Rail Industry Standard for 750 V and 1500 V DC … Iss 1.pdf · Rail Industry Standard RIS-1854-ENE...

Rail Industry StandardRIS-1854-ENEIssue: OneDate: March 2018

Rail Industry Standardfor 750 V and 1500 V DCOverhead Lines andcorresponding RollingStock requirements

Synopsis

This document specifies requirementsand associated rationale and guidanceat the interface between energysubsystems and rolling stocksubsystems for both 750 V and 1500 VDC Overhead Contact Line (OCL)system on lines where therequirements set out in TSIs are notapplicable.

Copyright in the Railway Group documents is owned by RailSafety and Standards Board Limited. All rights are herebyreserved. No Railway Group document (in whole or in part)may be reproduced, stored in a retrieval system, ortransmitted, in any form or means, without the prior writtenpermission of Rail Safety and Standards Board Limited, or asexpressly permitted by law.

RSSB members are granted copyright licence in accordancewith the Constitution Agreement relating to Rail Safety andStandards Board Limited.

In circumstances where Rail Safety and Standards BoardLimited has granted a particular person or organisationpermission to copy extracts from Railway Group documents,Rail Safety and Standards Board Limited accepts noresponsibility for, nor any liability in connection with, the useof such extracts, or any claims arising therefrom. Thisdisclaimer applies to all forms of media in which extractsfrom Railway Group documents may be reproduced.

Published by RSSB

© Copyright 2018Rail Safety and Standards Board Limited

Uncontrolled when printed Document comes into force on 03/03/2018

Issue Record

Issue Date Comments

One 03/03/2018 Original document. This document supports theinterface between energy subsystems and rollingstock subsystems for both 750 V and 1500 V DCOCL system on lines where the requirements setout in TSIs are not applicable.

This document will be updated when necessary by distribution of a completereplacement.

Supply

The authoritative version of this document is available at www.rssb.co.uk/railway-group-standards. Enquiries on this document can be submitted through the RSSBCustomer Self-Service Portal https://customer-portal.rssb.co.uk/


Rail Industry Standard for 750 V and1500 V DC Overhead Lines and

corresponding Rolling Stock requirements

of 32 RSSB


http://www.rssb.co.uk/railway-group-standards


https://customer-portal.rssb.co.uk/

Contents

Section Description Page

Part 1 Purpose and Introduction 51.1 Purpose 51.2 Application of this document 51.3 Health and safety responsibilities 51.4 Structure of this document 61.5 Approval and Authorisation 6

Part 2 Requirements for Power Supply 72.1 System voltage 72.2 Mean useful voltage 72.3 Loss of line voltage and reclosure sequence 82.4 Maximum train current 82.5 Pantograph current at standstill 92.6 Regenerative braking 102.7 Running rail current 102.8 Short circuit fault levels 112.9 Vehicles bonding requirements 112.10 Electrical protection coordination 122.11 Protective provisions, direct contact − general 132.12 Protective provisions, direct contact - protection by clearance 132.13 Protective provisions, direct contact - protection by obstacles 142.14 Protective provisions - touch voltages 142.15 Electrical clearance to DC overhead contact line (DC OCL) 14

Part 3 Requirements for Mechanical System 163.1 Overhead contact line geometry and gauging 163.2 Contact line and current collector zones 193.3 Contact wire 193.4 Pantograph spacing 203.5 Separation sections and section insulators 243.6 Compatibility with train exhaust gas emissions 25

Acronyms and abbreviations 26

Definitions 27

References 31

Rail Industry Standard for 750 V and1500 V DC Overhead Lines andcorresponding Rolling Stock requirements


RSSB of 32


List of Tables

Table 1: Electrical clearances 15

Table 2: Minimum height of exposed live parts at road level crossings and private levelcrossings 17

Table 3: Mechanical clearance for overhead line electrification 18




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) mainlinerailway where the Interoperability Directive and the Technical Specifications forInteroperability (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 newenergy 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 a750 V and 1500 V DC Overhead Contact Line (OCL) and its interface with relevantlight 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 sochoose. 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 energyand rolling stock subsystems, including personal safety, and these requirements havebeen combined to form a 'whole system view'. The user of this document can identifyadditional requirements for a particular project.

1.1.4 Where appropriate, this document is consistent with the Office of Rail and Road(ORR) Guidance on Tramways, Railway Safety Publication 2 and published by UKTram, dated Nov. 2006.

1.2 Application of this document

1.2.1 Compliance requirements and dates have not been specified since these will be thesubject of internal procedures or contract conditions.

1.2.2 The Standards Manual and the Railway Group Standards (RGS) Code do not currentlyprovide a formal process for deviating from a Rail Industry Standard (RIS). However, amember of RSSB, having adopted a RIS and wishing to deviate from its requirements,may request a Standards Committee to provide opinions and comments on theirproposed alternative to the requirement in the RIS. Requests for opinions andcomments should be submitted to RSSB by e-mail to [email protected] formulating a request, consideration should be given to the advice set out inthe ‘Guidance to applicants and members of Standards Committee on deviationapplications’, 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 theirown responsibilities to ensure health and safety at work and their own duties underhealth and safety legislation. RSSB does not warrant that compliance with all or anydocuments published by RSSB is sufficient in itself to ensure safe systems of work oroperation or to satisfy such responsibilities or duties.



RSSB of 32


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 therequirement is needed and its purpose, and where relevant, guidance to support therequirement. 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 throughguidance only and where this is the case, it is distinguished under a heading of‘Guidance’ 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 11January 2018.

