF1

(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.

4.3.5Interface with Operation and traffic management subsystemF1

4.4Operating rulesF1

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.5Maintenance rulesF1

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.6Professional qualificationsF1

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.7Health and safety conditionsF1

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.1List of constituentsF1

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.2.1.1Geometry of the OCLF1

The design of the overhead contact line shall comply with point 4.2.9.

5.2.1.2Mean contact forceF1

The overhead contact line shall be designed by using the mean contact force F_m stipulated in point 4.2.11.

5.2.1.3Dynamic behaviourF1

Requirements for dynamic behaviour of the overhead contact line are set out in point 4.2.12.

5.2.1.4Space for steady arm upliftF1

The overhead contact line shall be designed providing the required space for uplift as set out in point 4.2.12.

5.2.1.5Pantograph spacing for overhead contact line designF1

The overhead contact line shall be designed for pantograph spacing as specified in point 4.2.13.

5.2.1.6Current at standstill (DC systems only)F1

For DC systems, the overhead contact line shall be designed for the requirements set out in point 4.2.5.

5.2.1.7Contact wire materialF1

The contact wire material shall comply with the requirements set out in point 4.2.14.

6ASSESSMENT OF CONFORMITY OF THE INTEROPERABILITY CONSTITUENTS AND EC VERIFICATION OF THE SUBSYSTEMSF1

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7IMPLEMENTATION OF THE ENERGY TSIF1

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

AConformity assessment of interoperability constituentsF1

A.1

SCOPE

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

A.2

CHARACTERISTICS

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

BEC verification of the energy subsystemF1

B.1

SCOPE

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

B.2

CHARACTERISTICS

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CMean useful voltageF1

C.1

VALUES FOR U MEAN USEFUL AT THE PANTOGRAPH

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C.2

SIMULATION RULES

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DSpecification of the pantograph gaugeF1

D.1

SPECIFICATION OF THE MECHANICAL KINEMATIC PANTOGRAPH GAUGE

D.1.1

General

D.1.1.1

Space to be cleared for electrified lines

In the case of lines electrified by an overhead contact line, an additional space should be cleared:

to accommodate the OCL equipment,
to allow the free passage of the pantograph.

This Appendix deals with the free passage of the pantograph (pantograph gauge). The electrical clearance is considered by the Infrastructure Manager.

D.1.1.2

Particularities

The pantograph gauge differs in some aspects from the obstacle gauge:

The pantograph is (partly) live and, for this reason, an electrical clearance is to be complied with, according to the nature of the obstacle (insulated or not),
The presence of insulating horns should be taken into account, where necessary. Therefore a double reference contour has to be defined to take account of the mechanical and electrical interference simultaneously,
In collecting condition, the pantograph is in permanent contact with the contact wire and, for this reason, its height is variable. So is the height of the pantograph gauge.

D.1.1.3

Symbols and abbreviations

D.1.1.4

Basic principles

Figure D.1

Pantograph mechanical gauges

Caption:

Centre line of the track

Y′

Centre line of the pantograph — for deriving the free passage reference profile

Y″

Centre line of the pantograph — for deriving the mechanical kinematic pantograph gauge

Pantograph profile

Free passage reference profile

Mechanical kinematic gauge

The pantograph gauge is only met if the mechanical and electrical gauges are complied with simultaneously:

The free passage reference profile includes the pantograph collector head length and the pantograph sway e_p, which applies up to the reference cant or cant deficiency,
Live and insulated obstacles shall remain outside the mechanical gauge,
Non insulated obstacles (earthed or at a potential different from the OCL) shall remain outside the mechanical and electrical gauges.

D.1.2

Specification of the mechanical kinematic pantograph gauge

D.1.2.1

Specification of the width of the mechanical gauge

D.1.2.1.1

Scope

The width of the pantograph gauge is mainly specified by the length and displacements of the pantograph under consideration. Beyond specific phenomena, phenomena similar to those of the obstacle gauge are found in the transverse displacements.

The pantograph gauge shall be considered at the following heights:

The upper verification height h′_o
The lower verification height h′_u

Between those two heights, it can be considered that gauge width varies in a linear way.

The various parameters are shown in figure D.2.

D.1.2.1.2

Calculation methodology

The pantograph gauge width shall be specified by the sum of the parameters defined below. In the case of a line run by various pantographs, the maximum width should be considered.

