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Guidance on AC Energy Subsystem and Interfaces to Rolling Stock

Rail Industry Guidance Note for GL/RT1210


This document contains one or more pages which contain colour.
Issue One: December 2014
GL/GN1610

Published by:
Subsystem

RSSB
Block 2
Angel Square
1 Torrens Street
London
EC1V 1NY

© Copyright 2014
Rail Safety and Standards Board Limited
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Issue record
Issue Date Comments
One December 2014 Original document
Provides rationale and guidance on the
requirements in GL/RT1210 issue one

Superseded documents
This Rail Industry Guidance Note does not supersede any other Railway Group
documents.

Supply
The authoritative version of this document is available at www.rgsonline.co.uk.
Uncontrolled copies of this document can be obtained from Communications, RSSB,
Block 2, Angel Square, 1 Torrens Street, London EC1V 1NY, telephone 020 3142 5400
or e-mail enquirydesk@rssb.co.uk. Other Standards and associated documents can also
be viewed at www.rgsonline.co.uk.

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Contents
Section Description Page

Part 1 Introduction 5
G 1.1 Purpose of this document 5
G 1.2 The structure of this document 5
G 1.3 Copyright 5
G 1.4 Approval and authorisation of this document 5

Part 2 Guidance on Electrical Requirements 6


G 2.1 Technical requirements 6
G 2.2 Safety requirements 12
G 2.3 Safety warning signs 15

Part 3 Guidance on Mechanical Requirements 17


G 3.1 Overhead contact line geometry and gauging 17
G 3.2 Contact line and current collector zones 23
G 3.3 Contact wire 24
G 3.4 Current collection 24
G 3.5 Pantograph spacing 26
G 3.6 Separation sections and section insulators 28
G 3.7 Compatibility with train exhaust gas emissions 31
G 3.8 Trackside pantograph monitoring sites 31
G 3.9 Assessment of the Overhead Contact Line (OCL) 31

Part 4 Application of this Document 33


4.1 Application – infrastructure managers 33
4.2 Application – railway undertakings 33
4.3 Health and safety responsibilities 33

Appendices
Appendix A Open Points 34
Appendix B Short Neutral Section Signage 35
Appendix C Location of the Automatic Power Control (APC) Track Magnet 37
Appendix D AC System Characteristic for Rolling Stock Compatibility 40
Appendix E Speed Conversions 42

Definitions 43

Abbreviations 47

References 49

Tables
Table 1 Fault current characteristics – target system 7
Table 2 Fault current characteristics for compatibility with existing rail vehicles 7
Table 3 Minimum height of exposed live parts at road level crossings and private
level crossings 19
Table 4 Minimum height of exposed live parts at footpath and bridle path level
crossings 19
Table 5 Electrical clearance (EC) for overhead line electrification 21
Table 6 Mechanical clearance for overhead line electrification 21
Table 7 Pantograph minimum spacing related to speed for lines where the ENE
TSI is applicable 26
Table A.1 List of open points 34
Table D.1 AC system characteristic for rolling stock compatibilityError! Bookmark not defined.
Table E.1 INF, RST and ENE speed conversions 42

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Tables (Guidance)
Table G 1 Minimum pantograph spacing for lines where the ENE TSI is applicable 27

Figures
Figure B.1 Typical arrangement of track signs and track magnets 35
Figure C.1 Position of APC magnets 37
Figure C.2 Representation of flux planes 38
Figure C.3 Relationship between the APC receiver and the APC track magnet 39

Figures (Guidance)
Figure G 1 Overhead contact line and current collector zones 24

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Part 1 Introduction
G 1.1 Purpose of this document
G 1.1.1 This document gives guidance on interpreting the requirements of Railway Group
Standard GL/RT1210 issue one AC Energy Subsystem and Interfaces to Rolling Stock
Subsystem. It does not constitute a recommended method of meeting any set of
mandatory requirements.

G 1.2 The structure of this document


G 1.2.1 All requirements from Railway Group Standard GL/RT1210 are reproduced with a grey
background in this document.

G 1.2.2 Guidance is provided as a series of sequentially numbered clauses prefixed ‘G’


immediately below the greyed text to which it relates.

G 1.2.3 Specific responsibilities and compliance requirements are laid down in the Railway Group
Standard itself.

G 1.3 Copyright
G 1.3.1 Copyright in the Railway Group documents is owned by Rail Safety and Standards Board
Limited. All rights are hereby reserved. No Railway Group document (in whole or in part)
may be reproduced, stored in a retrieval system, or transmitted, in any form or means,
without the prior written permission of Rail Safety and Standards Board Limited, or as
expressly permitted by law.

G 1.3.2 RSSB members are granted copyright licence in accordance with the Constitution
Agreement relating to Rail Safety and Standards Board Limited.

G 1.3.3 In circumstances where Rail Safety and Standards Board Limited has granted a particular
person or organisation permission to copy extracts from Railway Group documents, Rail
Safety and Standards Board Limited accepts no responsibility for, nor any liability in
connection with, the use of such extracts, or any claims arising therefrom. This
disclaimer applies to all forms of media in which extracts from Railway Group Standards
may be reproduced.

G 1.4 Approval and authorisation of this document


G 1.4.1 The content of this document was approved by Energy (ENE) Standards Committee on
04 September 2014.

G 1.4.2 This document was authorised by RSSB on 03 November 2014.

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Part 2 Guidance on Electrical Requirements
G 2.1 Technical requirements
Extract from GL/RT1210
2.1.1 System voltage
2.1.1.1 The system voltage shall comply with the requirements of EN 50163:2004+
A1:2007 clause 4.1, applicable to the 25 kV AC 50 Hz system, excluding the UK
special national condition set out in Annex B of EN 50163:2004+A1:2007.
2.1.1.2 The minimum value of ‘mean useful voltage at the pantograph’ shall be 22 kV
for lines speeds of less than or equal to 200 km/h, and 22.5 kV for lines speeds
greater than 200 km/h calculated using the method set out in EN 50388:2012
clauses 8.2 and 8.4.

G 2.1.1 Rationale: These requirements support compatibility between the energy subsystem and
the traction system of the trains and are aligned with the energy subsystem Technical
Specification for Interoperability (ENE TSI) requirements. They are set so that the train’s
specified performance can be achieved with traction equipment working in the voltage
range defined. These requirements are consistent with existing design practice to design
a power supply that meets operational and aspirational timetable requirements, so that
overall journey timings in the working timetable can be realised.

G 2.1.2 The system nominal voltage and maximum permanent voltage is published in the
Register of Infrastructure.

G 2.1.3 EN 50163:2004+A1:2007 describes the power supply equipment being operated


according to standard rules. Good practice for design is where:

a) The voltage limits corresponding to ‘normal operation’ apply when the system is fully
operational and also when one or more non-adjacent single outages of the traction
supply system occur.

And

b) The voltage limits corresponding to ‘abnormal operation’ apply when the system is
degraded when two or more adjacent single outages of the traction supply system
occur.

G 2.1.4 Where necessary, for compatibility with some existing classes of electric vehicles
operating on a route, and where it promotes the long-term best interests of the mainline
railway as a whole, a deviation may be sought to limit Umax2.

G 2.1.5 The method for calculating ‘mean useful voltage at the pantograph’ is set out in
EN 50388:2012 clause 8.2, and the acceptance criteria are set out in EN 50388:2012
clause 8.5.

Extract from GL/RT1210


2.1.2 Frequency
2.1.2.1 The nominal system frequency shall be 50 Hz. The frequency range shall
remain within the limits specified in EN 50163:2004+A1:2007 clause 4.2, for
systems with ‘synchronous connections’.

G 2.1.6 Rationale: This requirement supports compatibility between the energy subsystem and
the train. This is based on existing practice, and is consistent with the ENE TSI
requirements. This requirement defines the working range within which the equipment is
expected to operate.

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G 2.1.7 System nominal frequency is published in the Register of Infrastructure.

G 2.1.8 Normally, the nominal frequency in Great Britain (GB) may differ from 50 Hz within the
limits declared within the Electricity Safety, Quality and Continuity Regulations 2002.
These limits (and those for exceptional circumstances) are set out below and are identical
to the limits set out in EN 50163:2004+A1:2007, for systems with ‘synchronous
connections’:

a) Maximum frequency: 50.5 Hz.

b) Minimum frequency: 49.5 Hz.

G 2.1.9 In exceptional circumstances, the frequency can vary between 47 Hz and 52 Hz, as set
out in section CC.6.1.3 of the Grid Code, published by the National Grid. When the
system frequency is below 49.5 Hz or above 50.5 Hz, the infrastructure manager (IM) is
expected to manage any risks to infrastructure assets, including audio frequency
signalling and communication systems, from harmonics generated and / or conducted by
trains operating from the traction supply.

Extract from GL/RT1210


2.1.3 Short circuit fault levels
2.1.3.1 Where all rail vehicles using the route are compatible with the parameters set
out in Table 1, the maximum values for short circuit faults between the energy
subsystem overhead contact line (OCL) (including other 25 kV conductors) and
infrastructure or vehicles connected to the traction return rail, and falling within
the contact line zone, as set out in 3.2.1, shall comply with Table 1.

Maximum rms Maximum fault Maximum Maximum Maximum


fault current duration with fault number of cumulative fault
[EN50388:2012, back-up duration reclosures duration with main
clause 11.2] protection with main permitted protection
protection operating and
operating maximum number
of reclosures
15 kA 1s 200 ms 2 600 ms

Table 1 Fault current characteristics – target system


2.1.3.2 Where all rail vehicles using the route are not yet compatible with the
parameters set out in Table 1, the maximum values for short circuit faults
between the energy subsystem OCL (including other 25 kV conductors) and
infrastructure or vehicles connected to the traction return rail, and falling within
the contact line zone, as set out in 3.2.1, shall comply with Table 2.

Maximum rms Maximum fault Maximum Maximum Maximum


fault current duration with fault number of cumulative fault
back-up duration reclosures duration with main
protection with main permitted protection
protection (see Note 1) operating and
operating maximum number
of reclosures
6 kA 1s 250 ms 2 750 ms
12 kA 1s 250 ms 1 500 ms
15 kA 0.65 s 150 ms 1 300 ms
Note 1: Where vehicles are not yet compatible, the allowable number of reclosures is
limited. See 2.1.5.3.

Table 2 Fault current characteristics for compatibility with existing rail vehicles

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2.1.3.3 The magnitude of the maximum peak current associated with the maximum
short circuit fault levels set out in 2.1.3.1 and 2.1.3.2 shall not exceed 2.5 times
the values of the maximum root mean squared (rms) fault current set out in
Tables 1 and 2.
2.1.3.4 The maximum circuit time constant (relating to the X/R ratio) at the contact line
is an open point.
G 2.1.10 Rationale: These requirements support compatibility between the energy subsystem and
the traction system of the train. Clause 2.1.3.1 is consistent with the ENE TSI. These
requirements define parameters, so that equipment on trains (for example, the vehicle
main circuit breaker and bonding) can be adequately rated. In addition, the fault level is
also relevant when considering aspects such as touch voltages.

G 2.1.11 The historic value of rms short circuit fault level has been 6 kA, but some recent
installations have, or plan to increase this to, 12 kA. An increase to 15 kA is foreseen and
is consistent with the ENE TSI. Systems with a higher short circuit fault level are more
efficient and allow greater power to be transmitted via the OCL. The maximum peak fault
current multiplier is consistent with the multiplier used for a rail vehicle main circuit
breaker complying with EN 60077-4:2003 clause 5.3.6.1.

G 2.1.12 For compatibility with existing rail vehicles the rating of the main circuit breaker(s) should
be considered in conjunction with the fault values set out in 2.1.3.2. Some main circuit
breakers fitted to existing rolling stock operating on the network are only capable of
breaking a maximum fault level of 10 kA.

