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Railway Group Standard

GL/RT1212

Issue One Date September 2015

DC Conductor Rail Energy Subsystem and Interfaces to Rolling Stock Subsystem

Synopsis

This document defines the requirements for the DC conductor rail energy subsystem and the interfaces to rolling stock operating over the DC electrified railway.

This document contains one or more pages which contain colour.

Copyright in the Railway Group Standards is owned by Rail Safety and Standards Board Limited. All rights are hereby reserved. No Railway Group Standard (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 Standards, 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 Standards may be reproduced.

Published by: RSSB © Copyright 2015 Rail Safety and Standards Board Limited

Uncontrolled When Printed Document comes into force on 05/12/2015

Supersedes GMRT1041 Iss 1, part B5.5 of GERT8025 Iss 1 and part 5 of GMRT1254 Iss 1

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Issue record

Issue Date Comments

One September 2015 Original document. Replaces GE/RT8025 issue one and GM/RT1041 issue one.

Superseded documents

The following Railway Group Standards are superseded, either in whole or in part as indicated:

Superseded documents Sections superseded

Date when sections are superseded

GE/RT8025 issue one Electrical Protective Provisions for Electrified Lines

Part of B 5.5 05 December 2015

GM/RT1041 issue one Warning Signs and Notices for Electrified Lines

All 05 December 2015

GE/RT8025 issue one Electrical Protective Provisions for Electrified Lines, ceases to be in force and is withdrawn as of 03 June 2017.

GM/RT1041 issue one Warning Signs and Notices for Electrified Lines, ceases to be in force and is withdrawn as of 05 December 2015.

Supply

The authoritative version of this document is available at www.rgsonline.co.uk. Enquiries on this document can be forwarded to [email protected]..



http://www.rgsonline.co.uk/

mailto:[email protected]

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Contents

Section Description Page

Part 1 Purpose and Introduction 5 1.1 Purpose 5 1.2 Introduction 5 1.3 Approval and authorisation of this document 5

Part 2 Electrical Requirements 6 2.1 System voltage 6 2.2 Short circuit fault levels 6 2.3 Electrical protection coordination 6 2.4 Loss of line voltage and reclosure sequence 6 2.5 Train current 6 2.6 Running rail and across track cable current 7 2.7 Regeneration capability 7 2.8 Electrical insulation coordination 7 2.9 Safety requirements 7 2.10 Electrical clearances 7 2.11 Safety warning signs 7

Part 3 Mechanical Requirements 9 3.1 Conductor rail geometry 9 3.2 Conductor rail wear limits 12 3.3 Conductor rail guard boarding 12 3.4 Conductor rail compatibility 13

Part 4 Application of this Document 15 4.1 Scope 15 4.2 Exclusions from scope 15 4.3 General compliance date 15 4.4 Exceptions to general compliance date 15 4.5 Assessment of conformity and EC verification of the energy subsystem 16 4.6 Health and safety responsibilities 16

Appendices Appendix A Open Points 17 Appendix B DC System Characteristic for Rolling Stock Compatibility 18 Appendix C Conductor Rail Vertical Misalignment Limits 20 Appendix D Additional Requirements for 4th Rail Areas 21 Appendix E Conductor Rail Profiles 22 Appendix F Speed Conversions 23 Appendix G Assessment of Conformity and EC Verification of the Energy Subsystem 24

Definitions 28

Abbreviations 31

References 32



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Tables Table 1 3rd rail positive conductor rail position limits relative to running rails 9 Table 2 3rd rail positive conductor rail ramp gradient 10 Table B.1 Contact line voltage 18 Table B.2 Contact line fault current 19 Table D.1 4th rail conductor rail position 21 Table F.1 INS, RST and ENE speed conversions 23 Table G.1 EC verification of the energy subsystem 27

Figures

Figure 1 Conductor rail position – static condition. 9 Figure 2 Typical arrangement of single-slope conductor rail ramp 10 Figure 3 Typical historical arrangements of conductor rail ramp 11 Figure 4 Arrangement of side entry ramp 11 Figure 5 Conductor rail guard boarding 13 Figure C.1 Conductor rail vertical misalignment limits 20 Figure E.1 Cross-sections of 106 lb/yd and 150 lb/yd conductor rails (dimensions in

inches) 22 Figure E.2 Cross-section of No. 6 aluminium conductor rail (dimensions in mm) 22



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Part 1 Purpose and Introduction

1.1 Purpose

1.1.1 This document mandates requirements for the 750 V DC conductor rail energy subsystem, using top contact ground level contact line (conductor rail), in order to manage interfaces with rolling stock. This document also mandates requirements for the safety of the 750 V DC conductor rail energy subsystem where this aligns with the Energy (ENE) TSI. This document does not cover requirements for 1500 V DC or 750 V DC overhead contact line systems.

1.1.2 This document does not contain any ‘open points’, that is to say, requirements that have not yet been specified, but which are within the scope of the document.

