PLEASE REPLY BEFORE 26 OCTOBER CLC/FprEN Railway Applications - Rolling Stock - Specification and verification of energy consumption

Transcription

1 Committee Ref: GEL/9/2 Dear Member Date: 21 September 2018 CENELEC FORMAL VOTE PLEASE REPLY BEFORE 26 OCTOBER 2018 Please find attached: CLC/FprEN Railway Applications - Rolling Stock - Specification and verification of energy consumption It is sent for CENELEC Formal Voting and you are asked to recommend how the UK should vote. A negative vote must be justified by technical comments and should be in the form of proposed common modifications or special national conditions. Legal comments should be in the form of A-deviations and include details of the relevant UK legislation. Your agreement to a positive vote will also be taken as authority to publish an identical British Standard. Even if the UK votes negative, BSI will be required to publish an identical British Standard if the pren is adopted by CENELEC. If the suggested dates of announcement, publication withdrawal specified in the foreword are not acceptable please give reasons. When submitting comments please ensure that they are entered into the IEC comments template. If you have any queries in how to use the template then please do not hesitate to contact louise.delaney@rssb.co.uk. If I do not hear from you by the above date a positive vote will be cast. Yours sincerely Louise Delaney Louise.delaney@rssb.co.uk

2 EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE NORM FINAL DRAFT FprEN September 2018 ICS Will supersede CLC/TS 50591:2013 English Version Railway Applications - Rolling Stock - Specification and verification of energy consumption Applications ferroviaires - Spécification et vérification de la consommation d'énergie pour le matériel roulant ferroviaire Bahnanwendungen - Spezifikation und Überprüfung des Energieverbrauchs von Schienenfahrzeugen This draft European Standard is submitted to CENELEC members for formal vote. Deadline for CENELEC: It has been drawn up by CLC/SC 9XB. If this draft becomes a European Standard, CENELEC members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alteration. This draft European Standard was established by CENELEC in three official versions (English, French, German). A version in any other language made by translation under the responsibility of a CENELEC member into its own language and notified to the CEN-CENELEC Management Centre has the same status as the official versions. CENELEC members are the national electrotechnical committees of Austria, Belgium, Bulgaria, Croatia, Cyprus, the Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, the Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United Kingdom. Recipients of this draft are invited to submit, with their comments, notification of any relevant patent rights of which they are aware and to provide supporting documentation. Warning : This document is not a European Standard. It is distributed for review and comments. It is subject to change without notice and shall not be referred to as a European Standard. European Committee for Electrotechnical Standardization Comité Européen de Normalisation Electrotechnique Europäisches Komitee für Elektrotechnische Normung CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels 2018 CENELEC All rights of exploitation in any form and by any means reserved worldwide for CENELEC Members. Project: Ref. No. FprEN 50591:2018 E

3 Contents European foreword Scope Normative references Terms, definitions and abbreviations Terms and definitions Abbreviations General Traction and Auxiliaries (with commercial operation, without HVAC) General Operational requirements General Train data Infrastructure conditions Timetable and driving style Energy supply network characteristics Environmental conditions Simulation requirements General Timetable Annual energy consumption Documentation Verification General Infrastructure conditions Timetable Measurement equipment Test rules Documentation Post processing of test results General Train data Time and driving style Environmental conditions Energy supply network characteristics Traction and Auxiliaries (without commercial operation and in parking mode, without HVAC) General Operational requirements General Load conditions Auxiliary management Comfort functions Energy supply network characteristics Environmental conditions Simulation requirements General Thermal stability Auxiliary conversion losses caused by HVAC supply Energy storage systems Annual energy consumption Documentation Verification General Comfort functions... 20

4 Test preparation Environmental conditions Measurement equipment Test duration Documentation Post-processing of test results HVAC General Methods General Method I [with climatic chamber / EN 13129:2016] Method II [without climatic chamber] Operational requirements In-service with commercial operation mode In-service without commercial operation mode Parking mode Total annual consumption Simulation requirements General Documentation Verification General Measurement equipment Test rules Documentation Post-processing Annex A (normative) Definition of standard parameters A.1 General A.2 Infrastructure characteristics A.3 Electric traction system characteristics A.4 In-service with commercial operation mode A.5 In-service without commercial operation mode and in parking mode A.6 Fuel characteristics Annex B (normative) Definition of standard values for service profiles B.1 General B.2 Suburban passenger traffic B.3 Regional passenger traffic B.4 Intercity passenger traffic B.5 High-speed passenger traffic B.6 Freight mainline B.7 Metro passenger traffic Annex C (normative) Operational Hours of HVAC Annex D (informative) Application Guide D.1 Objectives for use in procurement projects D.2 Application in Procurement Process Annex ZZ (informative) Relationship between this European standard and the essential requirements of EU Directive 2008/57/EC [2008 OJ L191] aimed to be covered Bibliography

5 European foreword This document (FprEN 50591:2018) has been prepared by CLC/SC 9XB Electrical, electronic and electromechanical material on board rolling stock, including associated software with contribution of UNIFE-UIC TECREC 100_001. This document is currently submitted to the formal vote. The following dates are proposed: latest date by which the existence of this document has to be announced at national level (doa) dor + 6 months latest date by which this document has to be implemented at national level by publication of an identical national standard or by endorsement (dop) dor + 12 months 112 latest date by which the national standards conflicting with this document have to be withdrawn This document will supersede CLC/TS 50591:2013. (dow) dor + 36 months (to be confirmed or modified when voting) Main changes in this standard compared to CLC/TS 50591:2013 are the adoption of existing CLC/TS enquiry comments, harmonization with results from European Lighthouse Project Roll2Rail and the inclusion of an HVAC energy quantification method. Since separate methods for traction and HVAC energy quantification are described, the document structure had to be revised. This document has been prepared under a mandate given to CENELEC by the European Commission and the European Free Trade Association, and supports essential requirements of EU Directive(s). For the relationship with EU Directive(s) see informative Annex ZZ, which is an integral part of this document.

6 Scope The purpose of this standard is to support rolling stock procurement, especially life cycle cost (LCC) assessment. This document is applicable to the specification and verification of energy consumption of railway rolling stock. It establishes a criterion for the energy consumption of rolling stock to calculate the total net energy consumed, either at current collector or from the fuel tank, over a predefined service profile, to ensure that the results are directly comparable or representative of the real operation of the train. For this purpose, this document considers the energy consumed and regenerated by the rolling stock. The determination methods covered are the simulation and the measurement. This document provides the framework that gives guidance on the generation of comparable energy performance values for trains and locomotives on a common basis and thereby supports benchmarking and improvement of the energy efficiency of rail vehicles. This document does not cover the comparison of energy consumption with other modes of transportation, or even for comparison between diesel and electric traction, covering only the energy consumption of the railway rolling stock itself. 2 Normative references The following documents are referred to in the text in such a way that some or all of their content constitutes requirements of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. EN 13129:2016, Railway applications - Air conditioning for main line rolling stock - Comfort parameters and type tests EN 15663:2017, Railway applications - Vehicle reference masses EN 50163:2004, Railway applications - Supply voltages of traction systems EN :2017, Railway applications - Energy measurement on board trains - Part 1: General EN :2017, Railway applications - Energy measurement on board trains - Part 2: Energy measuring EN 50388:2012, Railway Applications - Power supply and rolling stock - Technical criteria for the coordination between power supply (substation) and rolling stock to achieve interoperability 3 Terms, definitions and abbreviations 3.1 Terms and definitions For the purposes of this document, the following terms and definitions apply. ISO and IEC maintain terminological databases for use in standardization at the following addresses: IEC Electropedia: available at ISO Online browsing platform: available at NOTE: When possible, the following definitions have been taken from the relevant chapters of the International Electrotechnical Vocabulary (IEV), IEC In such cases, the appropriate IEV reference is given. Certain new definitions or modifications of IEV definitions have been added in this standard in order to facilitate understanding. Expression of the performance of electrical and electronic measuring equipment has been taken from EN 60359:2002.