G 2.1.13 When considering the effective touch voltage, in accordance with EN 50122-1:2011
clause 9.1.3, the maximum impedance between the vehicle body and running rail can be
assumed to be 40 mΩ. For touch voltage calculations the impedance between the wheel
and running rail can be assumed to be insignificant.

G 2.1.14 The requirements set out in 2.1.3.1 to 2.1.3.4 are not fully specified in the ENE TSI
requirements. These parameters, on which the ENE TSI is silent, are specified in terms of
what could be reasonably expected when maximum asymmetry of the AC waveform
occurs, where the maximum peak current is 2.5 times rms fault level and the waveform
returns to a symmetrical condition over several cycles according to the value of the
circuit’s time constant. It is necessary to know the maximum short circuit time constant
that can exist so that the main circuit breaker on electric rail vehicles can be correctly
specified.

G 2.1.15 Currently, there is no agreed value for the maximum time constant on the existing GB
mainline railway. However, it is anticipated that the maximum value is likely to be in the
range of 120 ms to 240 ms. The maximum time constant and maximum rms current may
vary by route. Similarly, there is currently no agreed value for the maximum time
constant for future new, renewed and upgraded parts of the GB mainline railway.

G 2.1.16 The existing rolling stock technical standard EN 60077-4:2003 and associated standard
EN 62271-100:2009+A1:2012 have provisions for a standard time constant value of
45 ms and special case time constants of 60 ms, 75 ms and 120 ms. Existing rolling
stock may have only been certified at the standard time constant value of 45 ms.

G 2.1.17 Generally, a fault requires two trackside circuit breakers to operate to fully clear a fault. If
one of those is initiated by a ‘back-up’ protection device, the fault duration could be as
long as 750 ms. The maximum duration of short circuits of one second recognises the
possibility of a catastrophic but rare failure of the power system protection.

G 2.1.18 When an IM plans to increase the existing maximum value of rms and peak current,
clearance time duration, or to change the time constant to a higher value, a compatibility
assessment, as set out in GE/RT8270, with rail vehicles and other affected assets, such
as systems on stations, should be undertaken.

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Extract from GL/RT1210
2.1.4 Electrical protection co-ordination
2.1.4.1 Substation and sectioning location protection systems shall meet the
requirements of EN 50388:2012 clause 11.2.
2.1.4.2 The disconnection times for the energy subsystem equipment under short
circuit fault conditions shall be within the maximum values set out in 2.1.3.1 and
2.1.3.2, with the electrical protection system operating normally or where back-
up protection operates.

G 2.1.19 Rationale: These requirements define co-ordination of the electrical protection system for
the energy subsystem and the electrical protection system of the train and are based on
existing practice. These requirements are so that equipment is designed to comply with
the specified limits. Exposure to excessive let-through energy could result in failure of
equipment, or premature ageing. Inadequate co-ordination of the electrical protection
systems also results in disruption and delay. Protection clearance times also determine
the allowable touch voltages, as set out in EN 50122-1:2011+A1:2011 section 9.

G 2.1.20 When a fault occurs on a train, which is not cleared by the rail vehicle circuit breakers, the
pantograph OCL interface should be able to withstand the passage of the worst case fault
current that can flow when a short circuit fault occurs within a traction unit, without, as a
minimum, exposing staff and passengers to risk.

G 2.1.21 If a design value of 200 ms (for clearance under normal operation) is used, it corresponds
to a maximum permissible effective touch voltage (Ute, max) of 645 V, as set out in
EN 50122-1:2011 Table 4. The disconnection times for short-circuits, set out in 2.1.4.2,
correspond to a situation with low impedance at the point of fault. In cases where the
point of fault is high impedance, disconnection times can become longer.

G 2.1.22 Backup protection operates on infrequent occasions when faults on the power supply
system are not cleared by the primary protection, and in most cases would imply a failure
of the primary protection.

Extract from GL/RT1210


2.1.5 Loss of line voltage and reclosure procedure
2.1.5.1 When the power supply to the OCL is switched off (for example, by a protection
system) and is to be restored, the switching process and timing shall be as set
out in EN 50388:2012 clause 11.3. Reclosure shall not be attempted within
three seconds.
2.1.5.2 The reclosure sequence shall be one reclosure of the track feeder circuit
breakers after at least a three second delay following the initial trip.
2.1.5.3 When the track feeder breaker trips on closure and reclosure is permitted, as
set out in 2.1.3.1 and 2.1.3.2, there shall be a delay of at least one minute
before any subsequent reclosure of the track feeder circuit breaker.
2.1.5.4 When main protection is not available, or if back-up protection operates,
reclosure shall not take place without further investigation or testing to ensure
the fault condition is no longer present.
G 2.1.23 Rationale: These requirements support compatibility between the energy subsystem and
the traction system of the train. They are based on existing practice and are compatible
with the ENE TSI requirements. These requirements define provisions in the event of
loss of supply to give a timely restoration of normal operations so that the overall service
timings are maintained and unaffected by such events.

G 2.1.24 The requirements for reclosure are not fully specified in the ENE TSI. The reclosure may
be initiated manually following a procedure or by using an automatic reclosing system.

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Extract from GL/RT1210


2.1.6 Train current and power factor
2.1.6.1 The energy subsystem shall be designed to operate with a maximum allowable
train current for each train of not less than 300 A (Imax), at any voltage in the
range, as set out in EN 50388:2012 clause 7.2, Figure 1.

2.1.6.2 The energy subsystem design shall be compatible with traction units having a
power factor as set out in EN 50388:2012 clauses 6.2 and 6.3. Where the
energy subsystem is required to support the operation of non-TSI compliant
rolling stock, the design shall take account of their power factors.
G 2.1.25 Rationale: These requirements support compatibility between the energy subsystem and
the train. They are based on existing practice and are compatible with the ENE TSI
requirements. These requirements define a traction system capable of supplying power
to compliant trains. The fitting of a current limiting device on the train permits a powerful
train to operate at limited current on routes with limited electrical capacity and under
perturbed feeding conditions.

G 2.1.26 The maximum allowable train current, and the requirement for a device to be fitted to a
rail vehicle allowing the setting of the maximum train current, is published in the Register
of Infrastructure.

G 2.1.27 The energy subsystem has historically been designed to support a single train current of
270 A (EMU) and 300 A (other trains). The maximum allowable train current set out in
2.1.6.1 is consistent with the values specified in EN 50388:2012, Annex F. The energy
subsystem is designed allowing for diversity, with trains operating to a timetable but not
assuming that all trains will draw 300 amps concurrently.

G 2.1.28 To facilitate compatibility, the Locomotives and Passenger Carriages (LOC&PAS) TSI
requires a current limiting device to be fitted to trains with a power demand of greater
than 2 MW (approximately 80 A).

Extract from GL/RT1210


2.1.7 Regeneration compatibility
2.1.7.1 The AC energy subsystem shall permit the use of regenerative braking.

G 2.1.29 Rationale: This requirement supports compatibility between the energy subsystem and
the train and is based on existing practice. Clause 2.1.7.1 is consistent with the ENE TSI
requirements. This requirement defines that the use of regenerative braking energy on
trains is possible so that overall energy usage can be minimised and consequently
reduce the carbon footprint. The energy subsystem should be able to receive
regenerated energy if the train is capable of producing it.

G 2.1.30 Regenerative braking is expected to be the normal mode of operation, for reasons of
energy efficiency and minimising wear on mechanical braking systems; only by exception
should the use of regenerative braking be restricted.

G 2.1.31 Exceptionally, when the use of regenerative braking is not currently possible on certain
sections of line, this is published in the Register of Infrastructure. This includes those
routes where limitations are required on the train’s maximum allowable voltage and
current necessary to support compatibility with infrastructure or legacy electric vehicles.

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Extract from GL/RT1210
2.1.8 Electrical insulation co-ordination
2.1.8.1 Insulation which separates 25 kV exposed live parts of the OCL from earth shall
have the following dielectric withstand rating values, except where 3.1.7.3
results in a reduced value. These values are co-ordinated with the values set
out in EN 50124-1:2001+A2:2005:
a) Basic insulation:
• Rated impulse voltage (UNi) = 200 kV peak. Corresponding to an air
clearance of 370 mm assuming the worst case dielectric condition of
the electrodes.
b) Functional insulation:
• Rated impulse voltage (UNi) ≥ 145 kV peak. Corresponding to an air
clearance of 270 mm assuming the worst case dielectric condition of
the electrodes.
c) Reinforced insulation:
• Rated impulse voltage (UNi) ≥ 320 kV peak. Corresponding to an air
clearance of 600 mm.

G 2.1.32 Rationale: This requirement supports compatibility between the energy subsystem and
the traction system of the train and is based on existing practice. It defines requirements
for equipment working in this environment to have sufficient electrical withstand
capability. In addition, it defines that when the trains and energy subsystem are
combined, satisfactory electrical withstand performance at railway system level is
achieved. This requirement also supports the Operational Concept for the GB Mainline
Railway principle 9, that the workforce is to be separated from the particular hazards
associated with the electrified railway. This minimises the possibility of disruptive
discharge with the associated safety and performance risks.

G 2.1.33 The rated impulse values are selected from EN 50124-1:2001+A2:2005, Table A.2.
These values are based on overvoltage category OV4 and a rated insulation voltage
(UNm) of 27.5 kV, which is equal to the highest permanent voltage present on the system
(Umax1). Where justified by an assessment of the risk, reduced dielectric withstand rating
can be used as set out in GL/RT1210, clause 3.1.7.4, in cases where the provision of
insulation in air, in accordance with 2.1.8.1 a), would be uneconomic, such as OCL in
existing tunnels and at overline bridges with limited infrastructure clearances.

G 2.1.34 These clauses relate to the co-ordination of insulation between exposed live parts and
earth. This requirement cannot be applied to section insulators when one normally live
part is earthed.

G 2.1.35 The electrical impulse levels set out in 2.1.8.1 are co-ordinated with the dimensional
requirements set out in 2.2.2, 2.2.3, 3.1.5 and 3.1.7.

Extract from GL/RT1210


2.1.9 Harmonic overvoltages on the overhead line
2.1.9.1 In order to achieve electrical compatibility between the energy subsystem and
electric rail vehicles, harmonic overvoltages shall be limited below critical
values, as set out in EN 50388:2012 clause 10.4.
G 2.1.36 Rationale: These requirements and associated assessment support compatibility
between the energy subsystem and the traction system of the train. These requirements
are based on existing practice and are consistent with the ENE TSI. These requirements
and associated assessment permit the rail vehicles to operate without undue electrical
interaction / interference between the train(s) and the power supply equipment. The
interaction is a complex issue that requires a specific assessment of compatibility.

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G 2.1.37 The worst case (highest) impedance of the OCL for each route is needed to permit a
compatibility assessment to be undertaken in accordance with EN 50388:2012 clause 10.
It should be made available by the IM, who supports the assessment of compatibility on
behalf of both parties.

G 2.1.38 The maximum impedance of the OCL is not a value that is currently defined across the
network; however, a maximum overhead line impedance of 15 k-ohm between 2 kHz and
20 kHz has been selected as a suitable value to for assessing compatibility with rolling
stock.

G 2.2 Safety requirements


Extract from GL/RT1210
2.2.1 Protective provisions against direct contact − general
2.2.1.1 Protective provisions against direct contact with exposed live parts of the
energy subsystem shall comply with the requirements set out in EN 50122-
1:2011+A1:2011 clause 5.1. The protective provisions shall be by safety
clearances or, where the safety clearances are not achievable, by obstacles.
2.2.1.2 Return conductors shall be treated as high voltage equipment in relation to
protective provisions against direct contact.