1.2 Introduction

1.2.1 Background

1.2.1.1 This document consolidates existing practice for 750 V DC electrification, and mandates requirements in line with a migration towards a uniform system for the Great Britain (GB) mainline 750 V DC electrified railway, while continuing to give compatibility with existing rolling stock.

1.2.1.2 The requirements set out in this document are relevant to new, renewed and upgrades of the energy subsystem for 750 V DC electrification in accordance with the Railway (Interoperability) Regulations and will form the basis of the National Technical Rule (NTR) when notified by the Member State.

1.2.1.3 When planning energy subsystem asset replacement (for example, power supply enhancement, conductor rail renewal etc) the extent to which this document is to be applied is normally determined by the project entity (where applicable in conjunction with the Competent Authority).

1.2.1.4 It is envisaged that, as subsystem assets are changed over time, conformity with the requirements in this document will be achieved progressively. This will facilitate EC verification and authorisation of discrete parts of the GB mainline 750 V DC electrified railway in accordance with the Railway (Interoperability) Regulations and any provisions set out in the Member State’s implementation strategy.

1.2.2 Supporting documents

1.2.2.1 The following Rail Industry Guidance Note supports this Railway Group Standard:

GL/GN1612 Guidance on DC Conductor Rail Energy Subsystem and Interfaces to Rolling Stock Subsystem

1.3 Approval and authorisation of this document

1.3.1 The content of this document was approved by a Multifunctional Standards Committee on 02 July 2015.

1.3.2 This document was authorised by RSSB on 05 August 2015.



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Part 2 Electrical Requirements

2.1 System voltage

2.1.1 The system voltage shall comply with the requirements set out in BS EN 50163:2004+A1:2007 clause 4.1 applicable to 750 V DC systems, excluding the special national condition for the United Kingdom referred to in clause 4.1 and set out in Annex B of BS EN 50163:2004+A1:2007.

2.1.2 The energy subsystem shall be configured so that the contact line is at a positive potential with respect to the traction return rail.

2.1.3 It is permissible that, where rolling stock is operated which is incapable of withstanding the maximum non-permanent voltage set out in 2.1.1, the upper non-permanent voltage limit Umax2 shall be reduced so that the voltage at the DC current collector shall not exceed 850 V when a train is present.

2.1.4 The minimum value of Umean useful at the DC current collector shall be 675 V. This shall be calculated using the method set out in BS EN 50388:2012, clauses 8.2, 8.3 and 8.4, where the phrase ‘at the pantograph’ shall be interpreted as meaning ‘at the DC current collector’.

2.2 Short circuit fault levels

2.2.1 The maximum prospective sustained short circuit fault level at the track shall not exceed 200 kA. The short circuit fault level when broken at 20 ms shall not exceed 64 kA.

2.3 Electrical protection coordination

2.3.1 The substation and track paralleling hut protection systems shall meet the requirements set out in BS EN 50388:2012 Table 7.

2.3.2 The disconnection time for the energy subsystem equipment under short circuit fault conditions at the contact line shall be within the range 10 ms to 200 ms with the electrical protection system operating normally. An additional 500 ms time delay is permissible on infrequent occasions under conditions where back-up protection operates.

2.4 Loss of line voltage and reclosure sequence

2.4.1 When the power supply to the contact line is switched off (for example, by a protection system) and is to be restored, the reclosure shall not be attempted until at least 15 seconds has elapsed.

2.4.2 If the track feeder circuit breaker trips on closure, there shall be a delay period of at least 15 seconds before reclosure of the track feeder circuit breakers.

2.4.3 If the track feeder circuit breaker trips on closure a second time, there shall be a delay period of at least one minute before the subsequent reclosure of the track feeder circuit breakers.

2.5 Train current

2.5.1 The energy subsystem shall be designed to operate with a maximum allowable train current for each train of not less than 6.8 kA.

2.5.2 Where it is designated that the route is to be designed to a lower value of maximum allowable train current for each train, this shall be published in the Register of Infrastructure.



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2.6 Running rail and across track cable current

2.6.1 The maximum total DC traction current flowing in the running rails beneath a train shall not exceed 9 kA.

2.6.2 The maximum DC traction load current flowing in an across track cable, or cables grouped together at a single location, over which any train may pass, shall not exceed 10 kA.

2.7 Regeneration capability

2.7.1 The DC conductor rail energy subsystem shall be designed to permit the use of regenerative braking.

2.8 Electrical insulation coordination

2.8.1 Insulation which separates 750 V live parts from earth or the return circuit shall have the minimum dielectric withstand rating values as set out in BS EN 50124-1:2001.

2.9 Safety requirements

2.9.1 Protective provisions, direct contact − exposed live parts in stations

2.9.1.1 Protective provisions against direct contact with live parts of the energy subsystem shall be provided by safety clearances or, where the safety clearances are not achievable, by obstacles.

2.9.1.2 The live conductor rail shall not be located adjacent to station platforms, except where it is not reasonably practicable. In this case, protective guard boarding shall be provided throughout the length of conductor rail adjacent to the platform.