7 comfort systems all equipment consuming energy for passenger and crew comfort belonging neither to the traction equipment nor to traction auxiliaries, mainly for the provision of a comfortable environment (for example lighting, heating, air conditioning, toilets, information and entertainment systems, laptop supplies) Note 1 to entry: Comfort systems are split in two groups for use in this standard: Heating, Ventilation and Air Conditioning (HVAC) and Other comfort functions consist single vehicle or a group of vehicles which are not separated during normal operation Note 1 to entry: A consist can contain no, one or several consist networks. [SOURCE: IEC :2017, ] contact line conductor system for supplying electric energy to vehicles through current-collecting equipment [SOURCE: IEC :2017, ] electric traction system railway electric distribution network (infrastructure) used to provide energy for rolling stock [SOURCE: IEC :2017, ] energy storage system ESS physical system which is comprised of energy storage technologies such as batteries, double-layer capacitors, flywheel, etc. and other equipment to connect the storage technologies to traction equipment, including control, cooling and monitoring systems heating, ventilation and air conditioning HVAC system to provide heating, ventilation and air conditioning for comfort infrastructure fixed installations of the railway system (for example tracks, power supply, signalling, communication) net energy difference between the energy taken (consumed) from the contact line, fuel tank by the traction unit, and the energy fed back (regenerated) into the contact line by the traction unit primary power source subsystem in a hybrid system the primary purpose of which is to supply energy to other subsystems in the hybrid system by either consuming the fuel stored on-board or taking in energy from external source regenerative braking braking in which the energy produced by the motors is fed into the line or used by onboard devices [SOURCE: IEC :2017, , modified]

8 rolling stock all vehicles with or without motors Note 1 to entry: Examples of vehicles include a locomotive, a coach and a wagon. [SOURCE: IEC :2017, ] service profile outline of the expected range and variation in the mission with respect to parameters such as time, loading, speed, distance, stops, tunnels, etc., in the commercial exploitation of the train single-train run run of one train over a part of the infrastructure, without inclusion of effects of other trains state of energy SoE remaining energy to be discharged, normally expressed as a percentage of full energy [SOURCE: EN :2016, , modified] traction auxiliaries equipment needed to operate the traction equipment and the train in normal operation mode, but not producing tractive or dynamic braking efforts themselves (for example cooling fans, oil and water pumps, compressor, air supply for brakes, HVAC for the leading driver s cabin, Train control and management system and signalling equipment) traction equipment equipment on-board of the train directly needed to produce tractive or dynamic braking effort (for example transformers, converters, motors, gearboxes, internal combustion engines, fuel cells, energy storage systems) traction unit locomotive, motor coach or train-unit [SOURCE: IEC :2017, ] train combination of rolling stock coupled together [SOURCE: IEC :2017, ] user-defined service profile service profile defined by the user for the comparison of the energy consumption of trains. It is also intended for the comparison of simulations and real tests of the energy consumption of trains on an existing infrastructure

9 Abbreviations For the purposes of this document, the following abbreviations apply. AC DC ESS HVAC LCC SoE UIC Alternating Current Direct Current Energy Storage System Heating, Ventilation and Air Conditioning System Life Cycle Cost State of Energy Union Internationale des Chemins de Fer General Energy is an integral quantity. This means that the cumulated energy is the decisive factor. Realistic train operation always takes place under the constraints of infrastructure and operational requirements. The following train modes are used in this standard: In-service with commercial operation mode This mode covers the normal operation of a train, including several passenger load cases or a locomotive hauling a consist of freight wagons. The train is moving or is stationary and the HVAC system is running in its normal operation mode. In-service without commercial operation mode In this mode a passenger train is stationary, the HVAC system is in operation as for commercial operation but without passengers in the train. This situation occurs frequently, for example when the train is waiting between two commercial runs. Parking mode A train is in parking mode when it is stationary in depots, with the power supply active, without staff or passengers being on board. Usually, the HVAC system runs with reduced settings for temperature and airflow. Other train modes such as empty carriage stock movements are not considered in this standard as they do not contribute significantly to the annual energy consumption. In this standard the preconditioning (pre-heating or pre-cooling) and cleaning are not considered separately. The corresponding hours shall be counted in the in-service without commercial operation mode. The train is switched OFF for remaining time of each day, therefore without any energy consumption. To keep different characteristics, requirements and procedures manageable, the energy consumption of the whole train is subdivided into the following three different energy categories, which are handled separately: 1) Traction and Auxiliaries (in-service with commercial operation mode, without HVAC); 2) Traction and Auxiliaries (in-service without commercial operation mode and in parking mode, without HVAC); 3) HVAC. This European Standard incorporates infrastructure and operational conditions into service profiles for the train. The service profile for traction and auxiliaries is assessed via train runs along a line for in

10 service with commercial operation and stationary at the depot for in service without commercial operation. HVAC is assessed via an operational point matrix for different operational modes. The energy consumption over such service profiles shall be used as an input when assessing LCC. This requires a well-defined and harmonized methodology for specification and verification of the energy consumption. The selected approach has two steps: a) simulation of the energy consumption of the train for the three energy categories mentioned above; b) verification of the simulation by undertaking measurements. It is important to note that two different types of service profiles for traction and auxiliaries may be chosen: 1) user-defined service profiles based on data from a real railway line, normally one or several lines of the railway network where the train will be operated; 2) standard service profiles, for the following categories: suburban (passenger service); regional (passenger service); intercity (passenger service); high speed (passenger service); freight mainline service; metro (passenger service). Definitions of relevant parameters for the user-defined (1) and standard service profiles (2) are set out in Annex A. Annex B describes the standard profiles. The standard service profiles are characterized by definitions of standard values for the identified service types being typical (that is representative) yet not real of the type of railway service. This means that it may not be possible to validate these on a real world track unless some adjustments of the verification results are undertaken to take into account the differences between the simulation and verification. However, these standard service profiles are intended to be a common basis against which different trains can be simulated and simulation results compared. For the assessment of HVAC energy consumption, standard weighting factors for the operational points are set out in Annex C. 5 Traction and Auxiliaries (with commercial operation, without HVAC) 5.1 General This section is focused on traction energy in-service mode on a single train run for a train travelling from origin to destination location including standstill times on the way using of the representative driving cycles. It includes energy related to traction auxiliaries (control, cooling and leading driver s cab HVAC which is necessary for safe train driving) and other in commercial operation usually activated on-board systems in normal operating mode. It excludes energy related to HVAC for the passenger saloon and for the inactive driver s cab, auxiliary equipment rarely used is also expressly omitted (for example windscreen wiper, sanding, defrosters). For the traction and auxiliary energy in service, the defined timetable for the operation over a specified line plays an important role. This European Standard is therefore not a direct specification of detailed driving styles, instead it provides a framework which allows freedom for the user to propose sound solutions integrating a given mix of energy efficient technologies and driving styles.

11 Operational requirements General The information in this section is applicable for both simulation and verification of energy consumption. The definitions of relevant parameters are given in Annex A. Each parameter is identified by a letter followed by two digits Train data Train and traction equipment The analysis of energy consumption shall include the train and its mechanical losses, the traction chain (electric, diesel-electric or diesel-mechanic) and all auxiliaries which are essential to operate the traction chain including control circuits for traction and signalling Load conditions EN 15663:2017 shall be read in conjunction with this clause. The gross mass, and therefore the load, of a train has a significant influence on its energy consumption. The mass of the train shall be specified as set out in this clause based on the train category: a) Passenger trains: The train mass (ID S05) is based upon design mass in working order plus the mass of 50 % of seated passengers set out in EN 15663:2017. b) Freight trains: The train mass consists of the locomotive mass which is based upon the design mass in working order plus a trailing consist, which shall be homogeneous, that is. shall consist of only one wagon or coach type. The following values shall be specified for the trailing consist as a load: 1) total mass of the trailing consist [t] (ID S06); 2) rotating masses in terms of equivalent mass [t] (ID S07); 3) length of the trailing consist [m] (ID S08); 4) running resistance [kn] of the trailing consist versus speed [km/h] over the whole speed range (ID S09). The parameters used to characterize load conditions are set out in Table A Infrastructure conditions Longitudinal profile The longitudinal profile shall be defined by the following parameters: 1) total distance of selected route or reference track from selected origin location to selected destination location [km] (ID I01); 2) height [m], as an absolute value (above sea level) (ID I02); 3) gradient [ ], as difference in height divided by difference of distance in longitudinal direction (ID I03). ID I02 and ID I03 are correlated. It shall be checked and documented that the integral of gradients along the track results in the correct difference of height between origin and destination location. The parameters used to characterize the longitudinal profile are set out in Table A.1.