G 2.2.1 Rationale: These requirements support the Operational Concept for the GB Mainline
Railway principle 9 that the workforce is to be separated from the particular hazards
associated with the electrified railway. This is a cross-boundary issue in that the hazard
belongs to one duty holder, while the workforce with potential exposure belongs to other
duty holders. The requirements give a consistent approach and common operational
rules across the GB mainline railway. These are based on existing practice, and are
consistent with the ENE TSI requirements. These requirements manage the general risk
from electrocution arising from high voltages by ensuring the clearances from normal
standing surfaces, such as station platforms, are such that people do not come into direct
contact or close proximity to exposed live parts. Where staff are required to work
adjacent to high voltage equipment, their employers will, where necessary, as required by
legislation, put appropriate safeguards in place.

G 2.2.2 Overhead contact line and other exposed live parts should be designed, constructed and
maintained such that the exposed live parts are positioned so as to minimise the potential
for injury.

G 2.2.3 Exposed live parts should be indicated so that they may be readily identified by trained
staff, so that safety clearances can be complied with.

Extract from GL/RT1210


2.2.2 Protective provisions against direct contact – protection by clearance
2.2.2.1 Exposed live parts of the energy subsystem, including a pantograph head
(complying with 3.1.6.1 and in contact with the contact line), shall comply, at all
locations, except where 2.2.2.2 applies, with the clearance requirements set out
in EN 50122-1:2011+A1:2011 clause 5.2.1, using the public area dimensions in
Figure 4. The United Kingdom special national condition relating to clause
5.2.1, as set out in EN 50122-1:2011+A1:2011 Annex G, shall not be used.

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2.2.2.2 It is permissible, where existing physical features of a particular site constrain
the gauge (for example, overline bridges and tunnels) and it is not reasonably
practicable to modify them or the public platform area, for a pantograph head,
conforming to 3.1.6.1, which is in contact with the contact line, to encroach into
the area defined in EN 50122-1:2011+A1:2011 clause 5.2, Figure 4 (public
area), provided that reinforced insulation in accordance with 2.1.8.1 c) is
maintained between persons, including any foreseeable objects they may be
carrying, and the nearest part of the pantograph head, where justified by a risk
assessment complying with the Common Safety Method for Risk Evaluation
and Assessment (CSM RA) and the application of appropriate safety measures.
Requirements for other live parts of the train-mounted equipment are set out in
GL/RT2111 clause 3.16.1.
2.2.2.3 With the exception of routes electrified using the auto-transformer system,
exposed live parts shall be positioned no lower than 5.2 m above any standing
surface, under the worst conditions of temperature and loading, at those
locations where the lateral distance from the live parts to the closest running rail
is greater than 3 m.
2.2.2.4 For routes electrified using the auto-transformer system, exposed live parts
shall be positioned no lower than 5.2 m above any standing surface, under the
worst conditions of temperature and loading, at those locations where the lateral
distance from the live parts to the closest running rail is greater than 5 m.
2.2.2.5 In the case of return conductors, where the safety clearances set out in 2.2.2.1
cannot be achieved, the return conductor shall be protected by an obstacle, as
set out in 2.2.3, or insulated to achieve a rated insulation voltage of 3 kV (rms).
G 2.2.4 Rationale: These requirements support the Operational Concept for the GB Mainline
Railway principle 9 that the workforce is to be separated from the particular hazards
associated with the electrified railway. This is a cross-boundary issue in that the hazard
belongs to one duty holder, while the workforce with potential exposure belongs to
another duty holder. It is also required to give a consistent approach and common
operational rules across the GB mainline railway. These are based on existing practice,
and are consistent with the ENE TSI requirements. These requirements (in conjunction
with the GE/RT8000 Rule Book) are intended to prevent exposure to harm from exposed
live parts. This is achieved by providing adequate separation between the exposed live
equipment and standing surfaces. These requirements also contribute to passenger and
public safety.

G 2.2.5 The requirement set out in 2.2.2.1 is co-ordinated with 2.1.8. Compliance with the
specified Euronorm requirements provides an air clearance (which includes a margin of
safety) between the limit of arm’s reach and exposed live parts, which satisfies the
requirements for reinforced insulation, as set out in EN 50124-1:2001+A2:2005, when
based on a rated impulse voltage of 200 kV.

G 2.2.6 Clearance requirements for protective provisions against direct contact use the ‘public
area’ dimension set out in EN 50122-1:2011+A1:2011. These have been selected
because, in addition to situations such as station platforms, there are many other parts of
the operational railway where there are foreseeable situations when the public can be
expected to be present, for example detraining passengers (when authorised and
unauthorised), trespass, occupational crossings etc. The ‘restricted area dimensions’ in
EN 50122-1:2011+A1:2011 are unsuitable for the main parts of the operational railway,
as they would require additional training, and the behaviour of staff to be constrained (so
that nothing is raised above head height) in order to provide adequate clearances. This
constraint would be in conflict with certain mandated aspects within the Rule Book
module G.

G 2.2.7 The pantograph head position, when static, is determined mainly by the contact wire
height / position and track cant rather than something which is mainly influenced by the
rolling stock.

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G 2.2.8 In EN 50122-1:2011+A1:2011 the dimensions are based upon touching in a straight line
without the use of objects. It may be appropriate to make an additional allowance for the
use of hand tools. To facilitate consistent application of the risk assessment process,
industry workshops are planned to support application of this process. This will form a
basis for future guidance.

G 2.2.9 Application of 2.2.2.2 may limit the stock able to use a route to only the lowest of electric
units, and may prevent access to the line for freight vehicles and locomotives.

Extract from GL/RT1210


2.2.3 Protective provisions against direct contact – protection by obstacles
(screens)
2.2.3.1 If the clearances set out in 2.2.2 cannot be achieved, protection by an obstacle
shall be provided in accordance with EN 50122-1:2011+A1:2011 clauses 5.3.1
to 5.3.3.
2.2.3.2 Using an electrical clearance in accordance with Table 5, the nearest proximity
in air, between an exposed live part and an obstacle, shall be determined in
accordance with EN 50122-1:2011+A1:2011 clause 5.3.1.
2.2.3.3 For routes electrified using the auto-transformer system, where protection by
clearance or protection by obstacles cannot be achieved, the feeder conductor
shall be an insulated and screened cable, meeting the requirement for basic
insulation set out in 2.1.8.1a).
G 2.2.10 Rationale: These requirements support the Operational Concept for the GB Mainline
Railway principle 9, that the workforce is to be separated from the particular hazards
associated with the electrified railway. This is a cross-boundary issue in that the hazard
belongs to one duty holder, while the workforce with potential exposure belongs to other
duty holders. It is also required to give a consistent approach and common operational
rules across the GB mainline railway. In this case, the requirement specified here is
slightly more restrictive than the ENE TSI to reflect the requirements of the UK railway.
The ENE TSI in this case reflects a minimum requirement. These requirements are to
prevent exposure to danger from high voltages through direct contact with, or entering the
danger zone around, exposed live parts by placing a physical barrier between personnel
and the exposed live parts. These requirements also contribute to passenger and public
safety.

G 2.2.11 In EN 50122-1:2011+A1:2011 clause 5.2.2, exceptions for working persons are given to
allow alternative controls to be applied in areas used ‘solely for the execution of work’.

G 2.2.12 In EN 50122-1:2011+A1:2011 the dimensions are based upon touching in a straight line
without the use of objects. It may be appropriate to make an additional allowance for the
use of hand tools. Obstacles are designed in order not to facilitate climbing.

G 2.2.13 The dimension of 370 mm in 2.2.3.2, to be used in place of the electrical clearance, as
set out in EN 50119:2009+A1:2013, has been obtained from EN 50124-1:2001+A2:2005
Table A3. The specified dimension provides basic insulation and the corresponding rated
impulse voltage of 200 kV is co-ordinated with 2.1.8 of this document.

G 2.2.14 The impedance between the rail vehicle body and the protective conductor of the fixed
installation (traction return rail) for existing vehicles is likely to be up to 40 mΩ.

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Extract from GL/RT1210
2.2.4 Indirect contact, exposed conductive parts, touch voltages and rail
potential
2.2.4.1 Protection against electric shock shall be achieved by compliance with the
touch voltage requirements set out in EN 50122-1:2011+A1:2011 clauses 6.1,
6.2.1, 9.1 and 9.2.

G 2.2.15 Rationale: This requirement is to prevent exposure to dangerous touch voltages.

G 2.3 Safety warning signs


G 2.3.1 Operational signs

Extract from GL/RT1210


2.3.1 Warning to crews on trains approaching a neutral section forming a phase
separation section
2.3.1.1 At phase separation sections, signs AJ01z and AJ02z, as set out in GI/RT7033,
shall be provided (see Appendix B). 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.

G 2.3.2 Rationale: Warning signs are required at OCL phase separation sections (neutral
sections) to advise the operator of a train of the action necessary to pass through the
OCL phase separation section. This requirement is to provide sufficient warning to the
driver to withdraw the power to the train prior to crossing the automatic power control
(APC) magnet.

Extract from GL/RT1210


2.3.2 Warning to crews on trains of a traction system changeover
2.3.2.1 On the approach to an electrical changeover from 750 V DC to 25 kV AC, signs
AJ04z and AJ05z, as set out in GI/RT7033, 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.

G 2.3.3 Rationale: Warning signs are required at OCL system separation sections to advise the
operator of a train to prepare for and undertake the action necessary to pass through the
system separation section. This is to give a smooth operational changeover between
energy subsystems and adequate continuity of supply to the train.

G 2.3.4 At the end of a 25 kV AC electrified line with an electrical system changeover to another
AC electrical system, signs AJ04z and AJ05z are used. Changeover to a DC electrical
system uses signs AJ04z and AJ06z, as set out in GL/RT1212.

Extract from GL/RT1210


2.3.3 Overhead contact line structure identification plate
2.3.3.1 Every OCL structure shall be provided with an identification plate giving the
structure reference code (unique within the area). The size and location shall
be such that the text shall be readable from the cab of a train at rest.

G 2.3.5 Rationale: Overhead contact line structures should be easily identified so that staff can
give a precise location by a common position reference of any fault with the OCL to the
signaller or electrical control room, as required in GE/RT8000.

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G 2.3.6 Signs should preferably be located so that maintenance is possible without the
requirement for the exposed live parts to be isolated.

G 2.3.7 Structure identification plates normally consist of letters representing an electrical control
room area, a number representing distance in kilometre intervals and a number
representing the individual structure within a kilometre interval, arranged over three lines
of text. In future the alpha labelling might align to the Engineers Line Reference (ELR).

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Part 3 Guidance on Mechanical Requirements
G 3.1 Overhead contact line geometry and gauging
Extract from GL/RT1210
3.1.1 Nominal contact wire height
3.1.1.1 On lines with speeds of less than 250 km/h (155 mph) the nominal contact wire
height shall be 4700 mm.
3.1.1.2 On lines with speeds of 250 km/h (155 mph) and above, the nominal contact
wire height shall be in the range between 5080 mm and 5300 mm.

3.1.2 Maximum contact wire height


3.1.2.1 The maximum contact wire height, including OCL and track tolerances, shall be
5940 mm in static conditions and 6200 mm with uplift.

3.1.3 Minimum contact wire height and design contact wire height
3.1.3.1 The minimum design contact wire height shall be calculated in accordance with
EN 50119:2009+A1:2013 clause 5.10.5 and Figure 1, taking into account:
a) The maximum swept envelope height defined by the maximum co-
ordinates of the upper gauge(s), as set out in GE/RT8073, for standard
vehicle gauges of rail vehicles permitted or intended to be used on the
route.
b) The value of Electrical Clearance (EC) shown in EN 50119:2009+A1:2013
Figure 1, between the swept envelope height defined by the co-ordinates in
a) and the contact wire determined according to the requirements set out in
3.1.7 of this document.
3.1.3.2 On lines with speeds of less than 250 km/h (155 mph) the minimum contact
wire height shall be not less than the standard vehicle gauge static height of
3965 mm, as set out in GE/RT8073, plus the static electrical clearance
determined in accordance with 3.1.7 of this document, subject to a minimum of
4165 mm.
3.1.3.3 On lines with speeds of 250 km/h (155 mph) and above, the minimum contact
wire height shall be not less than 5080 mm.

