for 750 V and 1500 V DC Overhead Lines and corresponding Rolling Stock requirements Synopsis This document specifies requirements and associated rationale and guidance at the interface between energy subsystems and rolling stock subsystems for both 750 V and 1500 V DC Overhead Contact Line (OCL) system on lines where the requirements set out in TSIs are not applicable. Copyright in the Railway Group documents is owned by Rail Safety and Standards Board Limited. All rights are hereby reserved. No Railway Group document (in whole or in part) may be reproduced, stored in a retrieval system, or transmitted, in any form or means, without the prior written permission of Rail Safety and Standards Board Limited, or as expressly permitted by law. RSSB members are granted copyright licence in accordance with the Constitution Agreement relating to Rail Safety and Standards Board Limited. In circumstances where Rail Safety and Standards Board Limited has granted a particular person or organisation permission to copy extracts from Railway Group documents, Rail Safety and Standards Board Limited accepts no responsibility for, nor any liability in connection with, the use of such extracts, or any claims arising therefrom. This disclaimer applies to all forms of media in which extracts from Railway Group documents may be reproduced. Published by RSSB Copyright 2018 Rail Safety and Standards Board Limited
Uncontrolled when printed Issue Record Issue Date Comments One 03/03/2018 Original document. This document supports the interface between energy subsystems and rolling stock subsystems for both 750 V and 1500 V DC OCL system on lines where the requirements set out in TSIs are not applicable. This document will be updated when necessary by distribution of a complete replacement. Supply The authoritative version of this document is available at www.rssb.co.uk/railwaygroup-standards. Enquiries on this document can be submitted through the RSSB Customer Self-Service Portal https://customer-portal.rssb.co.uk/ Page 2 of 32 RSSB
Contents Section Description Page Part 1 Purpose and Introduction 5 1.1 Purpose 5 1.2 Application of this document 5 1.3 Health and safety responsibilities 5 1.4 Structure of this document 6 1.5 Approval and Authorisation 6 Part 2 Requirements for Power Supply 7 2.1 System voltage 7 2.2 Mean useful voltage 7 2.3 Loss of line voltage and reclosure sequence 8 2.4 Maximum train current 8 2.5 Pantograph current at standstill 9 2.6 Regenerative braking 10 2.7 Running rail current 10 2.8 Short circuit fault levels 11 2.9 Vehicles bonding requirements 11 2.10 Electrical protection coordination 12 2.11 Protective provisions, direct contact general 13 2.12 Protective provisions, direct contact - protection by clearance 13 2.13 Protective provisions, direct contact - protection by obstacles 14 2.14 Protective provisions - touch voltages 14 2.15 Electrical clearance to DC overhead contact line (DC OCL) 14 Part 3 Requirements for Mechanical System 16 3.1 Overhead contact line geometry and gauging 16 3.2 Contact line and current collector zones 19 3.3 Contact wire 19 3.4 Pantograph spacing 20 3.5 Separation sections and section insulators 24 3.6 Compatibility with train exhaust gas emissions 25 Acronyms and abbreviations 26 Definitions 27 References 31 RSSB Page 3 of 32
Uncontrolled when printed List of Tables Table 1: Electrical clearances 15 Table 2: Minimum height of exposed live parts at road level crossings and private level crossings 17 Table 3: Mechanical clearance for overhead line electrification 18 Page 4 of 32 RSSB
Part 1 Purpose and Introduction 1.1 Purpose 1.1.1 This document is a standard limited to situations on the Great Britain (GB) mainline railway where the Interoperability Directive and the Technical Specifications for Interoperability (TSIs) are not applicable; for example, where new light rail vehicles, intended for local transport, run as a part of their operation on a dedicated new energy subsystem over a part of the GB mainline railway. 1.1.2 This document deals with the basic parameters of a new energy subsystem with a 750 V and 1500 V DC Overhead Contact Line (OCL) and its interface with relevant light rail or tram train (which are outside the scope of Interoperability Directive), referred to as electric vehicles in this document, for members of RSSB to use if they so choose. Furthermore references to tramway in the RIS refer to light rail or tram train. 1.1.3 This document deals with some of the requirements at the interface between energy and rolling stock subsystems, including personal safety, and these requirements have been combined to form a 'whole system view'. The user of this document can identify additional requirements for a particular project. 1.1.4 Where appropriate, this document is consistent with the Office of Rail and Road (ORR) on Tramways, Railway Safety Publication 2 and published by UK Tram, dated Nov. 2006. 1.2 Application of this document 1.2.1 Compliance requirements and dates have not been specified since these will be the subject of internal procedures or contract conditions. 1.2.2 The Standards Manual and the Railway Group Standards (RGS) Code do not currently provide a formal process for deviating from a (RIS). However, a member of RSSB, having adopted a RIS and wishing to deviate from its requirements, may request a Standards Committee to provide opinions and comments on their proposed alternative to the requirement in the RIS. Requests for opinions and comments should be submitted to RSSB by e-mail to proposals.deviation@rssb.co.uk. When formulating a request, consideration should be given to the advice set out in the to applicants and members of Standards Committee on deviation applications, available from RSSB s website. 1.3 Health and safety responsibilities 1.3.1 Users of documents published by RSSB are reminded of the need to consider their own responsibilities to ensure health and safety at work and their own duties under health and safety legislation. RSSB does not warrant that compliance with all or any documents published by RSSB is sufficient in itself to ensure safe systems of work or operation or to satisfy such responsibilities or duties. RSSB Page 5 of 32