12 Maximum speed profile The maximum speed profile [km/h] shall be defined by the following parameters: maximum speed profile at every location along the selected route or reference track (ID I04). The speed profile shall include the following criteria: 1) maximum speed for which the line, relevant to the profile, is planned; 2) permanent speed reductions due to curves, defined by the required capabilities of the specified train. 365 EXAMPLE 1 Tilting trains may have a higher permitted speed in some sections along the route than other trains ) non-permanent speed reductions due to signalling, defined by conditions during verification runs or service operation of the train EXAMPLE 2 speed profile. Speed restrictions imposed by the changeover between two tracks shall already be included in the ) rules for safe operation. EXAMPLE 3 If the operation rules require the target speed to be reached 100 m before a permanent speed restriction, this shall be included in the profile. The parameters used to characterize speed profile are set out in Table A Curves The curves shall be defined by the following parameters: location and radius of each curve along the selected route or reference track [m] (ID I05). Transitions can be simplified as step-functions. The parameters used to characterize curves are set out in Table A Tunnels The tunnels shall be defined by the following parameters: location and length [m] of each tunnel along the selected route or reference track (ID I06); location and cross sectional area [m 2 ] of each tunnel along the selected route or reference track (ID I07). Short tunnels with a length of less than 20 m and road bridges over the railway are negligible. The parameters used to characterize tunnels are set out in Table A.1. In addition, the tunnel surface and ventilation shafts or cross vents may have a significant impact on tunnel drag and thus energy consumption in case of long tunnels, these data should be provided as well Timetable and driving style Timetable A single-train run shall be specified. The sensitivity of energy consumption versus travelling time is high. Therefore, the requirements on precision of the timetable are high as well. The timetable shall be defined by the following parameters: Timing points: the number and exact location of all planned stops (origin location, destination location and intermediate stops) and passing points (if applicable) (ID S01).

13 Standstill times on the route: the time duration elapsed for stopping at scheduled stops (wheels not in motion), during the run over the specified profile (ID S02). Standstill time shall be given for each planned intermediate stop. Otherwise the timing point is considered to be a passing point (without stop). Standstill times at the origin location or destination location of the train run shall be given only if they are considered as part of the train run. Departure, arrival and passing times: Required timings for departures (time at which the wheels begin to roll), arrivals (time at which the wheels stop) and passing (time at which the rear of the train has passed the point) along the train run (ID S03). All these times shall be given as total time elapsed since departure from the origin location, that is duration including all running and standstill times between origin and the respective timing point. It is required to specify the arrival time at the last stop, that is the journey duration as total time elapsed (from wheels rolling at origin location to wheels stopped at destination location). It is not mandatory to define the arrival and departure time for each intermediate stop. An optimization of the train run over more than one stop-to-stop section is possible in such cases. For passing points (optional) an earliest passing time, or a latest passing time, or both, in order to avoid conflicts with other trains, may be defined. If an earliest passing time as well as a latest passing time are specified, they shall have a minimum difference of 30 s. Minimum speed (optional). Minimum cruising speed over a particular section between two locations (for operational constraints, in order to guarantee the capacity of the line) (ID S04). All times shall be specified in format. The parameters used to characterize the timetable are set out in Table A Driving style The driving style is not specified by this standard, even though it may have significant effect on the energy consumption. The driving style (that is acceleration or deceleration at each point of the trip) should be chosen as a way to minimize the energy consumption of the operating train while respecting the following conditions: safe operation of the train, under the rules applicable for the expected operation of the train. If any such rules exist, they shall be specified together with the infrastructure and timetable information; specified timetable ( ) shall be followed. Normal (or extra) reserves in the timetable, with respect to the performance of the train operation should be used for energy efficient driving Energy supply network characteristics Electric traction system For electric trains, the following electric traction system parameters shall be specified: nominal voltage (ID E01) and nominal frequency for AC (ID E02), as set out in EN 50163:2004; maximum train current (ID E03), as defined by EN 50388:2012, Clause 7 and default values set out in EN 50388:2012, Annex F;

14 position and length of neutral sections (if applicable) along the selected route or reference track, which require the traction power to be removed (ID E04). The parameters used to characterize the electric traction system are set out in Table A Other traction systems For trains using internal combustion engines, fuel cells or other primary power sources, the characteristics of the fuel shall define at least the lower heating value (LHV) of the fuel (ID F01, A.6) Regenerative braking Regenerative braking is the capability to generate energy during braking through the traction chain. The regenerated energy can be used by auxiliaries, comfort systems, stored in ESS or fed back to the electric traction system. The use of regenerative braking shall respect the operational rules. AC supply lines are usually able to accept the regenerative braking power, but DC supply lines can have a limited power acceptance when no other train requires the power nearby. The regenerative braking effort can also be used to supply in-service comfort functions, depending on the power needed. This capability is always present, regardless of the supply system, and avoids consuming energy from the main supply during periods of braking. In cases where the electric traction equipment allows for regenerative braking, the consumed and fed back energy at the current collector shall be identified separately for both AC and DC electric traction systems. a) for AC single phase electric traction systems: net energy at current collector, that is fed back energy counted as negative without any other reduction factor than the one that may be imposed by the traction chain itself (for example a part of the braking energy may be systematically consumed in dissipating loads even in regenerative mode); b) for DC electric traction systems, two calculations shall be made: 1) fully regenerative in the same conditions as for AC electric traction systems; 2) fully dissipative with the total braking energy consumed or dissipated in the vehicle without any consideration of fed back energy. The effect of any on-board energy recovery systems, (for example the amount of braking energy stored in batteries or other devices for later use by traction or auxiliary systems) shall be identified. Any onboard energy storage system should have the same energy content before and after the simulation or the test. If this is not possible, the difference in stored energy shall be given. In this case it shall be defined, how the energy storage system is charged and which efficiency is to be considered. It may depend on the individual project or economic rules in different countries how consumed and fed back energy is included in the life cycle cost (LCC) considerations Environmental conditions The following parameters are defined for environmental conditions unless specified otherwise. The nominal values shall be taken for simulation. external temperature [ C]: 15 C ± 5 C; humidity [relative humidity %]: 50 % ± 40 %; sunlight [W/m 2 ]: 200 W/m 2 ± 200 W/m 2 ; average wind [m/s]: 1 m/s ± 1 m/s, head wind shall be assumed for simulation; environmental conditions: dry rails with good adhesion conditions; ambient air pressure [hpa]: international standard atmosphere hpa.

