— | specially built high-speed lines equipped for speeds generally equal to or greater than 250 km/h,
— | specially upgraded high-speed lines equipped for speeds of the order of 200 km/h,
— | specially upgraded high-speed lines or lines specially built for high speed, which have special features as a result of topographical or environmental, relief or town-planning constraints, on which speed must be adapted individuallyIn this TSI, these lines have been classified as category I, category II and category III respectively.
1.2. Geographical scopeThe geographical scope of this TSI is the trans-European high-speed rail system as described in Annex I to Directive 96/48/EC as modified by Directive 2004/50/EC.
Reference shall be made in particular to the lines of the trans-European rail network described in Decision No 1692/96/EC of the European Parliament and of the Council of 23 July 1996 as modified by Decision No 884/2004/EC on Community guidelines for the development of the trans-European transport network or in any subsequent update to the same Decision as a result of the revision provided for in Article 21 of that Decision.
1.3. Content of this TSIIn accordance with Article 5(3) of Directive 96/48/EC as modified by Directive 2004/50/EC, this TSI:

(a) | indicates its intended scope (chapter 2);
(b) | lays down essential requirements for the Energy subsystem (chapter 3) and its interfaces vis-à-vis other subsystems (chapter 4);
(c) | establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis other subsystems (chapter 4);
(d) | determines the interoperability constituents and interfaces which shall be covered by European specifications, including European standards, which are necessary to achieve interoperability within the trans-European high speed rail system (chapter 5);
(e) | states, in each case under consideration, which procedures are to be used in order to assess the conformity or the suitability for use of the interoperability constituents, or the EC verification of the subsystems (chapter 6);
(f) | indicates the strategy for implementing this TSI (chapter 7);
(g) | indicates for the staff concerned, the professional competencies and health and safety conditions at work required for the operation and maintenance of the subsystem, as well as for the implementation of the TSI (chapter 4).In accordance with Article 6(3) of the Directive, provision may be made for specific cases for each TSI; these are indicated in chapter 7.
This TSI also sets out, in chapter 4, the operating and maintenance rules specific to the scope indicated in paragraphs 1.1 and 1.2 above.
2. SUBSYSTEM DEFINITION/SCOPE2.1. ScopeThe Energy TSI specifies those requirements which are necessary to assure the interoperability of the trans-European high-speed rail system. This TSI covers the trackside part of the Energy subsystem and the part of the Maintenance subsystem that relates to the trackside part of the Energy subsystem. The Energy subsystem of the trans-European high-speed rail system comprises all fixed installations that are required to supply, with respect to the essential requirements, the trains from high-voltage single-phase or three-phase networks.
The energy subsystem also includes the definition and quality criteria for interaction between pantograph and overhead contact line.
The Energy subsystem consists of:

