Commission Decision of 21 February 2008 concerning a technical specification for interoperability relating to the ‘rolling stock’ sub-system of the trans-European high-speed rail system (notified under document number C(2008) 648) (Text with EEA relevance) (2008/232/CE) (repealed)

4.2.8.3. Functional and technical specification related to the electric power supply U.K.

The electrical characteristics of rolling stock which interface with the energy subsystem shall be considered under the following headings: U.K.

• The voltage and frequency variations in the power supply,

• The maximum power that can be drawn from theoverhead contact line,

• The power factor of the alternating current supply,

• The short over voltages generated by the operation of rolling stock,

• The electromagnetic interference, see clause 4.2.6.6,

• The other functional interfaces quoted in clause 4.2.8.3.7.

4.2.8.3.1. Voltage and frequency of the power supply U.K.

4.2.8.3.1.1. Power supply U.K.

Trains shall be able to operate within the range of voltages and frequencies as given in clause 4.2.2 of the High Speed Energy TSI 2006 and specified in clause 4 of EN50163:2004.

4.2.8.3.1.2. Energy recuperation U.K.

The general conditions for the return of energy to the overhead contact line from regenerative braking are specified in clause 4.2.4.3 of this TSI and in the clause 12.1.1 of EN50388:2005.

Conformity assessment shall be carried out according to the requirements of EN50388:2005, clause 14.7.1.

4.2.8.3.2. Maximum power and maximum current that is permissible to draw from the overhead contact line U.K.

The installed power on a high-speed line determines the permissible power consumption of trains. Therefore, current limitation devices shall be installed on board as required in Section 7 of EN50388:2005. Conformity assessment shall be carried out in accordance EN50388:2005, clause 14.3.

For DC systems, the current at standstill shall be limited to the values specified in clause 4.2.20 of the High Speed Energy TSI 2006.

4.2.8.3.3. Power factor U.K.

The design data to be used for the power factor is set out in EN50388:2005, Section 6 with the following exception in yards, sidings and depots:

The power factor of the fundamental wave shall be ≥ 0,8(1) under the following conditions:

• the train is hotelling with traction power switched off and all auxiliaries running

  and

• the active power being drawn is greater than 200 kW.

Conformity assessment shall be carried out according to the requirements of Section 6 and clause 14.2 of EN50388:2005.

4.2.8.3.4. System energy disturbances U.K.

4.2.8.3.4.1. Harmonic characteristics and related over-voltages on the overhead contact line U.K.

A traction unit shall not cause unacceptable overvoltages by generating harmonics. A compatibility assessment on the traction unit shall be undertaken in accordance with the requirements of clause 10 of EN50388:2005, that demonstrates that the traction unit does not generate harmonics beyond the defined limits.

4.2.8.3.4.2. Effects of DC content in AC supply U.K.

The AC electric traction units shall be designed so that they are immune for small DC current the value of which is specified in clause 4.2.24 of the High-Speed Energy TSI 2006.

4.2.8.3.5. Energy consumption measuring devices U.K.

If energy consumption measuring devices are to be installed on board trains, one device shall be used which shall be able to function in all Member States. The specification of this device remains an open point.

4.2.8.3.6. Rolling stock subsystem requirements linked to pantographs U.K.

4.2.8.3.6.1. Pantograph contact force U.K.

(a) Requirements for mean contact force U.K.

The mean contact force F_m is formed by the static and aerodynamic components of the contact force with dynamic correction. F _m represents a target value to be achieved in order to ensure current collection quality without undue arcing and to limit wear and hazards to contact strips.

The mean contact force is a characteristic of the pantograph for given rolling stock, its position in the train consist and a given vertical extension of the pantograph.

Rolling stock and pantographs fitted on rolling stock shall be designed to exert the mean contact force on the contact wire (at speeds above 80km/h) described in the following figures according to their intended use:

AC systems: Figure 4.2.15.1 of the High-Speed Energy TSI:2006 (Line category I, II and III)

DC systems: Figure 4.2.15.2 of the High-Speed Energy TSI:2006.

In the case of trains with multiple pantographs simultaneously in operation, the contact force F_m for any individual pantograph shall be no higher than the value given by the applicable curve in Figure 4.2.15.1 of the High-Speed Energy TSI:2006 (for AC) or Figure 4.2.15.2 (for DC).

(b) Adjustment of pantograph mean contact force and integration into the Rolling Stock Sub-System U.K.

Rolling stock shall permit adjustment of the pantograph to enable it to comply with the requirements specified in this clause.

Conformity assessment shall be carried out in accordance with the High Speed Energy TSI 2006 clause 4.2.16.2.4.