For the lower verification point with h = h′_u :

{b′}_{u (i ∕ a), mec} = {(b_{w} + e_{pu} + {S′}_{i/a} + {qs′}_{i/a} + \sum_{j})}_{\max}

For the upper verification point with h = h′_o :

{b′}_{o (i ∕ a), mec} = {(b_{w} + e_{po} + {S′}_{i/a} + {qs′}_{i/a} + \sum_{j})}_{\max}

For any intermediate height h, width is specified by means of an interpolation:

{b′}_{h,mec} = {b′}_{u,mec} + \frac{h - {h′}_{u}}{{h′}_{o} - {h′}_{u}} \times ({b′}_{o,mec} - {b′}_{u,mec})

D.1.2.1.3

Half-length bw of the pantograph bow

The half-length b_w of the pantograph bow depends on the type of pantograph used. The pantograph profile(s) to be considered are defined in LOC&PAS TSI, point 4.2.8.2.9.2.

D.1.2.1.4

Pantograph sway ep

The sway mainly depends on the following phenomena:

Play q + w in the axle boxes and between bogie and body.
The amount of body inclination taken into account by the vehicle (depending on the specific flexibility s₀′, the reference cant D′₀ and the reference cant deficiency I′₀ ).
The mounting tolerance of the pantograph on the roof.
The transverse flexibility of the mounting device on the roof.
The height under consideration h′.

D.1.2.1.5

Additional overthrows

The pantograph gauge has a specific additional overthrows. In case of standard track gauge the following formula applies:

For other track gauges the national rules apply.

D.1.2.1.6

Quasi-static effect

Since the pantograph is installed on the roof, the quasi-static effect plays an important role in the calculation of the pantograph gauge. That effect is calculated from the specific flexibility s₀′, reference cant D′₀ and reference cant deficiency I′₀ :

{qs′}_{i} = \frac{{S′}_{0}}{L} {[D - {D′}_{0}]}_{>0} (h - {h′}_{c 0})

{qs′}_{a} = \frac{{S′}_{0}}{L} {[I - {I′}_{0}]}_{>0} (h - {h′}_{c 0})

D.1.2.1.7

Allowances

According to gauge definition, the following phenomena should be considered:

Loading dissymmetry;
The transverse displacement of the track between two successive maintenance actions;
The cant variation occurring between two successive maintenance actions;
Oscillations generated by track unevenness.

The sum of the abovementioned allowances is covered by Σj.

D.1.2.2

Specification of the height of the mechanical gauge

Gauge height shall be specified on the basis of the static height h_cc , of the contact wire at the local point under consideration. The following parameters should be considered:

The raising f_s of the contact wire generated by the pantograph contact force. The value of f_s depends on the OCL type and so shall be specified by the Infrastructure Manager in accordance with point 4.2.12.
The raising of the pantograph head due to the pantograph head skew generated by the staggered contact point and the wear of the collector strip f_ws + f_wa . The permissible value of f_ws is shown in LOC & PAS TSI and f_wa depends on maintenance requirements.

The height of the mechanical gauge is given by the following formula:

h_{eff} = h_{cc} + f_{s} + f_{ws} + f_{wa}

D.1.3

Reference parameters

Parameters for the kinematic mechanical pantograph gauge and for Specification of the maximum lateral deviation of the contact wire shall be as follows:

l — according to track gauge
s′_o = 0,225
h′_co = 0,5 m
I′₀ = 0,066 m and D′₀ = 0,066 m
h′_o = 6,500 m and h′_u = 5,000 m

D.1.4

Calculation of maximum lateral deviation of contact wire

The maximum lateral deviation of the contact wire shall be calculated by taking into consideration the total movement of the pantograph with respect to the nominal track position and the conducting range (or working length, for pantographs without horns made from a conducting material) as follows:

$d_{l} = b_{w,c} + b_{w} - {b′}_{h,mec}$

b_w,c — defined in points 4.2.8.2.9.1 and 4.2.8.2.9.2 of LOC&PAS TSI

D.2

SPECIFICATION OF THE STATIC PANTOGRAPH GAUGE (TRACK GAUGE SYSTEM 1 520 mm)

This is applicable for Member States accepting the pantograph profile in accordance with LOC&PAS TSI point 4.2.8.2.9.2.3.

The pantograph gauge shall conform to Figure D.3 and Table D.1.

FList of open pointsF1

Intentionally deleted

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) (revoked)

Annotations to the whole text

Textual amendments

Contents