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14.5.2011 Official
Journal
of
the
European
Union L
126/1
II
(Non-legislative acts)
DECISIONS
COMMISSION DECISION
of 26 April 2011
concerning a technical specification for interoperability relating to the ‘energy’ subsystem of the
trans-European conventional rail system
(notified under document C(2011) 2740)
(Text with EEA relevance)
(2011/274/EU)
THE EUROPEAN COMMISSION,
subsystem in order to meet the essential requirements
and ensure the interoperability of the rail system.
Having regard to the Treaty on the Functioning of the European
Union,
(4) The
TSI
in
Annex
should
refer
to
Commission
Decision
2010/713/EU of 9 November 2010 on modules for the
procedures for assessment of conformity, suitability for
Having regard to Directive 2008/57/EC of the European
use and EC verification to be used in the technical spec
Parliament and the Council of 17 June 2008 on the interoper
ifications for interoperability adopted under Directive
ability of the rail system within the Community (
2008/57/EC of the European Parliament and of the

1 ), and in
particular Article 6(1) thereof,
Council ( 3 ).
Whereas:
(5) In
accordance with Article 17(3) of Directive
2008/57/EC, Member States are to notify to the
Commission and other Member States the conformity
assessment and verification procedures to be used for
(1) In
accordance
with
Article
2(e)
and
Annex
II
to
Directive
2008/57/EC, the rail system is subdivided into structural
the specific cases, as well as the bodies responsible for
and functional subsystems, including an energy
carrying out these procedures.
subsystem.
(6) The
TSI
in
Annex
should
be
without
prejudice
to
the
(2) By
Decision
C(2006)
124
final
of
9
February
2006,
the
provisions of other relevant TSIs which may be
Commission gave a mandate to the European Railway
applicable to energy subsystems.
Agency (the Agency) to develop technical specifications
for interoperability (TSIs) under Directive 2001/16/EC of
the European Parliament and of the Council of 19 March
2001 on the interoperability of the trans-European
(7) The
TSI
in
Annex
should
not
impose
the
use
of
specific
conventional rail system (
technologies or technical solutions except where this is

2 ). Under the terms of that
mandate, the Agency was requested to draw up the
strictly necessary for the interoperability of the rail
draft TSI related to the energy subsystem of the conven
system within the Union.
tional rail system.
(8) In
accordance with Article 11(5) of Directive
(3) Technical
specifications
for
interoperability
(TSI)
are
spec
2008/57/EC, the TSI in Annex should allow, for a
ifications adopted in accordance with the Directive
limited period of time, for interoperability constituents
2008/57/EC. The TSI in Annex covers the energy
to be incorporated into subsystems without certification
if certain conditions are met.
( 1 ) OJ L 191, 18.7.2008, p. 1.
( 2 ) OJ L 110, 20.4.2001, p. 1.
( 3 ) OJ L 319, 4.12.2010, p. 1.

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L 126/2
EN
Official Journal of the European Union
14.5.2011
(9)
To continue to encourage innovation and to take into
Directive 2008/57/EC, are included by the National Safety
account the experience acquired, the TSI in Annex should
Authorities in their annual report referred to in Article 18
be subject to periodic revision.
of Directive 2004/49/EC of the European Parliament and of
the Council ( 1 ).
(10) The
measures provided for in this Decision are in
conformity with the opinion of the Committee estab
lished in accordance with Article 29(1) of Directive
4. After the transition period and with the exceptions
2008/57/EC,
allowed under Section 6.3.3 on maintenance, interoperability
constituents shall be covered by the required EC declaration
of conformity and/or suitability for use before being incor
HAS ADOPTED THIS DECISION:
porated into the subsystem.
Article 1
A Technical Specification for Interoperability (TSI) relating to
Article 5
the energy subsystem of the trans-European conventional
In accordance with Article 5(3)(f) of Directive 2008/57/EC, the
railway, is hereby adopted by the Commission.
TSI in Annex, Chapter 7, sets out a strategy for migrating
towards a full interoperable energy subsystem. This migration
needs to be applied in conjunction with Article 20 of that
The TSI shall be as set out in the Annex to this Decision.
Directive which specifies the principles of the application of
the TSI to the renewal and upgrading projects. Member States
shall notify to the Commission a report on the implementation
Article 2
of Article 20 of Directive 2008/57/EC 3 years after the entry
This TSI shall be applicable to all new, upgraded or renewed
into force of this Decision. This report will be discussed in the
infrastructure of the trans-European conventional rail system as
context of the Committee set up in Article 29 of Directive
defined in Annex I to Directive 2008/57/EC.
2008/57/EC and, where appropriate, the TSI in Annex will be
adapted.
Article 3
The procedures for assessment of conformity, suitability for
Article 6
use and EC verification set out in Chapter 6 of the TSI in
Annex shall be based on the modules defined in Decision
1. With
regard
to
those
issues
classified
as
specific
cases
set
2010/713/EU.
out in Chapter 7 of the TSI, the conditions to be complied with
for the verification of the interoperability pursuant to Article
17(2) of Directive 2008/57/EC shall be those applicable
Article 4
technical rules in use in the Member State which authorise
the placing in service of the subsystems covered by this
1. During
a
transition
period
of
10
years,
it
shall
be Decision.
permissible to issue an EC certificate of verification for a
subsystem that contains interoperability constituents not
holding an EC Declaration of conformity or suitability for
use, on the condition that the provisions set out in Section
2. Each
Member
State
shall
notify
to
the
other
Member
6.3 of the Annex are met.
States and to the Commission within 6 months of the notifi
cation of this Decision:
2. The
production
or
upgrade/renewal
of
the
subsystem
with
use of the non-certified interoperability constituents must be
completed within the transition period, including the placing
in service.
(a) the applicable technical rules mentioned in paragraph 1;
3. During
the
transition
period
Member
States
shall
ensure
that:
(b) the conformity assessment and checking procedures to be
applied with regard to the application of the technical rules
mentioned in paragraph 1;
(a) the reasons for non-certification of the interoperability
constituent are properly identified in the verification
procedure referred to in paragraph 1;
(c) the bodies it appoints for carrying out the conformity
assessment and checking procedures of the specific cases
(b) the details of the non-certified interoperability constituents
mentioned in paragraph 1.
and the reasons for non-certification, including the appli
cation of national rules notified under Article 17 of
( 1 ) OJ L 164, 30.4.2004, p. 44.

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EN
14.5.2011 Official
Journal
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European
Union L
126/3
Article 7
This Decision shall apply from 1 June 2011.
Article 8
This Decision is addressed to the Member States.
Done at Brussels, 26 April 2011.
For the Commission
Siim KALLAS
Vice-President

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L 126/4
EN
Official Journal of the European Union
14.5.2011
ANNEX
DIRECTIVE 2008/57/EC ON THE INTEROPERABILITY OF THE RAIL SYSTEM WITHIN THE COMMUNITY
TECHNICAL SPECIFICATION FOR INTEROPERABILITY
‘Energy’ Subsystem for conventional rail
Page
1.
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8
1.1.
Technical scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8
1.2.
Geographical scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8
1.3.
Content of this TSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8
2.
DEFINITION AND SCOPE OF THE SUBSYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8
2.1.
Definition of the energy subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8
2.1.1.
Power supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10
2.1.2.
Overhead contact line and pantograph . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10
2.2.
Interfaces with other subsystems and within the subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10
2.2.1.
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10
2.2.2.
Interfaces concerning power supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10
2.2.3.
Interfaces concerning overhead line equipment and pantographs and their interaction . . . . . . . . . . .
11
2.2.4.
Interfaces concerning phase and system separation sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3.
ESSENTIAL REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11
4.
CHARACTERISATION OF THE SUBSYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13
4.1.
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13
4.2.
Functional and technical specifications of the subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.2.1.
General provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13
4.2.2.
Basic parameters characterising the energy subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13
4.2.3.
Voltage and frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
14
4.2.4.
Parameters relating to supply system performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
14
4.2.5.
Continuity of power supply in case of disturbances in tunnels . . . . . . . . . . . . . . . . . . . . . . . . . . . .
14
4.2.6.
Current capacity, DC systems, trains at standstill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
15
4.2.7.
Regenerative braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
15
4.2.8.
Electrical protection coordination arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
15
4.2.9.
Harmonics and dynamic effects for AC systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
15
4.2.10.
Harmonic emissions towards the power utility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
15

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Page
4.2.11.
External electromagnetic compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
15
4.2.12.
Protection of the environment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
15
4.2.13.
Geometry of the overhead contact line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
15
4.2.14.
Pantograph gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16
4.2.15.
Mean contact force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
16
4.2.16.
Dynamic behaviour and quality of current collection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
17
4.2.17.
Pantograph spacing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
18
4.2.18.
Contact wire material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
18
4.2.19.
Phase separation sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
18
4.2.20.
System separation sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
19
4.2.21.
Electric energy consumption measuring equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
19
4.3.
Functional and technical specifications of the interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
19
4.3.1.
General requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
19
4.3.2.
Locomotives and Passenger Rolling Stock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
19
4.3.3.
Infrastructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
20
4.3.4.
Control - Command and Signalling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21
4.3.5.
Traffic Operation and Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21
4.3.6.
Safety in Railway Tunnels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21
4.4.
Operating rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21
4.4.1.
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21
4.4.2.
Management of power supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
21
4.4.3.
Execution of works . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
22
4.5.
Maintenance rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
22
4.6.
Professional qualifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
22
4.7.
Health and safety conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
22
4.7.1.
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
22
4.7.2.
Protective provisions of substations and sectioning locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.7.3.
Protective provisions of overhead contact line system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
22
4.7.4.
Protective provisions of current return circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
23
4.7.5.
Other general requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
23
4.7.6.
High Visibility Clothing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
23

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Page
4.8.
Register of Infrastructure and European register of authorised typed of vehicles . . . . . . . . . . . . . . . .
23
4.8.1.
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
23
4.8.2.
Register of infrastructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
23
4.8.3.
European register of authorised types of vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
23
5.
INTEROPERABILITY CONSTITUENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
23
5.1.
List of constituents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
23
5.2.
Constituents’ performances and specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
24
5.2.1.
Overhead contact line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
24
6.
ASSESSMENT OF CONFORMITY OF THE INTEROPERABILITY CONSTITUENTS AND EC VERIFI
CATION OF THE SUBSYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
24
6.1.
Interoperability Constituents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
24
6.1.1.
Conformity assessment procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
24
6.1.2.
Application of modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
24
6.1.3.
Innovative solutions for Interoperability Constituents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
25
6.1.4.
Particular assessment procedure for Interoperability Constituent - OCL . . . . . . . . . . . . . . . . . . . . . .
25
6.1.5.
EC declaration of conformity of Interoperability Constituents . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
26
6.2.
Energy subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
26
6.2.1.
General provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
26
6.2.2.
Application of modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
26
6.2.3.
Innovative solutions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
27
6.2.4.
Particular assessment procedures for Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
27
6.3.
Subsystem containing Interoperability Constituents not holding an EC declaration . . . . . . . . . . . . . .
28
6.3.1.
Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
28
6.3.2.
Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
28
6.3.3.
Maintenance of the subsystems certified according to 6.3.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
7.
IMPLEMENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
28
7.1.
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
28
7.2.
Progressive strategy towards interoperability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
28
7.2.1.
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
28
7.2.2.
Migration strategy for voltage and frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
29
7.2.3.
Migration strategy for pantographs and OCL geometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
29

