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Superseded documents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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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
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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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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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.
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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.
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.
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 2.1.8 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’:
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.
Table 2 Fault current characteristics for compatibility with existing rail vehicles
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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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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.
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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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).
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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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.
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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 2.2.1 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.
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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 2.2.9 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.
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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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.
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.
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 2.3.7 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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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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a) Where the rail vehicle does not exceed a static height of 3965 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 3.1.8 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.
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.
c) Where the swept envelope height is 3990 mm, above which, applying a minimum
mechanical passing clearance of 80 mm.
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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.
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 3.1.17 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.
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.
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Normal
Note 1: Static electrical clearances of less than 370 mm do not give basic insulation, as
set out in 2.1.8.1a).
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 3.1.26 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.
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 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 3.2.1 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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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.
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:
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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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.
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 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.
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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Operating Number of A B C
speed (v) km/h pantographs
per Train
v>250 2 200 m 200 m 200 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
Table G 1 Minimum pantograph spacing for lines where the ENE TSI is applicable
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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.
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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 3.6.7 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.
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 3.7.2 The requirement to operate a steam locomotive sympathetically when below vulnerable
OCL features is set out in GO/RT3440.
G 3.8.1 Rationale: Trackside pantograph monitoring systems should be compatible with the
pantograph identification tags.
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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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
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B.1 Typical arrangement of track signs and track magnets (see 3.6.1.3).
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.1.1 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.1.3 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.2.1 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.
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.3.1 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:
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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457 ± 13
≥ 240
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.
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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:
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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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.
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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.
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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]
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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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]
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.
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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.
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.
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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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)]
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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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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TCL
Track centre line.
TSI
Technical Specifications for Interoperability.
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