G 3.1.1 Rationale: These requirements support compatibility between the contact wire height and
the working range of the pantograph for GB rail vehicles. This is compatible with
electrical clearance requirements, as set out in 3.1.7, to vehicles with the standard static
gauge height of 3965 mm, as set out in GE/RT8073.

G 3.1.2 Maximum, nominal, and minimum value of the contact wire height at a support in normal
conditions at 25 kV and earthed potential, is published in the Register of Infrastructure.

G 3.1.3 The use of the minimum contact wire height of 4165 mm when used in conjunction with a
standard vehicle gauge static height of 3965 mm, requires an electrical clearance not
falling within the normal category and therefore requires a risk assessment in compliance
with 3.1.7.3.

G 3.1.4 The installation of contact wire below the minimum height constrains operation to rail
vehicles which are lower than the standard vehicle gauge height. If the line is designed
only for low height rolling stock, by deviation to 3.1.3.2, the contact wire height is
determined using the vehicle gauge height in 3.1.3.1 and 3.1.3.2. Wire height adjacent to
standing surfaces is constrained by meeting the requirements for protection against direct
contact set out in 2.2.2.

G 3.1.5 In general, the contact wire should be installed as high as reasonably practicable to
achieve at least ‘normal’ clearance category, as set out in 3.1.7.
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G 3.1.6 The following provides an example for determining the contact wire height for static
conditions:

a) Where the rail vehicle does not exceed a static height of 3965 mm.

b) With no rail vehicle movement, dynamic movement is 0 mm.

c) Where the static envelope height is 3965 mm, above which, a minimum normal
electrical static clearance of 370 mm is applied.

With the track at its highest position, allowing for track maintenance tolerance and
the effects of vertical track curvature, and the contact wire at its lowest height
permitted by tolerance, the above parameters result in a minimum contact wire
height of 4335 mm.

G 3.1.7 EN 50119:2009+A1:2013 clause 5.10.4, Figure 1, shows an annotated diagram of the


position of the contact wire relative to a rail vehicle.

G 3.1.8 The positioning of the contact wire for provision against direct contact by persons, as set
out in 2.2.2 of this document, takes precedence in the calculation of the minimum contact
wire height at locations where persons have access, for instance at stations.

Extract from GL/RT1210


3.1.4 Minimum contact wire height – earthed wire
3.1.4.1 The minimum earthed contact wire height shall be calculated in accordance with
EN 50119:2009+A1:2013 clauses 5.10.4, 5.10.5 and Figure 1, taking into
account:
a) The maximum swept envelope height defined by the maximum co-
ordinates of the upper gauge(s), as set out in GE/RT8073, for standard
vehicle gauges of rail vehicles permitted or intended to be used on the
route.
b) A clearance of 80 mm between the swept envelope height of the rail
vehicle and the contact wire, as the value designated as EC in
EN 50119:2009+A1:2013 Figure 1.

G 3.1.9 Rationale: These requirements are used where minimum electrical clearances are not
possible, and therefore a permanently earthed section is provided for mechanical
continuity of the overhead line. There is a height interface as the railway undertaking
(RU) should be aware that trains coast through the section.

G 3.1.10 In exceptional situations, where the OCL is permanently earthed, such as where earthed
contact wire is carried through a minimum gauge clearance bridge, the minimum
mechanical passing clearance of 80 mm is maintained above the swept envelope height.

G 3.1.11 The use of extremely low earthed contact wire may require the use of a specially adapted
pantograph, for compatibility. The installation of contact wire at minimum height
constrains operation to rail vehicles within this gauge.

G 3.1.12 The following provides an example of the derivation of how the minimum earthed contact
wire height for a particular type of rail vehicle can be calculated:

a) Where the rail vehicle does not exceed a static height of 3965 mm.

b) With rail vehicle dynamic movement of 25 mm.

c) Where the swept envelope height is 3990 mm, above which, applying a minimum
mechanical passing clearance of 80 mm.

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Minimum contact wire height is when the track is at the highest position, for example
allowing for track maintenance tolerance and the effects of vertical track curvature on the
rail vehicle, and the contact wire is at the lowest height permitted by a tolerance of
4070 mm.

Extract from GL/RT1210


3.1.5 Contact line height at level crossings
3.1.5.1 The minimum height of exposed live parts of the contact line and its associated
feeders and clearance to road vehicles at road level crossings and private level
crossings shall be as set out in Table 3.

System voltage Minimum Minimum clearance Provisions


height to road vehicle
25 kV AC 5800 mm 600 mm Crossing user warning
signs

Table 3 Minimum height of exposed live parts at road level crossings and private
level crossings

3.1.5.2 It is permissible to reduce the height of exposed live parts at road level
crossings and private level crossings to 5.6 m where justified by a risk
assessment complying with the CSM RA and the application of appropriate
safety measures.

3.1.5.3 The minimum height of live parts of the contact line and its associated feeders
at footpath and bridle path level crossings shall be as set out in Table 4.

System voltage Minimum Provisions


height
25 kV AC 5200 mm Crossing user warning signs, including those
advising horse riders to dismount before
crossing, if necessary

Table 4 Minimum height of exposed live parts at footpath and bridle path level
crossings
G 3.1.13 Rationale: These requirements are provided for use as a National Technical Rule (NTR)
for the ENE TSI lines, as set out in the combined ENE TSI clause 4.2.9.1(3). These
requirements are consistent with a UK notional maximum road vehicle height of 5 m and
provide an air gap corresponding to reinforced insulation according to EN 50122-
1:2011+A1:2011 using the basic insulation level set out in GL/RT1210 clause 2.1.8.1a).

G 3.1.14 The ‘minimum height’ is increased to address height infringements by road vehicles at
level crossings which are on a sloping road gradient or are part of a designated ‘high
loads route’. Determination of an appropriate contact wire height is part of the
assessment of the hazards at a level crossing. To facilitate consistent application of the
risk assessment process, industry workshops are planned to support application of this
process. This will form a basis for future guidance.

G 3.1.15 The maximum contact wire height is set out in 3.1.2.1 of this document.

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G 3.1.16 The risk assessment associated with the use of a lower value of ‘minimum height’, set out
in Table 3, should include an evaluation of any clearance works that may prevent the
achievement of the minimum height of 5800 mm. The dimension in Table 3 is based on
an electrical clearance of 600 mm (providing reinforced insulation), a maximum vehicle
height of 5000 mm and an additional allowance of 0.2 m for an over-height incursion by a
vehicle.

G 3.1.17 The height of exposed live parts of the OCL at private level crossings should be agreed
between the IM and the occupier. It should provide a clearance of 600 mm between the
lowest exposed live parts of the OCL and road vehicles and, in some cases, to meet the
needs of the occupier, the height may need to exceed the minimum height.

Extract from GL/RT1210


3.1.6 Contact wire lateral deviation
3.1.6.1 The OCL geometry shall be designed to be compatible with the pantograph
profiles set out in EN 50367:2012 Figures A.6 and B.6.
3.1.6.2 For upgrade or renewal of existing lines, the contact wire shall not approach
within 200 mm of the outer end of each pantograph horn, taking into account
the sway of the pantograph.

G 3.1.18 Rationale: These requirements support compatibility between the contact wire and the
pantograph profiles, and the effects of sway applicable to the rolling stock that is
permitted to operate on a route. These requirements set parameters so that the contact
wire remains in contact with a pantograph which is swaying due to rail vehicle movement,
including movement resulting from wind in the across track direction.

G 3.1.19 The profiles of pantographs which are permitted to operate are published in the Register
of Infrastructure.

G 3.1.20 The sway of the pantograph is determined by the method set out in GM/RT2149.

Extract from GL/RT1210


3.1.7 Electrical and mechanical clearances
3.1.7.1 Electrical clearances to exposed live parts of the OCL, including raised
pantograph heads in contact with the contact wire, are dimensioned as set out
in Table 5.
3.1.7.2 The maximum reasonably practicable value of electrical clearance shall be
provided.
3.1.7.3 Where it is not reasonably practicable to provide clearances in the ‘normal’
category, it is permissible for smaller clearances to be used where justified by a
risk assessment complying with the CSM RA and the application of appropriate
safety measures.
3.1.7.4 For all rail vehicles permitted to use the route, electrical clearances shall take
into account the gauge and pantograph sway envelope, as set out in in
GM/RT2149.

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Electrical clearance (EC)

Normal

Static electrical clearance EC ≥ 270 mm


(see note 1)

Passing electrical clearance


EC ≥ 200 mm

Note 1: Static electrical clearances of less than 370 mm do not give basic insulation, as
set out in 2.1.8.1a).

Table 5 Electrical clearance (EC) for overhead line electrification


3.1.7.5 A minimum mechanical clearance applicable to the pantographs of rail vehicles
permitted to use the line complying with the gauge and pantograph sway
envelope, as set out in in GM/RT2149, shall be provided, as set out in Table 6.

Minimum mechanical clearance

Static and passing mechanical clearance


between the pantograph and contact line 80 mm
equipment at the same electrical potential
Static and passing mechanical clearance 15 mm
between the pantograph and the steady
arm (when approximately parallel to the (under all conditions, including wear of
pantograph profile) the contact wire and pantograph)

Table 6 Mechanical clearance for overhead line electrification


G 3.1.21 Rationale: Common clearance requirements also give minimum electrical clearance
dimensions between the live parts within a system, for example the exposed live parts of
OCL to the exposed conductive parts of a rail vehicle. The maximum value of electrical
clearance should be provided, as far as reasonably practicable.

G 3.1.22 The maximum fault energy released during flashover on a 15 kA fault level system can be
around 625% greater than on a 6 kA system.

G 3.1.23 An air gap electrical clearance of 370 mm is co-ordinated with 2.1.7 and satisfies the
requirement for basic insulation corresponding to a rated impulse voltage of 200 kV (see
EN 50124-1:2001+A2:2005, Table A.3). Clearances below this value can increase the
likelihood of a flashover occurring.

G 3.1.24 Static electrical clearances of less than 370 mm within the ‘normal’ category provides
functional insulation only. This is for use where persons are not normally expected to be
present, or the likelihood of a person being present and a flashover occurring at the same
time is considered to be negligible.

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G 3.1.25 When considering if an air gap can be classified as providing functional insulation, the
consequences associated with flashover of the air gap should be fully considered. For
example, it should include consideration of the potential for harm arising from electric
shock, exposure to high-energy power arcs and the potential for mechanical failure of
tensioned conductors due to consequential conductor damage etc, as well as the
consequential operational implications and effects on equipment performance, reliability
and service life.

G 3.1.26 The minimum static electrical clearance value for the ‘normal’ category (a 270 mm air
gap) is co-ordinated with 2.1.8 for functional insulation. It can be useful in cases where
safety is not compromised and larger clearances would be uneconomic, and corresponds
to a rated impulse voltage of 145 kV (see EN 50124-1:2001+A2:2005, Table A.3).

G 3.1.27 When an air gap of a dimension below the required value from the normal category
requires the flashover risk to be mitigated, potential measures may include, for example,
surge arrestors and stress-graded designs achieving the rated impulse value, but using
smaller dimensions.