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Page
7.3.
Application of this TSI to new lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
29
7.4.
Application of this TSI to existing lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
29
7.4.1.
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
29
7.4.2.
Upgrading/renewal of the OCL and/or the power supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
29
7.4.3.
Parameters related to maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30
7.4.4.
Existing subsystem that are not subject to a renewal or upgrading project . . . . . . . . . . . . . . . . . . .
30
7.5.
Specific cases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30
7.5.1.
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30
7.5.2.
List of specific cases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
30
8.
LIST OF ANNEXES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
33
ANNEX A – CONFORMITY ASSESSMENT OF INTEROPERABILITY CONSTITUENTS . . . . . . . . . . . . . . . . . . . .
34
ANNEX B – EC VERIFICATION OF THE ENERGY SUBSYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
35
ANNEX C – REGISTER OF INFRASTRUCTURE, INFORMATION ON THE ENERGY SUBSYSTEM . . . . . . . . . .
37
ANNEX D – EUROPEAN REGISTER OF AUTHORISED TYPES OF VEHICLES, INFORMATION REQUIRED BY
THE ENERGY SUBSYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
38
ANNEX E – DETERMINATION OF THE MECHANICAL KINEMATIC PANTOGRAPH GAUGE . . . . . . . . . . . . .
39
ANNEX F – PHASE AND SYSTEM SEPARATION SECTION SOLUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . .
45
ANNEX G – POWER FACTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
47
ANNEX H – ELECTRICAL PROTECTION: MAIN CIRCUIT BREAKER TRIPPING . . . . . . . . . . . . . . . . . . . . . . . .
48
ANNEX I – LIST OF REFERENCED STANDARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
ANNEX J – GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
51

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L 126/8
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Official Journal of the European Union
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1. INTRODUCTION
1.1. Technical
scope
This TSI concerns the energy subsystem of the trans-European conventional rail system. The energy subsystem
is included in the list of subsystems in Annex II to the Directive 2008/57/EC.
1.2. Geographical
scope
The geographical scope of this TSI is the trans-European conventional rail system as described in Annex I
Chapter 1.1 to the Directive 2008/57/EC.
1.3. Content
of
this
TSI
In accordance with Article 5(3) of the Directive 2008/57/EC, this TSI:
(a) indicates its intended scope — Chapter 2;
(b) lays down essential requirements for energy subsystem — Chapter 3;
(c) establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis
other subsystems — Chapter 4;
(d) determines the interoperability constituents and interfaces that must be covered by European specifications,
including European standards, which are necessary to achieve interoperability within the rail system —
Chapter 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, and the EC verification of the
subsystems, on the other hand — Chapter 6;
(f) indicates the strategy for implementing the TSI. In particular, it is necessary to specify the stages to be
completed in order to make a gradual transition from the existing situation to the final situation in which
compliance with the TSI shall be the norm — Chapter 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 subsystem concerned, as well as for the implementation
of the TSI — Chapter 4.
Moreover, in accordance with Article 5(5), provision may be made for specific cases; these are indicated in
Chapter 7.
Lastly, this TSI also comprises, in Chapter 4, the operating and maintenance rules specific to the scope
indicated in paragraphs 1.1 and 1.2 above.
2. DEFINITION
AND
SCOPE
OF
THE
SUBSYSTEM
2.1. Definition
of
the
energy
subsystem
The Energy TSI specifies those requirements which are necessary to assure the interoperability of the rail
system. This TSI covers all fixed installations, DC or AC that are required to supply, with respect to the
essential requirements, traction energy to a train.
The energy subsystem also includes the definition and quality criteria for interaction between a pantograph and
the overhead contact line. As the ground level conductor rail (third rail) and contact shoe system is not a
‘target’ system, this TSI does not describe the characteristics or functionality of such a system.

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Figure 1
Energy subsystem
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 and which are
additionally used under fault conditions. 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.
In addition, according to the Directive 2008/57/EC, the energy subsystem includes:
(f) on-board parts of the electric consumption measuring equipment— for measurement of electric energy
taken from or returned to (during regenerative braking) the contact line by the vehicle, supplied from the
external electric traction system. The equipment is integrated into and put into service with the traction
unit, and is in the scope of the conventional rail locomotives and passenger rolling stock TSI (CR
LOC&PAS).
The Directive 2008/57/EC also foresees that the current collectors (pantographs), which transmit electrical
energy from the overhead contact line system to the vehicle, are in the rolling stock subsystem. They are
installed and are integrated into and put into service with the rolling stock and are in the scope of CR
LOC&PAS TSI.
However, the parameters relating to the quality of current collection are specified in CR ENE TSI.

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2.1.1. Power
supply
The power supply system has to be designed such that every train will be supplied with the necessary power.
Therefore, the supply voltage, current draw of each train and the operating schedule are important aspects for
performance.
As with any electrical device, a train is designed to operate correctly with a nominal voltage and a nominal
frequency applied at its terminals, i.e. the pantograph(s) and wheels. Variations and limits of these parameters
need to be defined in order to assure the anticipated train performance.
Modern, electrically powered trains are often capable of using regenerative braking to return energy to the
power supply, reducing power consumption overall. The power supply system can be designed to accom
modate such regenerative braking energy.
In any power supply, short-circuits and other fault conditions may occur. The power supply needs to be
designed so that the controls detect these faults immediately and trigger measures to remove the short-circuit
current and isolate the affected part of the circuit. After such events, the power supply has to be able to restore
supply to all installations as soon as possible in order to resume operations.
2.1.2. Overhead
contact
line
and
pantograph
A compatible geometry of the overhead contact line to the pantograph is an important aspect of interoper
ability. As far as geometrical interaction is concerned, the height of the contact wire above the rails, the
variation in contact wire height, the lateral deviation under wind pressure and the contact force have to be
specified. The geometry of the pantograph head is also fundamental to assure good interaction with the
overhead contact line, taking into account vehicle sway.
In order to support interoperability of European networks, the pantographs specified in CR LOC&PAS TSI are
the target.
The interaction between an overhead contact line and a pantograph represents a very important aspect in
establishing reliable power transmission without undue disturbances to railway installations and the
environment. This interaction is mainly determined by:
(a) static and aerodynamic effects dependent upon the nature of the pantograph contact strips and the design
of the pantograph, the shape of the vehicle on which the pantograph(s) is (are) mounted and the position
of the pantograph on the vehicle,
(b) the compatibility of the contact strip material with the contact wire,
(c) the dynamic characteristics of the overhead contact line and pantograph(s) for single unit or multiple unit
trains,
(d) the number of pantographs in service and the distance between them, since each pantograph can interfere
with the others on the same overhead contact line section.
2.2.
Interfaces with other subsystems and within the subsystem
2.2.1. Introduction
The energy subsystem interfaces with some of the other subsystems of the rail system in order to achieve the
envisaged performance. These are listed below:
2.2.2. Interfaces
concerning
power
supply
(a) Voltage and frequency and their permissible ranges interface with the rolling stock subsystem.
(b) The power installed on the lines and the specified power factor determines the performance of the rail
system and interfaces with the rolling stock subsystem.
(c) Regenerative braking reduces energy consumption and interfaces with the rolling stock subsystem.

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(d) Electrical fixed installations and on-board traction equipment need to be protected against short circuits.
Circuit breaker tripping in substations and on trains has to be coordinated. Electrical protection interfaces
with the rolling stock subsystem.
(e) Electrical interference and harmonic emissions interface with the rolling stock and control-command and
signalling subsystems.
(f) The current return circuit has some interfaces with control-command and signalling and infrastructure
subsystems.
2.2.3. Interfaces
concerning
overhead
line
equipment
and
pantographs
and
their
interaction
(a) The contact wire gradient and rate of change of gradient needs special attention in order to avoid loss of
contact and excessive wear. The contact wire height and gradient interfaces with the infrastructure and
rolling stock subsystems.
(b) Vehicle and pantograph sway interfaces with the infrastructure subsystem.
(c) The quality of current collection depends on the number of pantographs in service, their spacing and other
traction-unit-specific details. The arrangement of pantographs interfaces with the rolling stock subsystem.
2.2.4. Interfaces
concerning
phase
and
system
separation
sections
(a) To pass transitions between different power supply system and phase separation sections, without bridging,
the number and arrangement of pantographs on trains shall be stipulated. This interfaces with the rolling
stock subsystem.
(b) To pass transitions of power supply system and phase separation sections, without bridging, control of
train current is required. This interfaces with the control-command and signalling subsystem.
(c) When passing through power supply system separation sections, lowering of pantograph(s) may be
required. This interfaces with the control-command and signalling subsystem.
3. ESSENTIAL
REQUIREMENTS
According to Article 4(1) of the Directive 2008/57/EC, the rail system, its subsystems and their interoperability
constituents shall fulfil the essential requirements set out in general terms in Annex III to the Directive. The
following table indicates basic parameters of this TSI and their correspondence to the essential requirements as
explained in Annex III to the Directive.
Environ-
TSI Clause TSI
Clause
Title Safety R&A Health
mental
Tech.
protection Compatibility
4.2.3 Voltage
and
frequency
—
—
—
— 1.5
2.2.3
4.2.4 Parameters
relating
to
supply
—
—
—
— 1.5
system performance
2.2.3
4.2.5 Continuity
of
power
supply
in
1.1.1
1.2
—
—
—
case of disturbances in tunnels
2.2.1
4.2.6 Current
capacity,
DC
systems,
—
—
—
— 1.5
trains at standstill
2.2.3
4.2.7 Regenerative
braking
—
—
— 1.4.1 1.5
1.4.3
2.2.3
4.2.8 Electrical
protection
coor
2.2.1
—
—
— 1.5
dination arrangements

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L 126/12
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Environ-
TSI Clause TSI
Clause
Title Safety R&A Health
mental
Tech.
protection Compatibility
4.2.9 Harmonics
and
dynamic
effects
—
—
— 1.4.1 1.5
for AC systems
1.4.3
4.2.11 External electromagnetic
—
— 1.4.1 1.5
compatibility
1.4.3
2.2.2
4.2.12 Protection
of
the
environment
—
—
— 1.4.1 —
1.4.3
2.2.2
4.2.13 Geometry
of
the
overhead —
—
—
— 1.5
contact line
2.2.3
4.2.14 Pantograph
gauge
—
—
—
— 1.5
2.2.3
4.2.15 Mean
contact
force
—
—
—
— 1.5
2.2.3
4.2.16 Dynamic
behaviour
and
quality —
—
— 1.4.1 1.5
of current collection
2.2.2
2.2.3
4.2.17 Pantograph
spacing
—
—
—
— 1.5
2.2.3
4.2.18 Contact
wire
material
—
— 1.3.1 1.4.1 1.5
1.3.2
2.2.3
4.2.19 Phase
separation
sections 2.2.1
—
— 1.4.1 1.5
1.4.3
2.2.3
4.2.20 System
separation
sections 2.2.1
—
— 1.4.1 1.5
1.4.3
2.2.3
4.2.21 Electric
energy
consumption —
—
—
— 1.5
measuring equipment
4.4.2 Management
of
power
supply 1.1.1
1.2
—
—
—
1.1.3
2.2.1
4.4.3 Execution
of
works 1.1.1
1.2
—
— 1.5
2.2.1
4.5 Maintenance
rules 1.1.1
1.2
—
— 1.5
2.2.1
2.2.3
4.7.2 Protective
provisions
of
1.1.1
—
— 1.4.1 1.5
substations and sectioning 1.1.3
1.4.3
locations
2.2.1
2.2.2
4.7.3 Protective
provisions
of
1.1.1
—
— 1.4.1 1.5
overhead contact line system
1.1.3
1.4.3
2.2.1
2.2.2
4.7.4 Protective
provisions
of
current
1.1.1
—
— 1.4.1 1.5
return circuit
1.1.3
1.4.3
2.2.1
2.2.2
4.7.5 Other
general
requirements 1.1.1 —
— 1.4.1 —
1.1.3
1.4.3
2.2.1
2.2.2
4.7.6 High
visibility
clothing 2.2.1
—
—
—
—