The pantograph shall be designed to be capable of operating with a mean contact force value (F_m) of the target curves as defined in clause 4.2.15 of the High Speed Energy TSI 2006. To ensure that Rolling Stock and its operating pantograph are suitable for its intended lines of operation, assessment of the mean contact force shall include measurements according to the applicants requirements as follows: For every line category as defined in Table 4.2.9 of the High Speed Energy TSI 2006 on which the train is intended to be operated tests shall be undertaken

• at the range of nominal contact wire heights

  and

• up to a maximum speed

as applied for by the manufacturer, railway undertaking or their authorised representatives established within the Community, which asks for assessment.

[ F1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .]

Textual Amendments

F1 Deleted by Commission Decision of 23 July 2012 amending Decisions 2006/861/EC, 2008/163/EC, 2008/164/EC, 2008/217/EC, 2008/231/EC, 2008/232/EC, 2008/284/EC, 2011/229/EU, 2011/274/EU, 2011/275/EU, 2011/291/EU and 2011/314/EU concerning technical specifications for interoperability (notified under document C(2012) 4985) (Text with EEA relevance) (2012/464/EU).

The Rolling Stock Register shall state the maximum successfully tested operating speed for the Rolling Stock/Pantograph combination for each of the line categories and for the range of heights of the OCL for this line and therefore define the operating range Rolling Stock.

Every Member State shall notify relevant Reference Lines on which assessment can be accomplished. Where available, High Speed Energy TSI 2006 compliant lines shall be selected as Reference Lines.

(c) Pantograph dynamic contact force U.K.

The requirements on dynamic contact force are set out in clause 4.2.16 of the High Speed Energy TSI:2006.

4.2.8.3.6.2. Arrangement of pantographs U.K.

Trains shall be designed to be able to move from one power supply system or from one phase section to an adjacent one without bridging either system or phase separation sections. U.K.

It is permissible for more than one pantograph to be simultaneously in contact with the overhead contact line equipment. Figure 3 illustrates the requirements for arrangement of pantographs.

In accordance with the maximum train length, the maximum spacing between the first and last pantograph (L₁) shall be less than 400 m in order to negotiate the specified types of separation sections. Where more than two pantographs are simultaneously in contact with the overhead contact line, the spacing between any pantograph and the third consecutive one marked as (L₂) shall be more than 143 m. The spacing between any two consecutive pantographs in contact with the overhead contact line shall be greater than 8m for these specified types of separation sections.

If the spacing between any pantographs does not meet the previous requirement then there shall be an operational rule to lower pantographs to permit trains to negotiate separation sections.

The number of pantographs and their spacing shall be selected taking into consideration the requirements of current collection performance (as defined in clause 4.2.16 of the High Speed Energy TSI 2006). The intermediate pantograph may be arranged at any position

When operating on AC power systems, trains with multiple pantographs shall not have electrical links between the pantographs in use.

Where the spacing of consecutive pantographs is less than the spacing shown in table 4.2.19 of the High Speed Energy TSI:2006 rolling stock shall demonstrate by testing that, for the overhead contact line equipment defined in section 4.2 of the High Speed Energy TSI 2006, the current collection quality as defined in clause 4.2.16.1 of the Energy TSI 2006 is met for the poorest performing pantograph.

Figure 3

Arrangement of pantographs

4.2.8.3.6.3. Insulation of pantograph from the vehicle U.K.

The pantographs shall be assembled on the roof of the vehicles and insulated from earth. The insulation shall be adequate for all system voltages. References for data to be verified are in EN50163:2004, clause 4, for system voltages and EN50124-1:2001, Table A2, for insulation coordination requirements..

4.2.8.3.6.4. Pantograph lowering U.K.

Rolling stock shall be equipped with a device that lowers the pantograph in case of a failure meeting the requirements of EN50206-1:1998, clause 4.9.

Rolling stock shall lower the pantograph in a period meeting the requirements of EN50206-1:1998, clause 4.8 and to the dynamic insulating distance according to EN 50119:2001 table 9 either by initiation by the driver or in response to control-command signals. The pantograph shall lower to the housed position in less than 10 seconds.

Conformity assessment shall be made in accordance with the requirements of EN50206-1: 1998, clauses 6.3.2 and 6.3.3.

4.2.8.3.6.5. Quality of current collection U.K.

In normal operation the quality of current collection shall meet the requirements of clause 4.2.16 of the High Speed Energy TSI 2006. The conformity assessment shall be made with a reference catenary. Definition of a reference catenary remains an open point in the High Speed Energy TSI.

NQ, the percentage of arcing duration, is defined in clause 4.2.16 of the High Speed Energy TSI 2006

If, in the event of a failure of the normal operating pantograph, continued operation at normal speed using a backup pantograph is required, the value of NQ shall not exceed 0,5. If operation at normal speed is not required, the train shall operate at such a speed that maintains the normal value of NQ.