— | substations: connected on their primary side to the high-voltage grid, with transformation of the high-voltage to a voltage and/or conversion to a power supply system suitable for the trains. On the secondary side, substations are connected to the railway overhead contact line system;
— | sectioning points: electrical equipment located at intermediate locations between substations to supply and parallel overhead contact lines and to provide protection, isolation, auxiliary supplies;
— | overhead contact line system: a system that distributes the electrical energy to the trains running on the route and transmits it to the trains by means of pantographs. The overhead contact line system is also equipped with manually or remotely controlled disconnectors which are required to isolate sections or groups of the overhead contact line system according to operational necessity. Feeder lines are part of the overhead contact line system;
— | return circuit: all conductors which form the intended path of the traction return current and the current 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;Pantographs transmit electrical energy from the overhead contact line system to the train on which they are installed. The pantograph is integrated into and put into service with the train, and is in the scope of the High Speed Rolling Stock TSI. The interaction between pantograph and the overhead contact line is specified in this TSI.
2.2. Definition of the subsystem2.2.1. Electrification systemAs with any electrical device, a train is designed to operate correctly with a nominal voltage and a nominal frequency applied at its terminals, i.e. the pantograph(s) and wheels. Variations and limits of these parameters need to be defined in order to assure the anticipated train performance.
High-speed trains need a correspondingly high power. In order to supply the trains with minimum resistive losses, it is necessary to have a high supply voltage and (correspondingly) a lower current. The power supply system has to be designed such that every train will be supplied with the necessary power. Therefore, the power consumption of each train and the operating schedule are important aspects for performance.
Modern trains are often capable of using regenerative braking to return energy to the power supply, reducing power consumption overall. Therefore, the power supply system has to be designed to accept regenerative braking energy.
In any electrical system, short-circuits and other fault conditions occur. The electrification system needs to be designed so that the subsystem controls detect these faults immediately and trigger measures to remove the short-circuit current and isolate the affected part of the circuit. After such events, the electrification system has to be able to restore supply to all installations as soon as possible to resume operations.
2.2.2. Geometry of Overhead contact line and pantographThe compatible geometry of the overhead contact line and the pantograph is an important aspect of interoperability. As far as geometrical interaction is concerned, the height of the contact wire above the rails, the lateral deviation in still air and under wind pressure and the contact force have to be specified. The geometry of the pantograph head is also fundamental to assure good interaction with the overhead contact line, taking into account vehicle sway.
2.2.3. Interaction of overhead contact line and pantographAt the high speeds envisaged for the trans-European high-speed rail system, the interaction of overhead contact line and pantograph represents a very important aspect in establishing reliable power transmission without undue disturbances to railway installations and the environment. This interaction is mainly determined by:

— | static and aerodynamic effects dependant upon the nature of the pantograph contact strips and the design of the pantograph, the shape of the vehicle on which the pantograph(s) is (are) mounted and the position of the pantograph on the vehicle,
— | the compatibility of the contact strip material with the contact wire,
— | the dynamic characteristics of the overhead contact line and pantograph(s),
— | the protection of the pantograph(s) and overhead contact line in the case of a broken pantograph contact strip,
— | the number of pantographs in service and the distance between them, since each pantograph can interfere with the others on the same overhead contact line section.2.2.4. Transition between high-speed lines and other linesAlong a line of route, different requirements will apply. The transition between sections having different requirements affects the power supply and overhead contact line system and is, therefore, an aspect to be dealt with in the Energy TSI.
2.3. Links with other subsystems and within the subsystem2.3.1. IntroductionThe Energy subsystem has links with other subsystems of the trans-European high-speed rail system in order to achieve the envisaged performance. These links are covered by the definition of interfaces and performance criteria.
2.3.2. Links concerning electrification system
— | Voltage and frequency and their permissible ranges interface with the High Speed Rolling Stock subsystem.
— | The power installed on the lines and the specified power factor determines the performance of the high-speed rail system and interfaces with the High Speed Rolling Stock subsystem.
— | Regenerative braking reduces energy consumption and interfaces with the High Speed Rolling Stock subsystem.
— | Electrical fixed installations and on-board traction equipment need to be protected against short circuits. Circuit breaker tripping in substations and on trains has to be coordinated. Electrical protection interfaces with the High Speed Rolling Stock subsystem.
— | Electrical interference and harmonic emissions interface with the High Speed Rolling Stock and Control-Command and Signalling subsystems.2.3.3. Links concerning overhead line equipment and pantographs
— | On high-speed lines, the contact wire height needs special attention in order to avoid excessive wear. The contact wire height interfaces with the Infrastructure and High Speed Rolling Stock subsystems.
— | Vehicle and pantograph sway interfaces with the Infrastructure subsystem.2.3.4. Links concerning interaction of overhead contact line and pantographThe quality of current collection depends on the number of pantographs in service, their spacing and other traction-unit-specific details. The arrangement of pantographs interfaces with the Energy subsystem.
2.3.5. Links concerning phase and system separation sections
— | To pass transitions of electrification systems and phase separation sections, without bridging, the number and arrangement of pantographs on trains shall be stipulated. This interfaces with the High Speed Rolling Stock subsystem
— | To pass transitions of electrification systems and phase separation sections, without bridging, control of train current is required. This interfaces with the Control-Command and Signalling subsystem.
— | When passing through system separation sections, lowering of pantograph(s) may be required. This interfaces with the Control-Command and Signalling subsystem.3. ESSENTIAL REQUIREMENTS3.1. GeneralIn the scope of this TSI, compliance with the specifications described in:

— | chapter 4 for the subsystem
— | chapter 5 for the interoperability constituents,as demonstrated by a positive result of the assessment of:

— | conformity and/or suitability for use of the interoperability constituents,
— | and verification of the subsystem,as described in chapter 6 ensures fulfilment of the relevant essential requirements quoted in sections 3.2 and 3.3 of this TSI.
Nevertheless, if part of the essential requirements are covered by national rules because of

— | open and reserved points declared in the TSI,
— | derogation under article 7 of the Directive 96/48/EC as modified by the Directive 2004/50/EC,
— | specific cases described in section 7.4 of this TSI,the corresponding conformity assessment shall be carried out according to procedures under the responsibility of the Member State concerned.
According to Article 4(1) of Directive 96/48/EC as modified by the Directive 2004/50/EC, the trans-European high-speed rail system, its subsystems and its interoperability constituents shall fulfil the essential requirements set out in general terms in Annex III to the Directive.
3.2. Essential requirements for the Energy subsystemThe essential requirements cover:

— | safety,
— | reliability and availability,
— | health,
— | environmental protection,
— | technical compatibility.3.3. Specific aspects for the Energy subsystem3.3.1. SafetyAccording to Annex III to Directive 96/48/EC as modified by the Directive 2004/50/EC, the essential requirements for safety are the following:

1.1.1. | The design, construction or assembly, maintenance and monitoring of safety-critical components, and more particularly of the components involved in train movement must be such as to guarantee safety at the level corresponding to the aims laid down for the network, including those for specific degraded situations.
1.1.2. | The parameters involved in the wheel/rail contact must meet the stability requirements needed in order to guarantee safe movement at the maximum authorised speed.
1.1.3. | The components used must withstand any normal or exceptional stress that has been specified during their period in service. The safety repercussion of any accidental failure must be limited by appropriate means.
1.1.4. | The design of fixed installations and rolling stock and the choice of the materials used must be aimed at limiting the generation, propagation and effects of fire and smoke in the event of a fire.
1.1.5. | Any devices intended to be handled by users must be so designed as not to impair their safety if used foreseeably in a manner not in accordance with the posted instructions.The aspects mentioned under 1.1.2 and 1.1.5 are not relevant to the Energy subsystem.
In order to satisfy the essential requirements 1.1.1, 1.1.3 and 1.1.4 above, the Energy subsystem shall be designed and constructed so that the requirements set out in clauses 4.2.4, 4.2.7, 4.2.9 to 4.2.16, 4.2.18 to 4.2.25, 4.4.1, 4.4.2, 4.5 and 4.7.1 to 4.7.3 are met and the interoperability constituents used comply with the requirements set out in clause 5.4.1.1 to 5.4.1.5, 5.4.1.7 to 5.4.1.9 and 5.4.1.11.
The following essential requirement for safety according to Annex III to Directive 96/48/EC as modified by Directive 2004/50/EC is especially of concern for the Energy subsystem.

2.2.1. | Operation of the energy supply systems must not impair the safety either of high-speed trains or persons (users, operating staff, trackside dwellers and third parties).In order to satisfy the essential requirement 2.2.1 above, the Energy subsystem shall be designed and constructed so that the requirements set out in clauses 4.2.4 to 4.2.7, 4.2.18, 4.2.20 to 4.2.25, 4.4.1, 4.4.2, 4.5, and 4.7.1 to 4.7.4 are met and the interoperability constituents used comply with the requirements set out in clause 5.4.1.2, 5.4.1.3, 5.4.1.5, 5.4.1.8 to 5.4.1.11.
3.3.2. Reliability and availabilityAccording to Annex III to Directive 96/48/EC as modified by Directive 2004/50/EC, the essential requirement as far as reliability and availability are concerned is the following.