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4. CHARACTERISATION
OF
THE
SUBSYSTEM
4.1. Introduction
The rail system, to which the Directive 2008/57/EC applies, and of which the subsystem is a part, is an
integrated system whose consistency shall be verified. This consistency must be checked, in particular, with
regard to the specifications of the 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 chapters 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. But innovative solutions for interoperability may 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 described in chapters 6.1.3 and 6.2.3.
Taking account of all the applicable essential requirements, the energy subsystem is characterised by the
specifications set out in clauses 4.2 to 4.7. A list of parameters relevant for the energy subsystem which
shall be collected in the Register of infrastructure is in Annex C to this TSI.
Procedures for the EC verification of the energy subsystem are indicated in clause 6.2.4 and Annex B, Table
B.1, to this TSI.
For Specific Cases, see Chapter 7.5;
Where reference is made to EN standards, any variations called ‘national deviations’ or ‘special national
conditions’ in the EN do not apply.
4.2. Functional
and
technical
specifications
of
the
subsystem
4.2.1. General
provisions
The performance to be achieved by the Energy subsystem shall correspond to the relevant performance of the
rail system, with respect to:
— the maximum line speed, type of train, and
— the power demand of the trains at the pantographs.
4.2.2. Basic
parameters
characterising
the
energy
subsystem
The basic parameters characterising the energy subsystem are:
— Power supply:
— voltage and frequency (4.2.3),
— parameters relating to supply system performance (4.2.4),
— continuity of power supply in case of disturbances in tunnels (4.2.5),
— current capacity, DC systems, trains at standstill (4.2.6),
— regenerative braking (4.2.7),
— electrical protection coordination arrangements (4.2.8),
— harmonics and dynamic effects for AC systems (4.2.9), and
— electric energy consumption measuring equipment (4.2.21).
— Geometry of the OCL and quality of current collection:
— geometry of the overhead contact line (4.2.13),
— pantograph gauge (4.2.14),

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— mean contact force (4.2.15),
— dynamic behaviour and quality of current collection (4.2.16),
— pantograph spacing (4.2.17),
— contact wire material (4.2.18),
— phase separation sections (4.2.19), and
— system separation sections (4.2.20).
4.2.3. Voltage
and
frequency
Locomotives and traction units need standardisation of voltage and frequency. The values and limits of the
voltage and frequency at the terminals of the substation and at the pantograph shall comply with
EN50163:2004, clause 4.
The AC 25 kV 50 Hz system is to be the target supply system, for reasons of compatibility with the electrical
generation and distribution systems and standardisation of substation equipment.
However, due to the high investment costs needed to migrate from other system voltages to the 25 kV system
and the possibility of using multi-system traction units, the use of the following systems for new, upgraded or
renewed subsystems is permitted:
— AC 15 kV 16,7 Hz,
— DC 3 kV, and
— DC 1,5 kV.
Nominal voltage and frequency shall be listed in the Register of infrastructure (see Annex C).
4.2.4. Parameters
relating
to
supply
system
performance
The design of the energy subsystem is determined by the line speed for the planned services and the
topography.
Therefore the following parameters have to be taken in consideration:
— the maximum train current,
— the power factor of trains, and
— the mean useful voltage.
4.2.4.1. M a x i m u m t r a i n c u r r e n t
The Infrastructure Manager shall declare the maximum train current in the Register of infrastructure (see Annex
C).
The energy subsystem design shall ensure the ability of the power supply to achieve the specified performance
and permit the operation of trains with a power less than 2 MW without current limitation as described in
clause 7.3 of EN50388:2005.
4.2.4.2. P o w e r f a c t o r o f t r a i n s
The power factor of trains shall be in accordance with requirements in Annex G and EN50388:2005 clause
6.3.
4.2.4.3. M e a n u s e f u l v o l t a g e
The calculated mean useful voltage ‘at the pantograph’ shall comply with EN50388:2005, clauses 8.3 and 8.4,
using the design data for the power factor according to Annex G.
4.2.5.
Continuity of power supply in case of disturbances in tunnels
The power supply and the overhead contact line system shall be designed to enable continuity of operation in
case of disturbances in tunnels. This shall be achieved by sectioning overhead contact line in accordance with
clause 4.2.3.1 of the SRT TSI.

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4.2.6. Current
capacity,
DC
systems,
trains
at
standstill
The overhead contact line 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.
This shall be achieved using a static contact force as defined in clause 7.1 of EN50367:2006.
Where the overhead contact line has been designed to sustain higher values for maximum current at standstill,
this shall be declared by the Infrastructure Manager in the Register of infrastructure (see Annex C).
The OCL shall be designed taking into account the temperature limits in accordance with EN50119:2009
clause 5.1.2.
4.2.7. Regenerative
braking
AC power supply systems shall be designed to permit the use of regenerative braking as a service brake, able to
exchange power seamlessly either with other trains or by any other means.
DC power supply systems shall be designed to permit the use of regenerative braking as a service brake at least
by exchanging power with other trains.
Information about possibility of the use of regenerative braking shall be provided in the Register of infra
structure (see Annex C).
4.2.8. Electrical
protection
coordination
arrangements
Electrical protection coordination design of the energy subsystem shall comply with the requirements detailed
in EN50388:2005, clause 11 except Table 8 which is replaced by Annex H to this TSI.
4.2.9. Harmonics
and
dynamic
effects
for
AC
systems
The CR energy subsystem and rolling stock must be able to work together without interference problems, such
as over-voltages and other phenomena described in EN50388:2005 clause 10.
4.2.10. Harmonic
emissions
towards
the
power
utility
Harmonic emissions towards the power utility shall be dealt with by the Infrastructure Manager taking into
account European or national standards and the requirements of the power utility.
No conformity assessment is required within this TSI.
4.2.11. External
electromagnetic
compatibility
External electromagnetic compatibility is not a specific characteristic of the rail network. Energy supply
installations shall comply with the Essential Requirements of the EMC Directive 2004/108/EC.
No conformity assessment is required within this TSI.
4.2.12. Protection
of
the
environment
Protection of the environment is covered by other European legislation concerning the assessment of the
effects of certain projects on the environment.
No conformity assessment is required within this TSI.
4.2.13. Geometry
of
the
overhead
contact
line
Overhead contact line shall be designed for use by pantographs with the head geometry specified in the CR
LOC&PAS TSI clause 4.2.8.2.9.2.
The contact wire height, gradient of the contact wire in relation to the track and the lateral deviation of the
contact wire under the action of a cross-wind all govern the interoperability of the rail network.
4.2.13.1. C o n t a c t w i r e h e i g h t
The nominal contact wire height shall be in the range of 5,00 – 5,75 m. For the relation between the contact
wire heights and pantograph working heights see EN50119:2009 figure 1.

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The contact wire height may be lower in cases related to gauge (like bridges, tunnels). The minimum contact
wire height shall be calculated in accordance with EN50119:2009 clause 5.10.4.
The contact wire may be higher in cases e.g. level crossings, loading areas, etc. In these cases the maximum
design contact wire height shall not be greater than 6,20 m.
Taking into account tolerances and uplift in accordance with EN50119:2009 figure 1, the maximum contact
wire height shall not be greater than 6,50 m.
The nominal contact wire height shall be listed in the Register of infrastructure (see Annex C).
4.2.13.2. V a r i a t i o n i n c o n t a c t w i r e h e i g h t
The variation in contact wire height shall fulfil the requirements imposed by EN50119:2009 clause 5.10.3.
The contact wire gradient specified in EN50119:2009 clause 5.10.3 may be exceeded on an exceptional basis
where a series of restrictions on the contact wire height e.g. level crossings, bridges, tunnels, prevents
compliance; in this case when applying the requirements of clause 4.2.16, only the requirement related to
the maximum contact force shall be complied with.
4.2.13.3. L a t e r a l d e v i a t i o n
The maximum permissible lateral deviation of the contact wire normal to the design track centre line under the
action of cross wind is given in Table 4.2.13.3.
Table 4.2.13.3
Maximum lateral deviation
Pantograph length Maximum
lateral
deviation
1 600 mm 0,40
m
1 950 mm 0,55
m
The values shall be adjusted taking into account the movement of the pantograph and track tolerances
according to Annex E.
In the case of the multi-rail track, the requirement shall be fulfilled for each pair of rails (designed, to be
operated as separated track) that is intended to be assessed against TSI.
The pantograph profiles that are permitted to operate on the route, shall be listed in the Register of infra
structure (see Annex C).
4.2.14. Pantograph
gauge
No part of the energy subsystem shall enter the mechanical kinematic pantograph gauge (see Annex E figure
E.2) except for the contact wire and steady arm.
The mechanical kinematic pantograph gauge for interoperable lines is determined using the method shown in
Annex E clause E.2 and the pantograph profiles defined in CR LOC&PAS TSI clause 4.2.8.2.9.2.
This gauge shall be calculated using a kinematic method, with values:
— for the pantograph sway — e pu — of 0,110 m at the lower verification height — h' u ≤ 5,0 m, and
— for the pantograph sway — e po — of 0,170 m at the upper verification height — h' o — 6,5 m,
in accordance with Annex E clause E.2.1.4 and other values in accordance with Annex E clause E.3.
4.2.15. Mean
contact
force
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.
The static contact force is defined in EN50367:2006 clause 7.1. The ranges of F m for each of the power supply
systems are defined in Table 4.2.15.

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EN
14.5.2011 Official
Journal
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European
Union L
126/17
Table 4.2.15
Ranges of the mean contact force
Supply system
F m up to 200 km/h
AC 60
N
<
F m < 0,00047*v 2 + 90 N
DC 3 kV 90
N
<
F m < 0,00097*v 2 + 110 N
DC 1,5 kV 70
N
<
F m < 0,00097*v 2 + 140 N
where [F m ] = mean contact force in N and [v] = speed in km/h.
In accordance to clause 4.2.16, overhead contact lines shall be designed to be capable to sustain this upper
limit force curve given in Table 4.2.15.
4.2.16. Dynamic
behaviour
and
quality
of
current
collection
The overhead contact line shall be designed in accordance with the requirements for dynamic behaviour.
Contact wire uplift at the design speed shall comply with the stipulations in Table 4.2.16.
The quality of current collection has a fundamental impact on the life of a contact wire and shall, therefore,
comply with agreed and measurable parameters.
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 σ max
or
— Percentage of arcing
The Contracting Entity shall declare the method to be used for verification. The values to be achieved by the
chosen method are set out in Table 4.2.16.
Table 4.2.16
Requirements for dynamic behaviour and current collection quality
Requirement For
v
>
160
km/h For
v
≤ 160 km/h
Space for steady arm uplift
2S 0
Mean contact force F m
See clause 4.2.15
Standard deviation at maximum line speed σ max (N) 0.3 F m
Percentage of arcing at maximum line speed, NQ (%) ≤ 0,1 for AC systems
(minimum duration of arc 5 ms)
≤ 0,2 for DC systems
≤ 0,1
For definitions, values and test methods refer to EN50317:2002 and EN50318:2002.
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 a mean contact force 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 1,5 S 0 (refer to EN50119:2009 clause 5.10.2).
Maximum force (F max ) on an open route 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 EN50119:2009, Table 4 clause 5.2.5.2.