2.9.2 Protective provisions − touch voltages

2.9.2.1 Protection against electric shock shall be provided by compliance with the touch voltage requirements set out in BS EN 50122-1:2011, clauses 6.1, 6.2.2, 9.1 and 9.3.

2.10 Electrical clearances

2.10.1 Clearance for live parts of conductor rail equipment to structures, and conductor rail equipment to vehicles

2.10.1.1 With the exception of insulated guard boarding, the minimum static electrical clearance shall be 75 mm and the minimum passing electrical clearance shall be 25 mm.

2.11 Safety warning signs

2.11.1 Warning to crews on trains of a traction system changeover

2.11.1.1 On the approach to an electrical changeover to 750 V DC, signs AJ04 and AJ06 and, where necessary, AJ03, shall be provided. Signs shall be placed at the trackside and readable for a minimum of two seconds at the highest permissible (including enhanced permissible) speed approaching the location concerned.



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2.11.2 Short circuiting bar, and hook switch operating tools

2.11.2.1 The specification for the following equipment appropriate for each route shall be provided:

a) Short circuiting bars.

b) Hook switch operating tools.

2.11.3 Use of short circuiting bar

2.11.3.1 In areas where the use of a short circuiting bar is prohibited, guard boarding shall be provided or an insulating shroud shall be fitted to the underside of the conductor rail.

2.11.4 Tunnel emergency circuits

2.11.4.1 On lines where emergency tunnel pinch wires are provided, the use of the pinch wires shall remove power from the conductor rail(s) on all affected lines and prevent inadvertent re-energisation.



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Part 3 Mechanical Requirements

3.1 Conductor rail geometry

3.1.1 Conductor rail

3.1.1.1 The width of the conductor rail top contact face shall be a minimum of 80 mm.

3.1.1.2 The upper surface of the conductor rail shall be either flat, or convex with a nominal radius not less than 400 mm.

3.1.2 Conductor rail geometry on plain line

3.1.2.1 The static and dynamic position of the top of the conductor rail, relative to the gauge face of the running rails and the plane of the upper surface of the running rails, shall comply with the position limits set out in Table 1 and as shown in Figure 1. It is permissible for ongoing demonstration of compliance with this requirement to use either static or dynamic measurement.

Dimension Static position limits

Dynamic position limits

Vertical height (above plane of running rails)

76 +10, -3 mm 76 +34, -20 mm

Maximum rate of change of vertical height (facing or trailing)

5 mm per m 10 mm per m

Lateral position (gauge face to centre line of conductor rail)

405 ± 10 mm 405 ± 20 mm

Table 1 3rd rail positive conductor rail position limits relative to running rails

Figure 1 Conductor rail position – static condition.

3.1.2.2 Areas with a 4th rail shall also comply with Appendix D.

Negative Conductor Rail

C entre line

717 .5 ± 9

38 ± 3

7 6 +10, - 3

405 ± 10

C entre line

Positive Conductor Rail

Notes 1. All dimensions in millimeters 2. All dimensions relate to static position



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3.1.3 Conductor rail ramp geometry for third rail system

3.1.3.1 The static and dynamic lateral position of conductor rail ramps (excluding side entry ramps) relative to the gauge face of the running rails shall comply with the position limits set out in Table 1.

3.1.3.2 The conductor rail ramps shall be compatible with current collector shoes hanging at the minimum dynamic height of 34.5 mm above running rail permitted by the vehicle lower sector gauge for all dynamic conditions of the track and conductor rail.

3.1.3.3 The maximum gradient of conductor rail ramps shall comply with the limits set out in Table 2. The local ramp gradient, relative to the general running rail gradient, shall be determined over measurement lengths of 150 mm +/- 5 mm.

Line speed Facing Trailing

Up to 20 mph and side entry ramps

1:12 1:12

Up to 45 mph (72 km/h) 1:24

1:30 (at installation)

1:24

Above 45 mph (72 km/h) and up to 100 mph (160 km/h)

1:30

1:48 (at installation)

1:24

Note 1: For bi-directional lines, the facing value should be used for both values.

Table 2 3rd rail positive conductor rail ramp gradient

Figure 2 Typical arrangement of single-slope conductor rail ramp



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Figure 3 Typical historical arrangements of conductor rail ramp

3.1.3.4 The position of side entry ramps shall be as shown in Figure 4. Side entry ramps shall only be used for line speeds up to 20 mph (32 km/h) on the converging line. Side ramps shall not be fitted on routes operated by rolling stock equipped with tripcocks.

Figure 4 Arrangement of side entry ramp

3.1.4 Conductor rail joints

3.1.4.1 The maximum allowable step in the contact surface at any conductor rail joint, including joints at ramp ends, shall be 1 mm.



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3.1.4.2 The misalignment, at installation, determined as shown in Appendix C, Figure C.1, within 500 mm of any conductor rail joint, shall not exceed 2 mm convex or concave.

3.2 Conductor rail wear limits

3.2.1 General wear

3.2.1.1 The contact surface of the conductor rail shall be maintained within the static and dynamic tolerances set out in 3.1.2 under all conditions.