1.5.2 This document was authorised by RSSB on 31 January 2018.




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 therequirements set out in EN 50163:2004+A1:2007 clause 4.1 applicable to 750 V or1500 V DC systems.

Rationale

G 2.1.2 The specification of the voltage enables the compatibility between the energysubsystem and the traction system of the trains to be achieved and is set so that thetrain’s specified performance can be achieved, with traction equipment working inthe voltage range defined. The requirement is consistent with design practice so thata power supply that meets operational and aspirational timetable requirements isdesigned, so that overall journey timings in the working timetable are realised.

Guidance

G 2.1.3 The energy subsystem nominal voltage and maximum permanent voltage arepublished in a Register of Infrastructure, which is a good practice as all key assetinformation is recorded in a single asset register for railway undertakings (RUs) toutilise for future train operations.

G 2.1.4 The system voltage limits in Table 1 (clause 4.1) of EN 50163:2004+A1:2007, definenormal operating conditions between Umin1 ≤ U ≤ Umax2.

G 2.1.5 The subsystem is configured so that the voltage at the overhead contact line is at apositive potential with respect to the traction return rail.

G 2.1.6 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 newsystems interfacing with it.

2.2 Mean useful voltage

2.2.1 The minimum voltage and calculated minimum mean useful voltage ‘at thepantograph’ shall comply with EN 50388:2012 clause 8, 'Category IV, V, VI, VII CRTSI lines and Classical lines'.

Rationale

G 2.2.2 The minimum value of mean useful voltage of the energy subsystem is used indesigning a supply to vehicles which can meet the demands of the timetabled serviceunder both normal and planned outage conditions.

Guidance

G 2.2.3 The minimum value of mean useful voltage is calculated through simulation, as setout in the methodology described in clause 8 and Annex B.



RSSB of 32


G 2.2.4 The output of the simulation is acceptable if the calculated values for thedimensioning train meets the requirements set out in clause 8.3 and for any trainmeets 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 withrequirements set out in clause 11 of EN 50388:2012.

2.3.2 The restoration of the line circuit breakers following a protection operation shall belimited to two reclosure attempts.

Rationale

G 2.3.3 The number of energy supply restoration attempts avoids excessive stresses beingimposed in the energy system and a limit of two attempts is considered to be anindustry norm enabling traction equipment on trains to be designed to withstand thereclosure sequence and prevent damage to the electric vehicle’s equipment.

Guidance

G 2.3.4 The loss of line voltage and reclosure sequence is used to determine the ratings ofboth the infrastructure equipment and trainborne traction equipment includingbonding cables and sizes.

G 2.3.5 The procedure that is used to reclose circuit breakers feeding depots and sidings issubject to specific consideration of the risks at that site.

G 2.3.6 This reclose strategy determines the appropriate design of rolling stock, particularly inrelation to rolling stock bonding cables, so that the cable does not becomecompromised and give rise to dangerous touch potentials or cause fires.

G 2.3.7 There is a possibility that an auto reclose can result in repeated short circuit appliedto a faulty electric vehicle by reclosing the traction circuit breaker following an autoreclose of substation circuit breaker. To minimise the risk, where auto reclosure isprovided, of reclosing on to a fault, a system to test for a short circuit will minimisethis 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 amaximum 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.

Rationale

G 2.4.3 The maximum train current of the energy subsystem is used to derive an appropriatetraction power supply to achieve timetabled service.

G 2.4.4 The maximum train current applies to to a single vehicle, or to a train, which may becomposed of several powered vehicles being operated in multiple as a single entity.




of 32 RSSB


G 2.4.5 The maximum train current is specified for compatibility with the energy subsystem.

Guidance

G 2.4.6 The maximum train current is recorded in a register of infrastructure, which is a goodpractice as all key asset information is recorded in a single asset register for RUs toutilise for future train operations.

G 2.4.7 When designing for the energy subsystem, it is good practice to allow not just for thesingle train in an electrical section, but for more trains dependent upon the workingtimetable.

G 2.4.8 The value of maximum current, together with the pantograph voltage, determinesthe performance of the train, its capability to maintain timings for the timetable andthe ability to recover from perturbations.

G 2.4.9 The maximum current limit is the steady state current. In the short term, i.e. in casesof switch on or voltage-variations between different line-sections, the maximumallowable line-current of the vehicle can exceed the steady state limit before initiatingthe power supply protection system which is typically below 20 ms.

G 2.4.10 Existing metro systems exceed the maximum level of current of 1kA, such as Tyneand Wear Metro, where the maximum train current is 1.1kA. The figure of 1kA can beexceeded 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, acontinuous current of 600 A at 750 V DC and 300 A at 1500 V DC, per pantographwhen the train is at standstill, determined using the methodology set out in EN50367:2012 Annex A.3.

2.5.2 The current capacity at standstill shall be achieved for the test value of static contactforce 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 inTable 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 clause5.1.2.

Rationale

G 2.5.5 Values of pantograph current at standstill are used in the design of the OCL towithstand the standstill power requirement without deforming and / or breaking dueto excessive electrical stress and high temperatures.

G 2.5.6 There is no test value for static contact force defined for 750 V DC; however, it isgood practice to use the value for 1500 V DC in EN 50637:2012.

G 2.5.7 The pantograph current at standstill is used in the design of the OCL to withstand thepower requirement without deforming and / or breaking due to excessive electricalstress and high temperatures.