Uncontrolled when printed 1.4 Structure of this document 1.4.1 This document sets out as a series of requirements that are sequentially numbered. This document also sets out the rationale for the requirement, explaining why the requirement is needed and its purpose, and where relevant, guidance to support the requirement. The rationale and the guidance are prefixed by the letter G. 1.4.2 Some subjects do not have specific requirements but the subject is addressed through guidance only and where this is the case, it is distinguished under a heading of and is prefixed by the letter G. 1.5 Approval and Authorisation 1.5.1 The content of this document was approved by Energy Standards Committee on 11 January 2018. 1.5.2 This document was authorised by RSSB on 31 January 2018. Page 6 of 32 RSSB
Part 2 Requirements for Power Supply 2.1 System voltage 2.1.1 The voltage at the overhead contact line and the pantograph shall comply with the requirements set out in EN 50163:2004+A1:2007 clause 4.1 applicable to 750 V or 1500 V DC systems. G 2.1.2 G 2.1.3 G 2.1.4 G 2.1.5 G 2.1.6 The specification of the voltage enables the compatibility between the energy subsystem and the traction system of the trains to be achieved and is set so that the train s specified performance can be achieved, with traction equipment working in the voltage range defined. The requirement is consistent with design practice so that a power supply that meets operational and aspirational timetable requirements is designed, so that overall journey timings in the working timetable are realised. The energy subsystem nominal voltage and maximum permanent voltage are published in a Register of Infrastructure, which is a good practice as all key asset information is recorded in a single asset register for railway undertakings (RUs) to utilise for future train operations. The system voltage limits in Table 1 (clause 4.1) of EN 50163:2004+A1:2007, define normal operating conditions between U min1 U U max2. The subsystem is configured so that the voltage at the overhead contact line is at a positive potential with respect to the traction return rail. There are some existing light rail systems using a 600 V DC system; for example, Blackpool. If these are extended over the mainline railway, this may affect the new systems interfacing with it. 2.2 Mean useful voltage 2.2.1 The minimum voltage and calculated minimum mean useful voltage at the pantograph shall comply with EN 50388:2012 clause 8, 'Category IV, V, VI, VII CR TSI lines and Classical lines'. G 2.2.2 G 2.2.3 The minimum value of mean useful voltage of the energy subsystem is used in designing a supply to vehicles which can meet the demands of the timetabled service under both normal and planned outage conditions. The minimum value of mean useful voltage is calculated through simulation, as set out in the methodology described in clause 8 and Annex B. RSSB Page 7 of 32
G 2.2.4 The output of the simulation is acceptable if the calculated values for the dimensioning train meets the requirements set out in clause 8.3 and for any train meets the minimum voltage requirements set out in clause 8.4 of EN 50388:2012. 2.3 Loss of line voltage and reclosure sequence 2.3.1 The voltage and reclosure sequence of the line circuit breakers shall comply with requirements set out in clause 11 of EN 50388:2012. 2.3.2 The restoration of the line circuit breakers following a protection operation shall be limited to two reclosure attempts. G 2.3.3 The number of energy supply restoration attempts avoids excessive stresses being imposed in the energy system and a limit of two attempts is considered to be an industry norm enabling traction equipment on trains to be designed to withstand the reclosure sequence and prevent damage to the electric vehicle s equipment. G 2.3.4 G 2.3.5 G 2.3.6 G 2.3.7 The loss of line voltage and reclosure sequence is used to determine the ratings of both the infrastructure equipment and trainborne traction equipment including bonding cables and sizes. The procedure that is used to reclose circuit breakers feeding depots and sidings is subject to specific consideration of the risks at that site. This reclose strategy determines the appropriate design of rolling stock, particularly in relation to rolling stock bonding cables, so that the cable does not become compromised and give rise to dangerous touch potentials or cause fires. There is a possibility that an auto reclose can result in repeated short circuit applied to a faulty electric vehicle by reclosing the traction circuit breaker following an auto reclose of substation circuit breaker. To minimise the risk, where auto reclosure is provided, of reclosing on to a fault, a system to test for a short circuit will minimise this risk, as set out in EN 50388:2012. 2.4 Maximum train current 2.4.1 The energy subsystem and the electric vehicle shall be designed to operate with a maximum train current of 1 ka for 1500 V DC or 2 ka for 750 V DC. 2.4.2 Electric vehicles shall not exceed the value of maximum train current as set out in 2.4.1. G 2.4.3 G 2.4.4 Page 8 of 32 The maximum train current of the energy subsystem is used to derive an appropriate traction power supply to achieve timetabled service. The maximum train current applies to to a single vehicle, or to a train, which may be composed of several powered vehicles being operated in multiple as a single entity. RSSB
G 2.4.5 G 2.4.6 G 2.4.7 G 2.4.8 G 2.4.9 G 2.4.10 The maximum train current is specified for compatibility with the energy subsystem. The maximum train current is recorded in a register of infrastructure, which is a good practice as all key asset information is recorded in a single asset register for RUs to utilise for future train operations. When designing for the energy subsystem, it is good practice to allow not just for the single train in an electrical section, but for more trains dependent upon the working timetable. The value of maximum current, together with the pantograph voltage, determines the performance of the train, its capability to maintain timings for the timetable and the ability to recover from perturbations. The maximum current limit is the steady state current. In the short term, i.e. in cases of switch on or voltage-variations between different line-sections, the maximum allowable line-current of the vehicle can exceed the steady state limit before initiating the power supply protection system which is typically below 20 ms. Existing metro systems exceed the maximum level of current of 1kA, such as Tyne and Wear Metro, where the maximum train current is 1.1kA. The figure of 1kA can be exceeded if there is agreement between IM and RU. 2.5 Pantograph current at standstill 2.5.1 The OCL and pantographs shall be designed to sustain, without damage, a continuous current of 600 A at 750 V DC and 300 A at 1500 V DC, per pantograph when the train is at standstill, determined using the methodology set out in EN 50367:2012 Annex A.3. 