3.2.1.2 The requirements set out in 2.1.4 shall be achieved with the conductor rail at its maximum allowable wear limit.

3.2.2 Conductor rail localised wear

3.2.2.1 The localised wear (scallop wear) in the surface of the conductor rail shall not exceed 15 mm deep on level conductor rail, and 10 mm deep on ramp slopes.

3.3 Conductor rail guard boarding

3.3.1 Mechanical clearances

3.3.1.1 Where insulated guard boarding is provided, the top surface shall be 12 mm (+10 mm, -2 mm) above the top surface of the conductor rail, but shall not exceed 110 mm above the plane of the running rails under both static and dynamic conditions.

3.3.1.2 The inner vertical faces of the insulated guard board (nearest to the conductor rail) shall be at 100 mm (+6 mm, -0 mm) from the conductor rail centre line under static conditions.

3.3.1.3 No part of the insulated guard board, above the conductor rail level, shall be placed between 310 mm and 490 mm relative to the position of the unworn running rail edge under both static and dynamic conditions.

3.3.1.4 The outer vertical face of the insulated guard board nearest to the running rail shall be at least 240 mm from the gauge face of the running rails under both static and dynamic conditions.



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Figure 5 Conductor rail guard boarding

3.4 Conductor rail compatibility

3.4.1 Infrastructure structure gauge

3.4.1.1 DC conductor rail energy subsystem electrical equipment shall be placed in compliance with the lower sector structure gauge, as set out in GC/RT5212.

3.4.2 Conductor rail material

3.4.2 The top contact surface of the conductor rail shall be either high conductivity steel or stainless steel.

3.4.3 Conductor rail mechanical withstand

3.4.3.1 The conductor rail system, including ramp ends and insulators, shall be capable of withstanding the forces and energy imposed by each DC current collector of:

a) 1,500 N peak vertical dynamic contact force (excluding ramp ends).

b) Up to 40 kN peak dynamic contact force (at ramp ends).

c) Longitudinal impact energies of 500 Joules.

d) Longitudinal forces up to 20 kN.

3.4.4 DC current collector spacing used for the design of conductor rail layout

3.4.4.1 The conductor rail layouts shall be designed to allow the operation of electric trains with the current collector spacing of existing and anticipated electric vehicle types.

Notes

1. All dimensions in millimetres

2. Timber guard boarding based on nominal width of 38 mm (‘X’)

3. For routes where trip cocks are provided, timber guard boarding dimension ‘X’ shall be not greater than 25 mm

12, +10, -2

Positive conductor rail

Guard boarding

76 +10, -3

405 ± 10

‘X’ ‘X’

100 +6, -0 100 +6, -0



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3.4.5 Compatibility with position of signals

3.4.5.1 The conductor rail layouts shall be designed so that, when trains come to a stand at stop signals or movement stop marker boards, at least one collector shoe remains in contact with a conductor rail.

3.4.5.2 The conductor rail layouts shall be designed so that, when trains come to a stand at stop signals or movement stop marker boards, the collector shoes shall not bridge a gap between two (or more) sections of conductor rail that can be isolated from each other by remote switching.

3.4.6 Compatibility of the contact system with heat emissions from trains

3.4.6.1 As a result of heat emitted from rolling stock, the contact system, including support insulators, associated cabling, conductor rail shrouds and guard boarding shall withstand a surface temperature of at least 70 degrees Celsius for five minutes.



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Part 4 Application of this Document

4.1 Scope

4.1.1 The requirements of this document apply to all new, upgraded or renewed elements (as defined in the Railways (Interoperability) Regulations 2011 (as amended)) used for the DC conductor rail energy subsystem.

4.1.2 It is possible to gradually modify all or part of the DC conductor rail energy subsystem and / or the power supply system, element by element, over an extended period of time to achieve compliance with this standard.

4.1.3 Compliance of the entire subsystem can only be declared when all elements are compliant with this standard over a complete section of route.

4.1.4 The process of upgrading and renewal should take into consideration the need to maintain compatibility with the existing DC conductor rail energy subsystem and other subsystems.

4.1.5 Action to bring the existing DC conductor rail energy subsystem into compliance with the requirements of this document is not required.

4.1.6 Any DC conductor rail energy subsystems authorised under this standard shall be maintained in compliance with this standard.

4.2 Exclusions from scope

4.2.1 There are no exclusions from the scope specified in 4.1.

4.3 General compliance date

4.3.1 This Railway Group Standard becomes mandatory and is to be complied with from 05 December 2015, except as specified in 4.4. Where the dates specified in 4.4 are later than the above date, this is to allow sufficient time to achieve compliance with the specified exceptions.

4.3.2 After the compliance dates, or the date by which compliance is achieved if earlier, compliance with the requirements set out in this Railway Group Standard is to be maintained. Where it is considered not reasonably practicable to comply with the requirements, permission to comply with a specified alternative should be sought in accordance with the Railway Group Standards Code.

4.4 Exceptions to general compliance date

4.4.1 If, at the time this document becomes mandatory, a project is at an advanced stage of development, having regard to the impact that a change in technical specification would have on the project, it is permissible to continue to meet the equivalent requirements in the standards applying before this document becomes mandatory.