RSSB of 32


Guidance

G 2.5.8 The OCL design considers the temperature rise due to a train being at a standstill anddrawing electrical energy to feed the auxiliaries and hotel loads, which could, ifinadequately 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 brakingat least by exchanging power with other trains.

2.6.2 Electric vehicles shall be equipped with regenerative braking, capable of beingdisabled.

Rationale

G 2.6.3 In a DC network it is not always possible for regenerated energy to pass back into thegrid system. Regenerated energy can be used by other trains on the network.

G 2.6.4 Provision of regenerative braking energy on trains minimises energy usage andreduces the carbon footprint of the railway system as a whole.

G 2.6.5 The regenerative braking system is designed so that regenerative braking currentdoes not exceed the motoring current of the vehicle and also does not increase thevoltage on the overhead line beyond the limits set out in EN 50163:2004+A1:2007clause 4.1.

Guidance

G 2.6.6 In a DC network, feeding back the power into the grid system from regenerativebraking is typically achieved through reversible substations, which can make thepower supply system costs prohibitive for a small project. One way to overcome this isto design the energy subsystem such that it would allow the passage of theregenerative braking power to be fed to another train through the OCL system.

G 2.6.7 In order to realise the full benefits of regenerative braking, including reduction ofcarbon footprint, the opportunity can be taken during upgrade and renewal toconsider its incorporation.

2.7 Running rail current

Guidance

G 2.7.1 Maximum running rail current value is normally determined as part of the systemmodelling and made available to the entity responsible for the vehicle design, so thatbonding design is done on the basis of worse case current running underneath thevehicle.

G 2.7.2 Electric vehicles are designed to withstand the maximum current flowing in therunning rails beneath the train.

G 2.7.3 Where the running rails are being utilised as traction return, then the impedance ofthe return rails is normally chosen to be as minimum a level as possible. This would




of 32 RSSB


result in a bulk of the DC return current going back to the substation through therunning rails because of the low impedance and being nominally insulated fromearth.

G 2.7.4 Consideration of stray currents from the traction return is considered as part of theinitial design. This is a particular concern where multiple utilities are involved. A straycurrent 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 railsshall 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 faultlevel as set out in Table 6 of BS EN 50388:2012.

Rationale

G 2.8.3 The specification of short circuit fault level conditions enables equipment to bedesigned to withstand the excursion without damage.

Guidance

G 2.8.4 This requirement determines the duty cycle to which the protection system can bedesigned and equipment both on infrastructure and electric vehicles can be sized towithstand excursion.

G 2.8.5 As the prospective currents are very high, immediate tripping of the protection can beincorporated 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 railvehicles that traverse the electrified lines.

Rationale

G 2.9.2 Electrical bonding of vehicles is used to provide protection against high touchpotentials and the likelihood that a fire may be caused by excessive overheating ofthe bonding cables.

G 2.9.3 Implementing this requirement helps to support compliance with Regulation 4 of TheElectricity at Work Regulations 1989.

Guidance

G 2.9.4 Vehicle bonding is designed to take into account fault clearance times for the fixedinstallation and the permitted reclose sequence and timing as set out in 2.8 and 2.3.

G 2.9.5 Protective bonding is provided to prevent damage to the vehicle caused by thecreation of parallel paths for DC return current.



RSSB of 32


G 2.9.6 Protective bonding is provided to limit touch potentials to those set out in EN50122-1:2016, and therefore to mitigate the electric shock hazard.

G 2.9.7 Connecting axle end brush gear directly to the bogie frame or vehicle body is a meansof reducing the current through wheel bearings and mitigating electrical damage toaxle and motor bearings.

G 2.9.8 Where axle end brush gear is provided with two independently sprung brushes forprotective bonding, each brush can be considered as an independent bonding path.Where this arrangement is used to provide two independent bonding paths, then twoindependent cable connections are normally provided between the brushes andvehicle 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 newinfrastructure. The solution is normally developed as part of Network Changeconsultation and agreed with the RU.

2.10 Electrical protection coordination

2.10.1 The energy subsystem protection systems shall comply with the requirements set outin EN 50388:2012 Table 7 and EN 50633:2017.

2.10.2 The disconnection time for the energy subsystem equipment under short circuit faultconditions at the contact line shall be within the range 20 ms to 60 ms with theelectrical protection system operating normally.

2.10.3 In an event when the primary protection fails to initiate, an additional time delayshall be permissible for back-up protection operation, in a time that is compatiblewith the back-up protection response but not exceeding the limit of 300 ms as statedin 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 setout in EN 50388:2012 section 11.

Rationale

G 2.10.5 Electrical protection minimises damage to equipment in an event of fault andcontrols touch potentials. Protection coordination is defined so that discriminationand selectivity can be achieved between infrastructure and vehicles.

G 2.10.6 Implementing protection coordination requirements helps to support compliancewith Regulations 4 and 7 of The Electricity at Work Regulations 1989.

Guidance

G 2.10.7 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 orderto ensure that the let-through fault energy is minimised.




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 clearancesare not achievable, by obstacles.

2.11.2 Protective provisions against direct contact with exposed live parts of the electricvehicles shall comply with the requirements set out in EN 50153:2014 clause 5.1.

Rationale

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 fromstanding surfaces, such as station platforms, in order to prevent people coming intodirect contact or close proximity to exposed live parts.

G 2.11.4 Specifying protective provisions helps to support compliance with Regulations 4 and 7of The Electricity at Work Regulations 1989.