4.2.8.3.6.6. Electrical protection coordination U.K.

Electrical protection coordination design shall comply with the requirements detailed in clause 11 of EN50388:2005.

Conformity assessment shall be carried out according to the requirements of clause 14.6 of EN50388:2005.

4.2.8.3.6.7. Running through phase separation sections U.K.

Trains intended to operate on lines that are fitted with control-command and signalling devices that communicate the requirements of separation sections on a line to trains shall be fitted with systems able to receive this information from these devices.

For Class 1 trains operating on such the subsequent actions shall be triggered automatically.

For Class 2 trains operating on such lines, the action is not required to be automatic, but the traction-unit shall monitor for the intervention of the driver, and if necessary act.

As a minimum, these devices shall enable power consumption (both traction and auxiliaries, and for the no load current of the transformer) to be automatically brought to zero and the main circuit breaker opened before the traction unit enters a separation section, without the intervention of the driver. On leaving the separation section, the devices shall cause the main circuit breaker to be closed and power consumption to be resumed.

Additionally, where phase separation sections require pantographs on a train to be lowered and subsequently raised, these additional actions are permitted to be automatically initiated. These functions shall respond to input signals from the control-command and signalling subsystem.

4.2.8.3.6.8. Running through system separation sections U.K.

The available options for running through system separation sections are described in clauses 4.2.22.2 and 4.2.22.3 of the High Speed Energy TSI 2006.

Before running through system separation sections the traction unit’s main circuit breaker shall be opened.

When pantographs are not lowered from the contact wire, only those electric circuits on the traction units, which instantaneously conform to the power supply system at the pantograph, may remain connected.

After running through a system separation section, a traction unit shall detect the new system voltage at the pantograph. The modification of the configuration of traction equipment shall be made either automatically or manually.

4.2.8.3.6.9. Height of pantographs U.K.

The installation of a pantograph on a traction unit shall allow interaction with contact wires at heights between 4 800 mm and 6 500 mm above rail level.

4.2.8.3.7. Interoperability constituent pantograph U.K.

4.2.8.3.7.1. Overall design U.K.

Pantographs are devices for collecting currents from one or more contact wires, and for transmitting the current to the traction unit on which they are mounted. They are designed to allow vertical movement of the pantograph head. The pantograph head carries the contact strips and their mountings. The ends of the pantograph head are formed by down-turned horns.

The pantograph shall meet the specified performance as far as maximum running speed and current carrying capacity are concerned. Pantograph requirements are specified in clause 4 of EN50206-1:1998.

Requirements on dynamic behaviour and quality of current collection shall be assessed in accordance with the High Speed Energy TSI 2006 clause 4.2.16.2.2.

4.2.8.3.7.2. Pantograph head geometry U.K.

Pantograph heads with the same principal dimensions shall be used on all categories of lines for AC and DC systems. The length and the conducting range of the pantograph head and the profile are defined to achieve interoperability. The profile of the pantograph head shall be as depicted in Figure 4. U.K.

Figure 4

Profile of pantograph head

1.

Horn made of insulating material (projected length 200mm)

2.

Minimum length of the contact strip 800 mm

3.

Conducting range of collector head 1 200 mm

4.

Pantograph head length 1 600 mm

Pantograph heads fitted with contact strips having independent suspensions shall remain compliant to the overall profile with a static contact force of 70N applied to the middle of the head. The permissible value for pantograph head skew is defined in EN 50367:2006 clause 5.2.

Contact between contact wire and pantograph head is possible outside the contact strips and within the whole conducting range over limited line sections under adverse conditions, e.g. coincidence of vehicle swaying and high winds.

4.2.8.3.7.3. Pantograph static contact force U.K.

The static contact force is the vertical contact force exerted upward by the pantograph head on the contact wire and caused by the pantograph-raising device, whilst the pantograph is raised and the vehicle is at standstill.

The static contact force exerted by the pantograph on the contact wire, as defined in EN50206-1:1998 clause 3.3.5, shall be adjustable within the following ranges:

• 40N to 120N for AC supply systems,

• 50 N to 150N for DC supply systems,

The pantographs and their mechanisms that provide the necessary contact forces shall ensure that a pantograph is capable of being used on overhead line equipment compliant to the High Speed Energy TSI 2006. For details and assessment, reference shall be made to EN 50206-1:1998, clause 6.3.1

4.2.8.3.7.4. Working range of pantographs U.K.

Pantographs shall have a working range of at least 1 700 mm. Conformity assessment shall be made in accordance with the requirements of clauses 4.2 and 6.2.3 of EN 50206-1: 1998.