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L 126/18
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Official Journal of the European Union
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For rigid components such as section insulators in overhead contact line systems, the contact force can increase
up to a maximum of 350 N.
4.2.17. Pantograph
spacing
The overhead contact line shall be designed for a minimum of two pantographs operating adjacently, having a
minimum spacing centre line to centre line of the pantograph head as set out in Table 4.2.17:
Table 4.2.17
Pantograph spacing
Operating Speed
AC Minimum distance
3 kV DC Minimum distance 1,5 kV DC Minimum distance
(km/h)
(m)
(m)
(m)
Type
A
B
C
A
B
C
A
B
C
160 < v ≤ 200 200 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
If applicable, the following parameters shall be declared in the Register of infrastructure (see Annex C):
— the distance design type (A or B or C) for the OCL according to Table 4.2.17,
— the minimum spacing between adjacent pantographs below those shown in the Table 4.2.17,
— the number of pantographs above two, for which the line has been designed.
4.2.18. Contact
wire
material
The combination of contact wire material and contact strip material has a strong impact on the wear on both
sides.
Permissible materials for contact wires are copper and copper-alloy (excluding copper-cadmium-alloys). The
contact wire shall comply with the requirements of EN50149:2001 clauses 4.1, 4.2 and 4.5 to 4.7 (excluding
Table 1).
For AC lines the contact wire shall be designed to permit the use of plain carbon contact strips (CR LOC&PAS
TSI clause 4.2.8.2.9.4.2). Where the IM accepts other contact strip material an entry shall be made in the
Register of infrastructure (see Annex C).
For DC lines the contact wire shall be designed to accept contact strip materials in accordance with CR
LOC&PAS TSI clause 4.2.8.2.9.4.2.
4.2.19. Phase
separation
sections
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 shall be brought to zero according to EN50388:2005
clause 5.1.
Adequate means (except the short separation section as in Annex F — fig. F.1) shall be provided to allow a
train that is stopped within the phase separation section to be restarted. The neutral section shall be
connectable to the adjacent sections by remotely controlled disconnectors.
The design of separation sections shall normally adopt solutions as described in EN50367:2006 Annex A.1 or
in Annex F to this TSI. Where an alternative solution is proposed, it shall be demonstrated that the alternative
is at least as reliable.
Information on the design of phase separation sections and permissible configuration of raised pantographs
shall be provided in the Register of infrastructure (see Annex C).

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EN
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European
Union L
126/19
4.2.20. System
separation
sections
4.2.20.1. G e n e r a l
The design of system separation sections shall ensure that vehicles can move from one power supply system to
an adjacent different power supply system without bridging the two systems. A system separation between AC
and DC system needs additional measures to be taken in the return circuit as defined in EN50122-2:1998,
clause 6.1.1.
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.
The neighbouring Infrastructure Managers shall agree either (a) or (b) according to the prevailing circumstances.
The method to be adopted shall be recorded in the Register of infrastructure (see Annex C).
4.2.20.2. P a n t o g r a p h s r a i s e d
If system separation sections are traversed with pantographs raised to the contact wire, their functional design
is specified as follows:
— the geometry of different elements of the overhead contact line shall prevent pantographs short-circuiting
or bridging both power systems,
— 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,
— variation in contact wire height along the entire separation section shall fulfil requirements set in
EN50119:2009 clause 5.10.3.
The pantograph arrangements that are permitted to traverse the system separation with pantographs raised
shall be provided in the Register of infrastructure (see Annex C).
4.2.20.3. P a n t o g r a p h s l o w e r e d
This option shall be chosen if the conditions of operation with pantographs raised cannot be met.
If a system separation section is traversed with pantographs lowered, it shall be designed so as to avoid the
bridging by an unintentionally raised pantograph. Equipment shall be provided to switch off both power
supply systems should a pantograph remain raised, e.g. by detection of short circuits.
4.2.21. Electric
energy
consumption
measuring
equipment
As it is specified in clause 2.1 of this TSI, requirements for the on-board electric energy consumption
measuring equipment are set out in the CR LOC&PAS TSI.
If an electric energy consumption measuring equipment is installed, it shall be compatible with CR LOC&PAS
TSI clause 4.2.8.2.8. This equipment can be used for billing purposes and the data provided by it shall be
accepted for billing in all Member States.
4.3. Functional
and
technical
specifications
of
the
interfaces
4.3.1. General
requirements
From the standpoint of technical compatibility, the interfaces are listed in subsystem order as follows: rolling
stock, infrastructure, control and command and signalling, traffic operation and management. They also
include indications to safety in railway tunnels TSI (SRT TSI).
4.3.2. Locomotives
and
Passenger
Rolling
Stock
CR ENE TSI CR
LOC&PAS
TSI
Parameter Clause Parameter Clause
Voltage and frequency 4.2.3 Operation
within
range
of 4.2.8.2.2
voltages and frequencies

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L 126/20
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Official Journal of the European Union
14.5.2011
CR ENE TSI CR
LOC&PAS
TSI
Parameter Clause Parameter Clause
Max train current 4.2.4.1 Max
power
and
current
from 4.2.8.2.4
OCL
Power factor of trains 4.2.4.2 Power
factor 4.2.8.2.6
Current capacity DC systems
4.2.6 Maximum
current
at
standstill 4.2.8.2.5
trains at standstill
for DC systems
Regenerative braking 4.2.7 Regenerative
brake
with
energy 4.2.8.2.3
to OCL
Electrical protection coordination
4.2.8 Electrical
protection
of
the
train 4.2.8.2.10
arrangements
Harmonics and dynamic effects
4.2.9 System
energy
disturbances
for 4.2.8.2.7
for AC systems
AC systems
Geometry of the overhead contact
4.2.13 Working
range
in
height
of
4.2.8.2.9.1
line
pantograph
Pantograph head geometry 4.2.8.2.9.2
Pantograph gauge 4.2.14 Pantograph
head
geometry 4.2.8.2.9.2
Gauging 4.2.3.1
Mean contact force 4.2.15 Pantograph
static
contact
force 4.2.8.2.9.5
Pantograph contact force and
4.2.8.2.9.6
dynamic behaviour
Dynamic behaviour and quality of
4.2.16 Pantograph
contact
force
and
4.2.8.2.9.6
current collection
dynamic behaviour
Pantograph spacing 4.2.17 Arrangements
of
pantographs 4.2.8.2.9.7
Contact wire material 4.2.18 Contact
strip
material 4.2.8.2.9.4.2
Separation sections: Running
through
phase
or
4.2.8.2.9.8
system separation section
phase 4.2.19
system 4.2.20
Electric energy consumption
4.2.21 Energy
consumption
measuring 4.2.8.2.8
measuring equipment
function
4.3.3. Infrastructure
CR ENE TSI CR
INF
TSI
Parameter Clause Parameter Clause
Pantographs gauge 4.2.14 Structure
gauge 4.2.4.1
Protective provisions of: Protection
against
electric
shock 4.2.11.3
— OCL system 4.7.3
— current return circuit 4.7.4

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EN
14.5.2011 Official
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European
Union L
126/21
4.3.4. Control-Command
and
Signalling
The interface for power control at phase and system separation sections is an interface between the energy and
the rolling stock subsystems. However, it is controlled via the control-command and signalling subsystem and
consequently the interface is specified in the CR CCS TSI and the CR LOC & PAS TSI.
Since the harmonic currents generated by rolling stock affect the control-command and signalling subsystem
through the energy subsystem, this subject is dealt within the control-command and signalling subsystem.
4.3.5. Traffic
Operation
and
Management
The Infrastructure Manager is required to have systems in place to communicate with the Railway Under
takings.
CR ENE TSI
CR OPE TSI
Parameter Clause Parameter Clause
Management of power supply 4.4.2 Description
of
the
line
and
the 4.2.1.2.2
relevant lineside equipment
associated with the lines
worked over
Informing the driver in real time 4.2.1.2.3
Execution of works 4.4.3 Modified
elements 4.2.1.2.2.2
4.3.6. Safety
in
Railway
Tunnels
CR ENE TSI SRT
TSI
Parameter Clause Parameter Clause
Continuity of power supply in
4.2.5 Segmentation
of
overhead
line 4.2.3.1
case of disturbances in tunnels
or conductor rails
4.4. Operating
rules
4.4.1. Introduction
To meet the essential requirements in Chapter 3, the operating rules specific to the subsystem concerned by
this TSI are as follows:
4.4.2. Management
of
power
supply
4.4.2.1. M a n a g e m e n t o f p o w e r s u p p l y u n d e r n o r m a l c o n d i t i o n s
Under normal conditions in order to conform to clause 4.2.4.1, the maximum permissible train current shall
not exceed the value contained in the Register of Infrastructure (see Annex C).
4.4.2.2. M a n a g e m e n t o f p o w e r s u p p l y u n d e r a b n o r m a l c o n d i t i o n s
Under abnormal conditions the maximum permissible train current (see Annex C) can be lower. The Infra
structure Manager shall give notice of the variation to the Railway Undertakings.
4.4.2.3. M a n a g e m e n t o f p o w e r s u p p l y i n c a s e o f d a n g e r
Procedures shall be implemented by the Infrastructure Manager to manage the power supply adequately in an
emergency. Railway undertakings operating and companies working on the line shall be given notice of the
temporary measures, of their geographic location, their nature and the means of signalling. The responsibility
for earthing shall be defined in the emergency plan to be written by the Infrastructure Manager. Conformity
assessment shall be carried out by checking the existence of communications channels, instructions, procedures
and devices to be used in emergency.

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4.4.3. Execution
of
works
In certain situations involving pre-planned works, it may be necessary to temporarily suspend the specifications
of the energy subsystem and its interoperability constituents defined in chapters 4 and 5 of the TSI. In this
case, the Infrastructure Manager shall define the appropriate exceptional operating conditions needed to ensure
safety.
The following general provisions apply:
— the exceptional operating conditions not complying with the TSIs shall be temporary and planned,
— railway undertakings operating and companies working on the line shall be given notice of these temporary
exceptions, of their geographic location, their nature and the means of indication.
4.5. Maintenance
rules
The specified characteristics of the power supply system (including substations and sectioning locations) and
the overhead contact line shall be upheld during their lifetime.
A maintenance plan shall be drawn up to ensure that the specified characteristics of the energy subsystem
required to assure interoperability are upheld within the specified limits. The maintenance plan shall contain in
particular the description of professional competences for the staff and of the personal protective safety
equipment to be used by it.
Maintenance procedures shall not downgrade safety provisions such as the continuity of return current circuit,
limitation of overvoltages and detection of short circuits.
4.6. Professional
qualifications
The IM is responsible for the professional qualifications and competence of the staff which operates and
controls the energy subsystem; the IM has to ensure that the processes for competence assessment are
clearly documented. The competence requirements for the maintenance of the energy subsystem shall be
detailed in the maintenance plan (see clause 4.5).
4.7. Health
and
safety
conditions
4.7.1. Introduction
The health and safety conditions of staff required for the operation and maintenance of the energy subsystem
and for the implementation of the TSI, are described in the following clauses.
4.7.2. Protective
provisions
of
substations
and
sectioning
locations
Electrical safety of the traction power supply systems’ shall be achieved by designing and testing these
installations according to EN50122-1:1997, clauses 8 (excluding reference to EN50179) and 9.1. Substations
and sectioning locations shall be barred against unauthorised access.
The earthing of substations and sectioning locations shall be integrated into the general earthing system along
the route.
For each installation, it shall be demonstrated that return current circuits and earthing conductors are adequate
by design review. It shall be demonstrated that the provisions for protection against electric shock and rail
potential, as designed, have been installed.
4.7.3. Protective
provisions
of
overhead
contact
line
system
Electrical safety of the overhead contact line system and protection against electric shock shall be achieved by
compliance with EN50119:2009 clause 4.3 and EN50122-1:1997 clauses 4.1, 4.2, 5.1, 5.2 and 7, excluding
requirements for connections for track circuits.
The earthing provisions of the overhead contact line system shall be integrated into the general earthing system
along the route.
For each installation, it shall be demonstrated that earthing conductors are adequate, by design review. It shall
be demonstrated that the provisions for protection against electric shock and rail potential, as designed, have
been installed.