15 It is recommended to start the train in a thermally stable condition for the simulation and verification runs, as starting with a train at a different temperature would affect the results (traction chain losses, auxiliary power). 5.3 Simulation requirements General Energy simulation of the train, its traction auxiliaries and comfort functions without HVAC over the defined service profile shall be done based on conditions set out in Timetable The precision for the journey time shall be ± 1 s. The difference between the specified times for standstill, departure, arrival and passing (as set out in ) and the respective simulation results shall be within the defined precision, without extra effort. The timetable shall be given for both directions Annual energy consumption If an annual energy consumption calculation over the service profile runs is requested, the annual running distance in km for each profile shall be specified (ID S10) as set out in Table A Documentation The results of the simulations shall be based on the input defined in 5.2 and 5.3. The assumptions and results shall be documented in a report. The minimum requirements for the contents of the report are: a) information about infrastructure and operational input data as set out in Table A.1 to A.5. b) key data of the train: length, mass, number of driven and not driven axles, tractive and dynamic braking effort versus speed diagram, mechanical braking effort vs speed; c) energy consumption [kwh or kg of fuel and type of fuel], consumed and regenerated, of the traction equipment, its auxiliaries and comfort functions without HVAC for the specified runs; d) information about the use of on-board energy storage systems, energy management or other energy efficiency technologies: the state of energy of any on-board energy storage system shall be documented at the beginning and end of the simulation; e) table with timings at the timing points; f) profile of speed versus distance, and tractive/braking effort versus distance for the simulated driving style; g) to reach plausible results, the accumulated energy shall be separated into parts for potential energy (height difference), running resistance, mechanical and other dissipative brakes, traction losses plus auxiliaries, comfort functions without HVAC and energy difference of energy storage systems. 5.4 Verification General Verification of the train s energy consumption, its traction auxiliaries and comfort functions without HVAC over the defined service profile shall be done based on conditions set out in Infrastructure conditions If the train run is specified for a real, existing railway line, this line shall be used for the test. Infrastructure conditions shall be identical to the specification (see 5.2).

16 If the infrastructure has been changed between the simulation and the tests (for example between the bid phase and commissioning phase), and if this results in more restrictive conditions for the train run (for example lower permitted speed, lower line current limits), the simulations shall be repeated prior to the tests, in order to not punish the train design for changes in infrastructure. If the conditions are less restrictive, the original profile should be followed. If the train run is specified for a typical standard profile (normative Annex B), tests shall be done on an infrastructure, which has similar characteristics as far as possible, possibly by post calculation if necessary. The simulations shall be repeated with the same simulation model for the train, but with the infrastructure used for the tests. Comparisons between simulation and measurement shall then be done using the same infrastructure characteristics Timetable The following precision is accepted for verification of the journey duration without further need for post processing of the results: Running times: Scheduled running times shall be calculated as time difference between each specified departure time and the subsequent arrival time (as defined in ). Actual running times shall be calculated as time difference between the measured departure (wheels start to roll) and arrival time (wheels stopped) at the corresponding timing points. Difference between each scheduled running time and the corresponding actual running time shall be within the tolerance of + 5 s without correction/post processing. Shorter running times as specified are not restricted, but should be compensated by a subsequent longer standstill time. Standstill times: For intermediate stops without specified arrival and departure time the difference between the corresponding specified and measured standstill times shall be within the tolerance of ± 5 s without correction/post processing of the measured energy. For intermediate stops with specified arrival and departure time the difference between the measured and specified departure time shall be within the tolerance of ± 5 s without correction/post processing of the measured energy. This means that an early arrival due to a shorter running time in the preceding train run section results in a longer standstill time. Larger differences in standstill times during verification may affect the thermal behaviour of the train and shall be assessed individually. Passing times: Actual passing times shall be within the tolerance interval defined by the respective earliest and latest passing time. Locations for stops: Difference between planned and actual location of stop shall be within the tolerance of ± 50 m Measurement equipment For electric traction units, the energy consumption shall be measured with calibrated or certified equipment (sensors, recorders calibrated or certified for energy measurements). The accuracy of the whole measurement chain shall be as set out in EN :2017, EN :2017. For DC, the energy dissipated by the brake resistors shall be measured to post process the consumed energy for the conditions b) 1) and b) 2) from For internal combustion engines, the energy consumption shall be measured by fuel flow meters or measurement of tanked fuel. The accuracy of the measurement shall result in a total accuracy of within ± 2 % of fuel consumed.

17 For trains with energy storage, the amount of stored energy in the ESS shall be measured with current integrators or battery management system values Test rules The test shall be performed as set out in the following rules: a) A test plan shall be defined prior to the tests. This plan shall contain: the infrastructure conditions for the specific test; the environmental conditions; the speed profiles versus distance, and a description on how to instruct the driver to follow these profiles. b) The train shall be in fully operational condition (for example no degraded modes in traction or auxiliaries) and in a controlled software status, with all parameters which are relevant to energy consumption being identical to those for normal operation. c) The train shall have the same load as for the simulations and shall be in thermally stable condition. The load of the train shall be within ± 2 % of the mass specified for simulation. d) The blending between electric and mechanical and other dissipative brakes shall correspond to the operational rules in e) The test shall be carried out in both directions up to three times without significant disturbance of the specified speed versus distance profile (for example by red or warning signals). f) The timings and stopping locations specified in the timetable shall be strictly followed, with the precision as set out in g) The traction chain (electric, diesel-electric or diesel-mechanical), traction auxiliaries (control, cooling and drivers cab HVAC) and comfort functions including control circuits for traction and signalling which are essential to the correct operation of the train shall be fully operative. h) Saloon and non-leading cab HVAC system shall be switched off during the verification test runs Documentation The results of the verification measurements shall be documented in a report. The minimum requirements for the contents of the report are: a) key information about the train: vehicle number(s), software configurations. Mass of the train during the tests; b) key information about infrastructure, supply voltage vs. time and operational input data where applicable; c) description of the measurement equipment used; d) energy measured for the train runs; consumed and fed back energy shall be given separately; e) table with timings at the timing points; f) for indication: speed and tractive/braking effort versus distance; g) ambient and environmental conditions representative for the whole track and duration of the tests; h) any observations during the tests which might affect the interpretation of the test results.

18 Post processing of test results General By post processing of test results is meant the further adjustment of measurement results subsequent to the tests, in order to compensate for deficiencies or anomalies in the test circumstances. Ideally, no post processing of measured or simulated data are necessary. In this case, a final report, containing the comparison between simulation and measurement is issued, and the process is closed. However, it might be difficult to fully control all conditions during tests in the real railway system, under the influence of other operations and environmental conditions. Therefore, some post processing of the measurements, with or without repetition of simulations, shall be tolerated, for the cases set out in the following sub clauses Train data For fixed formation trains, no post processing due to deviations in train data (for example mass, running resistance, losses) is allowed. Differences in energy consumption, which originate from such deviations, clearly show a difference in design of the train, and will lead to a corresponding difference in energy consumption over the lifetime of the train. For locomotives, deviations in the characteristics of the hauled train shall be tolerated to some extent. This concerns mass and/or running resistance of the train. Post processing shall be tolerated for deviations up to ± 5 % of the mass or ± 15 % of running resistance of the train. In this case, the simulation shall be repeated with the modified characteristics of the train. The documentation shall give evidence that the model of the locomotive is completely unchanged for the repeated simulations Time and driving style No post processing for deviations in running times is allowed. The test shall be planned and carried out in a way that the tolerances set out in are met. The reason for this is that the dependency between travel time and energy consumption is strongly nonlinear, and very sensitive to some parameters such as use of braking system. Corrections of standstill times shall be accepted, if an analysis shows that the train is still in sufficiently steady-state thermal conditions during the next running phase and fulfilling the conditions set out in Environmental conditions Post processing of results with respect to the external temperature outside of the range defined in shall be done by means of repetition of the simulations. Post processing can be done for external temperatures inside the defined range. In these cases, the same temperature as during the tests is applied, with all other conditions unchanged. The documentation shall give evidence that the model for the train is completely unchanged for the repeated simulations. This post processing shall allow the tests to be performed during nearly any time of the year without delaying a project just to perform these tests. The same procedure shall be applied for ambient air pressure variation. Post processing for other environmental conditions (wind, rail) is not foreseen. Tests shall be planned and performed under conditions which are as close as possible to the specification Energy supply network characteristics For both AC and DC networks, a correction due to a different line voltage during the tests should be performed. In this case, the simulation shall be repeated with the identical model for the train, but the line voltage to the values present during the test. This voltage depends on the location and/or power of the train. The documentation shall give evidence that the model correctly represents changes in line voltage, but is completely otherwise unchanged for the repeated simulations.