Guidance

G 2.11.5 Where signage is provided to warn of electrical risks, they are selected from thecatalogue 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, shallcomply with the public area dimensions in Figure 3 of clause 5.2.1 EN50122-1:2011+A4:2016.

2.12.2 Where the lateral distance from the live parts to the closest running rail is greaterthan 3 m, all exposed live parts shall be positioned no lower than 5.2 m above anypublicly accessible standing surface (5.8 m where road vehicles are under liveequipment), under the worst conditions of temperature and loading at thoselocations.

2.12.3 Exposed live parts on vehicles, such as roof conductors, resistors etc shall comply withthe clearance requirements set out in EN 50153:2014 clause 5.3.1.3.

Rationale

G 2.12.4 Clearances are specified to protect against harm from flashover and are consistentwith ORR Guidance on Tramways, Railway Safety Publication 2 and published by UKTram, dated November 2006.

G 2.12.5 Specifying clearance distances protects against electric shock / electrocution hazardsand helps to support compliance with Regulations 4 and 7 of The Electricity at WorkRegulations 1989.

Guidance

G 2.12.6 Compliance with EN 50122-1:2011+A4:2016 and EN 50153:2014 provides an airclearance in a straight line between the limit of arm’s reach for a 95th percentileperson, including any hand tools and exposed live parts.



RSSB of 32


G 2.12.7 The restricted area dimension set out in Figure 3 of EN 50122-1:2011+A4:2016 arenot used because they would impose onerous constraints on the operational railway,requiring nothing to be raised above head height.

G 2.12.8 The pantograph head position, when static, is determined by track cant, the contactwire 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 inaccordance with EN 50122-1:2011+A3:2016 clauses 5.3.1 to 5.3.3 such that live partscannot 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, insulationshall be provided as set out in EN 50153:2014 clause 5.2.

Rationale

G 2.13.3 Prevention of exposure to danger from live parts through direct contact with, orentering the danger zone around, exposed live parts is by using insulation or placing aphysical barrier between personnel and the exposed live parts.


Guidance

G 2.13.5 Further details on insulation coordination are provided in EN 50124-1 as set out inclause 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 touchvoltage 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.

Rationale

G 2.14.2 In the event of a fault, people may be exposed to a touch voltage, which can belimited to a safe level by correct design.


Guidance

G 2.14.4 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:




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

Rationale

G 2.15.2 The potential of harm from flashover between the OCL and the rail vehicle iscontrolled by specifying clearance distances.

Guidance

G 2.15.3 The static and passing clearance distances have been taken from the ORR’s guidanceon tramways. These values are larger than the clearance distances set out inEN50119:2009+A1:2013 Table 2, which gives values of 100 mm and 50 mm for staticand dynamic clearances distances for both 750 V and 1500 V systems, and thosederived from EN 50124-1:2017.



RSSB of 32


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 tracktolerances, shall be 6200 mm with uplift.

Rationale

G 3.1.1.2 The maximum operable height of the contact wire is specified to be compatible withthe pantograph’s operating range.

Guidance

G 3.1.1.3 The maximum value of the contact wire height determines the limit of pantographextreme performance reach. Beyond this, the over height protection of thepantograph is set out in 3.4.7.

G 3.1.1.4 Some existing tram systems have used a lower or higher maximum contact wireheight.

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.

Rationale

G 3.1.2.2 The minimum contact wire height in public areas is specified to be compliant with therequirements set out in the ORR's Guidance on Tramways.

Guidance

G 3.1.2.3 The ORR Guidance on Tramways, states that 'minimum wire height must not be lessthan 5800 mm where the carriageway is shared with other road users and 5200 mmabove where a person is likely to stand'. Explicit approval is therefore required fromthe 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 andFigure 1 of EN 50119:2009+A1:2013, taking into account:

a) The maximum swept envelope height is defined by the maximum co-ordinates ofthe upper gauge(s), as set out in GERT8073, for standard vehicle gauges of railvehicles permitted or intended to be used on the route.

b) The value of electrical clearance as defined in 2.15.




of 32 RSSB


Rationale

G 3.1.3.2 The method of calculating the design contact wire height set out in EN50119:2009+A1:2013 achieves compatibility between the OCL and the pantograph.

Guidance

G 3.1.3.3 EN 50119:2009+A1:2013 clause 5.10.4, Figure 1, shows an annotated diagram of theposition of the contact wire relative to a rail vehicle indicating electrical clearancedistances.

G 3.1.3.4 The calculated design contact wire height is compatible with the electrical clearancerequirements (see 2.15), to vehicles with the standard static gauge height of 3965mm, 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 associatedfeeders and clearance to road vehicles at road level crossings and private levelcrossings shall be as set out in the table below:

System voltage Minimum height Minimumclearance to roadvehicle

Provisions

750 V / 1500 V DCOCL

5800 mm 600 mm Crossing userwarning signs

Table 2: Minimum height of exposed live parts at road level crossings and privatelevel crossings

Rationale

G 3.1.4.2 The specified minimum contact wire height is compliant with the ORR’s Guidance onTramways.

Guidance

G 3.1.4.3 Determination of an appropriate contact wire height is part of the assessment of thehazards at a level crossing. The ‘minimum height’ of the contact wire height ismeasured from the road level.

G 3.1.4.4 The minimum contact wire height at level crossings is based upon advice given by theORR for consistency with other regulations. This is sufficient to provide a safeclearance 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 profilesset out in EN 50367:2012 Figure A.6, considering the permissible values forpantograph head encroachment and for deviations from the profile as set out inclause 5.3 in EN 50367:2012.