2.5.2 The current capacity at standstill shall be achieved for the test value of static contact force set out in Table 4 of clause 7.2 of EN 50367:2012 for 1500 kv DC. 2.5.3 The test value of static contact force for 750 V DC shall be as set out for 1500 V DC in Table 4 of clause 7.2 of EN 50367:2012. 2.5.4 The OCL shall comply with the temperature limits set out in EN 50119:2009 clause 5.1.2. G 2.5.5 G 2.5.6 G 2.5.7 Values of pantograph current at standstill are used in the design of the OCL to withstand the standstill power requirement without deforming and / or breaking due to excessive electrical stress and high temperatures. There is no test value for static contact force defined for 750 V DC; however, it is good practice to use the value for 1500 V DC in EN 50637:2012. The pantograph current at standstill is used in the design of the OCL to withstand the power requirement without deforming and / or breaking due to excessive electrical stress and high temperatures. RSSB Page 9 of 32
Uncontrolled when printed G 2.5.8 The OCL design considers the temperature rise due to a train being at a standstill and drawing electrical energy to feed the auxiliaries and hotel loads, which could, if inadequately specified, result in deformation / failure of the OCL. 2.6 Regenerative braking 2.6.1 DC power supply systems shall be designed to permit the use of regenerative braking at least by exchanging power with other trains. 2.6.2 Electric vehicles shall be equipped with regenerative braking, capable of being disabled. G 2.6.3 G 2.6.4 G 2.6.5 G 2.6.6 G 2.6.7 In a DC network it is not always possible for regenerated energy to pass back into the grid system. Regenerated energy can be used by other trains on the network. Provision of regenerative braking energy on trains minimises energy usage and reduces the carbon footprint of the railway system as a whole. The regenerative braking system is designed so that regenerative braking current does not exceed the motoring current of the vehicle and also does not increase the voltage on the overhead line beyond the limits set out in EN 50163:2004+A1:2007 clause 4.1. In a DC network, feeding back the power into the grid system from regenerative braking is typically achieved through reversible substations, which can make the power supply system costs prohibitive for a small project. One way to overcome this is to design the energy subsystem such that it would allow the passage of the regenerative braking power to be fed to another train through the OCL system. In order to realise the full benefits of regenerative braking, including reduction of carbon footprint, the opportunity can be taken during upgrade and renewal to consider its incorporation. 2.7 Running rail current G 2.7.1 G 2.7.2 G 2.7.3 Maximum running rail current value is normally determined as part of the system modelling and made available to the entity responsible for the vehicle design, so that bonding design is done on the basis of worse case current running underneath the vehicle. Electric vehicles are designed to withstand the maximum current flowing in the running rails beneath the train. Where the running rails are being utilised as traction return, then the impedance of the return rails is normally chosen to be as minimum a level as possible. This would Page 10 of 32 RSSB
G 2.7.4 result in a bulk of the DC return current going back to the substation through the running rails because of the low impedance and being nominally insulated from earth. Consideration of stray currents from the traction return is considered as part of the initial design. This is a particular concern where multiple utilities are involved. A stray current management plan is made in conjunction with the IM and utilities. 2.8 Short circuit fault levels 2.8.1 The maximum prospective sustained short circuit fault level on the infrastructure rails shall not exceed values set out in Table 6 of BS EN 50388:2012. 2.8.2 Electric vehicles shall withstand the maximum prospective sustained short circuit fault level as set out in Table 6 of BS EN 50388:2012. G 2.8.3 G 2.8.4 G 2.8.5 The specification of short circuit fault level conditions enables equipment to be designed to withstand the excursion without damage. This requirement determines the duty cycle to which the protection system can be designed and equipment both on infrastructure and electric vehicles can be sized to withstand excursion. As the prospective currents are very high, immediate tripping of the protection can be incorporated to keep the value of maximum short circuit manageable. 2.9 Vehicles bonding requirements 2.9.1 Protective bonding as set out in EN 50153:2014 clause 6.4 shall be provided on all rail vehicles that traverse the electrified lines. G 2.9.2 G 2.9.3 G 2.9.4 G 2.9.5 Electrical bonding of vehicles is used to provide protection against high touch potentials and the likelihood that a fire may be caused by excessive overheating of the bonding cables. Implementing this requirement helps to support compliance with Regulation 4 of The Electricity at Work Regulations 1989. Vehicle bonding is designed to take into account fault clearance times for the fixed installation and the permitted reclose sequence and timing as set out in 2.8 and 2.3. Protective bonding is provided to prevent damage to the vehicle caused by the creation of parallel paths for DC return current. RSSB Page 11 of 32