G 3.1.28 When carrying out the risk assessments set out in 3.1.7.3, the assessment of likelihood
and consequences should include, but not be limited to:

a) The safety measures used to regulate those factors contributing to the build-up of
the clearances.

b) The application and maintenance of tolerances of the OCL and infrastructure


positions.

c) The electrical characteristics of the electrification system, including overvoltages.

d) The fault energy released, resulting from a breakdown of the electrical clearance.

e) The consequences for the safety of persons, should breakdown of the electrical
clearance occur.

f) The vulnerability of the OCL, infrastructure and rail vehicles to damage, should
breakdown of the electrical clearance occur.

g) The economic and technical considerations.

G 3.1.29 To facilitate consistent application of the risk assessment process, industry workshops
are planned to support application of this process. This will form a basis for future
guidance.

G 3.1.30 The ENE TSI covers exposed live equipment to earth clearance aspect by its reference in
clause 4.2.9.1 (overall design) to EN 50119:2009+A1:2013 clause 5.1.3. However, it
permits either increased or decreased dimensions to be used; therefore the clauses
above are required to give insulation co-ordination between the IM and the RUs, so that it
is controlled at ‘railway system’ level for all line types and there is consistency of
minimum requirements within the GB rail sector.

G 3.1.31 In exceptional circumstances, where external influences can increase the risk from
flashover, such as where there is an increased likely incidence of birds, icicles or
vandalism, or for particularly vulnerable infrastructure, consideration should be given to
using larger clearances. Historically, an enhanced clearance dimension of at least
600 mm has been used in such cases.

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G 3.2 Contact line and current collector zones
Extract from GL/RT1210
3.2.1 Overhead contact line and current collector zones
3.2.1.1 The method for determining the zones in which structures may accidentally be
made live by coming into contact with a live broken OCL or an energised de-
wired or broken current collector and its fragments shall be as set out in
EN 50122-1:2011+A1:2011 clause 4.1 and Figure 1, where:
a) Dimension ‘X’ is:
i) 5200 mm from the centre line of each electrified track, or the
distance to the overhead line structures from the track centre line
(TCL) where this is less.
ii) Increased, where necessary, such that the OCL zone extends a
minimum of 2000 mm beyond the horizontal position of any 25 kV
out-of-running or terminating contact lines.
b) Dimension ‘Y’ is 1400 mm either side of the TCL.
c) Dimension ‘Z’ is equal to ‘SH’ – ‘HP’, where the maximum height of the
current collector zone ‘SH’ is 6800 mm and ‘HP’ is the highest point of the
OCL.

G 3.2.1 Rationale: These parameters define a current collector zone for the GB mainline railway.
The OCL zone and current collector zone are defined in EN 50122-1:2011+A1:2011
clause 4.1 and Figure 1, but the dimensions X, Y and Z are to be determined according to
‘National Regulations’. These parameters define the likely area or zones that could
become energised if a live aerial wire were broken or a current collector is damaged.
Consequently, items within this area or zone are subject to additional requirements such
as those concerning the bonding of conductive parts.

G 3.2.2 The OCL zone dimensions for a specific location are determined from the positions of the
25 kV OCL conductors, including the position of live out-of-running and terminating
contact wires, but not from the positions of return conductors or earth wires. The
overhead line support masts and structures have the effect of constraining falling OCLs,
and therefore the OCL zone can be reduced to the structure line on the side of the track
on which the masts are located.

G 3.2.3 The limits of the OCL zone below the rail head are extended vertically downwards until
ground level is reached. These limits, however, need not be extended below the upper
surface of the deck when the railway runs over a bridge.

G 3.2.4 Figure G 1 shows the configuration of the OCL and current collector zones defined by the
requirement in 3.2.1.1. Further detail is set out in EN 50122-1:2011+A1:2011 clause 4.1.

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Figure G 1 Overhead contact line and current collector zones

G 3.3 Contact wire


Extract from GL/RT1210
3.3.1 Contact wire material
3.3.1.1 The contact wire shall be copper or copper alloy (but excluding cadmium
copper), as set out in EN 50149:2012 clause 4.2.

G 3.3.1 Rationale: This requirement supports technical compatibility with the material of the OCL
and the pantograph contact strip material. The material specified on both sides of this
interface provides an appropriate balance between robustness, current collection
capability criteria and economic service life. The contact wire specified is compatible with
contact strip materials, as set out in GM/RT2111 clause 4.6.

G 3.3.2 On existing Network Rail lines, five copper contact wire alloys have been used: hard
drawn copper, cadmium copper, silver copper, copper magnesium and copper tin. The
ENE TSI does not permit the use of cadmium copper.

G 3.3.3 On existing lines with cadmium copper contact wire, it can be maintained pending
upgrade.

G 3.3.4 The compatible permitted contact strip materials are published in the Register of
Infrastructure, but these are limited to those defined in GM/RT2111 clause 4.6.

G 3.4 Current collection


Extract from GL/RT1210
3.4.1 Quality of current collection
3.4.1.1 The quality of current collection to meet the criteria set out in 3.4.2.3 at the
interface between OCL and the pantographs and spacings intended for use on
the route shall be established by a compatibility assessment, as set out in 3.4.2.
3.4.1.2 Where acceptable quality of current collection has been previously established
for the same types of pantograph and OCL, no further compatibility testing is
required.
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3.4.1.3 For all other situations a compatibility test is required, which shall be undertaken
using a train with pantographs complying with:
a) The pantograph profile intended to use the line.
b) Pantograph spacing intended to use the line.
c) Producing a Mean Contact Force in Newtons, of
0.00047*v2+60 ≤ Fm ≤ 0.00047*v2+90, where v = speed in km/h.
G 3.4.1 Rationale: These requirements are specified to support compatibility between a rail
vehicle and electrification infrastructure under dynamic conditions. They define the
minimum acceptable standard for current collection.

Extract from GL/RT1210


3.4.2 Dynamic behaviour and quality of current collection assessment criteria
3.4.2.1 Compatibility of the OCL shall be assessed in accordance with EN 50367:2012
clause 7.3.
3.4.2.2 The assessment shall include Contact wire uplift (S), Mean contact force (Fm)
and standard deviation of contact force (σ). During dynamic assessment a
representative section of the OCL on the route shall be used, containing
examples of OCL features over which current collection requires to be verified.
3.4.2.3 For all operating pantographs, the following criteria selected from
EN 50367:2012 shall be met for each pantograph:
a) Mean contact force in Newtons, Fm shall be:
0.00047*v2+60 ≤ Fm ≤ 0.00047*v2+90.
b) σ < 0.3 Fm where σ is the standard deviation of the contact force.

c) Maximum contact force (Fmax) at discrete locations ≤ 350 Newtons


(filtered at 20 Hz).

d) The uplift of the contact wire (S) shall not exceed 2 x S 0 or, in areas of
restrictions included in the design, uplift of the contact wire shall not
exceed 1.5 x S0.

Where:

v is the speed in km/h.

Fm is the Mean contact force (Newtons).

Fmax is the Maximum contact force (Newtons).

σ is the standard deviation of contact force (Newtons).

S0 is the design uplift of the contact wire (mm).


G 3.4.2 Rationale: These requirements are specified to support compatibility between the rail
vehicle and electrification infrastructure under dynamic conditions. This method for
assessment of compatibility is necessary in those cases where the current collection
performance is not already established.

G 3.4.3 For the purposes of practical test running, the IM and the RUs should work together to
decide the appropriate methodology for the testing necessary to determine compatibility.
The representative section of route used, should contain examples of typical OCL
features, such as low wire heights (bridges), high wire heights (level crossings), maximum
contact wire gradients, SIs and crossovers. These values apply to the performance of the
OCL at all times. For design and acceptance of new OCL systems, a value of
Fm - 3σ > 25 N has also been applied.

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Extract from GL/RT1210


3.4.3 Vertical movement of the contact point
3.4.3.1 The space for free and unrestricted uplift at the support shall be a minimum of
2 x S0. If restrictions to uplift of the contact wire are included in the design, a
figure of not less than 1.5 x S0 shall be used (where S0 is the design uplift of the
contact wire).

G 3.4.4 Rationale: This requirement is specified to support compatibility between the rail vehicle
and electrification infrastructure under dynamic conditions. The pantograph is to remain
in its working range vertically under normal operation.

G 3.4.5 These are existing design parameters. Restrictions in uplift might be required at bridges
and tunnels.

G 3.5 Pantograph spacing


Extract from GL/RT1210
3.5.1 Pantograph spacing used for the design of OCL
3.5.1.1 As set out in Table 4.2.13 of the ENE TSI, the OCL shall be designed to allow
operation of electric trains with minimum pantograph spacing compatible with
the ENE TSI, selected from one column, as set out in Table 7.

Operating Number of
speed (v) pantographs per A B C
km/h train
v>250 2 200 m 200 m 200 m
200 < v ≤ 250 2 200 m 85 m 35 m
180 < v ≤ 200 2 200 m 85 m 35 m
160 < v ≤ 180 2 200 m 85 m 35 m
120 < v ≤ 160 2 85 m 85 m 35 m
80 < v ≤ 120 2 20 m 15 m 15 m
v ≤ 80 2 8m 8m 8m

Note 1: A table of speed conversions is set out in Appendix E.

Note 2: Compliance with the values set out in this table may not provide compatibility
with certain configurations of existing passenger rolling stock or future rolling stock
intended to operate on the route. See 3.5.1.2.

Note 3: See 3.5.1.3 for operation of double-headed freight trains at speeds up to


120 km/h.

Table 7 Pantograph minimum spacing related to speed for lines where the ENE TSI
is applicable
3.5.1.2 Where it is designated that the route is to be designed to enable the operation
of electric multiple units with pantograph spacing less than those selected from
in Table 7, the OCL shall additionally be designed to allow the operation of
electric trains with:
a) Two and three pantographs with a pantograph spacing of 45 m at speeds
of up to 180 km/h.
And / or
b) Two pantographs with a pantograph spacing of 100 m at speeds of up to
200 km/h.
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3.5.1.3 Where it is designated that the route is to be designed to enable the operation
of double-headed freight trains in excess of the speed in table 7, the OCL shall
additionally be designed to allow the operation of electric trains with two
pantographs with a pantograph spacing of 8 m at speeds of up to 120 km/h.
G 3.5.1 Rationale: This requirement is specified to support compatibility between the rail vehicle
and electrification infrastructure under dynamic conditions. This is compatible with the
ENE TSI. This requirement defines the correlation between pantograph spacing and
adequate current collection.
G 3.5.2 The maximum number of raised pantographs and permissible pantograph spacing(s) for
each number of raised pantographs, and permitted speed, are published in the Register
of Infrastructure.
G 3.5.3 Table G 1 summarises the minimum pantograph spacings set out in 3.5.1.1, and the
designated route requirements set out in 3.5.1.2 and 3.5.1.3 (shown highlighted). The
selection from the OCL types A, B and C is made according to the traffic requirements on
the line. Type A being selected for operation by long trains with widely spaced
pantographs, Type B where pantographs are more closely spaced as on typical electric
multiple units and Type C for trains with a closer pantograph spacing as may be typical of
locomotive haulage.

Operating Number of A B C
speed (v) km/h pantographs
per Train
v>250 2 200 m 200 m 200 m

200 < v ≤ 250 2 200 m 85 m 35 m

180 < v ≤ 200 2 100 m 100 m 35 m

3 45 m 45 m 45 m
160 < v ≤ 180
2 45 m 45 m 35 m

3 45 m 45 m 45 m
120 < v ≤ 160
2 45 m 45 m 35 m

3 45 m 45 m 45 m
80 < v ≤ 120
15 m (see note 15 m (see note
2 20 m
2) 2)

3 - 45 m 45 m
v ≤ 80
2 8m 8m 8m

Note 1: A table of speed conversions is set out in Appendix E.