RSSB of 32


3.1.5.2 The pantograph profile on the vehicles shall comply with the requirements set out inEN 50367:2012 Figure A.6, considering the permissible values for pantograph headencroachment and for deviations from the profile as set out in clause 5.3 in EN50367:2012.

Rationale

G 3.1.5.3 The lateral deviation of the contact wire is defined for compatibility between thecontact wire and the pantograph profiles, taking account of the effects of swayapplicable to the vehicles that are permitted to operate on a route.

Guidance

G 3.1.5.4 The sway of the pantograph is determined by the method set out in clause 3.4 andAppendix E of GMRT2173.

G 3.1.5.5 The industry is currently collaborating to ascertain clearance requirements of newpantographs on existing OCL, using a gauging method. The outcome of this is likelyto 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 vehiclespermitted to use the route shall be provided, as set out in the table below:

Minimum mechanical clearance

Static and passing mechanical clearancebetween the pantograph and contactline equipment at the same electricalpotential

80 mm

Static and passing mechanical clearancebetween the pantograph and the steadyarm (when approximately parallel to thepantograph profile)

15 mm (under all conditions, includingwear of the contact wire andpantograph)

Table 3: Mechanical clearance for overhead line electrification

Rationale

G 3.1.6.2 The distance of 80 mm is provided to protect against the pantograph coming intocontact with OCL support.

G 3.1.6.3 The 15 mm distance protects against the pantograph making contact with the steadyarm.

Guidance

G 3.1.6.4 The 80 mm mechanical clearance distance exceeds the electrical clearance distancesused for static and passing clearances on the 750 V DC energy subsystem set out in 2.15.




of 32 RSSB


3.2 Contact line and current collector zones

3.2.1 Overhead contact line and current collector zones

Guidance

G 3.2.1.1 The overhead contact line and current collector zones are set out in clause 3.2.1 ofGLRT1210.

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 setout in EN 50149:2012 clause 4.2.

Rationale

G 3.3.1.2 The contact wire composition is specified to achieve technical compatibility betweenthe material of the OCL and the pantograph contact strip material specified in clause 3.3.2.

Guidance

G 3.3.1.3 The material specified on both sides of this interface provides an appropriate balancebetween current collection capability, wear, resilience to physical damage andeconomic 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, orb) Carbon impregnated with copper or copper alloy, up to 35% by weight.

Rationale

G 3.3.2.2 The composition of the pantograph contact strip is specified to achieve compatibilitywith the contact wire.

Guidance

G 3.3.2.3 Details of the compatible contact strip materials are published in a Register ofInfrastructure. The GB mainline railway permits plain carbon, or carbon with additivematerial, as set out in 3.3.2.1.

G 3.3.2.4 For DC energy subsystem applications, up to 40% by weight is allowed; however; foruse on AC/DC systems, the limit is reduced to 35% to keep it in line with pantographson AC energy subsystems.

G 3.3.2.5 It may sometimes be necessary to use pantograph contact strips with copper edgesfor ice removal.



RSSB of 32


G 3.3.2.6 Where permitted, special pantograph contact strips for contact line conditioning orfor 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.

Rationale

G 3.3.3.2 A contact strip has to be a minimum of 25 mm to be able to pass a section insulatorwithout causing potential damage to the OCL and be compatible with sectionalinsulators limiting dimensions as set out in 3.5.2.

Guidance

G 3.3.3.3 There is no guidance associated with this requirement.

3.3.4 Dynamic behaviour and quality of current collection assessment

Guidance

G 3.3.4.1 There is currently no industry agreed position for the assessment of dynamicbehaviour and quality of current collection.

3.3.5 Pantograph force distribution

Guidance

G 3.3.5.1 There is currently no industry agreed position for the pantograph force distribution.

3.3.6 Static contact force

Guidance

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

Guidance

G 3.3.7.1 There is currently no industry agreed position for the vertical movement of thecontact point.

3.4 Pantograph spacing

3.4.1 Pantograph spacing - general guidance

Guidance

G 3.4.1.1 It is good practice for the OCL system to be designed to allow for a minimum of twopantographs in normal operation.




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 aRegister of Infrastructure. The IM and RU may agree the use of a single pantographsystem as identified in the register of infrastructure. In emergency situations, it maybe permissible to use other pantograph combinations to expedite recovery of normalservice.

3.4.2 Pantograph location on rail vehicles

3.4.2.1 Pantograph spacing shall be compatible with the route over which the train operatessuch that when stopped at a signal the pantographs:

a) Are not isolated from the infrastructure power source thereby immobilising thetrain.

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 onrail vehicles.

Rationale

G 3.4.2.3 The pantograph spacing is important for compatibility between pantographs,signalling systems and professional driving techniques.

Guidance

G 3.4.2.4 Compatibility of the pantograph arrangement and the route can be achieved by:

a) Design of the overhead line contact system; orb) The use of an automatic power control (APC) system as set out in GLRT1210; orc) Signage for the driver to shut off power before passing under the section insulator;

ord) 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.

Rationale

G 3.4.3.2 The pantograph head profile set out in EN 50367:2012 Figure A.6 is used as itprovides compatibility with the OCL.

Guidance

G 3.4.3.3 The pantographs which are compatible with a section of line are recorded in aRegister of Infrastructure.

G 3.4.3.4 Use of the pantograph profile, as set out in EN 50367:2012 Figure A.6, means there iscompatibility with 25 kV OCL systems, allowing for dual voltage operation.