19 For DC networks, the receptiveness of the network for regenerated energy may vary significantly. The tests shall be planned in such a way that full regenerative braking is applied. Differences during the tests would be seen from a higher line voltage than assumed for simulation, leading to a blending between regenerative and dissipative brake. Such a situation may differ from location to location (distance from substation or energy consumed by other traffic). Post processing of the measured data (correction by comparison of corresponding simulations) or the additional measurement of energy consumed by the braking resistor (during the test runs) may serve to prove that the tested train corresponds to the specification. Evidence shall be given that the post processing and/or comparison are done correctly. 6 Traction and Auxiliaries (without commercial operation and in parking mode, without HVAC) 6.1 General This clause focuses on the traction energy in the in-service without commercial operation mode and in parking mode. It includes energy related to power conversion losses (mainly for HVAC supply), traction auxiliaries (control and cooling) and excludes energy related to comfort functions such as HVAC for the passenger saloon and the driver s cabs, toilets and infotainment systems. 6.2 Operational requirements General The information in this clause is applicable for both simulation and verification of energy consumption. Power supply to the parked train is either via normal circuits from the contact line, via shore supply or via primary power sources running in the train. In-service without commercial operation and in parking mode are defined by the following two required parameters: total average duration of the in-service without commercial operation period per annum, see Table C.2; total average duration of the parking period per annum, see Table C.3. The parameters used to characterize the in-service without commercial operation and parking modes are set out in Table A Load conditions The train is stopped in stable conditions without staff or passengers Auxiliary management The auxiliary management is not specified by this standard, even though it may have a significant effect on the energy consumption. The state of auxiliaries shall respect the following conditions: Auxiliary batteries are maintained in floating condition that is at a stable state of charge. Air pressure in the main pipe, if used, is in the normal operating range. Compliancy with the project specification for availability of auxiliary functions.

20 Comfort functions a) Passenger trains: No specific parameters are defined. b) Locomotives: For locomotives supplying comfort functions to passenger coaches, the power delivered to the UIC 552 train line shall be specified (Parameter ID P01) Energy supply network characteristics Electric traction system The following parameters of electric traction system, as defined in , apply: nominal voltage (ID E01) and nominal frequency for AC (ID E02), as set out EN 50163: Other traction systems Refer to Environmental conditions The environmental conditions set out in are applicable. 6.3 Simulation requirements General Energy simulation of the train and its traction auxiliaries over the defined service profile shall be performed based on conditions set out in Thermal stability The simulation shall consider a thermally stable train that is with constant temperature in the equipment during the entire energy calculation period Auxiliary conversion losses caused by HVAC supply The simulation shall deliver the auxiliary conversion losses by considering the representative HVAC power demand (defined at the UIC 552 train line or at the train auxiliary network level). The auxiliary conversion losses shall be determined for two HVAC power demands: the mean annual HVAC power demand, as calculated from and HVAC energy consumption divided by the annual duration of the respective mode; no HVAC power demand, that is HVAC switched off, to be easily reproduced during the test. This simulation is requested to give a result comparable to the test measurement Energy storage systems The simulation shall result in an equal SoE at the beginning and at the end of the calculation period Annual energy consumption If annual energy consumption calculation is requested, the annual duration time, for example as set out in Annex C in the in-service without commercial operation and parking modes, shall be specified.

21 Documentation The result of the simulation shall be documented in a report. The minimum requirements for the content of the report are: a) information about train energy conversion architecture and management; b) information about energy supply used; c) information about HVAC supply power defined in this mode; d) information about use of energy storage systems, value of the state of energy at the beginning and end of the simulation; e) information about the energy consumption for the two values of HVAC supply power and its sharing in parts for HVAC supply, traction auxiliaries, and conversion losses. 6.4 Verification General Energy verification of the train and its traction auxiliaries shall be performed using the conditions set out in Comfort functions Comfort functions are activated as set out in Test preparation A test plan shall be defined prior to the test. This plan shall contain the instructions about train modes activation and environmental conditions needed to perform the test. The train shall be in fully operational condition (for example no degraded modes in traction or auxiliaries) and in a controlled software status, with all parameters which are relevant for energy consumption being identical to those for normal operation. The train shall be activated before the test, to reach auxiliary batteries fully charged, main reservoir pressure in the operational range and a stable thermal state before the beginning of the measurement period Environmental conditions Refer to Measurement equipment Refer to Test duration The measurement period shall be 6 h Documentation The results of the verification measurements shall be documented in a report. The minimum requirements for the contents of the report are: a) key information about the train: vehicle number(s), hardware and software configurations; b) information about supply voltage vs. time; c) description of the measurement equipment used;

22 d) ambient environmental conditions during the test; e) values at beginning and end of the test, when relevant: auxiliary battery voltage, main reservoir air pressure, traction system or primary power source temperature, energy storage system SoE; f) for information, time of activation of fans and of air compressor; g) energy consumption and mean power values, and comparison with simulation results; h) any observation during the tests which might affect the interpretation of the test results. 6.5 Post-processing of test results The post-processing of test results shall be done in accordance to HVAC 7.1 General This section is focused on the energy consumption for the HVAC system in-service mode and parking mode. It includes energy consumption related to the passenger compartments HVAC units, the active driver s cab unit and the reduced amount for the inactive driver s cab unit. The driver s cab energy consumption is measured during the traction consumption test and shall thus not be considered for in service, in commercial operation. For all other operational modes, the cab HVAC shall be measured separately. Other than for the traction equipment, where relatively short driving cycles can be used to get a representative figure of the annual energy consumption of a train, cycles for the HVAC consumption would have to include annual cycles, or at least daily cycles for several days during a year, covering seasonal influences. Reproducing such cycles can result in high efforts and costs, which is not justified for smaller batches of vehicles. Furthermore, simulation of energy consumption for transient conditions in the HVAC system is difficult and not state of the art in view of a precise prediction of energy consumption. Therefore, a different method compared to traction equipment shall be applied for the HVAC system and the energy consumption of the train at longer standstill periods. A matrix of steady-state operational points is defined to represent the annual climatic and operational conditions. Each operational point is defined by the ambient air temperature, ambient sun load and humidity and passenger load. All operational points are defined at train standstill. The total annual HVAC energy consumption then shall be estimated using weighting factors for each operational point. 7.2 Methods General The energy consumption of the operational points is verified by either: measurements in a climatic chamber (Method I); or measurements in other selected locations at standstill of the vehicle (Method II). One of these two methods shall be chosen prior to the calculation and validation.

23 Method I [with climatic chamber / EN 13129:2016] The energy consumption shall be calculated and later validated by measurements in a climatic chamber. The chosen operational points are aligned with the validation points of the EN 13129:2016 to minimize the effort. The operational points are defined in 7.3. In cases where the HVAC system is defined according to other standards (for example EN and EN 14813) alternative operational points from these standards may be proposed Method II [without climatic chamber] The energy consumption shall be calculated and later validated by measurements on a train placed on a track in an outdoor area, for example in a depot or on a siding. Since the environmental conditions cannot be influenced in a similar way as in a climatic chamber, higher tolerances of the environmental conditions are allowed to be able to perform the validation measurements in a suitable time. The passenger loading shall be simulated by heat and humidity sources as described in the EN 13129: Operational requirements In-service with commercial operation mode Train status The HVAC system shall operate regularly with all functions activated. Comfort functions, for example as toilets, passenger infotainment systems and WIFI, shall be switched on to provide the correct heat release, but the energy consumption of these devices shall not be accounted for in the HVAC energy balance as it is already accounted for in the traction and auxiliary energy (see 5.1). The complete train is in status In-service with commercial operation mode Matrix of operational points Method I: (with climatic chamber) For the operation mode In-service with commercial operation mode the conditions (operational points) defined in Table 1 shall be used to calculate and measure the energy consumption. Table 1 conditions for the in-service mode commercial operation Operational point Reference test number of EN 13129:2016 External temperature (T em in C) External relative humidity (RH em in %) Passengers (%) Sun load (En in W/m 2 ) OP a 0 0 OP a OP a 50 0 OP OP OP OP (I) 35 (II) NA (III) 70 (I) 70 (II) 45 (III) 40 (I) 50 (II) NA (III) (I) 700 (II) NA (III) NOTE 1 (I), (II), (III) refers respectively the climatic zones 1, 2 and 3 in EN 13129:2016. NOTE 2 For the passengers, the percentage is referring to the definition of the maximum passenger load of EN 13129:2016. a only relevant for units equipped with a heat pump