4.4.2 If the project requires an authorisation for placing into service, a decision to continue to meet the equivalent requirements in the Railway Group Standards applying before this document becomes mandatory should be sought in accordance with regulation 14 of the Railways (Interoperability) Regulations 2011 (as amended).



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4.5 Assessment of conformity and EC verification of the energy subsystem

4.5.1 The assessment of conformity and EC verification of the energy subsystem is undertaken as set out in Appendix G.

4.6 Health and safety responsibilities

4.6.1 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.



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Appendix A Open Points

The content of this appendix is not mandatory and is provided for guidance only

A.1 There are no open points in this document.



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Appendix B DC System Characteristic for Rolling Stock Compatibility

The content of this appendix is mandatory

B.1 This appendix summarises the mandatory values set out in 2.1.1, 2.1.4 and 2.2.1 of this document.

System

characteristic

Symbol Value EN source ENE RGS

source

GL/RT1212

Nominal voltage Un 750 V DC BS EN 50163:2004+ A1:2007, clause 4.1 and Table 1

2.1.1

Highest permanent voltage

Umax1 900 V DC BS EN 50163:2004+ A1:2007, clause 4.1 and Table 1

2.1.1

Highest non-permanent voltage

Umax2 1000 V DC BS EN 50163:2004+ A1:2007, clause 4.1 and Table 1

2.1.1

Lowest permanent voltage

Umin1 500 V DC BS EN 50163:2004+ A1:2007, clause 4.1 and Table 1

2.1.1

Lowest non-permanent voltage

Umin2 500 V DC BS EN 50163:2004+ A1:2007, clause 4.1 and Table 1

2.1.1

Lowest non-permanent voltage

Umin2 400 V DC BS EN 50163:2004+ A1:2007, clause 4.1, Table 1, and Annex B

Not mandatory – only for compatibility with rolling stock that pre-date this standard

Mean useful voltage (at the DC current collector)

Umean useful 675 V DC BS EN 50388:2012, clause 8.3 for CR TSI lines and classical lines

2.1.4

Table B.1 Contact line voltage



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System

characteristic

Symbol Value ENE RGS source GL/RT1212

Maximum prospective sustained fault current (for definition see BS EN 50123-1:2003, clause 3.2.12)

Isc 200 kA 2.2.1

Maximum peak fault current when broken at 20 ms

Isc peak 64 kA 2.2.1

Table B.2 Contact line fault current



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Appendix C Conductor Rail Vertical Misalignment Limits


C.1 Measurement of joint misalignment (in conductor rail top surface).

0.5 m

Concave Joint Misalignment

Convex Joint Misalignment

≤ 2 mm Clearance

≤ 2 mm Clearance

Joint

Position

Straight Edge

0.5 m

Figure C.1 Conductor rail vertical misalignment limits



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Appendix D Additional Requirements for 4th Rail Areas


D.1 In 3rd rail areas where passage of London Underground 4th rail rolling stock under DC traction is required, an additional 4th rail conductor shall be provided.

D.2 The static and dynamic position of the conductor rail relative to the running rails shall comply with the position limits set out in Table D.1. The reference datum shall be the plane of the upper surface of the running rails, and the gauge faces of the running rails.

D.3 Where a 4th rail is provided on lines with a 3rd rail electrification system, the 4th rail shall be bonded to the traction return system.

Dimension Nominal

design

position

Maintenance

target

Dynamic position

limits

Vertical height (relative to plane of top of running rails)

+38 ± 3 mm +38 +10, -5 mm +38 + 20 mm, -12 mm -12 mm

Rate of change of vertical height (facing or trailing)

5 mm per m

5 mm per m ≤ 25 mm per m

Lateral position (relative to dead centre of running rails)

0 ± 10 mm

0 ± 15 mm 0 ± 13 mm

Vertical alignment (twist) relative to line normal to plane of top of running rails

± 3 degrees

± 3 degrees ± 5 degrees

Table D.1 4th rail conductor rail position



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Appendix E Conductor Rail Profiles

The content of this appendix is not mandatory and is provided for information only

E.1 Typical steel rail profiles.

Figure E.1 Cross-sections of 106 lb/yd and 150 lb/yd conductor rails (dimensions in inches)

The profile of No.75 FB conductor rail is set out in BS 7865:1997, Figure 2.

E.2 Typical aluminium rail profiles.

Figure E.2 Cross-section of No. 6 aluminium conductor rail (dimensions in mm)



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Appendix F Speed Conversions


F.1 Where there is a reference in any Euronorm (EN) or Technical Specification for Interoperability (TSI) to a speed in km/h, the following conversions to mph shall be used.