RSSB of 32


G 3.4.3.5 The maximum encroachment of the pantograph head is defined to be 60 mm in EN50367:2012 under all operating conditions as set out in EN 15273-1:2013, clause8.1.1.3.

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.

Rationale

G 3.4.4.2 Defining the pantograph head width is to achieve compatibility with the design ofsection insulators and insulating sections. The dimension is specified as being not lessthan 200 mm, as the pantograph head would otherwise ‘fall into’ a section insulatorgap and potentially causing arcing and dewirement. The dimension is specified asbeing not greater than 250 mm, as the pantograph head could then bridge aninsulator and cause an insulating section to flashover between an energised sectionand one that is de-energised and short circuited.

Guidance


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 mmabove rail level.

b) For 1500 V DC 100 mm above the kinematic gauge of the vehicle and 6200 mmabove rail level.

Rationale

G 3.4.5.2 The working range of a pantograph for current collection is defined to accommodatethe variations in contact wire height as set out in 3.1.

Guidance

G 3.4.5.3 GB practice is to use 6200 mm as a maximum wire height, whereas some existingtramway 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 5600mm.

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 lowerthe pantograph if a height of 6240 mm above rail level is exceeded.




of 32 RSSB


Rationale

G 3.4.6.2 The maximum reach detection device (height limit device) is provided to protect thepantograph from impact damage with structures by lowering it.

Guidance

G 3.4.6.3 6240 mm allows for a 40 mm tolerance above the maximum wire height of 6200 mmbefore 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, asdefined in EN 50206-1:2010 clause 4.8 which shall:

a) Be capable of achieving the minimum dynamic insulating distance of 150 mmwithin three seconds of activation.

b) Reach the parked position within 10 seconds, starting with the head at 6240 mmabove 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.

Rationale a), b), and c)

G 3.4.7.2 ADD is used to protect the OCL from a damaged pantograph head contact strip.

Rationale d)

G 3.4.7.3 Isolating the ADD overrides the automatic dropping system enabling a train tocontinue in service.

Guidance

G 3.4.7.4 ADD operation is typically initiated by either detection of loss of pressure in the auto-drop detection vacuum tube or breaking continuity circuit, for example, fibre opticcable.

G 3.4.7.5 Minor carbon chips, or damage experienced in normal operation, are not expected tocause the ADD system to function.

G 3.4.7.6 Maximum effective uplift force comprising the combined static and aerodynamicforces, is used in the design of the system in meeting the ADD dropping times.

G 3.4.7.7 The ADD system incorporates a facility for the driver to isolate the ADD after aspurious activation. The isolation facility permits trains which have a singlepantograph to recover from a spurious ADD activation and either continue inoperation or, in the event of a damaged pantograph, maintain power supplies to keyauxiliary 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 / pantographinterface it shall have a storage device to:



RSSB of 32


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.

Rationale

G 3.4.8.2 The data from pantograph cameras is retained to assist with the analysis of thefailures of the overhead line or pantograph.

Guidance


3.5 Separation sections and section insulators

3.5.1 AC/DC system voltage changeover (DC/DC system voltage separation)

Guidance

G 3.5.1.1 These requirements support compatibility between the OCL and train as it changesfrom one system to another. This can be either two different DC overhead systemsbetween street and mainline operations or between DC and AC OCL systems.

G 3.5.1.2 The in-line insulation is such that it provides electrical clearance sufficient to preventflashover to earth when pantographs operate over it.

G 3.5.1.3 Signage will be positioned either side of the system separation section as set out inGIGN7633 and GIGN7634.

G 3.5.1.4 Automatic power control can be provided for a system changeover between DC and25 kV AC overhead line systems.

G 3.5.1.5 No automatic power control system exists for system changeovers, however, thecurrent automatic power system for 25 kV AC short neutral sections could be utilisedsubject to agreement between the IM and the RU.

G 3.5.1.6 The automatic power control system, as set out in GLRT1210 clause 3.6, could providethe functionality for a system changeover between DC and 25 kV AC overhead linesystems.

G 3.5.1.7 Information on electromagnetic compatibility can be obtained from EN 50121 (allparts), on stray current from EN 50122-2:2010 (Railway applications — Fixedinstallations — Electrical safety, earthing and the return circuit Part 2: Provisionsagainst the effects of stray currents caused by d.c. traction systems) and on theAC/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. andd.c. traction systems).




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 insulatorpermit pantograph heads with individual contact strips of a minimum width of 25mm to pass smoothly and without losing electrical contact.

Rationale

G 3.5.2.2 The section insulator rods are designed so as not to mechanically interfere with thepassage of the pantograph heads with 25 mm strips or greater and is compatiblewith 3.3.1.

Guidance


3.6 Compatibility with train exhaust gas emissions

3.6.1 Compatibility of contact systems with train exhaust emissions

Guidance

G 3.6.1.1 The OCL can be damaged by the heat from the exhaust of internal combustionengines, which can cause deformation. Appropriate selection of materials canmitigate this hazard; however, where this is not practicable other precautions may beeffective.

G 3.6.1.2 To avoid heat damage to the infrastructure, the specification of OCL takes intoaccount the hot exhaust emissions from rail vehicles.

G 3.6.1.3 RIS-3440-TOM sets out precautions against damage to the OCL when operatingsteam locomotives.



RSSB of 32


Acronyms and abbreviations

AC Alternating Current.

ADD Auto Dropping Device.