Note 2: Where it is designated that the route is to be designed to enable operation of
double-headed freight trains in excess of the speed in Table 7, the OCL shall
additionally be designed to allow operation of electric trains with two pantographs with
a pantograph spacing of 8 m at speeds of up to 120 km/h.

Table G 1 Minimum pantograph spacing for lines where the ENE TSI is applicable

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Extract from GL/RT1210


3.5.2 Compatibility with position of signals
3.5.2.1 In relation to the location of stop signals or movement stop marker boards,
neutral sections shall be positioned such that the pantograph is not required to
come to rest in an OCL neutral section forming a phase or system separation.
3.5.2.2 At an OCL neutral section forming a phase or system separation, it is
permissible in the case of trains using more than one pantograph for only a
single pantograph to remain in contact with the exposed live part of the OCL.
3.5.2.3 In relation to the location of stop signals or movement stop marker boards,
neutral sections forming a phase or system separation shall be positioned such
that the acceleration of the train from rest allows the train to gain sufficient
speed to pass through the neutral section.
3.5.2.4 The OCL shall be designed so that trains do not come to a stand at stop signals
or movement stop marker boards with any raised pantograph where damage
may be caused, associated with:
a) An OCL section insulator.
Or
b) An OCL switched booster overlap.
Or
c) An OCL booster overlap.

G 3.5.4 Rationale: Technical incompatibility may result in:

a) Isolation of the train from the infrastructure power source.

b) Damage to energy subsystem components, for example catastrophic failure of a


tensioned conductor.

c) Bridging of in line insulation.

G 3.5.5 Further requirements for signalling systems are set out in GK/RT0057.

G 3.5.6 The AC energy subsystem and its constituents are not permitted to obstruct operational
signs and signals. Requirements for the sighting of signals are set out in GE/RT8101.

G 3.6 Separation sections and section insulators


Extract from GL/RT1210
3.6.1 Short neutral sections for phase and system separation operated with
pantograph raised
3.6.1.1 The in-line insulation shall provide electrical clearance sufficient to prevent
flashover when pantographs with a maximum along-track width of 650 mm
operate over it.
3.6.1.2 The distance from neutral section centre line to in-running live equipment, shall
not exceed 4167 mm. This dimension replaces the requirement for length D set
out in 4.2.15.1 (1) of the ENE TSI.
3.6.1.3 Signage, as set out in 2.3, shall be positioned either side of the neutral section,
as shown in Appendix B.
3.6.1.4 Automatic power control magnets shall be provided on each side of the track,
with the across track position and height in accordance with the dimensions
shown in Appendix C and performance in accordance with the requirements set
out below.

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3.6.1.5 The magnetic field strength for the APC magnet is set out in Table 8 and shown
in Appendix C Figure C.2 and shall extend over a rectangular plane extending
100 mm laterally and 100 mm longitudinally from the magnet centre. The
magnet shall be a ‘south pole’.

Height above rail level Minimum magnetic field Guidance


strength
178 mm 3.8 mT Minimum receiver height,
train with worn wheels
200 mm 3.3 mT Nominal receiver height

222 mm 2.9 mT Maximum receiver height,


train with new wheels

Table 8 Magnetic field strength for the APC magnet

3.6.1.6 The along-track location of the APC magnet on approach to the neutral section,
shown as ‘A’ in Appendix B Figure B.1, is determined by the formula:
Distance (APC to Neutral Section centre line) = Distance from neutral
section centre line to in-running live equipment (4167 mm.) + Pantograph -
Receiver offset (7.75 m) + (v x t), where:
v is the line speed for electric trains in m/s plus 10%, and
t = 150 ms, where this is the maximum time taken for the on-train equipment
to react to the magnet, and comprises the receiver detection time, together
with the vehicle main circuit breaker operation time.
3.6.1.7 The location of the APC magnet on the retreat from the neutral section, shown
as ‘B’ in Figure B.1, on a uni-directional line shall be no closer than 7.75 m plus
half the length of the neutral section, in metres, from the centre line of the
neutral section.
3.6.1.8 Automatic power control magnets shall not be located between any running
rails, or in any other location that could interfere with the correct operation of the
automatic warning system (AWS) equipment.

G 3.6.1 Rationale: These requirements support compatibility between the trackside APC
equipment and on-train APC equipment at neutral sections. The power control through
the neutral section is governed by the APC system. This is required so that power is not
drawn by the train as the pantograph moves between electrical sections which are
derived from two sources from the Grid and which are not intended to be paralleled
together. In addition, the along-track width of pantographs is included to support
compatibility with short neutral sections. This is compatible with the ENE, LOC&PAS
TSIs. These provisions are based on ‘short’ neutral sections. Any other types should be
dealt with through deviation or proposals for change.

G 3.6.2 Automatic power control magnets are not located between any running rails because the
magnets used for APC are similar to those used for AWS, and there is the possibility that,
if incorrectly located, this could cause an unintended operation of the AWS equipment.

G 3.6.3 AlNiCo magnets (iron alloys which contain aluminium (Al), nickel (Ni) and cobalt (Co)), no
longer represent best practice and should not be used.

G 3.6.4 These field strengths are compatible with the sensitivity of the receiver, as set out in
GM/RT2111 clause 4.11.4.

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G 3.6.5 Additionally, as a guide, the signals on the approach to the neutral section should be
placed in such a way that the train has enough momentum to pass through the neutral
section on a standing start from the signal. The formulae for calculating this should take
into account route gradient, accelerating force available at the driving wheels and
minimum coasting speed through the neutral section. The distance required from a
standstill start is calculated assuming a required minimum speed at which the train
detects APC and enters the neutral section at 4.5 m/s.

G 3.6.6 The above distance can be calculated using the formulae:

Distance S (Signal – APC) = v2 / 2a, where:

v is fixed at 4.5 m/s and

a = available acceleration in m/s2.

G 3.6.7 The signal after the neutral section should be placed in a location so that the train
pantograph is clear of the neutral section and the circuit breaker re-engaged, thereby
ensuring that the train does not come to a stand without any power.

G 3.6.8 The calculation is governed by the train formation, the position of the pantograph, the
stopping position of the train considering professional driving techniques, and assistance
of dead traction units by operating units from behind for loco-hauled trains.

G 3.6.9 Other high current equipment, such as DC power supply cables, should be located so as
not to activate the on-train APC system.

G 3.6.10 For multiple pantograph trains, the pantographs are treated individually and controlled by
their own dedicated receivers.

G 3.6.11 The requirements for passing through of phase separation (neutral sections) and system
separation sections are published in the Register of Infrastructure.

G 3.6.12 The location of the APC magnet after the neutral section on a uni-directional line takes
the maximum allowable offset of the pantograph from the receiver of 7.75 m, together
with the length of 4167 mm from the centre line of the neutral section. This signals the
reclosure of the train’s main circuit breaker after the pantograph has passed the dead
section. For a bi-directional line, 3.6.1.5 applies.

Extract from GL/RT1210


3.6.2 Section insulator limiting dimensions
3.6.2.1 A section insulator shall be dimensioned to permit pantograph heads with
individual contact strips of a minimum width of 25 mm and pantograph heads
with single strips of not less than 80 mm to pass smoothly and without losing
electrical contact.

3.6.3 Split neutral sections for phase and system separation operated with
pantograph raised
3.6.3.1 This is an open point.

G 3.6.13 Rationale: This requirement supports mechanical and electrical compatibility between the
SIs and pantographs, including single strip (narrow) pantograph heads and pantographs
with 25 mm multiple strips. The along-track insulation is limited such that a single strip
pantograph can pass through the SI without loss of electrical contact during transition.
Single strip pantographs normally have a carbon width of about 80 mm.

G 3.6.14 Requirements for split neutral sections for phase and system separation operated with
pantograph raised are an open point currently under development.

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G 3.7 Compatibility with train exhaust gas emissions
Extract from GL/RT1210
3.7.1 Compatibility of contact systems with train exhaust emissions
3.7.1.1 This is an open point.
G 3.7.1 Rationale: This requirement supports compatibility between hot exhaust from internal
combustion engines of rail vehicles and vulnerable components in the overhead line by
defining that equipment is not exposed to temperatures outside its intended working
range.

G 3.7.2 The requirement to operate a steam locomotive sympathetically when below vulnerable
OCL features is set out in GO/RT3440.

G 3.8 Trackside pantograph monitoring sites


Extract from GL/RT1210
3.8.1 Trackside pantograph monitoring sites – train identification
3.8.1.1 Each trackside pantograph monitoring site shall be capable of reading the
automatic vehicle identification (AVI) radio frequency identification (RFID) tag
on electric rail vehicles passing the system.

G 3.8.1 Rationale: Trackside pantograph monitoring systems should be compatible with the
pantograph identification tags.

G 3.9 Assessment of the Overhead Contact Line (OCL)


Extract from GL/RT1210
3.9.1 Assessment of the OCL where a UK specific case is required
3.9.1.1 As an alternative to the assessment of the OCL as an interoperable constituent,
it is permissible to assess the interoperability constituent OCL, as defined in
section 5 of the Energy TSI, as a component of the energy subsystem. In this
case only, an intermediate statement of verification is required. This
assessment shall include the particular features on the UK mainline network for
GB, as set out in section 7.4.2.9 of the ENE TSI for the following:
a) Contact wire height (clause 3.1 of GL/RT1210).
b) Maximum lateral deviation (clause 3.1.6 of GL/RT1210, and GM/RT2149).
c) Pantograph gauge (GM/RT2149).

3.9.1.2 The assessment process set out in section 6 of the ENE TSI for simulation of
dynamic behaviour and quality of current collection shall use:
a) In ENE TSI 6.1.4.1 (2) (b) two TSI compliant pantographs that can include
those which comply with UK Specific Cases contained within the
LOC&PAS TSI and as set out in clauses 4.2, 4.3, 4.4, 4.5, and 4.7 of
GM/RT2111.
b) In ENE TSI 6.1.4.1 (2) (b), in addition, all pantographs intended to operate
on the route.
c) In ENE TSI 6.1.4.1 (2) (c) including those complying with 3.9.1.2 a).
d) In ENE TSI 6.1.4.1 (2) (d) pantograph configurations as set out in 3.5.1.

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3.9.1.3 The assessment process set out in section 6 of the ENE TSI for measurement
of dynamic behaviour and quality of current collection shall use:
a) In ENE TSI 6.1.4.1 (3) (c) one of the pantographs chosen for the simulation
in ENE TSI 6.1.4.1 (2), as amended by 3.9.1.2, installed on rolling stock
that allows the appropriate speed to be achieved on the representative
section of route.
b) In ENE TSI 6.1.4.1 (3) (d) the measurements shall be performed at least
for the worst case arrangement regarding the interaction performance
derived from the simulations. If it is not possible to test using the worst
case arrangement, then it is permissible to select a representative
pantograph configuration from those simulated under 3.1.9.2.
3.9.1.4 The assessment process set out in section 6 of the ENE TSI for assessment of
dynamic behaviour and quality of current collection (integration into a
subsystem) shall use:
a) In ENE TSI 6.2.4.5 (3) a pantograph that is TSI compliant or that complies
with UK Specific Cases contained within the LOC&PAS TSI and as set out
in clauses 4.2, 4.3, 4.4, 4.5, and 4.7 of GM/RT2111 and that meets the
uplift required by point 4.2.11 of the ENE TSI.
G 3.9.1 Rationale: This section is included to provide an alternative method for assessment of a
component defined in the ENE TSI as an interoperability constituent, but requiring the
use of a UK specific case.