Uncontrolled when printed G 2.9.6 G 2.9.7 G 2.9.8 Protective bonding is provided to limit touch potentials to those set out in EN 50122-1:2016, and therefore to mitigate the electric shock hazard. Connecting axle end brush gear directly to the bogie frame or vehicle body is a means of reducing the current through wheel bearings and mitigating electrical damage to axle and motor bearings. Where axle end brush gear is provided with two independently sprung brushes for protective bonding, each brush can be considered as an independent bonding path. Where this arrangement is used to provide two independent bonding paths, then two independent cable connections are normally provided between the brushes and vehicle or bogie. G 2.9.9 As existing vehicles may not be compliant with EN 50153:2014 clause 6.4, consideration is given to continued operation of these vehicles under new infrastructure. The solution is normally developed as part of Network Change consultation and agreed with the RU. 2.10 Electrical protection coordination 2.10.1 The energy subsystem protection systems shall comply with the requirements set out in EN 50388:2012 Table 7 and EN 50633:2017. 2.10.2 The disconnection time for the energy subsystem equipment under short circuit fault conditions at the contact line shall be within the range 20 ms to 60 ms with the electrical protection system operating normally. 2.10.3 In an event when the primary protection fails to initiate, an additional time delay shall be permissible for back-up protection operation, in a time that is compatible with the back-up protection response but not exceeding the limit of 300 ms as stated in NOTE 2 of clause 11.2 of EN 50388:2012. 2.10.4 The protection on traction unit circuit breakers shall comply with the requirements set out in EN 50388:2012 section 11. G 2.10.5 G 2.10.6 G 2.10.7 Electrical protection minimises damage to equipment in an event of fault and controls touch potentials. Protection coordination is defined so that discrimination and selectivity can be achieved between infrastructure and vehicles. Implementing protection coordination requirements helps to support compliance with Regulations 4 and 7 of The Electricity at Work Regulations 1989. Typically, the protection coordination is made up of tripping and reclosing strategies. In terms of tripping, for back up protection, this is done as quickly as possible in order to ensure that the let-through fault energy is minimised. Page 12 of 32 RSSB
2.11 Protective provisions, direct contact general 2.11.1 The protective provisions shall be by safety clearances or, where the safety clearances are not achievable, by obstacles. 2.11.2 Protective provisions against direct contact with exposed live parts of the electric vehicles shall comply with the requirements set out in EN 50153:2014 clause 5.1. G 2.11.3 Provisions against direct contact with exposed live parts manage the electrocution / shock hazard arising from live conductors by setting minimum clearances from standing surfaces, such as station platforms, in order to prevent people coming into direct contact or close proximity to exposed live parts. G 2.11.4 Specifying protective provisions helps to support compliance with Regulations 4 and 7 of The Electricity at Work Regulations 1989. G 2.11.5 Where signage is provided to warn of electrical risks, they are selected from the catalogue of standard signage set out in GIGN7633 and GIGN7634. 2.12 Protective provisions, direct contact - protection by clearance 2.12.1 Exposed live parts of the energy subsystem, including a pantograph head, shall comply with the public area dimensions in Figure 3 of clause 5.2.1 EN 50122-1:2011+A4:2016. 2.12.2 Where the lateral distance from the live parts to the closest running rail is greater than 3 m, all exposed live parts shall be positioned no lower than 5.2 m above any publicly accessible standing surface (5.8 m where road vehicles are under live equipment), under the worst conditions of temperature and loading at those locations. 2.12.3 Exposed live parts on vehicles, such as roof conductors, resistors etc shall comply with the clearance requirements set out in EN 50153:2014 clause 5.3.1.3. G 2.12.4 G 2.12.5 G 2.12.6 Clearances are specified to protect against harm from flashover and are consistent with ORR on Tramways, Railway Safety Publication 2 and published by UK Tram, dated November 2006. Specifying clearance distances protects against electric shock / electrocution hazards and helps to support compliance with Regulations 4 and 7 of The Electricity at Work Regulations 1989. Compliance with EN 50122-1:2011+A4:2016 and EN 50153:2014 provides an air clearance in a straight line between the limit of arm s reach for a 95th percentile person, including any hand tools and exposed live parts. RSSB Page 13 of 32
Uncontrolled when printed G 2.12.7 G 2.12.8 The restricted area dimension set out in Figure 3 of EN 50122-1:2011+A4:2016 are not used because they would impose onerous constraints on the operational railway, requiring nothing to be raised above head height. The pantograph head position, when static, is determined by track cant, the contact wire height and its lateral position. 2.13 Protective provisions, direct contact - protection by obstacles 2.13.1 If protection by clearance cannot be achieved, then an obstacle shall be provided in accordance with EN 50122-1:2011+A3:2016 clauses 5.3.1 to 5.3.3 such that live parts cannot be touched in a straight line by persons on a standing surface. 2.13.2 If protection by clearance cannot be achieved from live parts on vehicles, insulation shall be provided as set out in EN 50153:2014 clause 5.2. G 2.13.3 G 2.13.4 G 2.13.5 Prevention of exposure to danger from live parts through direct contact with, or entering the danger zone around, exposed live parts is by using insulation or placing a physical barrier between personnel and the exposed live parts. Implementing this requirement helps to support compliance with Regulation 7 of The Electricity at Work Regulations 1989. Further details on insulation coordination are provided in EN 50124-1 as set out in clause 2 of EN 50153:2014. 2.14 Protective provisions - touch voltages 2.14.1 Protection against electric shock shall be provided by compliance with the touch voltage requirements set out in EN 50122-1:2011+A2:2016, clauses 6.1, 6.2.2, 6.2.3, 9.1 and 9.3 for both electric vehicles and infrastructure. G 2.14.2 G 2.14.3 G 2.14.4 In the event of a fault, people may be exposed to a touch voltage, which can be limited to a safe level by correct design. Implementing this requirement helps to support compliance with Regulation 4 of The Electricity at Work Regulations 1989. There is no guidance associated with this requirement. 2.15 Electrical clearance to DC overhead contact line (DC OCL) 2.15.1 The electrical clearances shall be as follows: Page 14 of 32 RSSB