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4.7.4. Protective
provisions
of
current
return
circuit
Electrical safety and functionality of the current return circuit shall be achieved by designing these installations
according to EN50122-1:1997, clauses 7 and 9.2 to 9.6 (excluding reference to EN 50179).
For each installation it shall be demonstrated that return current circuits are adequate by design review. It shall
also be demonstrated that the provisions for protection against electric shock and rail potential, as designed,
have been installed.
4.7.5. Other
general
requirements
In addition to clauses 4.7.2 to 4.7.4, and the requirements specified in the maintenance plan (see clause 4.5),
precautions shall be taken to ensure health and safety for maintenance and operations staff, in accordance with
the European regulations and the national regulations that are compatible with European legislation.
4.7.6. High
Visibility
Clothing
Staff engaged in the maintenance of the energy subsystem, when working on or near the track, shall wear
reflective clothes, which bear the CE mark (and therefore satisfy the provisions of Council Directive
89/686/EEC of 21 December 1989 on the approximation of the laws of the Member States relating to
personal protective equipment ( 1 ).
4.8.
Register of Infrastructure and European register of authorised typed of vehicles
4.8.1. Introduction
In accordance with Articles 33 and 35 of the Directive 2008/57/EC, each TSI shall indicate precisely the
information that must be included in the European register of authorised types of vehicles and Register of
Infrastructure.
4.8.2. Register
of
infrastructure
Annex C to this TSI indicates which information concerning the energy subsystem shall be included in the
Register of infrastructure. In all cases when any part or whole of an energy subsystem is made compliant with
this TSI, an entry shall be made in the Register of Infrastructure as indicated in Annex C and the relevant clause
in chapters 4 and 7.5 (specific cases).
4.8.3.
European register of authorised types of vehicles
Annex D to this TSI indicates which information concerning the energy subsystem shall be included in the
European register of authorised types of vehicles.
5. INTEROPERABILITY
CONSTITUENTS
5.1. List
of
constituents
The interoperability constituents are covered by the relevant provisions of the Directive 2008/57/EC, and are
listed below so far as the energy subsystem is concerned.
Overhead contact line: 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.
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.
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.
( 1 ) OJ L 399, 30.12.1989, p. 18.

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L 126/24
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Official Journal of the European Union
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The conformity assessment shall cover the phases and characteristics as indicated in clause 6.1.3 and by X in
the Table A.1 of Annex A to this TSI.
5.2. Constituents’
performances
and
specifications
5.2.1. Overhead
contact
line
5.2.1.1. G e o m e t r y o f t h e O C L
The design of the overhead contact line shall comply with clause 4.2.13.
5.2.1.2. M e a n c o n t a c t f o r c e
The overhead contact line shall be designed by using the mean contact force F m stipulated in clause 4.2.15.
5.2.1.3. D y n a m i c b e h a v i o u r
Requirements for dynamic behaviour of the overhead contact line are set out in clause 4.2.16.
5.2.1.4. S p a c e f o r u p l i f t
The overhead contact line shall be designed providing the required space for uplift as set out in clause 4.2.16.
5.2.1.5. D e s i g n f o r p a n t o g r a p h s p a c i n g
The overhead contact line shall be designed for a pantograph spacing as specified in clauses 4.2.17.
5.2.1.6. C u r r e n t a t s t a n d s t i l l
For DC systems, the overhead contact line shall be designed for the requirements set out in clause 4.2.6.
5.2.1.7. C o n t a c t w i r e m a t e r i a l
The contact wire material shall comply with the requirements set out in clause 4.2.18.
6. ASSESSMENT
OF
CONFORMITY
OF
THE
INTEROPERABILITY
CONSTITUENTS
AND
EC
VERIFICATION
OF
THE SUBSYSTEMS
6.1. Interoperability
Constituents
6.1.1. Conformity
assessment
procedures
The conformity assessment procedures of interoperability constituents as defined in Chapter 5 of this TSI shall
be carried out by application of relevant modules.
Assessment procedures for particular requirements for interoperability constituent are set out in clause 6.1.4.
6.1.2. Application
of
modules
The following modules for conformity assessment of interoperability constituents are used:
— CA Internal production control
— CB EC type examination
— CC Conformity to type based on internal production control
— CH Conformity based on full quality management system
— 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

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The modules for conformity assessment of interoperability constituents shall be chosen from those shown in
Table 6.1.2.
In the case of products placed on the market before the publication of this TSI, the type is considered to have
been approved and therefore EC type examination (module CB) is not necessary, provided that the manu
facturer 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.
6.1.3. Innovative
solutions
for
Interoperability
Constituents
If an innovative solution is proposed for an interoperability constituent as defined in clause 5.2, the manu
facturer or his authorised representative established within the Community shall state the deviations from the
relevant clause of this TSI and submit them to the Commission for analysis.
In case the analysis results in a favourable opinion, the appropriate functional and interface specifications for
the constituent and the assessment method will be developed under the authorisation of the Commission.
The appropriate functional and interface specifications and the assessment methods so produced shall be
incorporated in the TSI by the revision process.
By the notification of a decision of the Commission, taken in accordance with Article 29 of the Directive, the
innovative solution may be permitted to be used before being incorporated into the TSI by the revision
process.
6.1.4. Particular
assessment
procedure
for
Interoperability
Constituent
—
OCL
6.1.4.1. A s s e s s m e n t o f d y n a m i c b e h a v i o u r a n d q u a l i t y o f c u r r e n t c o l l e c t i o n
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).
A new design of overhead contact line shall be assessed by simulation according to EN50318:2002 and by
measurement of a test section of the new design according to EN50317:2002.
For the purposes of simulation and analysis of the results, representative features (for example tunnels,
crossovers, neutral sections etc.) shall be taken into account.
The simulations shall be made using at least two different TSI compliant ( 1 ) types of pantograph for the
appropriate speed ( 2 ) and supply system, up to the design speed of the proposed Interoperability Constituent
overhead contact line.
It is permitted to perform the simulation using types of pantograph that are under the process of IC
certification, provided that they fulfil the other requirements of CR LOC&PAS TSI.
The simulation shall be performed for single pantograph and multiple pantographs with spacing according to
the requirements set in clause 4.2.17.
In order to be acceptable, the simulated current collection quality shall be in accordance with clause 4.2.16 for
uplift, mean contact force and standard deviation for each of the pantographs.
If the simulation results are acceptable, a site dynamic test with a representative section of the new overhead
contact line shall be undertaken.
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.
( 1 ) i.e. pantographs certificated as Interoperability Constituent according to CR or HS TSIs.
( 2 ) 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.

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The tests shall be performed at least for the worst case arrangements of the pantographs derived from the
simulations and shall fulfil the requirements set out in clause 4.2.17.
Each pantograph shall produce a mean contact force up to the envisaged design speed of the OCL under test as
required by clause 4.2.15.
In order to be acceptable, the measured current collection quality shall be in accordance with clause 4.2.16, for
uplift, and either mean contact force and standard deviation or percentage of arcing.
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.
Assessment of dynamic behaviour and quality of current collection for interoperability constituent pantograph
are set out in clause 6.1.2.2.6 of CR LOC&PAS TSI
6.1.4.2. A s s e s s m e n t o f c u r r e n t a t s t a n d s t i l l
The conformity assessment shall be carried out in accordance with EN50367:2006, Annex A.4.1.
6.1.5.
EC declaration of conformity of Interoperability Constituents
According to Annex IV clause 3 of the Directive 2008/57/EC, the EC declaration of conformity shall be
accompanied by statement setting out the condition of use:
— nominal voltage and frequency,
— maximum design speed.
6.2. Energy
subsystem
6.2.1. General
provisions
At the request of the applicant, the Notified Body carries out EC verification in accordance with Annex VI to
the Directive 2008/57/EC, and in accordance with the provisions of the relevant modules.
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 verifi
cations into account for the EC verification.
Assessment procedures for particular requirements for subsystem are set out in clause 6.2.4.
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 the Directive 2008/57/EC.
6.2.2. Application
of
modules
For the EC verification procedure of the energy subsystem the applicant or its authorised representative
established within the Community may choose either:
— module SG: EC verification based on unit verification, or
— module SH1: EC verification based on full quality management system plus design examination.
6.2.2.1. A p p l i c a t i o n o f m o d u l e S G
In case of module SG, the Notified Body may take into account evidence of examinations, checking or tests
that have been successfully performed, under comparable conditions by other bodies ( 1 ) or by (or on behalf of)
the applicant.
( 1 ) The conditions to trust checking and tests must be similar to the conditions respected by a Notified Body to subcontract activities (see
§6.5 of the Blue Guide on the New Approach).

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6.2.2.2. A p p l i c a t i o n o f m o d u l e S H 1
The module SH1 may be chosen only where the activities contributing to the proposed subsystem to be
verified (design, manufacturing, assembling, installation) are subject to a quality management system for design,
production, final product inspection and testing, approved and surveyed by a Notified Body.
6.2.3. Innovative
solutions
If the subsystem includes an innovative solution as defined in clause 4.1, the applicant shall state the deviation
from the relevant clauses of the TSI and submit them to the Commission.
In case of favourable opinion, the appropriate functional and interface specifications, and the assessment
methods for this solution will be developed.
The appropriate functional and interface specifications and the assessment methods so produced shall then be
incorporated in the TSI by the revision process. By the notification of a decision of the Commission, taken in
accordance with Article 29 of the Directive, the innovative solution may be permitted to be used before being
incorporated into the TSI by the revision process.
6.2.4. Particular
assessment
procedures
for
Subsystem
6.2.4.1. A s s e s s m e n t o f m e a n u s e f u l v o l t a g e
The assessment shall be carried out in accordance with EN50388:2005, clauses 14.4.1, 14.4.2 (simulation
only) and 14.4.3.
6.2.4.2. A s s e s s m e n t o f r e g e n e r a t i v e b r a k i n g
The assessment for AC power supply fixed installations shall be carried out according to EN50388:2005,
clause 14.7.2.
The assessment for DC power supply shall be carried out by a design review.
6.2.4.3. A s s e s s m e n t o f e l e c t r i c a l p r o t e c t i o n c o o r d i n a t i o n a r r a n g e m e n t s
The assessment shall be carried out for design and operation of substations in accordance with EN50388:2005
clause 14.6.
6.2.4.4. A s s e s s m e n t o f h a r m o n i c a n d d y n a m i c e f f e c t s f o r A C s y s t e m s
The assessment, based on a compatibility study, shall be conducted according to EN50388:2005 clause 10.3
taking into account over-voltages given in EN 50388:2005 clause 10.4.
6.2.4.5. A s s e s s m e n t o f d y n a m i c b e h a v i o u r a n d q u a l i t y o f c u r r e n t c o l l e c t i o n ( i n t e
g r a t i o n i n t o a s u b s y s t e m )
If the overhead contact line to be installed on a new line is certificated as an Interoperability Constituent,
measurements of the interaction parameters in accordance with EN50317:2002 shall be used to check the
correct installation.
These measurements shall be carried out with an Interoperability Constituent pantograph, exhibiting the mean
contact force characteristics as required by clause 4.2.15 of this TSI for the envisaged design speed of the
overhead contact line.
The main goal of this test is to identify construction errors but not to assess the design in principle.
The installed overhead contact line can be accepted if the measurement results comply with the requirements
in clause 4.2.16 for uplift, and either mean contact force and standard deviation or percentage of arcing.
Assessment of dynamic behaviour and quality of current collection for integration of the pantograph into
rolling stock subsystem are set out in clause 6.2.2.2.14 of CR LOC&PAS TSI
6.2.4.6. A s s e s s m e n t o f m a i n t e n a n c e p l a n
The assessment shall be carried out by verifying the existence of the maintenance.