Infrastructure subsystem (INS), Rolling Stock subsystem (RST) and Energy subsystem (ENE) speed conversions

km/h mph

2 1

3 1

5 3

10 5

15 10

20 10

30 20

40 25

50 30

60 40

80 50

100 60

120 75

140 90

150 95

160 100

170 105

180 110

Table F.1 INS, RST and ENE speed conversions



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Appendix G Assessment of Conformity and EC Verification of the Energy Subsystem

The content of this appendix has been adapted from TSI text related to Assessment of Conformity and EC Verification. This adaption has been done with the minimum of change so as to provide an approach which is consistent with that used for AC energy subsystems. For the GB main line railway DC conductor rail energy subsystem, these aspects are mandated within this standard because they are not addressed within the TSI

G.1 Modules

G.1.1 Modules for the procedures for assessment of conformity, suitability for use and EC verification modules are described in the Commission Decision 2010/713/EU.

G.2 Interoperability constituents

G.2.1 There are no interoperability constituents in this DC energy subsystem.

G.3 Energy subsystem

G.3.1 General provisions G.3.1.1 At the request of the applicant, the designated body carries out EC verification in

accordance with Article 18 of Directive 2008/57/EC and in accordance with the provisions of the relevant modules, using this standard, once the necessary changes have been made, in lieu of a TSI.

G.3.1.2 If the applicant demonstrates that tests or verifications of an energy subsystem have been successful for previous applications of a design in similar circumstances, the designated body will take these tests and verifications into account for the EC verification.

G.3.1.3 Assessment procedures for particular requirements for the subsystem are set out in G.3.3, and Table G.1.

G.3.1.4 The applicant draws up the EC declaration of verification for the energy subsystem in accordance with Article 18(1) of and Annex V to Directive 2008/57/EC.

G.3.2 Application of modules G.3.2.1 For the EC verification procedure of the energy subsystem, the applicant or its

authorised representative established within the community may choose either:

a) Module SG: EC verification based on unit verification.

Or

b) Module SH1: EC verification based on full quality management system plus design examination.

G.3.2.2 Application of module SG

In case of module SG, the designated body may take into account evidence of examinations, checking or tests that have been successfully performed under comparable conditions by other bodies or by (or on behalf of) the applicant.



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G.3.2.3 Application of module SH1

The module SH1 may be chosen only where the activities contributing to the proposed subsystem to be verified (design, manufacturing, assembling, installation) are subject to a quality management system for design, production, final product inspection and testing, approved and surveyed by a designated body.

G.3.2.4 Innovative solutions

In order to keep pace with technological progress, innovative solutions related to the energy subsystem or its parts may be required, which do not comply with the specifications set out in this document or for which the assessment methods set out in this document cannot be applied.

If an innovative solution is proposed, the manufacturer (or his authorised representative established with the Union) or project entity declares how it deviates from, or complements, the relevant provisions of this standard and submits deviations to RSSB for analysis.

RSSB then delivers an opinion on the proposed innovative solution in line with the established derogation process for Railway Group Standards.

G.3.3 Particular assessment procedures for energy subsystem G.3.3.1 Assessment of mean useful voltage:

a) The assessment is demonstrated in accordance with EN 50388:2012, clause 15.4.

b) The assessment is demonstrated only in the case of first authorisation or upgraded subsystems.

G.3.3.2 Assessment of regenerative braking

The assessment for DC power supply is demonstrated by a design review.

G.3.3.3 Assessment of electrical protection coordination arrangements

The assessment is demonstrated for the design and operation of substations in accordance with EN 50388:2012, clause 15.6.

G.3.3.4 Assessment of conductor rail geometry

The purpose of this test is to confirm the position limits set out in 3.1 are respected by the installation. It is permissible for the conductor rail position limits to be assessed using either static or dynamic measurements.

G.3.3.5 Assessment of the protective provisions against electric shock:

a) For each installation it is demonstrated that the basic design of protective provisions against electric shock is as set out in 2.9.

b) In addition, the existence of rules and procedures which ensure that the installation is installed as designed and is checked.

G.3.3.6 Assessment of maintenance plan:

a) The assessment is carried out by verifying the existence of the maintenance plan.



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b) The designated body is not responsible for assessing the suitability of the detailed requirements set out in the plan.

G.3.4 EC verification of the energy subsystem G.3.4.1 The characteristics of the subsystem assessed in the different phases of design,

installation and operation are marked with an X in Table G.1.