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Part 4 Application of this Document
Extract from GL/RT1210
4.1 Application - infrastructure managers
4.1.1 Scope
4.1.1.1 The requirements of this document apply to all new infrastructure equipment
used in the AC energy subsystem.
4.1.1.2 Action to bring the existing AC energy subsystem into compliance with the
requirements of this document is not required.
4.1.1.3 Where the existing AC energy subsystem does not comply with the
requirements of this document, action to bring them into compliance is required
when:
a) The AC energy subsystem is modified.
b) The AC energy subsystem is renewed as a whole.
c) Any major component of the AC energy subsystem is replaced.
4.1.2 Exclusions from scope
4.1.2.1 There are no exclusions from the scope specified in 4.1.1 for infrastructure
managers.
4.1.3 General compliance date for infrastructure managers
4.1.3.1 This Railway Group Standard comes into force and is to be complied with from
07 March 2015.
4.1.3.2 After the compliance date, or the date by which compliance is achieved, if
earlier, infrastructure managers shall maintain compliance with the
requirements set out in this Railway Group Standard. 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.

4.1.4 Exceptions to general compliance date


4.1.4.1 There are no exceptions to the general compliance date specified in 4.1.3 for
infrastructure managers.

4.2 Application - railway undertakings


4.2.1 There are no requirements applicable to railway undertakings.

4.3 Health and safety responsibilities


4.3.1 Users of documents published by RSSB are reminded of the need to consider
their own responsibilities to ensure health and safety at work and their own
duties under health and safety legislation. RSSB does not warrant that
compliance with all or any documents published by RSSB is sufficient in itself to
ensure safe systems of work or operation or to satisfy such responsibilities or
duties.
G 4.1.1 No guidance is associated with Part 4.

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Appendix A Open Points
Extract from GL/RT1210
The content of this appendix is not mandatory and is provided for guidance only

A.1 List of open points in GL/RT1210.

A.2 The open points in GL/RT1210 are set out in Table A.1, which also indicates
where information on industry practice relating to each open point is given.

Section of
Open point Additional information
GL/RT1210
The maximum circuit time 2.1.3.4 See GL/GN1610 clauses
constant (relating to the X/R ratio) G 2.1.13 and G 2.1.14
at the contact line is an open point

Split neutral sections for phase 3.6.3 Requirements for split neutral
and system separation operated sections for phase and system
with pantograph raised separation operated with
pantograph raised are an open
point currently under
development

Compatibility of contact systems 3.7.1.1 Components which are


with train exhaust emissions vulnerable to higher
temperatures and
contamination shall not be
placed within the zone affected
by exhaust gases from internal
combustion engines. The gas
emission pattern is set out in
GM/RT2130 clause 3.1

Table A.1 List of open points


G A.1 No guidance is associated with Appendix A.

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Appendix B Short Neutral Section Signage
Extract from GL/RT1210
The content of this appendix is mandatory

B.1 Typical arrangement of track signs and track magnets (see 3.6.1.3).

Figure B.1 Typical arrangement of track signs and track magnets

A Distance between the magnet and the centre line (see 3.6.1.6)
B Distance between the signal and the centre line (see 3.6.1.6 and 3.6.1.7)
A and B Form the ‘Dead Section’
M1 Approach magnet
M2 Retreat magnet
L1 Distance between the signal on approach and the magnet
L2 Distance between the magnet and signal beyond

G B.1 Distance to the signal on approach (distance L1)

G B.1.1 The signal is positioned such that a train starting from standstill at the signal
will gain enough momentum for it to pass through the neutral section area
(A+B) without getting stranded. Therefore a controlled signal positioned at a
minimum distance before a neutral section is governed by the following
factors:
a) Route gradient.
b) Accelerating force available at the driving wheels.
c) Minimum coasting speed through the neutral section.

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G B.1.2 This is a worst case scenario with the longest distance L1. If the train travels
at line speed without being stopped at the signal, then the distance L1 can be
significantly reduced.

G B.1.3 Once the acceleration (a function of tractive effort, rolling resistance and
gradient) and minimum train entry speed are determined, the distance L1 is
calculated simply by:

L1=v2/2a metres

G B.1.4 Where ‘v’ is the minimum entry speed (m/s) and ‘a’ is the established
acceleration. The starting speed is ignored since it is starting from rest.

G B.2 Distance to the signal beyond (L2)

G B.2.1 The controlled signal beyond the neutral section is placed such that, when at
rest, the rearmost pantograph of the train standing at the signal is beyond B
and the neutral section so that the train can take power from the overhead
line. The distance L2 is governed by:

a) The stopping position of the head of the train relative to the signal,
including defensive driving position requirements.

b) The train formation and the position of pantograph(s).

c) The assistance of a dead unit by an operational unit from behind.

d) The assumption that the train would take a maximum of 155 ms from the
detection of the magnetic by the receiver, for the vehicle main circuit
breaker on the train to close.

G B.2.2 The approach to defensive driving (and signal shortfall) varies between
different operators. Some operators instruct their drivers to drive up to only
20 m from the signal at danger, while others advise 10 m.

G B.3 Dead section distance (distance A and B)

G B.3.1 For a bi-directional line, distances A + B are determined by the line speed,
offset between the pantograph and receiver and the neutral section centre line
to live equipment, as set out in 3.6.1.6. For a unidirectional line, the distance
B is at least 7.75 m plus half the length of the neutral section, as set out in
3.6.1.7. This gives dimensions of 10 m for a typical ceramic bead insulator of
4.5 m in length and 11.35 m for an Arthur Flurry type of 7.2 m in length.

G B.3.2 The time taken for the train’s main circuit breaker(s) to operate also
determines the distance. The practice has been to utilise either 300 ms or
400 ms (depending upon the type of traction unit). RSSB research project
T951 concluded that this could potentially be reduced to 115 ms for distance A
and B, assuming that older type receivers do not need to be considered. The
distance A or B can be calculated as follows:

Distance (A or B) = IcL + (offset between the pantograph and receiver) + V x t

G B.3.3 Where for worst case scenario, V (m/s) is line speed plus an over speed
allowance of 10%, t (seconds) is the overall time it takes for the breaker to
operate once a signal is detected by the receiver (300 ms or 400 ms or
115 ms). The maximum offset between the pantograph and receiver is 7.75 m
from the centre line and is typically 2.25 m (ceramic bead insulator) or
4167 mm. (Arthur Flurry type).

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Appendix C Location of the Automatic Power Control (APC)
Track Magnet
Extract from GL/RT1210
The content of this section of the appendix is mandatory

C.1 Position of the APC magnets.

457 ± 13

≥ 240

APC magnet located


outside running rails

Notes
1. Magnets located outside running rails both sides of the track.
2. All dimensions in millimetres referenced from gauge face of running rails.
3. Height of top of APC magnet enclosure above top of rail: A = 45 mm ± 6 mm.

Figure C.1 Position of the APC magnets

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C.2 Relationship between the APC receiver and the APC track magnet.

Figure C.2 Representation of flux planes

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

C.3 Relationship between the APC receiver and the APC track magnet.

Note: Magnets are provided on both sides of the track.


Note: Receiver across track dimension based on fitment to rail vehicle bogie.
Figure C.3 Relationship between the APC receiver and the APC track magnet

G C.1 The height of the APC magnet is compatible with the lower sector gauge.

G C.2 The magnet types in use vary in strength, and are normally positioned as below:

a) Extra strength (green) magnet: A = 19 mm ± 6 mm.

b) Standard strength (yellow) magnet: A = 45 mm ± 6 mm.

c) Super strength (white) magnet: A = -20 to -50 mm (that is, below running
rail level).

G C.3 The receiver across track dimension assumes the receiver is fitted to the rail
vehicle bogie.

G C.4 Magnets are required to be provided on both sides of the track to allow
operation in both directions, as rail vehicle are only provided with a receiver on
one side of the rail vehicle.

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Appendix D AC System Characteristic for Rolling Stock
Compatibility
Extract from GL/RT1210
The content of this appendix is not mandatory and is provided for information only

D.1 This appendix summarises the values set out in 2.1.1.1, 2.1.1.2, 2.1.2, 2.1.3,
2.1.3.1, 2.1.3.2, 2.1.3.3, 2.1.3.4 and 2.1.8.1.

1 Contact line voltage


Ref System Symbol Value EN source GL/RT1210
characteristic
1.1 Nominal voltage. Un 25,000 V EN 50163:2004+ 2.1.1.1
AC A1:2007, clause
4.1 and Table 1.
1.2 Highest permanent Umax1 27,500 V EN 50163:2004+ 2.1.1.1
voltage. AC A1:2007, clause
4.1 and Table 1.
1.3 Highest non- Umax2 29,000 V EN 50163:2004+ 2.1.1.1
permanent voltage. AC A1:2007, clause
(Maximum duration 4.1 and Table 1.
five minutes.)
1.4 Lowest permanent Umin1 19,000 V EN 50163:2004+ 2.1.1.1
voltage. AC A1:2007, clause
4.1, Table 1.
1.5 Lowest non- Umin2 17,500 V EN 50163:2004+ 2.1.1.1
permanent voltage. AC A1:2007, clause
(Maximum duration 4.1, Table 1.
two minutes.)
1.6 Lowest non- Umin2 a 14,000 V EN 50163:2004+ 2.1.1.1
permanent voltage AC A1:2007, clause
(existing lines only). 4.1, Table 1, and
(Maximum duration Annex B.
10 minutes.)
1.7 Lowest non- Umin2 b 12,500 V EN 50163:2004+ 2.1.1.1
permanent voltage AC A1:2007, clause
(existing lines only). 4.1, Table 1, and
(Maximum duration Annex B.
two minutes.)
1.8 Mean useful voltage Umean 22,000 V EN 50388:2012, 2.1.1.2
(at the pantograph) useful AC clause 8.3.
(v < = 200 km/h).

Table D.1 AC system characteristic for rolling stock compatibility (cont.)

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1 Contact line voltage


Ref System Symbol Value EN source GL/RT1210
characteristic
1.9 Mean useful Umean 22,500 V EN 50388:2012, 2.1.1.2
voltage (at the useful AC clause 8.3.
pantograph)
(v > 200 km/h).
1.10 Rated impulse UNi 200 kV peak EN 50124- 2.1.8.1
voltage (basic 1:2001+A2:2005,
insulation). Table A.2,
2.1.8.1b).
1.11 Rated impulse UNi ≥ 145 kV EN 50124- 2.1.8.1
voltage (functional peak 1:2001+A2:2005,
insulation). Table A.2,
2.1.8.1a).

2 Contact line frequency


2.1 Nominal frequency. Fn 50 Hz EN 50163:2004+ 2.1.2
A1:2007, clause
4.2.
2.2 Maximum frequency Fmax1 50,5 Hz EN 50163:2004+ 2.1.2
for 99.5% of the A1:2007, clause
year. 4.2.
2.3 Minimum frequency Fmin1 49,5 Hz EN 50163:2004+ 2.1.2
for 99.5% of the A1:2007, clause
year. 4.2.
2.4 Maximum frequency Fmax2 52 Hz EN 50163:2004+ 2.1.2
for 100% of the time. A1:2007, clause
4.2.
2.5 Minimum frequency Fmin2 47 Hz EN 50163:2004+ 2.1.2
for 100% of the time. A1:2007, clause
4.2.

3 Contact line fault current


3.1 Maximum rms fault Isc rms 15 kA EN 50388:2012, 2.1.3.1
current. (target) clause 11.2 and
(Maximum duration Table 6.
one second.)
6 kA, 12 kA, 2.1.3.2
15 kA
(existing)
3.2 Maximum peak fault Isc peak 2.5 times EN 60077-4:2003, 2.1.3.3
current in the first maximum clause 5.3.6.1.
half cycle. rms fault
current
3.3 Maximum circuit Open point EN 62271-100: 2.1.3.4
time constant at the 2009+A1:2012,
contact line. clause 4.101.2.

Table D.1 AC system characteristic for rolling stock compatibility


G D.1 No guidance is associated with Appendix D.