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The Notified Body is not responsible for assessing the suitability of the detailed requirements set out in the
plan.
6.3. Subsystem
containing
Interoperability
Constituents
not
holding
an
EC
declaration
6.3.1. Conditions
During the transition period provided in Article 4 of this Decision, a Notified Body is permitted 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:
— the conformity of the subsystem has been checked against the requirements of Chapter 4 and in relation to
Chapter 6.2. to 7 (except ‘Specific Cases’) of this TSI by the Notified Body.
Furthermore the conformity of the ICs to Chapters 5 and 6.1 does not apply, and
— 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.
EC Declarations of conformity and/or suitability for use shall not be drawn up for the interoperability
constituents assessed in this manner.
6.3.2. Documentation
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.
The EC declaration of verification of the subsystem shall indicate clearly:
— which interoperability constituents have been assessed as part of the subsystem,
— confirmation that the subsystem contains the interoperability constituents identical to those verified as part
of the subsystem,
— 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.
6.3.3. Maintenance
of
the
subsystems
certified
according
to
6.3.1
During the transition period as well as after the transition period has ended, 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 of the same
type are permitted to be used as maintenance related replacements (spare parts) for the subsystem, under the
responsibility of the body responsible for maintenance. 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.
7. IMPLEMENTATION
7.1. General
The Member State shall specify for TEN lines those parts of the energy subsystem, which are required for
interoperable services (e.g. overhead contact line over tracks, sidings, stations, marshalling yards) and therefore
need to comply with this TSI. In specifying these elements the Member State shall consider the coherence of
the system as a whole.
7.2. Progressive
strategy
towards
interoperability
7.2.1. Introduction
The strategy described in this TSI applies to new, upgraded and renewed lines.

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Modification of existing lines to bring them into conformity with the TSIs may entail high investment costs
and, consequently, can be progressive.
In accordance with the conditions laid down in Article 20(1) of the Directive 2008/57/EC, the migration
strategy indicates the way existing installations shall be adapted when it is economically justified to do so.
7.2.2. Migration
strategy
for
voltage
and
frequency
The choice of power supply system is a Member State decision. The decision should be taken on economic
grounds, taking into account at least the following factors:
— the existing power supply system in that Member State,
— any connection to railway line in neighbouring countries with an existing electrical power supply.
7.2.3. Migration
strategy
for
pantographs
and
OCL
geometry
The overhead contact line shall be designed for use by at least one of the pantographs with the head geometry
(1 600 mm or 1 950 mm) specified in the CR LOC&PAS TSI clause 4.2.8.2.9.2.
7.3. Application
of
this
TSI
to
new
lines
Chapters 4 to 6 and any specific provisions in paragraph 7.5 below apply in full to the lines coming within the
geographical scope of this TSI (cf. paragraph 1.2) which will be put into service after this TSI enters into force
7.4. Application
of
this
TSI
to
existing
lines
7.4.1. Introduction
Whilst the TSI can be fully applied to new installations, implementation on existing lines may require
modifications of existing equipment. The degree of necessary modification will depend on the extent of
conformity of the existing equipment. The following principles apply in the case of the CR TSI, without
prejudice to clause 7.5 (Specific cases).
Where Article 20(2) of the Directive 2008/57/EC applies meaning that an authorisation of placing into service
is required, the Member State decides which requirements of the TSI must be applied taking into account the
migration strategy.
Where Article 20(2) of the Directive 2008/57/EC does not apply because a new authorisation of placing into
service is not required, the conformity with this TSI is recommended. Where it is not possible to achieve
conformity, the contracting entity informs the Member State of the reason thereof.
When the Member State requires placing new equipment 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.
An existing subsystem may allow the circulation of TSI-conform vehicles whilst meeting the essential
requirements of Directive 2008/57/EC. The infrastructure manager should be able in this case, on a
voluntary basis, to complete the Register of Infrastructure set out in Article 35 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 defined in the specification of the Infrastructure Register to be adopted by the Commission in
accordance with that Article.
7.4.2.
Upgrading/renewal of the OCL and/or the power supply
It is possible to gradually modify all or part of the Overhead Contact Line and/or the power supply system —
element by element — over an extended period of time to achieve conformance with this TSI.

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However the conformity of the entire subsystem can only be declared when all elements have been brought
into conformity with the TSI.
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 conform,
the procedures for the assessment of conformity and EC verification to be applied should be agreed with the
Member State.
7.4.3.
Parameters related to maintenance
While maintaining the energy subsystem, formal verifications and authorisations for placing into service are
not required. However, maintenance replacements may be as far as reasonably practicable, be undertaken in
accordance with the requirements of this TSI contributing to the development of interoperability.
7.4.4. Existing
subsystem
that
are
not
subject
to
a
renewal
or
upgrading
project
A subsystem in current operation may permit trains conforming to the requirements of the HS and CR rolling
stock TSIs to operate whilst meeting the essential requirements. The Infrastructure Manager may in this case,
on a voluntary basis, complete the Register of infrastructure in accordance with Annex C to this TSI to show
the level of compliance with the basic parameters of this TSI.
7.5. Specific
cases
7.5.1. Introduction
The following special provisions are permitted in the specific cases below:
(a) ‘P’ cases: permanent cases;
(b) ‘T’ cases: temporary cases, where it is recommended that the target system is reached by 2020 (an objective
set in Decision No 1692/96/EC of the European Parliament and Council of 23 July 1996 on Community
guidelines for the development of the trans-European transport network ( 1 ), as amended by Decision N o
884/2004/EC of the European Parliament and of the Council ( 2 ).
7.5.2. List
of
specific
cases
7.5.2.1. P a r t i c u l a r f e a t u r e s o n t h e E s t o n i a n n e t w o r k
P case
All the basic parameters from clause 4.2.3 to 4.2.20 are not applicable for lines with 1 520 mm track and they
are an open point.
7.5.2.2. P a r t i c u l a r f e a t u r e s o n t h e F r e n c h n e t w o r k
7.5.2.2.1. Voltage and frequency (4.2.3)
T case
The values and limits of the voltage and frequency at the terminals of the substation and at the pantograph of
the 1,5 kV DC electrified lines:
— Nimes to Port Bou,
— Toulouse to Narbonne,
may extend the values set out in EN50163:2004, clause 4 (U max2 close to 2 000 V).
7.5.2.2.2. Mean Contact Force (4.2.15)
P case
For DC 1,5 kV line the mean contact force is in the following range:
( 1 ) OJ L 228, 9.9.1996, p. 1.
( 2 ) OJ L 167, 30.4.2004, p. 1.

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Table 7.5.2.2.2
Ranges of the mean contact force
DC 1,5 kV 70
N
<
Fm<
0,00178*v 2 + 110 N with a value of 140 N at standstill
7.5.2.3. P a r t i c u l a r f e a t u r e s o n t h e F i n n i s h n e t w o r k
7.5.2.3.1. Geometry of the overhead contact line — contact wire height (4.2.13.1)
P case
Nominal contact wire height is 6,15 m, minimum 5,60 m and maximum 6,60 m.
7.5.2.4. P a r t i c u l a r f e a t u r e s o n t h e L a t v i a n n e t w o r k
P case
All the basic parameters from clauses 4.2.3 to 4.2.20 are not applicable for lines with 1 520 mm track and
they are an open point.
7.5.2.5. P a r t i c u l a r f e a t u r e s o n t h e L i t h u a n i a n n e t w o r k
P case
All the basic parameters from clauses 4.2.3 to 4.2.20 are not applicable for lines with 1 520 mm track and
they are an open point.
7.5.2.6. P a r t i c u l a r f e a t u r e s o n t h e S l o v e n i a n n e t w o r k
7.5.2.6.1. Pantograph gauge (4.2.14)
P case
For Slovenia for renewal and upgrade of existing lines with regard to existing gauge of the structures (tunnels,
overpasses, bridges) the mechanical kinematic pantograph gauge is in accordance with the pantograph profile
1 450 mm as defined in standard EN 50367, 2006, figure B.2.
7.5.2.7. P a r t i c u l a r f e a t u r e s o n t h e U K n e t w o r k f o r G r e a t B r i t a i n
7.5.2.7.1. Contact wire height (4.2.13.1)
P case
In Great Britain, for upgrade or renewal of the existing energy subsystem, or the construction of new energy
subsystems on existing infrastructure, the nominal contact wire height adopted shall not be less than
4 700 mm.
7.5.2.7.2. Lateral deviation (4.2.13.3)
P cases
In Great Britain, for new, upgraded or renewed energy subsystems the permissible lateral deviation of the
contact wire in relation to the design track centre line under the action of cross — winds shall be 475 mm
(unless a lower value is declared in the register of infrastructure) at a wire height of less than or equal to
4 700 mm including allowances for construction, temperature effects and mast deflection. For wire heights
above 4 700 mm, this value shall decrease by 0,040 x (wire height (mm) – 4 700) mm.
7.5.2.7.3. Pantograph gauge (4.2.14 and Annex E)
P cases
In Great Britain, for upgrade or renewal of the existing energy subsystem, or the construction of new energy
subsystems on existing infrastructure, the mechanical kinematic pantograph gauge is defined in the diagram
below (Figure 7.5.2.7).

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Figure 7.5.2.7
Pantograph gauge
The diagram shows the extreme envelope within which movements of the pantograph head shall remain. The
envelope shall be placed on the extreme position of track centre-lines permitted by track tolerances, which are
not included. The envelope is an absolute gauge, not a Reference Profile subject to adjustments.
At all speeds up to line speed; maximum cant; maximum wind speed at which unrestricted operation is
possible, and extreme wind speed, defined in the register of infrastructure:
W = 800 + J mm, when H ≤ 4 300 mm; and
W′ = 800 + J + (0,040 x (H – 4 300)) mm, when H > 4 300 mm.
Where:
H = Height to top of envelope above rail level (in mm). The dimension is the sum of the contact wire height
and the provision for uplift.
J = 200 mm on straight track.
J = 230 mm on curved track.
J = 190 mm (minimum) where constrained by clearance to civil infrastructure that cannot be economically
increased.