750V DC (Nominal) 750 V DC 1500 V DC (Nominal) Minimum clearance (mm) Minimum clearance (mm) Static clearance 75 150 Passing clearance 25 100 Table 1: Electrical clearances G 2.15.2 G 2.15.3 The potential of harm from flashover between the OCL and the rail vehicle is controlled by specifying clearance distances. The static and passing clearance distances have been taken from the ORR s guidance on tramways. These values are larger than the clearance distances set out in EN50119:2009+A1:2013 Table 2, which gives values of 100 mm and 50 mm for static and dynamic clearances distances for both 750 V and 1500 V systems, and those derived from EN 50124-1:2017. RSSB Page 15 of 32
Uncontrolled when printed Part 3 Requirements for Mechanical System 3.1 Overhead contact line geometry and gauging 3.1.1 Maximum contact wire height 3.1.1.1 The maximum contact wire height above rail level, including OCL and track tolerances, shall be 6200 mm with uplift. G 3.1.1.2 G 3.1.1.3 G 3.1.1.4 The maximum operable height of the contact wire is specified to be compatible with the pantograph s operating range. The maximum value of the contact wire height determines the limit of pantograph extreme performance reach. Beyond this, the over height protection of the pantograph is set out in 3.4.7. Some existing tram systems have used a lower or higher maximum contact wire height. 3.1.2 Minimum contact wire height - public 3.1.2.1 The minimum contact wire height above rail level shall be not less than: a) 5200 mm for pedestrians. b) 5800 mm for vehicles. G 3.1.2.2 G 3.1.2.3 The minimum contact wire height in public areas is specified to be compliant with the requirements set out in the ORR's on Tramways. The ORR on Tramways, states that 'minimum wire height must not be less than 5800 mm where the carriageway is shared with other road users and 5200 mm above where a person is likely to stand'. Explicit approval is therefore required from the Secretary of State for any reduction to either of these values. 3.1.3 Design contact wire height 3.1.3.1 The design contact wire height shall be calculated as set out in clause 5.10.5 and Figure 1 of EN 50119:2009+A1:2013, taking into account: a) The maximum swept envelope height is defined by the maximum co-ordinates of the upper gauge(s), as set out in GERT8073, for standard vehicle gauges of rail vehicles permitted or intended to be used on the route. b) The value of electrical clearance as defined in 2.15. Page 16 of 32 RSSB
G 3.1.3.2 G 3.1.3.3 G 3.1.3.4 The method of calculating the design contact wire height set out in EN 50119:2009+A1:2013 achieves compatibility between the OCL and the pantograph. EN 50119:2009+A1:2013 clause 5.10.4, Figure 1, shows an annotated diagram of the position of the contact wire relative to a rail vehicle indicating electrical clearance distances. The calculated design contact wire height is compatible with the electrical clearance requirements (see 2.15), to vehicles with the standard static gauge height of 3965 mm, as set out in GERT8073. 3.1.4 Contact line height at level crossings 3.1.4.1 The minimum height of exposed live parts of the contact line and its associated feeders and clearance to road vehicles at road level crossings and private level crossings shall be as set out in the table below: System voltage Minimum height Minimum clearance to road vehicle Provisions 750 V / 1500 V DC OCL 5800 mm 600 mm Crossing user warning signs Table 2: Minimum height of exposed live parts at road level crossings and private level crossings G 3.1.4.2 G 3.1.4.3 G 3.1.4.4 The specified minimum contact wire height is compliant with the ORR s on Tramways. Determination of an appropriate contact wire height is part of the assessment of the hazards at a level crossing. The minimum height of the contact wire height is measured from the road level. The minimum contact wire height at level crossings is based upon advice given by the ORR for consistency with other regulations. This is sufficient to provide a safe clearance for the UK notional road vehicle height of 5 m. 3.1.5 Contact wire lateral deviation 3.1.5.1 The OCL geometry shall be designed to be compatible with the pantograph profiles set out in EN 50367:2012 Figure A.6, considering the permissible values for pantograph head encroachment and for deviations from the profile as set out in clause 5.3 in EN 50367:2012. RSSB Page 17 of 32
Uncontrolled when printed 3.1.5.2 The pantograph profile on the vehicles shall comply with the requirements set out in EN 50367:2012 Figure A.6, considering the permissible values for pantograph head encroachment and for deviations from the profile as set out in clause 5.3 in EN 50367:2012. G 3.1.5.3 G 3.1.5.4 G 3.1.5.5 The lateral deviation of the contact wire is defined for compatibility between the contact wire and the pantograph profiles, taking account of the effects of sway applicable to the vehicles that are permitted to operate on a route. The sway of the pantograph is determined by the method set out in clause 3.4 and Appendix E of GMRT2173. The industry is currently collaborating to ascertain clearance requirements of new pantographs on existing OCL, using a gauging method. The outcome of this is likely to result in the standard being enhanced with further requirements. 3.1.6 Electrical and mechanical clearances 3.1.6.1 Minimum mechanical clearances applicable to the pantographs of rail vehicles permitted to use the route shall be provided, as set out in the table below: Minimum mechanical clearance Static and passing mechanical clearance between the pantograph and contact line equipment at the same electrical potential Static and passing mechanical clearance between the pantograph and the steady arm (when approximately parallel to the pantograph profile) 80 mm 15 mm (under all conditions, including wear of the contact wire and pantograph) Table 3: Mechanical clearance for overhead line electrification G 3.1.6.2 G 3.1.6.3 G 3.1.6.4 The distance of 80 mm is provided to protect against the pantograph coming into contact with OCL support. The 15 mm distance protects against the pantograph making contact with the steady arm. The 80 mm mechanical clearance distance exceeds the electrical clearance distances used for static and passing clearances on the 750 V DC energy subsystem set out in 2.15. Page 18 of 32 RSSB