24 Method II: without climatic chamber Vehicle projects which do not use climatic chambers have a limited possibility to reach the desired operational points. Therefore more flexibility is required and tolerated for the verification. The acceptable tolerances are set out in The operational points shall be the points OP2 to OP6 as in Table Annual energy consumption calculation The annual consumption for the HVAC E isco is the sum of the products of average power and number of hours for each operational point in the matrix set out in Table 1 in respectively. where 7 (1) E = P h isco isco, OPi isco, OPi Operational Point i= 1 h is the number of operational in-service hours per operational point of HVAC per isco, OPi year, P is the average power for each operational point OP specified in the matrix isco, OPi given in The number of hours of each operational point is dependent on the climatic conditions where the vehicle is in operation, therefore, the hours per operational point do vary depending on the climatic zones, whereas the operational points remain the same. The HVAC operational hours per operational points set out in Annex C shall be applied, unless specified otherwise In-service without commercial operation mode Train status In this mode the HVAC system is in operation as for the commercial operation, but there are no passengers on board. This situation is quite common, for example when a train is waiting for commercial operation Matrix of operational points Method I [with climatic chamber] For the operation mode - In-service without commercial operation mode the conditions (operational points) defined in Table 2 shall be used to calculate and measure the energy consumption.

25 834 Table 2 Conditions for the In-service without commercial operation mode Operational point Reference Test number of EN 13129:2016 OP8 19 External temperature (T em in C) NA (I) 20 (II) 40 (III) External relative humidity (RH em in %) Passengers (%) Sun load (En in W/m 2 ) 90 a 0 0 OP a 0 0 OP a OP OP OP (I) 35 (II) 28 (III) 40 (I) 50 (II) 70 (III) NOTE (I), (II), (III) refers respectively the climatic zones 1, 2 and 3 in EN 13129:2016. a only relevant for units equipped with a heat pump Method II [without climatic chamber] (I) 700 (II) 600 (III) Vehicle projects which do not use climatic chambers have a limited possibility to reach the desired operational points, therefore more flexibility is required and tolerated for the verification according to the tolerances defined in The operational points shall be the points OP10 to OP12 as in Table Annual energy consumption calculation The same methodology as set out in is used to calculate where 13 E = P h iswoco iswoco, OPi iswoco, OPi Operational Point i= 8 E iswoco (2) h is the number of operational hours in service without passenger hours per iswoco, OPi operational point of HVAC per year; P is the average power for each operational point OP specified in the matrix in iswoco, OPi Parking mode Train status The train shall be placed in parking mode and at standstill Matrix of operational points For the operation mode Parking mode the conditions (operational points) defined in Table 3 shall be used to calculate and measure the energy consumption. No distinction between projects with and without measurement in climatic chambers is made.

26 850 Table 3 conditions for the Parking mode Operational point External temperature (T em in C) External relative humidity (RH em in %) Passengers (%) Sun load (En in W/m 2 ) OP14 a 0 90 b 0 0 OP OP16 a a OP14 is only required if heating is used in parking mode, OP16 is only required if cooling is used in parking mode. b only relevant for heat pump Annual energy consumption calculation The same methodology as set out in is used to calculate where 16 E = P h PM PM, OPi PM, OPi Operation Point i= 14 E PM (3) h is the number of parking hours per operational point of HVAC per year; PM, OPi P is the average power for each operational point OP specified in the matrix in PM, OPi Table 3 in Total annual consumption The total annual HVAC energy consumption is calculated as the sum of energy consumptions of all three operation modes: EHVAC = Eisco + Eiswoco + EPM (4) If a certain operation mode is not relevant in a specific project the respective energy consumption value can be set to 0 kwh. 7.4 Simulation requirements General Simulation of the HVAC energy shall be performed using the conditions set out in Documentation The results of the calculations shall be documented in a report. The minimum requirements for the contents of the report are: a) information about operational and environmental input data, such as passenger load, interior temperature set points, exterior temperature, humidity, sun load; b) HVAC-relevant key data of the train, such as air flow rates, vehicle surfaces, heat transfer coefficients; c) average power demand [kw] for all operation modes (in service with and without passengers, parking);

27 d) total energy consumption for one year according to the tables with operational points and number of hours; e) information about the use of on-board energy storage systems, energy management or other energy efficiency technologies: The state of energy of any on-board energy storage system shall be documented at the beginning and after the simulation. 7.5 Verification General To verify the results of the calculation performed as set out in 7.4, one of the methods (I) or (II) described in 7.2 shall be used. Additionally, the air flow rates shall be verified by measurements as set out in EN 13129:2016 (for example during the ventilation test of the vehicle) Measurement equipment HVAC energy measurement equipment shall have an accuracy as set out EN 13129:2016. The energy shall be measured at HVAC supply levels, that is UIC 552 train line voltage or the auxiliary train line voltage. If this is not possible, re-calculation to HVAC supply level should be performed Test rules In addition to all requirements specified above (7.1 to 7.3.3), the test shall be performed using the following rules: a) A test plan shall be defined prior to the tests. b) The train shall be in fully operational and in a controlled software status, with all parameters which are relevant to energy consumption being identical to those for later normal operation. c) Measurements of average consumption shall start 30 min after the vehicle has reached steadystate conditions and be carried out for at least 30 min and an integer cycle number in case of oscillating consumption (for example switch on and off controller used for heating and cooling devices). d) For Method I the environmental tolerances shall be as set out in EN 13129:2016. For Method II the following environmental tolerances are allowed: external temperature ± 2 C; relative humidity ± 15 %RH; solar ± 200 W/m Documentation The results of the verification measurements shall be documented in a report. The minimum requirements for the contents of the report are: a) key information about the train (at least parameters set out in 7.4.2); NOTE The value of heat transfer coefficient is indicated in the test report if it is measured, otherwise a theoretical value could be indicated. b) description of the measurement equipment used; c) energy measured for the two in-service modes and parking mode;

28 d) any observations during the tests which might affect on the interpretation of the test results (train identification number, relative humidity, temperature, time and date, rate of clouds / clearness, rain, location, parking position of the train, for example sun or shadow). 7.6 Post-processing Ideally, no post-processing of measured or calculated data are necessary. In this case, a final report, containing the comparison between calculation and measurement is issued, and the process is closed. However, it might be difficult to fully control all conditions during tests in the real railway system, under the influence of environmental conditions. Therefore, some post processing of the measurements, with or without repetition of calculations, shall be tolerated. Post-processing of results with respect to the external temperature, relative humidity and / or sun load outside of the range set out in in 7.3 shall be done by means of repetition of the calculation. In this case, the same conditions as during the tests are applied, with all deviated conditions changed using the conditions set out in 7.3. The documentation shall give evidence that the model for the train is completely unchanged for the repeated calculations.