Basic parameter

Assessment phase Design development phase

Production phase

Design review Construction assembly, mounting

Assembled, before putting into service

Validation under full operating conditions

System voltage – 2.1

X N/A N/A N/A

Short circuit fault level – 2.2

X N/A N/A N/A

Electrical protection coordination – 2.3

X N/A X N/A

Loss of line voltage and re-closure sequence – 2.4

X N/A N/A N/A

Train current – 2.5

X N/A N/A N/A

Running rail and across track current – 2.6

X N/A N/A N/A

Regeneration capability and receptivity – 2.7

X N/A N/A N/A

Electrical insulation coordination – 2.8

X N/A N/A N/A

Safety requirements – 2.9

X X(1) X(1) N/A

Electrical clearances - 2.10

X N/A N/A N/A

Warnings to crews on trains of traction system changeover – 2.11.1

X N/A N/A N/A

Short circuiting bar, track isolation switches and hook switches – 2.11.2

X N/A N/A N/A

Conductor rail marking – 2.11.3

X N/A N/A N/A

Tunnel emergency circuits – 2.11.4

X N/A X N/A

Conductor rail geometry – 3.1

X N/A X N/A

Conductor rail wear limits – 3.2

N/A N/A N/A N/A

Conductor rail guard boarding – 3.3

X N/A N/A N/A



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Basic parameter

Assessment phase Design development phase

Production phase

Design review Construction assembly, mounting

Assembled, before putting into service

Validation under full operating conditions

Structure gauge and clearances – 3.4

X N/A N/A N/A

Conductor rail material – 3.5

X N/A N/A N/A

Current collection – 3.6

X N/A N/A N/A

Compatibility with train heat emissions – 3.7

X N/A N/A N/A

N/A: not applicable (1) To be carried out in case the check is not done by another independent body.

Table G.1 EC verification of the energy subsystem



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Definitions

DC conductor rail energy subsystem

The DC conductor rail energy subsystem consists of:

a) Substations: connected on the primary side to the high voltage grid, with transformation of the high voltage to a voltage and / or conversion to a power supply system suitable for the trains. On the secondary side, substations are connected to the railway contact line system.

b) Sectioning locations: electrical equipment located at intermediate locations between substations to supply and parallel contact lines, and to provide protection, isolation and auxiliary supplies.

c) Contact line system: a system that distributes the electrical energy to the trains running on the route and transmits it to the trains by means of current collectors. The contact line system is also equipped with manually or remotely controlled disconnectors which are required to isolate sections or groups of the contact line system according to operational necessity. Feeder lines are also part of the contact line system.

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.

Back-up protection

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. [IEV ref 448-11-14]

Current collector

Equipment fitted to the rail vehicle and intended to collect current from a contact wire or conductor rail. [IEV ref 811-32-01]

Contact force

Force applied by the current collector to conductor rail.

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.

Direct contact

Electric contact of persons or animals with live parts or sufficiently close that danger may arise. [IEV ref 826-12-03]

Dynamic measurement

Measurement undertaken by a moving vehicle with or without a current collector in contact with the contact line.

Electric shock

A dangerous physiological effect resulting from the passing of an electric current through the human body or livestock. [IEV ref 195-01-04]



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Equipotential bond

An electrical connection maintaining various exposed conductive parts and extraneous conductive parts at substantially the same potential [BS 7671:2008+A1:2011]. This can be abbreviated to ‘bond’ or ‘bonding’.

Exposed conductive part

A conductive part of equipment which can be touched and which is not a live part but which may become live under fault conditions. [IEV ref 441-11-10]

Extraneous conductive part

A conductive part not forming part of the electrical installation and liable to introduce an electric potential, generally the electric potential of a local earth. [IEV ref 195-06-11]

Failure

The termination of the ability of an item to perform a required function. [IEV ref 191-04-01]

Gauge

Set of rules, including a reference contour and its associated calculation rules, which allow defining of the outer dimensions of the rail vehicle and the space to be cleared by the infrastructure.

Note: According to the calculation method implemented, the gauge is static, kinematic or dynamic.

Line speed

Maximum speed for which a line has been designed.

Live part

Any conductor and any conductive part of electrical equipment intended to be energised in normal use. [IEV ref 195-02-19]. Note: Insulators are considered to be live parts.

Mean useful voltage train

Voltage identifying the dimensioning train, and enables the effect on its performance to be quantified. [BS EN 50388:2012]

Mean useful voltage zone

Voltage giving an indication of the quality of the power supply in a geographic zone during the peak traffic period in the timetable. [BS EN 50388:2012]

Nominal voltage

Voltage by which an installation or part of an installation is designated. [BS EN 50163:2004+A1:2007]

Normal service

Planned timetable service.

On-track machine

A rail-mounted machine that meets the requirements set out in GM/RT2400.

Open points

Requirements formally identified in a TSI or standard for which no common requirement has been agreed.



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Passing electrical clearance

The distance being created by a momentary reduction of the static electrical clearance during the passage of electric trains.

Rail vehicle

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

Return circuit

All conductors, which form the intended path for the traction return current and the current under fault conditions. Note: The conductors may be, for example: running rails; return conductor rails; return conductors; return cables. [IEC 62128-1]

Static electrical clearance

The distance forming insulation in air between:

a) Exposed live parts of conductor rail and the parts of rail vehicles that are connected to the traction return system of the fixed installation.

b) Exposed live parts of conductor rail and fixed assets under the control of different infrastructure managers.

c) Exposed live parts of electric rail vehicles and earthed parts of the railway or the return circuit of the fixed installation.

d) Exposed live parts of electric rail vehicles and fixed assets.

Subsystem

One of the subsystems (of the European railway system) identified by the Interoperability Directives. Subsystems can be structural or functional.

Train

An operational train which may consist of locomotives, wagons, coaches, multiple units or a single fixed formation unit.



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Abbreviations

AC

Alternating current.

DC

Direct current.