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Additional allowances shall be made including wear of contact wire, mechanical clearance, static or dynamic
electrical clearance.
7.5.2.7.4. 600/750 V DC Electrified Railway using ground level conductor rails
P case
Lines equipped with the electrification system operating at 600/750 V DC and utilising ground level top-
contact conductor rails in a three and/or four rail configuration shall continue to be upgraded, renewed and
extended where this is economically justified. National Standards shall apply.
7.5.2.7.5. Protective provisions of overhead contact line system (4.7.3)
P case
In the reference to EN50122-1:1997 clause 5.1, the special national condition to this clause (5.1.2.1) shall
apply.
8. LIST
OF
ANNEXES
A. Conformity assessment of Interoperability Constituents
B. EC verification of the energy subsystem
C. Register of infrastructure, information on the energy subsystem
D. European register of authorised types of vehicles, information required by the energy subsystem
E. Determination of the mechanical kinematic pantograph gauge
F. Phase and system separation section solutions
G. Power factor
H. Electrical protection: main circuit breaker tripping
I. List of referenced standards
J. Glossary

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ANNEX A
CONFORMITY ASSESSMENT OF INTEROPERABILITY CONSTITUENTS
A.1. Scope
This Annex indicates the conformity assessment of interoperability constituent (overhead contact line) of the energy
subsystem.
For existing interoperability constituents, the process described in Chapter 6.1.2. shall be followed.
A.2. Characteristics
The characteristics of the interoperability constituent to be assessed applying modules CB or CH1 are marked by an
X in Table A.1. The production phase shall be assessed within the subsystem.
Table A.1
Assessment of the interoperability constituent: overhead contact line
Assessment in the following phase
Design and development phase
Production
phase
Particular assessment procedures
Product quality
Characteristic — Clause Design
review Manufacturing
process review
Type Test
(series
production)
Geometry — 5.2.1.1
X N/A N/A N/A
Mean contact force —
X N/A N/A N/A
5.2.1.2
Dynamic behaviour —
X N/A
X N/A Conformity
Assessment
as
per
5.2.1.3
clause 6.1.4.1 by validated
simulation according to
EN50318:2002 for design
review, and measurements
according to EN50317:2002
for type test
Space for uplift —
X N/A
X N/A Validated
simulation
5.2.1.4
according to EN50318:2002
for Design review and
measurement according to
EN50317:2002 for Type
Tests with mean contact
force according to clause
4.2.15
Design for pantograph
X N/A N/A N/A
spacing — 5.2.1.5
Current at standstill —
X N/A
X N/A Acc.
to
clause
6.1.4.2
5.2.1.6
Contact wire material —
X N/A
X N/A
5.2.1.7
N/A: not applicable

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ANNEX B
EC VERIFICATION OF THE ENERGY SUBSYSTEM
B.1. Scope
This Annex indicates the EC verification of the energy subsystem.
B.2. Characteristics and Modules
The characteristics of the subsystem to be assessed in the different phases of design, installation and operation are
marked by X in Table B.1.
Table B.1
EC verification of the energy subsystem
Assessment phase
Design
develop. phase
Production phase
Basic parameters
Construction,
Assembled,
Validation
Design review
assembly,
before putting
under full
Particular assessment procedures
mounting
into service
operating
conditions
Voltage and frequency —
X N/A N/A N/A
4.2.3
Parameters relating to
X N/A N/A N/A Assessment
of
mean
useful
system performance —
voltage acc. to clause 6.2.4.1
4.2.4
Continuity of power
X N/A
X N/A
supply in case of
disturbances in tunnels
— 4.2.5
Current capacity, DC
X (*) N/A N/A N/A
systems, trains at
standstill — 4.2.6
Regenerative braking —
X N/A N/A N/A Acc.
to
clause
6.2.4.2
4.2.7
Electrical protection X N/A
X N/A Acc.
to
clause
6.2.4.3
coordination
arrangements — 4.2.8
Harmonics and dynamic
X N/A N/A N/A Acc.
to
clause
6.2.4.4
effects for AC systems
— 4.2.9
Geometry of the X (*) N/A N/A N/A
overhead contact line:
contact wire height —
4.2.13.1
Geometry of the X (*) N/A N/A N/A
overhead contact line:
Variation in contact
wire height — 4.2.13.2
Geometry of the X (*) N/A N/A N/A
overhead contact line:
Lateral deviation —
4.2.13.3

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Assessment phase
Design
develop. phase
Production phase
Basic parameters
Construction,
Assembled,
Validation
Design review
assembly,
before putting
under full
Particular assessment procedures
mounting
into service
operating
conditions
Pantograph gauge —
X N/A N/A N/A
4.2.14
Mean contact force —
X (*) N/A N/A N/A
4.2.15
Dynamic behaviour and
X (*) N/A
X N/A Verification
as
per
clause
quality of current
6.1.4.1 by validated simu
collection — 4.2.16
lation according to
EN50318:2002 for design
review.
Verification of assembled
overhead contact line as per
clause 6.2.4.5 by
measurements according to
EN 50317:2002
Pantograph spacing —
X (*) N/A N/A N/A
4.2.17
Contact wire material —
X (*) N/A N/A N/A
4.2.18
Phase separation sections
X N/A N/A N/A
— 4.2.19
System separation X N/A N/A N/A
sections — 4.2.20
Management of power
X N/A
X N/A
supply in case of danger
— 4.4.2.3
Maintenance rules — 4.5 N/A N/A
X N/A Acc.
to
clause
6.2.4.6
Protection against X
X
X N/A 1)
1) Validation under full
electric shock 4.7.2,
operating conditions shall
4.7.3, 4.7.4
only be done when the
validation in the phase
‘Assembly before putting
into service’ is not possible
N/A: not applicable
(*) only to be carried out if the overhead contact line has not been assessed as an interoperability constituent

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ANNEX C
REGISTER OF INFRASTRUCTURE, INFORMATION ON THE ENERGY SUBSYSTEM
C.1. Scope
This Annex covers the information concerning the energy subsystem to be included in the Register of infrastructure
for each homogeneous section of compliant lines which has to be established according to clause 4.8.2.
C.2. Characteristics to be Described
Table C.1 contains those characteristics of the energy subsystem interoperability for which data are to be given for
each line section.
Table C.1
Information to be given in the Register of infrastructure
Parameter, interoperability element Clause
Voltage and frequency
4.2.3
Maximum train current 4.2.4.1
Maximum current at standstill, DC systems only 4.2.6
Conditions to accommodate regenerated energy 4.2.7
Nominal contact wire height 4.2.13.1
Accepted pantograph profile(s) 4.2.13.3
Maximum line speed with one operating pantograph (if applicable) 4.2.17
Distance design type of OCL 4.2.17
Minimum spacing between adjacent pantograph (if applicable) 4.2.17
Number of pantographs above two for which the line has been designed (if applicable) 4.2.17
Permitted contact strip material 4.2.18
Phase separation sections: type of separation section used
4.2.19
Information on operation, configuration of raised pantograph
System separation sections: type of separation section used
4.2.20
Information on operation: tripping of circuit breaker, lowering of pantographs
Specific Cases
7.5
Any other divergence from the TSI requirements

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ANNEX D
EUROPEAN REGISTER OF AUTHORISED TYPES OF VEHICLES, INFORMATION REQUIRED BY THE
ENERGY SUBSYSTEM
D.1. Scope
This Annex covers the information concerning the energy subsystem to be included in the European register of
authorised types of vehicles.
D.2. Characteristics to be described
Table D.1 contains those characteristics of the energy subsystem interoperability for which data are to be given in
the European register of authorised types of vehicles.
Table D.1
Information to be given in the European register of authorised types of vehicles
Parameter, interoperability element Information CR
LOC&PAS
TSI
Clause
Electrical Protection of the train Breaking
capacity
of
on-board
4.2.8.2.10
circuit breaker (kA), trains
operating on a 15 kV 16,7 Hz line
Arrangement of pantographs Spacing 4.2.8.2.9.7
Current limitation device fitted Type/Rating 4.2.8.2.4
Fitment of automatic power control devices Type/Rating 4.2.8.2.4
Regenerative brake fitted Yes/No 4.2.8.2.3
Presence of on-board energy metering Yes/No 4.2.8.2.8
Energy related Specific Cases 7.3
Any other divergence from the TSI requirements

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ANNEX E
DETERMINATION OF THE MECHANICAL KINEMATIC PANTOGRAPH GAUGE
E.1. General
E.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 annex deals with the free passage of the pantograph (pantograph gauge). The electrical clearance is
considered by the Infrastructure Manager.
E.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.
E.1.3. Symbols
and
abbreviations
Symbol Designation Unit
b w
Half-length of the pantograph bow
m
b w,c
Half-length of the pantograph bow conducting length (with insulating horns) or m
working length (with conducting horns)
b' o,mec
Width of mechanical kinematic pantograph gauge at upper verification point
m
b' u,mec
Width of mechanical kinematic pantograph gauge at lower verification point
m
b h,mec
Width of mechanical kinematic pantograph gauge at intermediate height, h
m
d l
Lateral deviation of contact wire
m
D o
Reference cant taken into account by the vehicle for the pantograph gauge
m
e p
Pantograph sway due to the vehicle characteristics
m
e po
Pantograph sway at the upper verification point
m
e pu
Pantograph sway at the lower verification point
m
f s
Margin to take account of the raising of the contact wire
m
f wa
Margin to take account of the wear of the pantograph contact strip
m
f ws
Margin to take account of the bow trespassing the contact wire due to the pantograph m
sway

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L 126/40
EN
Official Journal of the European Union
14.5.2011
Symbol Designation Unit
h Height
in
relation
to
the
running
surface
m
h' co
Reference roll centre height for the pantograph gauge
m
h’
Reference height in the calculation of the pantograph gauge
m
h' o
Maximum verification height of the pantograph gauge in a collecting position
m
h' u
Minimum verification height of the pantograph gauge in a collecting position
m
h eff
Effective height of the raised pantograph
m
h cc
Static height of the contact wire
m
I’ 0
Reference cant deficiency taken into account by the vehicle for the pantograph gauging m
L Distance
between
rail
centres
of
a
track
m
l Track
gauge,
distance
between
the
rail
running
edges
m
q Transverse
play
between
axle
and
bogie
frame
or,
for
vehicles
not
fitted
with
bogies,
m
between axle and vehicle body
qs' Quasi-static
movement
m
s' o
Flexibility coefficient taken into account by agreement between the vehicle and the
infrastructure for the pantograph gauging
S’ i/a
Allowed additional overthrow on the inside/outside of the curve for pantographs
m
w Transverse
play
between
bogie
and
body
m
θ
Mounting tolerance of the pantograph on the roof. radian
τ
Transverse flexibility of the mounting device on the roof.
m
Σ j
Sum of the (horizontal) safety margins covering some random phenomena (j = 1, 2 or
3) for the pantograph gauge
Subscript a: refers to the outside of the curve.
Subscript i: refers to the inside of the curve.

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EN
14.5.2011 Official
Journal
of
the
European
Union L
126/41
E.1.4. Basic
principles
Figure E.1
Pantograph gauges
Caption:
Y: 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
1: Pantograph profile
2: Free passage reference profile
3: 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.
Figure E.1 shows the pantograph mechanical gauges.

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L 126/42
EN
Official Journal of the European Union
14.5.2011
E.2. Determination
of
the
mechanical
kinematic
pantograph
gauge
E.2.1. Determination
of
the
width
of
the
mechanical
gauge
E.2.1.1. S c o p e
The width of the pantograph gauge is mainly determined 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 E.2.
E.2.1.2. C a l c u l a t i o n m e t h o d o l o g y
The pantograph gauge width shall be determined 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 0 ui=a,mec b w e pu S 0 i=a qs 0 i=a Σ j max
For the upper verification point with h = h' o :
b 0 oi=a,mec b w e po S 0 i=a qs 0 i=a Σ j max
NOTE i/a = inside/outside curve.
For any intermediate height h, width is determined by means of an interpolation:
h – h
b

0 u

0 h,mec b 0 u;mec

h
b 0 o,mec – b 0 u;mec

0 o – h 0 u


E.2.1.3. H a l f - l e n g t h b w o f t h e p a n t o g r a p h b o w
The half-length b w of the pantograph bow depends of the type of pantograph used. The pantograph profile(s) to
be considered are defined in CR LOC&PAS TSI clause 4.2.8.2.9.2.
E.2.1.4. P a n t o g r a p h s w a y e p
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 s' 0 , the
reference cant D’ 0 and the reference cant deficiency I’ 0 ),
— the mounting tolerance θ of the pantograph on the roof,
— the transverse flexibility τ of the mounting device on the roof,
— the height under consideration h’.

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EN
14.5.2011 Official
Journal
of
the
European
Union L
126/43
Figure E.2
Determination of the width of the mechanical kinematic gauge of the pantograph at different heights
Caption:
Y: Centre of the track
1: Free passage reference profile
2: Mechanical kinematic pantograph gauge
E.2.1.5. A d d i t i o n a l o v e r t h r o w s
The pantograph gauge has a specific additional overthrows. In case of standard track gauge the following formula
applies:
2,5
l – 1,435
S’ i=a R 2
For other track gauges the national rules apply.