29 Annex A (normative) Definition of standard parameters A.1 General Annex A identifies and defines all necessary parameters referred to in the main text of this European Standard. The parameters relate to infrastructure, railway operation and rolling stock. They are divided into the following clusters and presented with definitions and measurement units in the tables below: Table A.1 Tables in Annex A Table A.2 Infrastructure characteristics (I) Table A.3 Electric supply system characteristics (E) Table A.4 In-service with commercial operation mode (S) Table A.5 In-service without commercial operation mode and in parking modes (P) Table A.6 Fuel characteristics (F) Each parameter belongs to one category of either required or optional. In order to comply with this European Standard all parameters labelled required shall be applied and specified. Parameters labelled optional may be applied and specified upon the decision by the user of this European Standard. A.2 Infrastructure characteristics Table A.2 lists the characteristics of the infrastructure. Each characteristic is identified by the letter I followed by two digits. Table A.2 Infrastructure characteristics ID Parameter Definition Measurement Category unit I01 Route length Total distance of selected route or km required reference track from selected origin location to selected destination location I02 Altitude profile The total height profile in metres above sea m required (height) level along the selected route or reference track I03 Altitude profile The gradient profile (slope) along the 0 /00 required I04 (gradient) Track speed profile selected route or reference track The maximum speed profile at every location along the selected route or reference track I05 Curve radius The exact locations, lengths, and radius of all curves along the selected route or reference track I06 I07 Tunnel profile (length) Tunnel profile (cross section area) The exact locations and lengths of all tunnels along the selected route or reference track The exact locations and cross section areas of all tunnels along the selected route or reference track km/h m m m 2 required required required required

30 The recommended resolution of position for track parameter changes in longitudinal direction is one metre. A.3 Electric traction system characteristics Table A.3 lists the characteristics of the electric supply system. Each characteristics is identified by the letter E followed by two digits. It is not applicable to the diesel traction. Table A.3 Electric traction system characteristics ID Parameter Definition Measurement unit E01 Nominal voltage Choice of the different standard traction systems as set out in EN 50163:2004, for example 750 V DC, V DC, V DC, V AC, V AC. If the traction system changes along the selected route or reference track, the exact locations of the changes shall be given. E02 E03 E04 Nominal frequency Maximum train current Neutral sections (if applicable) Choice of the different standard traction systems as set out in EN 50163:2004, for example 16,7 Hz AC, 50 Hz AC or DC. Maximum allowable current per train (EN 50388:2012) If the maximum train current changes along the selected route or reference track, the exact locations of the changes shall be given. The exact locations and lengths of all neutral/phase separation sections along the selected route or reference track V Hz A m Category required required required required A.4 In-service with commercial operation mode Table A.4 lists the In-service with commercial operation mode parameters. Each parameter is identified by the letter S followed by two digits. Table A.4 In-service operation mode ID Parameter Definition Measurement unit S01 Timing point The name of the planned stops (origin location, destination location and intermediate stops) and passing points (if applicable) S02 S03 Stand still time on the route Departure, arrival and passing times This is the time duration elapsed for stopping at scheduled stops (wheels not in motion), during the run over the specified profile Required timings for departures (time at which the wheels begin to roll), arrivals (time at which the wheels stop) and passing (time at which the rear of the train passes the point) along the train run text mm:ss hh:mm:ss Category required required required

31 ID Parameter Definition Measurement unit S04 Minimum speed Minimum cruising speed over a particular section between two locations (for operational constraints, in order to guarantee the capacity of the line) S05 S06 S07 S08 S09 S10 Load conditions in multiple units and passenger coaches Load conditions in locomotives Load conditions in locomotives Load conditions in locomotives Load conditions in locomotives Annual running distance Total design mass in working order plus the mass of 50 % of seated passengers as set out in EN 15663:2017. km/h t Category optional required for passenger trains Total mass of the trailing consist t required for freight trains Rotating masses of the trailing consist in terms of equivalent mass t required for freight trains Length of the trailing consist m required for freight trains Running resistance of the trailing consist versus speed over the whole speed range Total distance running per year by the vehicle for each service profile kn versus km/h km required for freight trains Optional A.5 In-service without commercial operation mode and in parking mode Table A.5 lists the In-service without commercial operation mode and in parking modes parameters. Each parameter is identified by the letter P followed by two digits. Table A.5 In-service mode P01 ID Parameter Definition Measurement unit Consumption for comfort functions in passenger coaches Power delivered by the locomotive to the train line for supplying comfort functions in passenger coaches. kw Category required for locomotive hauled passenger trains A.6 Fuel characteristics Table A.6 lists the parameter required to convert fuel consumption to energy consumption. This parameter shall be defined in case of trains using internal combustion engines, fuel cells or other primary power sources utilizing a fuel to provide electrical or mechanical energy. Table A.6 Fuel characteristics F01 ID Parameter Definition Measurement unit Lower Heating Value (LHV) Energy released as heat when a fuel undergoes complete combustion with oxygen under standard conditions. The Lower Heating Value assumes that the water component of a combustion process is in vaporous state. kwh/kg Category Required, if fuel based power sources are part of the traction chain

32 Annex B (normative) Definition of standard values for service profiles B.1 General In absence of user defined service profiles, the standard service profiles defined in the following clauses are intended for the comparison of the energy consumption of trains, for example between the products of different manufacturers, under standardized conditions. Each profile consists of an infrastructure description (distances, speed limit) and a timetable. If only the infrastructure data are used, trains can be compared in view of their operational performance and energy consumption at shortest possible travel time. A comparison under equal operational conditions requires also the compliance with the given timetable requirements. The profiles are defined in such a way that average values (for example route length, number of stops) correspond with typical values in the best possible way. For environmental conditions, the values set out in are applicable. The profiles and corresponding requirements are valid for a complete train. For passenger traffic, this will normally be thermal- or electric traction units. For freight trains, which are normally hauled by a locomotive, the parameters of a standard reference freight train are specified. The timetable requirements are independent of the length or mass of the train. Note that there are two journey times set out in table B.1, B.2 and B4. Table B.3 and B.5 to account for low and high performance schedule requirements. To support readability Figure B.1 and Table B.1 are omitted. B.2 Suburban passenger traffic Figure B.2 shows an example of a SUBURBAN profile which contains 10 intermediate stops, with different spacing between the stops and different speed limits along the line, see Table B.2. For each stop, the standstill time is defined. Standstill times before departure at the first and after arrival at the last location shall be included in the evaluation of energy consumption, but are outside of the overall required journey time.

33 Figure B.2 Standard profile SUBURBAN Table B.2 Data of the SUBURBAN profile Location Distance (km) Height (m) Speed limit (km/h) Arrival Stop Departure S01 I01 I02 I04 S03 S02 S03 A 0, :01:00 0:00:00 0, B 2, :01:00 C 5, :01:00 D 7, :01:00 E 10, :01:00 F 15, :01:00 G 21, :01:00 H 26, :01:00 I 29, :01:00 J 31, :01:00 K 38, :01:00 39, L 40,000 0 High performance: 0:43:00 Low Performance: 0:48:00 0:01:00

34 B.3 Regional passenger traffic Figure B.3 shows an example of a REGIONAL profile which contains 13 intermediate stops, with different spacing between the stops and different speed limits along the line, see Table B Location Distance (km) Height (m) Figure B.3 Standard profile REGIONAL Table B.3 Data of the REGIONAL profile Speed limit (km/h) Arrival Stop Departure S01 I01 I02 I04 S03 S02 S03 A 0, :02:00 0:00:00 0, B 2, :01:00 C 5, :01:00 D 10, :01:00 E 18, :02:00 F 21, :01:00 G 26, :01:00 H 35, :02:00 I 38, :01:00 J 44, :01:00 K 54, :02:00 L 60, :01:00 M 64, :01:00 N 67, :01:00 69, O 70,000 0 High performance: 1:09:00 Low Performance: 1:28:00 0:02:00

35 B.4 Intercity passenger traffic The Figure B.4 shows an example of an INTERCITY profile which contains 9 sections and 8 intermediate stops with different speed limits. On one section, a maximum speed of 200 km/h can be reached. A speed reduction and reacceleration to a higher speed occurs on some sections. The stopping time is longer for some stops than for others, see Table B.4. The timetable requires the journey time to be held not only for the total profile, but also for each individual section between two stops. The available journey time between the stops is shown in the last column of the timetable. Therefore, time reserves are not allowed to be shifted from one section to another, according to the normal practice in long distance traffic where connections with other trains have to be guaranteed Figure B.4 Standard profile INTERCITY Table B.4 Data of the INTERCITY profile Location Distance (km) Height (m) Speed limit (km/h) Arrival time Stop (hh:mm:s s) S01 I01 I02 I04 S03 S02 S03 Departure time A 0, :03:00 0:00:00 1, , B 15, :10:15: 0:02:00 0:12:15 25, , , C 40, :25:45 0:02:00 0:27:45 D 60, :36:45 0:02:00 0:38:45 E 80, :55:15 0:03:00 0:58:15