DC Direct Current.

EN European Standards.

ENE Energy Subsystem.

IEV International Electrotechnical Vocabulary.

IM Infrastructure Manager.

INF Infrastructure Subsystem.

OCL Overhead Contact Line.

ORR Office of Rail and Road.

RST Rolling Stock.

RU Railway Undertaking.

TSI Technical Specification for Interoperability.




of 32 RSSB


Definitions

Back-up protection Protection which is intended to operate when a system fault is notcleared or an abnormal condition is not detected in the requiredtime, because of the failure or inability of other protection tooperate, or failure of the appropriate circuit-breaker(s) to trip.

Contact force Force applied by the current collector to conductor rail.

Contact wire uplift Vertical upward movement of the contact wire due to the forceproduced from the pantograph. Source: EN 50119:2009+A1:2013,ENE TSI.

Current Collector Equipment fitted to the vehicle and intended to collect currentfrom a contact wire or conductor rail. Source: IEC 60050-811,definition 811-32-01.

DC energy subsystem The DC energy subsystem consists of:a) Substations: connected on the primary side to the high voltagegrid, with transformation of the high voltage to a voltage and / orconversion to a power supply system suitable for the trains. On thesecondary side, substations are connected to the railway overheadcontact line system.b) Sectioning locations: electrical equipment located atintermediate locations between substations to supply and parallelcontact lines, and to provide protection, isolation and auxiliarysupplies.c) Overhead contact line system: a system that distributes theelectrical energy to the trains running on the route and transmits itto the trains by means of current collectors. The overhead contactline system is also equipped with manually or remotely controlleddisconnectors which are required to isolate sections or groups ofthe overhead contact line system according to operationalnecessity. Feeder lines are also part of the overhead contact linesystem.d) Return circuit: all conductors which form the intended path forthe traction return current and which are additionally used underfault conditions. Therefore, so far as this aspect is concerned, thereturn circuit is part of the energy subsystem and has an interfacewith the infrastructure subsystem.

Direct contact Electric contact of persons or animals with live parts or sufficientlyclose that danger may arise.

Earthed The term earthed is used to describe connection to the tractionreturn system or to general mass of earth under a fault conditions.

Electric shock A dangerous physiological effect resulting from the passing of anelectric current through the human body or livestock. IEV ref195-01-04

Exposed conductive part



RSSB of 32


Failure Loss of ability to perform as required. Source: IEV192-03-01

Note: Note to entry 1. A failure of an item is an event thatresults in a fault of that item.

Note: Note to entry 2. Qualifiers, such as catastrophic,critical, major, minor, marginal and insignificant, may beused to categorise failures according to the severity ofconsequences, the choice and definitions of severity criteriadepending upon the field of application.

Note: Note to entry 3. Qualifiers, such as misuse,mishandling and weakness, may be used to categorisefailures according to the cause of failure.

Gauge Set of rules, including a reference contour and its associatedcalculation rules allowing defining the outer dimensions of thevehicle 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.

Infrastructure Manager(IM)

Any ‘body’ or undertaking that is responsible in particular forestablishin, maintaining and operating railway infrastructure, orpart thereof (including stations), as defined in article 3 of Directive91/440/EEC, which may also include the management ofinfrastructure control and safety systems. The functions of theinfrastructure manager on a network or part of a network may beallocated to different bodies or undertakings. Source: Article 3 (b)of Directive 2004/49/EC.

Lateral deviation Deviation of the contact wire from the track centre line underaction of a crosswind. Source: EN 50367:2012. ENE TSI.

Level crossing An intersection at the same elevation of a road, footpath orbridleway and one or more rail tracks. Source: IEV ref 821-07-01 –modified.

Light Rail Vehicle Light rail, light rail transit (LRT), or fast tram is urban publictransport using rolling stock similar to a tramway, but operating ata higher capacity, and often on an exclusive right-of-way.

Live part Any conductor and any conductive part of electrical equipmentintended to be energised in normal use. Insulators are consideredto be live parts.

Maximum contact wireheight

Maximum possible contact wire height, which the pantograph isrequired to reach, in all conditions. Source:EN 50119:2009+A1:2013.

Mean contact force Statistical mean value of the contact force. Source: BS EN50367:2006.




of 32 RSSB


Minimum contact wireheight

A minimum value of the contact wire height in the span in order toavoid the arcing between one or more contact wires and vehicles inall conditions. Source: EN 50119:2009+A1:2013, ENE TSI.

Minimum design contactwire height

Theoretical contact wire height, including tolerances, designed toensure that the minimum contact wire height is always achieved.Source: EN 50119:2009+A1:2013.

Nominal contact wireheight

A nominal value of the contact wire height at a support in thenormal conditions. Source: EN 50119:2009+A1:2013, ENE TSI.

Nominal voltage Value of the voltage by which the electrical installation or part ofthe electrical installation is designated and identified. Source:IEV-826-11-01

Normal service Planned timetable service. Source: ENE TSI.

Overhead Contact Line(OCL)

Contact line placed above (or beside) the upper limit of the railvehicle gauge and supplying vehicles with electric energy throughroof-mounted current collection equipment. Source: IEV ref811-33-02 ENE TSI.

Note: Where this includes, in addition to all current-collecting conductors, the following elements: reinforcingfeeders; cross-track feeders; disconnectors; sectioninsulators; overvoltage protection devices; supports that arenot insulated from the conductors; insulators connected tolive parts; along-track feeders; conductors connectedpermanently to the contact line for supply of otherelectrical equipment; earth wires and return conductors.