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Appendix E Speed Conversions
Extract from GL/RT1210
The content of this appendix is mandatory

E.1 Where there is a reference in any EN or TSI to a speed in km/h, the following
conversion to mph shall be used.

Infrastructure subsystem (INF), 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
190 120
200 125
220 135
225 140
230 145
250 155
280 175
300 190
320 200
350 220
360 225

Table E.1 INF, RST and ENE speed conversions


G E.1 No guidance is associated with Appendix E.

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Definitions
AC energy subsystem
The Energy TSI (ENE TSI) states that the AC energy subsystem consists of:
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.
Sectioning locations: electrical equipment located at intermediate locations between
substations to supply and parallel contact lines, and to provide protection, isolation and
auxiliary supplies.
Separation sections: equipment required to provide the transition between electrically
different systems or between different phases of the same electrical system.
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.
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 abnormal
condition not detected in the required time, because of failure or inability of other protection
to operate or failure of the appropriate circuit-breaker(s) to trip. [IEV ref 448-11-14]

Basic insulation
Insulation of hazardous-live-parts, which provides basic protection. Note: this concept
does not apply to insulation used exclusively for functional purposes. [IEV ref 195-06-06]

Basic protection
Protection against electric shock under fault-free conditions. [IEV ref 195-06-01]

Contact force
Vertical force applied by the pantograph to the overhead contact line (OCL).
[EN 50367:2012 and EN 50317:2012]

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.

Contact wire uplift


Vertical upward movement of the contact wire due to the force produced from the
pantograph. [EN 50119:2009+A1:2013]

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]

Direct contact
Electric contact of persons or animals with live parts [IEV ref 195-06-03-modified] or
sufficiently close that danger may arise.

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Double insulation
Insulation comprising both basic insulation and supplementary insulation. [IEV ref 195-
06-07]

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]

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]

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

Functional insulation
Insulation between conductive parts, necessary for the proper functioning of the
equipment. [IEV ref 195-02-41]

Gauge
Set of rules including a reference contour and its associated calculation rules allowing
defining 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 a static, kinematic or
dynamic.

Lateral deviation
Deviation of the contact wire from the track centre line under action of a crosswind.
[EN 50367:2012]

Level crossing
Crossing of a railway and a road at the same level. [IEV ref 821-07-01 − modified]

NOTE: Level crossings can be prefixed with ‘public’ (where the relevant authority for the
road is a public entity) and ‘private’ (where the relevant authority for the road is a private
entity).

Line speed
Maximum speed measured in km/h 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-modified]. Insulators are considered to be live parts.

Maximum contact wire height


Maximum possible contact wire height which the pantograph is required to reach, in all
conditions. [EN 50119:2009+A1:2013]

Mean contact force


Statistical mean value of the contact force. [EN 50367:2012]

Minimum design contact wire height


Theoretical contact wire height, including tolerances, designed to ensure that the minimum
contact wire height is always achieved. [EN 50119:2009+A1:2013]

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

Minimum contact wire height


A minimum value of the contact wire height in the span, in order to avoid the arcing
between one or more contact wires and rail vehicles in all conditions. [EN 50119:2009+
A1:2013]

Nominal contact wire height


A nominal value of the contact wire height at a support in the normal conditions.
[EN 50119:2009+A1:2013]

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

Normal service
Planned timetable service.

On-track machine
A rail-mounted machine that meets the requirements of GM/RT2400.

Open points
Requirements formally identified in a TSI or Railway Group Standard for which no common
requirement has been agreed.

Overhead contact line (OCL)


Contact line placed above (or beside) the upper limit of the rail vehicle gauge and
supplying vehicles with electric energy through roof-mounted current collection equipment.
[IEV ref 811-33-02]

Note: where this includes, in addition to all current-collecting conductors, the following
elements: reinforcing feeders; cross-track feeders; disconnectors; section insulators; over-
voltage protection devices; supports that are not insulated from the conductors; insulators
connected to live parts; along-track feeders; conductors connected permanently to the
contact line for supply of other electrical equipment; earth wires and return conductors.

Pantograph exclusion zone


The length of track relative to a defined OCL feature (for example, an overlap) within which
the pantograph of an electric train does not touch the contact wire when the train is
stationary or moving at a slow speed, in order to prevent electrical arcing.

Passing electrical clearance


The distance, being created by a momentary reduction of the static electrical clearance,
caused by the dynamic interaction of the pantograph and the OCL during the passage of
electric trains, or a train in motion at a specific location.

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

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Rated impulse voltage (UNi)
Impulse voltage value assigned to the system or part of it, characterising the specified
withstand capability of its insulation against transient overvoltages. [EN50124-
1:2001+A2:2005, 1.3.2.7 – modified]

Register of Infrastructure (RINF)


A register that shall be maintained for each TSI-certified line that describes the main
features and requirements of each subsystem and their correlation with the relevant TSI.

Reinforced insulation
Insulation of hazardous-live-parts, which provides a degree of protection against electric
shock equivalent to double insulation.
Note – Reinforced insulation may comprise several layers which cannot be tested singly as
basic insulation or supplementary insulation. [IEV ref 195-06-09]

Return circuit
All conductors which form the intended path for the traction return current and the current
under fault conditions. [EN 50122-1:2011+A1:2011]

Return conductor
Conductor paralleling the track return system and connected to the running rails at periodic
intervals. [EN 50122-1:2011+A1:2011]

Safety Measure
A set of actions either reducing the frequency of occurrence of a hazard or mitigating its
consequences, in order to achieve and / or maintain an acceptable level of risk.
[Commission Regulation (EU) No 402/2013 on the Common Safety Method for Risk
Evaluation and Assessment (CSM RA)]

Static contact force


Mean vertical force exerted upwards by the pantograph head on the OCL, and caused by
the pantograph-raising device, while the pantograph is raised and the rail vehicle is at a
standstill. [EN 50367:2012]

Static electrical clearance


The distance forming insulation in air between:
a) Exposed live parts of the OCL system and the parts of rail vehicles that are earthed
via the fixed installation.

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

c) Exposed live parts of electric rail vehicles and earthed parts of the OCL system.
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
Directive. Subsystems can be structural or functional.

Supplementary insulation
Independent insulation applied in addition to basic insulation, for fault protection. [IEV ref
195-06-08]

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.

APC
Automatic power control.

ARL
Above rail level.

AVI
Automatic vehicle identification.

AWS
Automatic warning system.

CSM RA
Common Safety Method for Risk Evaluation and Assessment. As set out in Commission
Regulation (EU) No 402/2013.
DC
Direct current.

EC
Electrical clearance.
ENE
Energy subsystem.

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

IM
Infrastructure manager.

INF
Infrastructure subsystem.

LOC&PAS
Locomotives & Passenger Carriages TSI. Part of the RST.

OCL
Overhead contact line.

RFID
Radio frequency identification.

RINF
Register of Infrastructure.

rms
Root mean squared.

RST
Rolling stock subsystem.

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SI
Section insulator.

TCL
Track centre line.
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
GE/RT8000 Rule Book (Module AC)
GE/RT8073 Requirements for the Application of Standard Vehicle
Gauges
GE/RT8101 Signal Sighting Assessment Requirements (to be
published)
GE/RT8270 Assessment of Compatibility of Rolling Stock and
Infrastructure
GI/RT7033 Lineside Operational Safety Signs
GK/RT0057 Lineside Signal and Indicator Product Design and
Assessment Requirements (to be published)
GL/RT1210 AC Energy Subsystem and Interfaces to Rolling Stock
Subsystem
GL/RT1212 DC Energy Subsystem and Interfaces to Rolling Stock
Subsystem
GM/RT2111 Rolling Stock Subsystem and Interfaces to AC Energy
Subsystem
GM/RT2130 Vehicle Fire, Safety and Evacuation
GM/RT2149 Requirements for Defining and Maintaining the Size of
Railway Vehicles
GM/RT2400 Engineering Design of On-Track Machines in Running
Mode
RSSB documents
GK/GN0657 Guidance on Lineside Signal and Indicator Product Design
and Assessment Requirements [to be published]
Other references
EN 50119:2009+A1:2013 Railway applications. Fixed installations. Electric traction
overhead contact lines
EN 50122-1:2011+A1:2011 Railway applications. Fixed installations. Electrical safety,
earthing and the return circuit. Part 1: Protective
provisions against electric shock
EN 50124-1:2001+A2:2005 Railway applications. Insulation coordination. Part 1:
Basic requirements. Clearances and creepage distances
for all electrical and electronic equipment
EN 50149:2012 Railway applications. Fixed installations. Electric traction.
Copper and copper alloy grooved contact wires
EN 50163:2004+A1:2007 Railway applications. Supply voltages of traction systems

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EN 50317:2012 Railway applications. Current collection systems.
Requirements for and validation of measurements of the
dynamic interaction between pantograph and overhead
contact line
EN 50367:2012 Railway applications. Current collection systems.
Technical criteria for the interaction between pantograph
and overhead line (to achieve free access)
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
EN 60077-4:2003 Railway applications. Electric equipment for rolling stock.
Part 4: Electrotechnical components. Rules for AC circuit-
breakers
EN 62271-100:2009+A1:2012 High-voltage switchgear and controlgear. Alternating
current circuit-breakers
IEV 60050 series International Electrotechnical Vocabulary (IEV) available
on line as ‘Electropedia’
Details of the current TSIs and links to the documents are available at:
http://www.rssb.co.uk/SiteCollectionDocuments/rgs/TSI_status_summary.pdf
The Health and Safety (Safety Signs and Signals) Regulations 1996 - Statutory
Instruments, 1996 No. 341
Commission Implementing Regulation (EU) No 402/2013 of 30 April 2013 on the Common
Safety Method for Risk Evaluation and Assessment.

Other relevant documents


Railway Group Standards
GE/RT8015 Electromagnetic Compatibility between Railway
Infrastructure and Trains
GK/RT0045 Lineside Signals, Indicators and Layout of Signals
GK/RT0058 Lineside Signal Aspect and Indication Requirements [to be
published]
GL/RT1212 DC Energy Subsystem and Interfaces to Rolling Stock
Subsystem
GM/RT2113 Rolling Stock Subsystem and Interfaces to DC Energy
Subsystem
GO/RT3215 Requirements for the Weekly Operating Notice, Periodical
Operating Notice and Sectional Appendix
RSSB documents
GM/GN2611 Guidance on Rolling Stock Subsystem and Interfaces to
AC Energy Subsystem
GM/GN2613 Guidance on Rolling Stock Subsystem and Interfaces to
DC Energy Subsystem
Other references
BR 12034/17 Railway Electrification 25 kV AC Design Acceptance
Measures
BS 2754 (IEC 536) Construction of Electrical Equipment for Protection Against
Electric Shock [withdrawn]

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BS 7671:2008+A1:2011 Requirements for electrical installations. IET Wiring
Regulations
EN 50122-2:2010 Railway applications. Fixed installations. Electrical safety,
earthing and the return circuit. Part 2: Provisions against
the effects of stray currents caused by DC traction systems
EN 50153:2002 Railway applications. Rolling stock. Protective provisions
relating to electrical hazards
EN 50318:2002 Railway applications. Current collection systems -
Validation of simulation of the dynamic interaction between
pantograph and overhead contact line
European Railway Agency ‘Guide for the application of CR ENE TSI (According to
Framework Mandate C (2007)3371 final of 13/07/2007)’
IEC 60479 Guide to effects of current on human beings and livestock. The Grid Code
published by the National Grid (Issue 5 Revision 1 06 November 2012) available at
http://www.nationalgrid.com/uk/Electricity/Codes/gridcode/
The Electricity Safety, Quality and Continuity Regulations 2002 (S.I. No. 2665)

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