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L 126/44
EN
Official Journal of the European Union
14.5.2011
E.2.1.6. Q u a s i - s t a t i c e f f e c t
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 s 0 ’, reference cant D’ 0 and reference
cant deficiency I’ 0 :
s
qs

0
0

0 i L D – D 0 0 >0 h – h 0 c0
s
qs

0
0

0 a L I – I 0 0 >0 h – h 0 c0
NOTE: Pantographs are normally mounted on the roof of a power unit, whose reference flexibility s 0 ’ is generally
smaller than that of the obstacle gauge s 0 .
E.2.1.7. A l l o w a n c e s
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 Σ j .
E.2.2. Determination of the height of the mechanical gauge
Gauge height shall be determined 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 determined by the Infrastructure Manager in accordance with clause 4.2.16,
— 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 CR 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
E.3. Reference
parameters
Parameters for the kinematic mechanical pantograph gauge and for determination of the maximum lateral
deviation of the contact wire shall be as follows:
— l - according to track gauge
— s 0 = 0,225
— h c0 = 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
E.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 0 h,mec
b w,c – defined in clause 4.2.8.2.9.1 and 4.2.8.2.9.2 of CR LOC&PAS TSI.

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EN
14.5.2011 Official
Journal
of
the
European
Union L
126/45
ANNEX F
PHASE AND SYSTEM SEPARATION SECTION SOLUTIONS
Phase separation section designs are described in EN50367:2006, Annex A.1.3 (long neutral section) and in Annex A.1.5
(split neutral section - the overlaps can be replaced by double section insulators) or described in the Figures F.1 or F.2.
Figure F.1
Separation section with neutral section insulators
In the case of Figure F.1, the neutral sections (d) may be formed by neutral section insulators and the dimensions shall be
as follows:
D ≤ 8 m
This small length ensures that the probability of a train stopping inside the phase separation does not require the
adequate means to restart.
The length of d shall be chosen in accordance with the system voltage, maximum line speed and the maximum
pantograph width.
Figure F.2
Split neutral section
Conditions: L′ > D
+
2
l
D < 79
m
L′′ > 80
m

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L 126/46
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Official Journal of the European Union
14.5.2011
The span covering three consecutive pantographs shall be greater than 80 m (L′′). The intermediate pantograph may be
arranged at any position within this span. Depending on the minimum spacing between two adjacent operating
pantographs the infrastructure manager shall state the maximum operating train speed. No electrical connection may
exist between pantographs in service.

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EN
14.5.2011 Official
Journal
of
the
European
Union L
126/47
ANNEX G
POWER FACTOR
This Annex deals only with inductive power factor and power consumption over the range of voltage from U min1
to U max1 defined in EN 50163.
Table G.1 gives the total inductive power factor λ of a train. For the calculation of λ, only the fundamental of the voltage
at pantograph is taken into account.
Table G.1
Total inductive power factor λ of a train
Instantaneous train power P at the
pantograph
Category I and II of HS TSI lines (b)
TSI line category III; IV; V;VI; VII and
MW
Classical lines
P > 2
≥ 0,95
≥ 0,95
0 ≤ P ≤ 2
a
a
For yards or depot, the power factor of the fundamental wave shall be ≥ 0,8 (NOTE 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.
The calculation of overall average λ for a train journey, including the stops, is taken from the active energy W P (MWh)
and reactive energy W Q (MVArh) given by a computer simulation of a train journey or metered on an actual train.
λ
v
u
1
1
u
t W Q W P 2
a In order to control the total power factor of the auxiliary load of a train during the coasting phases, the overall average
λ (traction and auxiliaries) defined by simulation and/or measurement shall be higher than 0,85 over a complete
timetable journey. (typical journey between two stations including commercial stops).
b applicable to trains in conformity with the HS TSI ‘rolling stock’.
During regeneration, inductive power factor is allowed to decrease freely in order to keep voltage within limits.
NOTE 1: Higher power factors than 0,8 will result in better economic performance due to a reduced requirement for
fixed equipment provision.
NOTE 2: on line categories III to VII, for rolling stock existing before publication of this TSI, the Infrastructure Manager
may impose conditions e.g. economic, operating, power limitation for acceptance of interoperable trains having power
factors below the value specified in Table G.1.

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L 126/48
EN
Official Journal of the European Union
14.5.2011
ANNEX H
ELECTRICAL PROTECTION: MAIN CIRCUIT BREAKER TRIPPING
Table H.1
Action on circuit breakers at an internal fault within a traction unit
When any internal defect fault occurs within the traction units
Sequence of tripping for:
Power supply system
Substation feeder circuit breaker Traction
unit
circuit
breaker
AC 25 000 V-50 Hz Immediate
tripping
( a )
Immediate tripping
Primary side of the transformer:
Tripping shall be staged ( b )
AC 15 000 V-16,7 Hz Immediate
tripping
( a )
Secondary side of the transformer:
Immediate tripping
DC 750 V, 1 500 V and 3 000 V Immediate
tripping
( a )
Immediate tripping
( a ) The tripping of the circuit breaker should be very rapid for high short-circuits currents. As far as possible, the traction unit circuit
breaker should trip in order to try to avoid the substation circuit breaker tripping.
( b ) If breaking capacity of the circuit breaker allows it, then tripping shall be immediate. Then, as far as possible, the traction unit circuit
breaker should trip in order to try to avoid the substation circuit breaker tripping.
NOTE 1 New and modernised traction units should be equipped with high speed circuit breakers capable of breaking the
maximum short-circuit current in the shortest possible time.
NOTE 2 Immediate tripping means that for high short-circuit current, sub-station or train breaker should operate
without introducing intentional delay. If the first stage relay does not act, then the second stage relay (back
up protection relay) will act about 300 ms later. As information, with first stage relay, and by state of the art,
duration of the highest short circuit current seen from the sub-station breaker is given hereafter:
For AC 15 000 V-16,7 Hz
-> 100 ms
For AC 25 000 V-50 Hz
-> 80 ms
For DC 750 V, 1 500 V and 3 000 V -> 20 to 60 ms

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EN
14.5.2011 Official
Journal
of
the
European
Union L
126/49
ANNEX I
LIST OF REFERENCED STANDARDS
Table I.1
List of referenced standards
Index No. Reference Document
name Version BP(s)
concerned
1 EN
50119 Railway
applications
—
Fixed 2009 Current
capacity,
DC
systems,
trains
at
installations — Electric traction
standstill (4.2.6),
overhead contact lines
Contact wire height (4.2.13.1),
Variation in contact wire height
(4.2.13.2),
Dynamic behaviour and quality of
current collection (4.2.16),
System separation sections (4.2.20),
Protective provisions of overhead
contact line system (4.7.3)
2 EN
50122-1 Railway
applications
—
Fixed 1997 Protective
provisions
of
substations
and
installations — Electrical safety,
sectioning locations (4.7.2),
earthing and bonding — — Part
Protective provisions of overhead
1: Protective provisions relating to
contact line system (4.7.3),
electrical safety and earthing
Protective provisions of current return
circuit (4.7.4)
3 EN
50122-2 Railway
applications
—
Fixed 1998 System
separation
sections
(4.2.20)
installations — Electrical safety,
earthing and bonding — — Part
2: Protective provisions against
the effects of stray currents
caused by d.c. traction systems
4 EN
50149 Railway
applications
—
Fixed 2001 Contact
wire
material
(4.2.18)
installations — Electric traction —
Copper and copper alloy grooved
contact wires
5 EN
50317 Railway
applications
—
Current 2002 Dynamic
behaviour
and
quality
of
collection systems — Requirements
current collection (4.2.16)
for and validation of measurements
of the dynamic interaction between
pantograph and overhead
6 EN
50318 Railway
applications
—
Current 2002 Dynamic
behaviour
and
quality
of
collection systems — Validation
current collection (4.2.16)
of simulation of the dynamic inter
action between pantograph and
overhead contact line

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L 126/50
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Official Journal of the European Union
14.5.2011
Index No. Reference Document
name Version BP(s)
concerned
7 EN
50367 Railway
applications
—
Current 2006 Current
capacity,
DC
systems,
trains
at
collection systems — Technical
standstill (4.2.6),
criteria for the interaction
Mean contact force (4.2.15),
between pantograph and overhead
line (to achieve free access)
Phase separation sections (4.2.19)
8 EN
50388 Railway
applications
—
Power 2005 Parameters
relating
to
supply
system
supply and rolling stock —
performance (4.2.4),
Technical criteria for the coor
Electrical protection coordination
dination between power supply
arrangements (4.2.8),
(substation) and rolling stock to
achieve interoperability
Harmonics and dynamic effects for AC
systems (4.2.9),
Phase separation sections (4.2.19)
9 EN
50163 Railway
applications
—
Supply 2004 Voltage
and
frequency
(4.2.3)
Voltages of Traction Systems

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EN
14.5.2011 Official
Journal
of
the
European
Union L
126/51
ANNEX J
GLOSSARY
Defined term Abbr. Definition Source/Reference
Contact line system System
that
distributes
the
electrical
energy
to
the trains running on the route and transmits
it to the trains by means of current collectors
Contact force Vertical
force
applied
by
the
pantograph
to
EN 50367:2006
the OCL
Contact wire uplift Vertical
upward
movement
of
the
contact
EN 50119:2009
wire due to the force produced from the
pantograph
Current collector Equipment
fitted
to
the
vehicle
and
intended
IEC 60050-811, definition
to collect current from a contact wire or 811-32-01
conductor rail
Gauge Set
of
rules
including
a
reference
contour
and
its associated calculation rules allowing
defining the outer dimensions of the vehicle
and the space to be cleared by the infra
structure
NOTE: According to the calculation method
implemented, the gauge will be a static,
kinematic or dynamic
Lateral deviation Lateral
stagger
of
contact
wire
in
maximum
crosswind
Level crossing An
intersection
at
the
same
elevation
of
a
road and one or more rail tracks
Line speed Maximum
speed
measured
in
kilometres
per
hour for which a line has been designed.
Maintenance plan A
series
of
documents
setting
out
the
infra
structure maintenance procedures adopted by
an Infrastructure Manager
Mean contact force Statistical
mean
value
of
the
contact
force EN
50367:2006
Mean useful voltage train Voltage
identifying
the
dimensioning
train
EN 50388:2005
and enables the effect on its performance to
be quantified
Mean useful voltage zone Voltage
giving
an
indication
of
the
quality
of
EN 50388:2005
the power supply in a geographic zone during
the peak traffic period in the timetable
Minimum contact wire
A minimum value of the contact wire height
height
in the span in order to avoid the arcing
between one or more contact wires and
vehicles in all conditions
Nominal contact wire
A nominal value of the contact wire height at EN 50367:2006
height
a support in the normal conditions

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L 126/52
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Official Journal of the European Union
14.5.2011
Defined term Abbr. Definition Source/Reference
Nominal voltage Voltage
by
which
an
installation
or
part
of
an
EN 50163:2004
installation is designated
Normal service Planned
timetable
service
Overhead contact line OCL Contact
line
placed
above
(or
beside)
the
IEC 60050-811-33-02
upper limit of the vehicle gauge and
supplying vehicles with electric energy
through roof-mounted current collection
equipment
Reference contour A
contour,
associated
to
each
gauge,
showing
the shape of a cross-section and used as a
basis to work out the sizing rules of the infra
structure, on the one hand and of the vehicle,
on the other hand
Return circuit All
conductors
which
form
the
intended
path
EN 50122-1:1997
for the traction return current and the current
under fault conditions
Static contact force Mean
vertical
force
exerted
upwards
by
the
EN 50367:2006
pantograph head on the OCL, and caused
by the pantograph-raising device, whilst the
pantograph is raised and the vehicle is
standstill

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