Passing clearance (ORR'sguidance on tramways)

Defined as the minimum distance required under any permissibleconditions of operation and maintenance between: the earthedmaterial of any structure or vehicle and the live parts of theoverhead line equipment; any earthed material and the currentcollector; and any live parts of the overhead line equipment andparts of the vehicle other than the current collector. It takes intoaccount dynamic effects including the uplift from a pantograph.

Plain Carbon Hard carbon material, without added metal and consisting of amixture of amorphous and graphite carbon elements.

Rail vehicle Any vehicle, moving either under its own power (locomotives fixedformation units and multiple units) or hauled by another vehicle(coaches, railcar trailers, vans and wagons), on-track machine, road-rail vehicle or rail-mounted maintenance machine.

Railway Undertaking (RU) Any private or public undertaking the principal business of which isto provide rail transport services for goods and/or passengers, witha requirement that the undertaking must ensure traction; this alsoincludes undertakings which provide traction only. Source: Article 3(a) of Directive 2004/49/EC.



RSSB of 32


Rated Impulse Voltage(UNI)

Impulse voltage value assigned to the system or part of it,characterising the specified withstand capability of its insulationagainst transient overvoltages.

Register of Infrastructure An asset register that describes the main features andrequirements of DC OCL electrification system (DC EnergySubsystem) and their correlation with rail vehicles.

Return circuit All conductors which form the intended path for the traction returncurrent and the current under fault conditions. Source:EN 50122-1:2011+A1:2011.All conductors which form the intended path for the traction returncurrent. ENE TSI.

Return conductor Conductor paralleling the track return system and connected to therunning rails at periodic intervals. Source: EN50122-1:2011+A1:2011

Safety Measure A set of actions either reducing the frequency of occurrence of ahazard or mitigating its consequences, in order to achieve and / ormaintain an acceptable level of risk.

Static clearance (ORR'sguidance on tramways)

Defined as the minimum distance required between the earthedmaterial of any structure and the live parts of the overhead lineequipment, under any permissible conditions of maintenance andtaking account of climatic effects.

Static contact force Mean vertical force exerted upwards by the pantograph head onthe OCL, and caused by the pantograph-raising device, while thepantograph is raised and the vehicle is at a standstill. Source:BS EN 50367:2006.

System voltage The nominal voltage to which the energy system is designed to andcommonly referred to as a system voltage of the energysubsystem, such as 750 V DC, 1500 V DC, 15 kV 16.7 Hz AC, 25 kVAC etc.

Train A ‘train’ is an operational formation consisting of one or moreunits. A unit may be composed of several ‘vehicles’. Source:Directive 2008/57/EC, Article 2(c). LOC&PAS TSI 2.2.1

Note: In GB application, an operational formation mayconsist of locomotives, wagons, coaches, multiple units or asingle fixed formation unit and any combination thereof.

Tram/Train A light-rail public transport system where trams run through froman urban tramway network to main-line railway lines which areshared with conventional trains.




of 32 RSSB


References

The Catalogue of Railway Group Standards gives the current issue number and status ofdocuments published by RSSB. This information is also available from http://www.rssb.co.uk/railway-group-standards.

RGSC 01 Railway Group Standards Code

RGSC 02 Standards Manual

Documents referenced in the text

Railway Group Standards

GERT8073 Assessment of Route Compatibility of Vehicles and Infrastructure

GKRT0057 Lineside Signal and Indicator Product Design and AssessmentRequirements

GLRT1210 AC Energy Subsystem and Interfaces to Rolling Stock Subsystem

GMRT2173 Requirements for the Size of Vehicles and Position of Equipment

RSSB Documents

GIGN7633 Guidance on Lineside Signs

GIGN7634 Index for Lineside Signs

RIS-3440-TOM Rail Industry Standard for Operation of Heritage Trains

Other References

BS EN50119:2009+A1:2013

Electric traction overhead contact lines

BS EN50122-1:2011+A1:2011

Electrical safety, earthing and the return circuit. Protectiveprovisions against electric shock

BS EN50122-1:2011+A2:2016

Electrical safety, earthing and the return circuit. Protectiveprovisions against electric shock

BS EN50124-1:2001+A2:2005

Clearances and creepage distances for all electrical and electronicequipment

BS EN 50124-1:2017 Clearances and creepage distances for all electrical and electronicequipment

BS EN 50149:2012 Copper and copper alloy grooved contact wires

BS EN 50153:2014 Protective provisions relating to electrical hazards

BS EN50163:2004+A1:2007

Supply voltages of traction systems

BS EN 50206-1:2010 Pantographs for main line vehicles



RSSB of 32




BS EN 50367:2012 Technical criteria for the interaction between pantograph andoverhead line (to achieve free access) (Requirements on gaugesand contact strips)

BS EN 50388:2012 Technical criteria for the coordination between power supply(substation) and rolling stock to achieve interoperability

ORR Guidance onTramways

ORR Guidance on Tramways 2006

prEN 50119 Electric traction overhead contact lines

The Electricity at WorkRegulations 1989 (EaWR)

The Electricity at Work Regulations 1989




of 32 RSSB


Rail Industry Standard for 750 V and 1500 V DC … Iss 1.pdf · Rail Industry Standard RIS-1854-ENE...

Documents

Transcript of Rail Industry Standard for 750 V and 1500 V DC … Iss 1.pdf · Rail Industry Standard RIS-1854-ENE...