3.2 Contact line and current collector zones 3.2.1 Overhead contact line and current collector zones G 3.2.1.1 The overhead contact line and current collector zones are set out in clause 3.2.1 of GLRT1210. 3.3 Contact wire 3.3.1 Contact wire material 3.3.1.1 The contact wire shall be copper or copper alloy but excluding cadmium copper, as set out in EN 50149:2012 clause 4.2. G 3.3.1.2 G 3.3.1.3 The contact wire composition is specified to achieve technical compatibility between the material of the OCL and the pantograph contact strip material specified in clause 3.3.2. The material specified on both sides of this interface provides an appropriate balance between current collection capability, wear, resilience to physical damage and economic service life. 3.3.2 Pantograph contact strip material 3.3.2.1 The pantograph contact strip shall be composed of either: a) Plain carbon, or b) Carbon impregnated with copper or copper alloy, up to 35% by weight. G 3.3.2.2 G 3.3.2.3 G 3.3.2.4 G 3.3.2.5 The composition of the pantograph contact strip is specified to achieve compatibility with the contact wire. Details of the compatible contact strip materials are published in a Register of Infrastructure. The GB mainline railway permits plain carbon, or carbon with additive material, as set out in 3.3.2.1. For DC energy subsystem applications, up to 40% by weight is allowed; however; for use on AC/DC systems, the limit is reduced to 35% to keep it in line with pantographs on AC energy subsystems. It may sometimes be necessary to use pantograph contact strips with copper edges for ice removal. RSSB Page 19 of 32
Uncontrolled when printed G 3.3.2.6 Where permitted, special pantograph contact strips for contact line conditioning or for ice removal may be used. 3.3.3 Contact strip width 3.3.3.1 Contact strip width shall be a minimum of 25 mm. G 3.3.3.2 G 3.3.3.3 A contact strip has to be a minimum of 25 mm to be able to pass a section insulator without causing potential damage to the OCL and be compatible with sectional insulators limiting dimensions as set out in 3.5.2. There is no guidance associated with this requirement. 3.3.4 Dynamic behaviour and quality of current collection assessment G 3.3.4.1 There is currently no industry agreed position for the assessment of dynamic behaviour and quality of current collection. 3.3.5 Pantograph force distribution G 3.3.5.1 There is currently no industry agreed position for the pantograph force distribution. 3.3.6 Static contact force G 3.3.6.1 There is currently no industry agreed position for the static contact force. 3.3.7 Vertical movement of the contact point G 3.3.7.1 There is currently no industry agreed position for the vertical movement of the contact point. 3.4 Pantograph spacing 3.4.1 Pantograph spacing - general guidance G 3.4.1.1 It is good practice for the OCL system to be designed to allow for a minimum of two pantographs in normal operation. Page 20 of 32 RSSB
G 3.4.1.2 The maximum number of raised pantographs and permissible pantograph spacing(s) for each number of raised pantographs, and permitted speed, is published in a Register of Infrastructure. The IM and RU may agree the use of a single pantograph system as identified in the register of infrastructure. In emergency situations, it may be permissible to use other pantograph combinations to expedite recovery of normal service. 3.4.2 Pantograph location on rail vehicles 3.4.2.1 Pantograph spacing shall be compatible with the route over which the train operates such that when stopped at a signal the pantographs: a) Are not isolated from the infrastructure power source thereby immobilising the train. b) Do not cause damage to electrification system components due to arcing. c) Do not bridge isolation mechanisms. 3.4.2.2 Energy subsystems shall be designed to take into account the pantograph location on rail vehicles. G 3.4.2.3 G 3.4.2.4 The pantograph spacing is important for compatibility between pantographs, signalling systems and professional driving techniques. Compatibility of the pantograph arrangement and the route can be achieved by: a) Design of the overhead line contact system; or b) The use of an automatic power control (APC) system as set out in GLRT1210; or c) Signage for the driver to shut off power before passing under the section insulator; or d) Design of the section insulator to provide continuous contact with the contact wire. 3.4.3 Pantograph geometry and profile 3.4.3.1 The pantograph head profile shall comply with EN 50367:2012 Figure A.6. G 3.4.3.2 G 3.4.3.3 G 3.4.3.4 The pantograph head profile set out in EN 50367:2012 Figure A.6 is used as it provides compatibility with the OCL. The pantographs which are compatible with a section of line are recorded in a Register of Infrastructure. Use of the pantograph profile, as set out in EN 50367:2012 Figure A.6, means there is compatibility with 25 kv OCL systems, allowing for dual voltage operation. RSSB Page 21 of 32
Uncontrolled when printed G 3.4.3.5 The maximum encroachment of the pantograph head is defined to be 60 mm in EN 50367:2012 under all operating conditions as set out in EN 15273-1:2013, clause 8.1.1.3. 3.4.4 Pantograph head width (along track) 3.4.4.1 The pantograph head along track width shall be between 200 mm and 250 mm. G 3.4.4.2 G 3.4.4.3 Defining the pantograph head width is to achieve compatibility with the design of section insulators and insulating sections. The dimension is specified as being not less than 200 mm, as the pantograph head would otherwise fall into a section insulator gap and potentially causing arcing and dewirement. The dimension is specified as being not greater than 250 mm, as the pantograph head could then bridge an insulator and cause an insulating section to flashover between an energised section and one that is de-energised and short circuited. There is no guidance associated with this requirement. 3.4.5 Working height range of pantograph for current collection 3.4.5.1 Pantographs mounted on rail vehicle(s) shall collect current over the range: a) For 750 V DC 25 mm above the kinematic gauge of the vehicle and 6200 mm above rail level. b) For 1500 V DC 100 mm above the kinematic gauge of the vehicle and 6200 mm above rail level. G 3.4.5.2 The working range of a pantograph for current collection is defined to accommodate the variations in contact wire height as set out in 3.1. G 3.4.5.3 GB practice is to use 6200 mm as a maximum wire height, whereas some existing tramway systems have contact wire height in excess of 6500 mm above rail level. G 3.4.5.4 Some existing metro systems in GB have a maximum pantograph height at 5600 mm. 3.4.6 Working height range of pantograph for over height protection 3.4.6.1 Each pantograph shall be fitted with a maximum reach detection device to fully lower the pantograph if a height of 6240 mm above rail level is exceeded. Page 22 of 32 RSSB