36 Location Distance (km) Height (m) 85, Speed limit (km/h) Arrival time Stop (hh:mm:s s) Departure time F 110, :13:15 0:02:00 1:15:15 120, , , G 140, :29:30 0:03:00 1:32:30 142, , , , , H 200, :56:00 2:00 1:58:00 202, , , I 230, :14:30 2:00 2:16:30 245, , J 250, :39:00 3: B.5 High-speed passenger traffic Figure B.5 shows an example of a HIGHSPEED profile which consists of a high speed line with a maximum speed of 300 km/h over half of the total route length, plus connecting upgraded lines (with 220 km/h and 200 km/h) as well as a classical line between the origin location and the single intermediate stop, see Table B.5. This takes into consideration that high speed trains very frequently run over classical lines to make connections into major cities. The timetable requirements shall be interpreted in an identical way to intercity passenger traffic.

37 Figure B.5 Standard profile HIGHSPEED Table B.5 Data of the HIGHSPEED profile Location Distance (km) Height (m) Speed limit (km/h) Arrival Stop Departure S01 I01 I02 I04 S03 S02 S03 A 0, :03:00 0:00:00 1, , , , , , , , , B 90, :42:00 0:03:00 0:45:00 94, , , , , , , C 300,000 0 High power: 1:47:00 Low power: 1:53:00 0:03:00

38 B.6 Freight mainline Figure B.6 shows an example of a freight mainline profile over 300 km which includes three planned stops plus two stops in front of red signals, see Table B.6a. Two thirds of the line is horizontal track whereas the middle part includes a mountain passage. This reflects the fact that long distance freight train operation includes railway lines with significant gradients in many countries, not only through the Alps. The gradients of the profile are selected in such a way that a four-axle locomotive can haul the same train as the reference train with average mass as specified below. Timetable requirements shall be interpreted in the same way as for intercity passenger traffic. Train and timetable are applicable for electric trains or fast freight locomotive only. Trains hauled by diesel locomotives cannot hold the timetable for the mountain section, unless they have an uneconomically high number of locomotives. The allowed maximum dynamic braking effort of a locomotive shall not exceed 150 kn. The same value is applicable for more than one locomotive at a concentrated position in the train. For trains with distributed power, higher total dynamic braking efforts are admissible. However, the longitudinal braking forces inside the train shall be limited and shall not exceed 150 kn at any position within the train Figure B.6 Standard profile FREIGHT mainline Table B.6a Data of the FREIGHT mainline profile Location Distance (km) Height (m) Speed limit (km/h) Arrival Stop Departure S01 I01 I02 I04 S03 S02 S03 A 0, :03:00 0:00:00 1, , B 20, :24:00 0:02:00 0:26:00 21, ,

39 Location Distance (km) Height (m) Speed limit (km/h) 78, Arrival Stop Departure Signal s1 80, :12:00 0:01:00 1:13:00 81, , C 100, :30:15 0:05:00 1:35:15 102, , , , , , , , D 200, :55:00 5:00 3:00:00 287, Signal s2 290, :03:00 1:00 4:16:00 292, , , E 300, :29:00 3:00 Table B.6b lists the train data. This train intended to be hauled by one four-axle locomotive. For six-axle locomotives, a 50 % longer and heavier train shall be used. Note that the limits for longitudinal forces inside the train are not higher in this case. Table B.6b Train data of the FREIGHT mainline profile Wagon type Tank car (Zans) Number of wagons 18 Tara mass of the train (without locomotive) 423 t Relative load 50 % Gross mass of the train (without locomotive) t Length of the train (without locomotive) 306 m Factor for rotating masses 1,04 Specific running resistance, constant term 10,3 N/t Specific running resistance, linear term 0,0 N/(km/h) Absolute running resistance, quadratic term 3,76 N/(km/h) 2 Available braking effort, service brake (without locomotive) 800 kn

40 B.7 Metro passenger traffic Figure B.7 shows an example of a METRO profile which contains 21 intermediate stops, with different spacing between the stations and different speed limits along the line, see Table B.7. For each stop, the standstill time is 30 s. Otherwise, only the departure time at the first and the arrival time at the last station are defined and shall be carefully respected. Standstill times before departure at the first and after arrival at the last station do not need to be included in the evaluation of energy consumption. Time reserves can be shifted from one to another section, as widely practiced for metro traffic Figure B.7 Standard profile METRO Table B.7 Data of the METRO profile Location Distance (km) Height (m) Speed limit (km/h) Arrival Stop Departure S01 s I02 I04 S03 S02 S03 A 0, :00:30 0:00:00 B 0, :00:30 C 1, :00:30 D 2, :00:30 E 2, :00:30 F 3, :00:30 G 3, :00:30 H 5, :00:30 I 6, :00:30 J 7, :00:30 K 8, :00:30 L 9, :00:30 M 10, :00:30

41 Location Distance (km) Height (m) Speed limit (km/h) Arrival Stop Departure N 11, :00:30 O 13, :00:30 P 14, :00:30 Q 16, :00:30 R 17, :00:30 S 18, :00:30 T 19, :00:30 U 19, :00:30 V 20, :00:30 W 21, :41:00 0:00:30

42 Annex C (normative) Operational Hours of HVAC In absence of user defined operating hours the following tables provide the distribution of hours per climatic zone for the different operational points. The following annual operational hours per operational point can be used in the Formula (1), (2) and (3). The hours are calculated assuming 365 operational days per year. If operational points are omitted, their respective hours should be added to their nearest operational points. The Tables C.1, C.2 and C.3 give values of the apportioning of the annual operation hours in the different modes for HVAC system. The total of these three modes is not 24h/day (8 760 h/year). The difference is due to the OFF mode where there is no consumption (4 h per day in this example). The values of the tables can be proportionally adapted to fit with another annual sum value. Table C.1 HVAC Operational Hours In-service with commercial operation mode (12h per day) Operational point Zone I Zone II Zone III P P P P P P P NA Annual Sum The total annual number of hours in commercial operation should be determined by the Formula (C.1), in order to be aligned with the annual running distance: h isco, OPi = (C.1) i ( ) ( ) S 02( ) 03 destination, arrival S S origin + + S02( destination) 10 S03 origin, departure I01 destination See for explanation of S and I parameters Table A1 and Table A3. ( )

43 Table C.2 HVAC Operational Hours In-service without commercial operation mode (4h per day) Operational point Zone I Zone II Zone III P8 N/A 0 15 P P P P P Annual Sum Table C.3 HVAC Operational Hours In parking mode (4h per day) Operational point Zone I Zone II Zone III P P P Annual Sum

44 Annex D (informative) Application Guide D.1 Objectives for use in procurement projects The main use case of this European Standard is the application in rolling stock procurement projects. The methodology was developed with the following objectives: Facilitating the procurement process. By applying a standardized methodology, costs and risks for the sector (industry and operator) in the process of specification, tendering and verification are reduced. Contractual agreements relating to the energy consumption (for example on acceptance, penalty or bonus) can be made on the basis of a standardized verification procedure with predictable, reproducible, and reliable results. Setting incentives for energy efficiency. Energy efficient solutions are rewarded. Competition and innovation are enforced. LCC costs can be reduced. Specifying intended service, not solutions. Manufacturer can optimize the vehicle for needed service profile. D.2 Application in Procurement Process Figure D.1 describes a typical procurement process. It illustrates that EN can be used for the steps specification, simulation and verification (blue boxes). The defined methodology can be used as the basis for the tendering process and individual contracts Figure D.1 EN use in procurement process