EN

Euronorm.

ENE

Energy subsystem.

IEV

International Electrotechnical Vocabulary. [IEC 60050 series available on line as ‘Electropedia’]

RST

Rolling stock subsystem.

TSI

Technical Specifications for Interoperability.



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References

The Catalogue of Railway Group Standards gives the current issue number and status of documents published by RSSB. This information is also available from www.rgsonline.co.uk.

RGSC 01 Railway Group Standards Code RGSC 02 Standards Manual

Documents referenced in the text

Railway Group Standards

GC/RT5212 Requirements for Defining and Maintaining Clearances GI/RT7033 Lineside Signs GM/RT2400 Engineering Design of On-Track Machines in Running

Mode

RSSB documents

GL/GN1612 Guidance on DC Conductor Rail Energy Subsystem and Interfaces to Rolling Stock Subsystem

Other references

BS 7671:2008+A1:2011 Requirements for electrical installations. IET Wiring Regulations

BS 7865:1997 Specification for steel electrical conductor rail for railway motive power supply

BS EN 50122-1:2011+A1:2011 Railway applications − Fixed installations − Electrical safety, earthing and bonding − Part 1: Protective provisions relating to electrical safety and earthing

BS EN 50123-1:2003 Railway applications. Fixed installations. DC switchgear. General

BS EN 50124-1:2001 Railway applications. Insulation coordination. Basic requirements. Clearances and creepage distances for all electrical and electronic equipment

BS EN 50163:2004+A1:2007 Railway applications. Supply voltages of traction systems BS EN 50388:2012 Railway applications − Power supply and rolling stock −

Technical criteria for the coordination between power supply (substation) and rolling stock to achieve interoperability

Details of the current TSIs and links to the documents are available at:

http://www.rssb.co.uk/SiteCollectionDocuments/rgs/TSI_status_summary.pdf

Railways (Interoperability) Regulations 2011 (as amended)

Other relevant documents

Railway Group Standards

GE/RT8015 Electromagnetic Compatibility between Railway Infrastructure and Trains

GI/RT7016 Interface between Station Platforms, Track and Trains GI/RT7073 Requirements for the Size and Position of Infrastructure [in

preparation] GK/RT0045 Lineside Signals, Indicators and Layout of Signals



http://www.rgsonline.co.uk/

http://www.rssb.co.uk/SiteCollectionDocuments/rgs/TSI_status_summary.pdf

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GK/RT0057 Lineside Signal and Indicator Product Design and Assessment Requirements

GK/RT0058 Lineside Signal Aspect and Indication Requirements GL/RT1210 AC Energy Subsystem and Interfaces to Rolling Stock

Subsystem GL/RT1253 Mitigation of DC Stray Current Effects [withdrawn] GM/RT2111 Rolling Stock Subsystem and Interfaces to AC Energy

Subsystem GM/RT2113 Rolling Stock Subsystem and Interfaces to DC Conductor

Rail Energy Subsystem GM/RT2130 Vehicle Fire, Safety and Evacuation GM/RT2132 On-board Energy Metering for Billing Purposes GM/RT2149 Requirements for Defining and Maintaining the Size of

Railway Vehicles GM/RT2173 Requirements for the Size of Vehicles and Position of

Equipment [in preparation]

RSSB documents

GK/GN0657 Guidance on Lineside Signal and Indicator Product Design and Assessment Requirements

GK/GN0658 Guidance on Lineside Signal Aspect and Indication Requirements

GL/GN1610 Guidance on AC Energy Subsystem and Interfaces to Rolling Stock Subsystem

GM/GN2611 Guidance on Rolling Stock Subsystem and Interfaces to AC Energy Subsystem

GM/GN2613 Guidance on Rolling Stock Subsystem and Interfaces to DC Conductor Rail Energy Subsystem

GM/RC2514 Recommendations for Equipotential Bonding of Rail Vehicles to Running Rail Potential

GM/RC2532 Recommendations for Rail Vehicles Emergency and Safety Equipment

T346 Investigating the Potential for Improvements in Electrification Systems Levels of Traction Currents Flowing in the Running Rail of Heavily Loaded DC Lines – R Kadhim RSSB internal document.

Other references

BS 2754 (IEC 536) Memorandum, Construction of Electrical Equipment for Protection Against Electric Shock

BS EN 50122-2:2011 Railway applications − Fixed installations - Electrical safety, earthing and bonding − Part 2: Protective provisions against the effects of stray currents caused by DC traction systems

BS EN 50153:2002 Railway applications. Rolling stock. Protective provisions relating to electrical hazards

IEC 60479 Guide to effects of current on human beings and livestock NR/GN/ELP/27010 Compatibility between electric trains and electrification

systems RSE/STD/018 London Underground Limited document Pt.3 Attachment 3

Fig 1.



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Railway Safety and Principles and Guidance, Part 2, section C. This document was originally published by the HMRI / HSE but now residing with the ORR

European Railway Agency ‘Guide for the application of ENE TSI (According to Framework Mandate C (2010)2576 final of 29/04/2010)’