G 3.4.6.2 G 3.4.6.3 The maximum reach detection device (height limit device) is provided to protect the pantograph from impact damage with structures by lowering it. 6240 mm allows for a 40 mm tolerance above the maximum wire height of 6200 mm before the maximum reach device is activated. 3.4.7 Pantograph automatic dropping device (ADD) 3.4.7.1 Each pantograph shall be equipped with an ADD that lowers the pantograph, as defined in EN 50206-1:2010 clause 4.8 which shall: a) Be capable of achieving the minimum dynamic insulating distance of 150 mm within three seconds of activation. b) Reach the parked position within 10 seconds, starting with the head at 6240 mm above rail level. c) Open the associated train in-feed circuit breaker immediately when operated. d) Incorporate a facility to allow a driver to isolate the ADD after activation. G 3.4.7.2 G 3.4.7.3 G 3.4.7.4 G 3.4.7.5 G 3.4.7.6 G 3.4.7.7 a), b), and c) ADD is used to protect the OCL from a damaged pantograph head contact strip. d) Isolating the ADD overrides the automatic dropping system enabling a train to continue in service. ADD operation is typically initiated by either detection of loss of pressure in the autodrop detection vacuum tube or breaking continuity circuit, for example, fibre optic cable. Minor carbon chips, or damage experienced in normal operation, are not expected to cause the ADD system to function. Maximum effective uplift force comprising the combined static and aerodynamic forces, is used in the design of the system in meeting the ADD dropping times. The ADD system incorporates a facility for the driver to isolate the ADD after a spurious activation. The isolation facility permits trains which have a single pantograph to recover from a spurious ADD activation and either continue in operation or, in the event of a damaged pantograph, maintain power supplies to key auxiliary on-train services, including air-conditioning and lighting. 3.4.8 Pantograph camera 3.4.8.1 Where a vehicle based camera is used to record the overhead line / pantograph interface it shall have a storage device to: RSSB Page 23 of 32
Uncontrolled when printed a) Record at least 10 frames per second (fps). b) Record the pantograph / contact wire interface at all wire heights. c) Record the full width of the pantograph including pantograph horns. d) Store recorded data on the vehicle for a minimum of eight days. e) Be downloadable in an.mp4 format. f) Contain the vehicle identification. g) Include date and time stamp on recorded data. G 3.4.8.2 G 3.4.8.3 The data from pantograph cameras is retained to assist with the analysis of the failures of the overhead line or pantograph. There is no guidance associated with this requirement. 3.5 Separation sections and section insulators 3.5.1 AC/DC system voltage changeover (DC/DC system voltage separation) G 3.5.1.1 G 3.5.1.2 G 3.5.1.3 G 3.5.1.4 G 3.5.1.5 G 3.5.1.6 G 3.5.1.7 These requirements support compatibility between the OCL and train as it changes from one system to another. This can be either two different DC overhead systems between street and mainline operations or between DC and AC OCL systems. The in-line insulation is such that it provides electrical clearance sufficient to prevent flashover to earth when pantographs operate over it. Signage will be positioned either side of the system separation section as set out in GIGN7633 and GIGN7634. Automatic power control can be provided for a system changeover between DC and 25 kv AC overhead line systems. No automatic power control system exists for system changeovers, however, the current automatic power system for 25 kv AC short neutral sections could be utilised subject to agreement between the IM and the RU. The automatic power control system, as set out in GLRT1210 clause 3.6, could provide the functionality for a system changeover between DC and 25 kv AC overhead line systems. Information on electromagnetic compatibility can be obtained from EN 50121 (all parts), on stray current from EN 50122-2:2010 (Railway applications Fixed installations Electrical safety, earthing and the return circuit Part 2: Provisions against the effects of stray currents caused by d.c. traction systems) and on the AC/DC interface in EN 50122-3:2010 (Railway applications Fixed installations Electrical safety, earthing and the return circuit Part 3: Mutual Interaction of a.c. and d.c. traction systems). Page 24 of 32 RSSB
3.5.2 Section insulator limiting dimensions 3.5.2.1 A section insulator shall be such that the rods running parallel with the insulator permit pantograph heads with individual contact strips of a minimum width of 25 mm to pass smoothly and without losing electrical contact. G 3.5.2.2 G 3.5.2.3 The section insulator rods are designed so as not to mechanically interfere with the passage of the pantograph heads with 25 mm strips or greater and is compatible with 3.3.1. There is no guidance associated with this requirement. 3.6 Compatibility with train exhaust gas emissions 3.6.1 Compatibility of contact systems with train exhaust emissions G 3.6.1.1 G 3.6.1.2 G 3.6.1.3 The OCL can be damaged by the heat from the exhaust of internal combustion engines, which can cause deformation. Appropriate selection of materials can mitigate this hazard; however, where this is not practicable other precautions may be effective. To avoid heat damage to the infrastructure, the specification of OCL takes into account the hot exhaust emissions from rail vehicles. RIS-3440-TOM sets out precautions against damage to the OCL when operating steam locomotives. RSSB Page 25 of 32
Uncontrolled when printed Acronyms and abbreviations AC ADD DC EN ENE IEV IM INF OCL ORR RST RU TSI Alternating Current. Auto Dropping Device. Direct Current. European Standards. Energy Subsystem. International Electrotechnical Vocabulary. Infrastructure Manager. Infrastructure Subsystem. Overhead Contact Line. Office of Rail and Road. Rolling Stock. Railway Undertaking. Technical Specification for Interoperability. Page 26 of 32 RSSB