4.2.8.3.7.5. Current capacity U.K.

Pantographs shall be designed for the rated current to be transmitted to the vehicles. The manufacturer shall state the rated current. An analysis shall demonstrate that the pantograph is able to carry the rated current. Conformity assessment shall be made in accordance with the requirements of clause6.13of EN50206-1: 1998.

4.2.8.3.8. Interoperability constituent contact strip U.K.

4.2.8.3.8.1. General U.K.

Contact strips are the replaceable parts of the pantograph head, which are in direct contact with the contact wire and as a consequence, are prone to wear. Conformity assessment shall be carried out in accordance with the requirements of clauses 5.2.2 to 5.2.4, 5.2.6 and 5.2.7 of EN50405:2006.

4.2.8.3.8.2. Contact strip geometry U.K.

The length of the contact strips is defined in Figure 4.

4.2.8.3.8.3. Material U.K.

The material used for the contact strips shall be mechanically and electrically compatible with the contact wire material (as specified in 4.2.11 of the High Speed Energy TSI 2006), in order to avoid excessive abrasion of the surface of the contact wires, thereby minimising wear of both contact wires and contact strips. Plain carbon or carbon impregnated with additive material shall be used in interaction with contact wires made from copper or copper alloys. Contact strip material shall comply with clause 6.2 of EN 50367: 2006.

4.2.8.3.8.4. Detection of contact strip breakage U.K.

Contact strips shall be designed so that any damage that is sustained which is likely to damage the contact wire initiates the automatic lowering device.

Conformity assessment shall be carried out in accordance with the requirements of EN50405:2006 clause 5.2.5.

4.2.8.3.8.5. Current capacity U.K.

The material and cross-section of contact strips shall be selected according to the maximum current requirement. The rated current shall be stated by the manufacturer. Type tests shall demonstrate the conformity as specified in clause 5.2 of EN50405:2006.

Contact strips shall be capable of transmitting the current drawn by traction units at standstill. Conformity assessment shall be carried out in accordance with EN50405:2006 clause 5.2.1.

4.2.8.3.9. Interfaces with electrification system U.K.

For electrically powered trains, the principal interface elements between the rolling stock and the energy subsystems are defined in the High-Speed Energy and Rolling Stock TSIs.

They are as follows:

• The maximum power that can be drawn from the overhead contact line [see clause 4.2.8.3.2 of this TSI and clause 4.2.3 of the High Speed Energy TSI 2006]

• The maximum current that can be drawn at standstill [see clause 4.2.8.3.2 of this TSI and clause 4.2.20 of the High Speed Energy TSI 2006]

• The voltage and the frequency of the power supply [see clause 4.2.8.3.1.1 of this TSI and clause 4.2.2 of the High Speed Energy TSI 2006]

• Over-voltages generated on the overhead line by harmonics [see clause 4.2.8.3.4 of this TSI and clause 4.2.25 of the High Speed Energy TSI 2006]

• Electrical protection measures [see clause 4.2.8.3.6.6 of this TSI and clause 4.2.23 of the High Speed Energy TSI 2006]

• The arrangement of the pantographs [see clause 4.2.8.3.6.2 of this TSI and clauses 4.2.19, 4.2.21 and 4.2.22 of the High Speed Energy TSI 2006]

• Running through phase separation sections [see clause 4.2.8.3.6.7 of this TSI and clause 4.2.21 of the High Speed Energy TSI 2006]

• Running through system separation sections [see clause 4.2.8.3.6.8 of this TSI and clause 4.2.22 of the High Speed Energy TSI 2006]

• Pantograph contact force [see clause 4.2.8.3.6.1 of this TSI and clause 4.2.14, and 4.2.15 of the High Speed Energy TSI 2006]

• Power factor [see clause 4.2.8.3.3 of this TSI and clause 4.2.3 of the High Speed Energy TSI 2006]

• Regenerative braking [see clause 4.2.8.3.1.2] defined in clause 4.2.4 of the High Speed Energy TSI 2006.

• Pantograph head geometry [see clause 4.2.8.3.7.2 of this TSI and clause 4.2.13 of the High Speed Energy TSI 2006]

• Dynamic behaviour of pantographs and quality of current collection [see clause 4.2.8.3.6.5 of this TSI and clause 4.2.16 of the High Speed Energy TSI 2006

4.2.8.3.10. Interfaces with control-command and signalling subsystem U.K.

The minimum impedance between pantograph and wheels of the rolling stock is specified in clause 3.6.1 of Annex A Appendix 1 of the Control-Command and Signalling TSI 2006.

(1)

Higher power factors than 0,8 will result in better economic performance due to a reduced requirement for fixed equipment provision.