Definitions Back-up protection Contact force Contact wire uplift Current Collector DC energy subsystem Direct contact Earthed Electric shock Protection which is intended to operate when a system fault is not cleared or an abnormal condition is not detected in the required time, because of the failure or inability of other protection to operate, or failure of the appropriate circuit-breaker(s) to trip. Force applied by the current collector to conductor rail. Vertical upward movement of the contact wire due to the force produced from the pantograph. Source: EN 50119:2009+A1:2013, ENE TSI. Equipment fitted to the vehicle and intended to collect current from a contact wire or conductor rail. Source: IEC 60050-811, definition 811-32-01. The DC 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 overhead 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) Overhead 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 overhead contact line system is also equipped with manually or remotely controlled disconnectors which are required to isolate sections or groups of the overhead contact line system according to operational necessity. Feeder lines are also part of the overhead contact line system. d) 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. Electric contact of persons or animals with live parts or sufficiently close that danger may arise. The term earthed is used to describe connection to the traction return system or to general mass of earth under a fault conditions. A dangerous physiological effect resulting from the passing of an electric current through the human body or livestock. IEV ref 195-01-04 Exposed conductive part RSSB Page 27 of 32
Uncontrolled when printed Failure Gauge Infrastructure Manager (IM) Lateral deviation Level crossing Light Rail Vehicle Live part Maximum contact wire height Mean contact force Loss of ability to perform as required. Source: IEV192-03-01 Note: Note to entry 1. A failure of an item is an event that results in a fault of that item. Note: Note to entry 2. Qualifiers, such as catastrophic, critical, major, minor, marginal and insignificant, may be used to categorise failures according to the severity of consequences, the choice and definitions of severity criteria depending upon the field of application. Note: Note to entry 3. Qualifiers, such as misuse, mishandling and weakness, may be used to categorise failures according to the cause of failure. 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 infrastructure. ENE TSI. Note: According to the calculation method implemented, the gauge will be a static, kinematic or dynamic. Any body or undertaking that is responsible in particular for establishin, maintaining and operating railway infrastructure, or part thereof (including stations), as defined in article 3 of Directive 91/440/EEC, which may also include the management of infrastructure control and safety systems. The functions of the infrastructure manager on a network or part of a network may be allocated to different bodies or undertakings. Source: Article 3 (b) of Directive 2004/49/EC. Deviation of the contact wire from the track centre line under action of a crosswind. Source: EN 50367:2012. ENE TSI. An intersection at the same elevation of a road, footpath or bridleway and one or more rail tracks. Source: IEV ref 821-07-01 modified. Light rail, light rail transit (LRT), or fast tram is urban public transport using rolling stock similar to a tramway, but operating at a higher capacity, and often on an exclusive right-of-way. Any conductor and any conductive part of electrical equipment intended to be energised in normal use. Insulators are considered to be live parts. Maximum possible contact wire height, which the pantograph is required to reach, in all conditions. Source: EN 50119:2009+A1:2013. Statistical mean value of the contact force. Source: BS EN 50367:2006. Page 28 of 32 RSSB
Minimum contact wire height Minimum design contact wire height Nominal contact wire height Nominal voltage Normal service Overhead Contact Line (OCL) Passing clearance (ORR's guidance on tramways) Plain Carbon Rail vehicle Railway Undertaking (RU) A minimum value of the contact wire height in the span in order to avoid the arcing between one or more contact wires and vehicles in all conditions. Source: EN 50119:2009+A1:2013, ENE TSI. Theoretical contact wire height, including tolerances, designed to ensure that the minimum contact wire height is always achieved. Source: EN 50119:2009+A1:2013. A nominal value of the contact wire height at a support in the normal conditions. Source: EN 50119:2009+A1:2013, ENE TSI. Value of the voltage by which the electrical installation or part of the electrical installation is designated and identified. Source: IEV-826-11-01 Planned timetable service. Source: ENE TSI. Contact line placed above (or beside) the upper limit of the rail vehicle gauge and supplying vehicles with electric energy through roof-mounted current collection equipment. Source: IEV ref 811-33-02 ENE TSI. Note: Where this includes, in addition to all currentcollecting conductors, the following elements: reinforcing feeders; cross-track feeders; disconnectors; section insulators; overvoltage protection devices; supports that are not insulated from the conductors; insulators connected to live parts; along-track feeders; conductors connected permanently to the contact line for supply of other electrical equipment; earth wires and return conductors. Defined as the minimum distance required under any permissible conditions of operation and maintenance between: the earthed material of any structure or vehicle and the live parts of the overhead line equipment; any earthed material and the current collector; and any live parts of the overhead line equipment and parts of the vehicle other than the current collector. It takes into account dynamic effects including the uplift from a pantograph. Hard carbon material, without added metal and consisting of a mixture of amorphous and graphite carbon elements. Any vehicle, moving either under its own power (locomotives fixed formation units and multiple units) or hauled by another vehicle (coaches, railcar trailers, vans and wagons), on-track machine, roadrail vehicle or rail-mounted maintenance machine. Any private or public undertaking the principal business of which is to provide rail transport services for goods and/or passengers, with a requirement that the undertaking must ensure traction; this also includes undertakings which provide traction only. Source: Article 3 (a) of Directive 2004/49/EC. RSSB Page 29 of 32