1.2. | The monitoring and maintenance of fixed or moveable components that are involved in train movements must be organised, carried out and quantified in such a manner as to maintain their operation under the intended conditions.In order to satisfy the essential requirement 1.2, the Energy subsystem shall be maintained such that the requirements set out in clause 4.2.7, 4.2.18, 4.4.2, 4.5 are met.
3.3.3. HealthAccording to Annex III to Directive 96/48/EC as modified by Directive 2004/50/EC, the essential requirements for health are the following:

1.3.1. | Materials likely, by virtue of the way they are used, to constitute a health hazard to those having access to them must not be used in trains and railway infrastructures.
1.3.2. | Those materials must be selected, deployed and used in such a way as to restrict the emission of harmful and dangerous fumes or gases, particular in the event of fire.In order to satisfy the essential requirements 1.3.1 and 1.3.2, the Energy subsystem shall be designed and constructed so that the requirements set out in clauses 4.2.11, 4.5, 4.7.1 to 4.7.4 are met and the interoperability constituents used comply with the requirements set out in clause 5.4.1.4.
3.3.4. Environmental protectionAccording to Annex III to Directive 96/48/EC as modified by Directive 2004/50/EC, essential requirements for environmental protection are the following:

1.4.1. | The repercussions on the environment of the establishment and operation of the trans-European high-speed rail system must be assessed and taken into account at the design stage of the system in accordance with the Community provisions in force.
1.4.2. | The materials used in trains and infrastructure must prevent the emissions of fumes and gases which are harmful and dangerous to the environment, particularly in the event of fire.
1.4.3. | The rolling stock and energy supply systems must be designed and manufactured in such a way as to be electromagnetically compatible with the installation equipment and public or private networks with which they might interfere.In order to satisfy essential requirements 1.4.1, 1.4.2 and 1.4.3, the Energy subsystem shall be designed and constructed so that the requirements set out in clauses 4.2.4 to 4.2.6, 4.2.8, 4.2.11, 4.2.16, 4.2.17, 4.2.21, 4.2.22, 4.2.24, 4.2.25 and 4.7.1 to 4.7.3 are met and the interoperability constituents used comply with the requirements set out in clauses 5.4.1.2, 5.4.16, 5.4.1.7, and 5.4.1.9 to 5.4.1.11.
The following essential requirement for environmental protection according to Annex III to Directive 96/48/EC as modified by Directive 2004/50/EC is especially of concern for the Energy subsystem:

2.2.2. | The functioning of the energy supply systems must not interfere with the environment beyond specified limits.In order to satisfy essential requirement 2.2.2, the Energy subsystem shall be designed and constructed so that the requirements set out in clauses 4.2.6, 4.2.8, 4.2.12, 4.2.16, and 4.7.1 to 4.7.3 are met and the interoperability constituents used comply with the requirements set out in clauses 5.4.1.2, 5.4.1.6, 5.4.1.9 to 5.4.1.11.
3.3.5. Technical compatibilityAccording to Annex III to Directive 96/48/EC as modified by Directive 2004/50/EC, the essential requirements for technical compatibility are the following.

1.5. | The technical characteristics of the infrastructures and fixed installations must be compatible which each other and with those of the trains on the trans-European high-speed rail system.If adherence to these characteristics proves difficult on certain sections of the network temporary solutions that ensure compatibility in the future may be implemented.In order to satisfy the essential requirement 1.5, the Energy subsystem shall be designed and constructed so that the requirements set out in clauses 4.2.1 to 4.2.4, 4.2.6, 4.2.9 to 4.2.25, 4.4.2, 4.5 and 4.7.1 to 4.7.3 are met and the interoperability constituents used comply with the requirements set out in clauses 5.4.1.1 to 5.4.1.11.
The following essential requirement for technical compatibility according to Annex III to Directive 96/48/EC as modified by Directive 2004/50/EC is especially of concern for the Energy subsystem:

2.2.3. | The electrical supply systems used throughout the trans-European high-speed rail system must:—enable trains to achieve the specified performance levels,—be compatible with the collection devices fitted to the trains. | — | enable trains to achieve the specified performance levels, | — | be compatible with the collection devices fitted to the trains.
— | enable trains to achieve the specified performance levels,
— | be compatible with the collection devices fitted to the trains.In order to satisfy essential requirement 2.2.3, the Energy subsystem shall be designed and constructed so that the requirements set out in clauses 4.2.1 to 4.2.4, 4.2.9, 4.2.11 to 4.2.22, and 4.5 are met and the interoperability constituents used comply with the requirements set out in clauses 5.4.1.1 to 5.4.1.11
3.3.6. MaintenanceAccording to Annex III to Directive 96/48/EC as modified by Directive 2004/50/EC, the essential requirements for maintenance are the following:

2.5.1. | The technical installations and the procedures used in the maintenance centres must not constitute a danger to human health.
2.5.2. | The technical installations and the procedures used in the maintenance centres must not exceed the permissible levels of nuisance with regard to the surrounding environment.
2.5.3. | The maintenance installations on high-speed trains must be such as to enable safety, health and comfort operations to be carried out on all trains for which they have been designed.The aspects mentioned under 2.5.3 are not relevant to the Energy subsystem.
In the case of the Energy subsystem, maintenance is carried out not in maintenance centres but along the line. Maintenance is carried out by maintenance units, for which the requirements mentioned under 2.5.1 and 2.5.2 apply. In order to satisfy the essential requirements 2.5.1 and 2.5.2, the Energy subsystem Interoperability Constituent shall be designed and constructed so that the requirements set out in clauses 4.2.8, 4.5 and 4.7.4 are met.
3.3.7. OperationsAccording to Annex III to Directive 96/48/EC as modified by Directive 2004/50/EC, the essential requirements for operation are the following:

2.7.1. | Alignment of the network operating rules and the qualifications of drivers and on-board staff must he such as to ensure safe international operation.The operations and maintenance intervals, the training and qualifications of maintenance staff and the quality assurance system set up in the maintenance centres of the operators concerned must be such as to ensure a high level of safety.
2.7.2. | The operation and maintenance periods, the training and qualifications of the maintenance staff and the quality assurance system set up by the operators concerned in the maintenance centres must be such as to ensure a high level of system reliability and availability.
2.7.3. | The alignment of the operating rules of the networks and the qualifications of drivers, on-board staff and managers in charge of traffic must be such as to ensure operating efficiency on the trans-European high-speed rail system.In case of the Energy subsystem, maintenance is carried out not in maintenance centres but along the line. Maintenance is carried out by maintenance units. In order to satisfy the essential requirements 2.7.1 to 2.7.3, the Energy subsystem and Interoperability Constituent shall be designed and constructed so that the requirements set out in clauses 4.2.4, 4.2.21 to 4.2.23, 4.4.1, 4.4.2, 4.5, 4.6 and 4.7.1 to 4.7.4 are met.
3.4. Essential Requirements Summary TableThe clauses addressing each of the Essential Requirements are set out below in Table 3.4; where an X is marked in the column, the Essential Requirement is addressed by the clause listed on the left.
Table 3.4
Clause number | Clause Title | Safety | R&A | Health | Environmental Protection | Technical Compatibility | Operations | Maintenance
1.1.1 | 1.1.3 | 1.1.4 | 2.2.1 | 1.2 | 1.3.1 | 1.3.2 | 1.4.1 | 1.4.2 | 1.4.3 | 2.2.2 | 1.5 | 2.2.3 | 2.7.1 | 2.7.2 | 2.7.3 | 2.5.1 | 2.5.2
4.2.1 | General provisions | — | — | — | — | — | — | — | — | — | — | — | X | X | — | — | — | — | —
4.2.2 | Voltage and frequency | — | — | — | X | — | — | — | — | — | — | — | X | X | — | — | — | — | —
4.2.3 | System performance and installed power | — | — | — | — | — | — | — | — | — | — | — | X | X | — | — | — | — | —
4.2.4 | Regenerative braking | — | X | — | X | — | — | — | X | — | — | — | X | X | X | — | — | — | —
4.2.5 | Harmonic emissions towards the power utility | — | — | — | X | — | — | — | — | — | X | — | — | — | — | — | — | — | —
4.2.6 | External electromagnetic compatibility | — | — | — | X | — | — | — | X | — | X | X | X | — | — | — | — | — | —
4.2.7 | Continuity of power supply in case of disturbances | X | X | — | X | X | — | — | — | — | — | — | — | — | — | — | X | — | —
4.2.8 | Protection of the environment | — | — | — | — | — | — | — | X | X | X | X | — | — | — | — | — | — | X
4.2.9.1 | Overall design | X | X | X | — | — | — | — | — | — | — | — | X | X | — | — | — | — | —
4.2.9.2 | Geometry of Overhead Contact Line | X | X | — | — | — | — | — | — | — | — | — | X | X | — | — | — | — | —
4.2.10 | Compliance of the Overhead Contact Line with Infrastructure Gauge | X | — | — | — | — | — | — | — | — | — | — | X | — | — | — | — | — | —
4.2.11 | Contact wire material | X | X | X | — | — | — | X | — | — | — | — | X | X | — | — | — | — | —
4.2.12 | Contact Wire Wave Propagation Speed | — | — | — | — | — | — | — | — | — | X | X | X | X | — | — | — | — | —
4.2.14 | Static contact force | X | X | X | X | — | — | — | — | — | — | — | X | X | — | — | — | — | —
4.2.15 | Mean contact force | X | X | X | X | — | — | — | — | — | — | — | X | X | — | — | — | — | —
4.2.16 | Requirements for dynamic behaviour and quality of current collection | X | X | — | X | — | — | — | — | — | X | X | X | X | — | — | — | — | —
4.2.17 | Vertical movement of the contact point | — | — | — | X | — | — | — | — | — | X | — | X | X | — | — | — | — | —
4.2.18 | Current capacity of the overhead contact line system | X | X | X | X | — | — | — | — | — | — | — | X | X | — | — | — | — | —
4.2.19 | Pantograph spacing used for the design of the overhead contact line | — | X | — | — | — | — | — | — | — | X | — | X | X | — | — | — | — | —
4.2.20 | Current at standstill (DC Systems) | X | X | X | X | — | — | — | — | — | — | — | X | X | — | — | — | — | —
4.2.21 | Phase Separation Sections | X | — | X | X | — | — | — | — | — | X | — | X | X | X | — | X | — | —
4.2.22 | System Separation Sections | X | — | X | X | — | — | — | — | — | X | — | X | X | X | — | X | — | —
4.2.23 | Electrical Protection Coordination Arrangements | X | X | — | X | — | — | — | — | — | — | — | X | — | X | — | X | — | —
4.2.24 | Effects of DC on AC Systems | — | X | X | X | — | — | — | — | — | X | — | X | — | — | — | — | — | —
4.2.25 | Harmonics and Dynamic Effects | X | X | — | X | — | — | — | — | — | X | — | X | — | — | — | — | — | —
4.4.1 | Management of power supply in case of danger | X | X | — | X | — | — | — | — | — | — | — | | — | X | — | X | — | —
4.4.2 | Execution of works | X | — | — | X | X | — | — | — | — | — | — | X | — | X | X | X | — | —
4.5 | Maintenance of power supply and overhead contact line system | X | X | X | X | X | X | X | — | X | — | — | X | X | X | X | X | X | X
4.6 | Professional competences | — | — | — | — | — | — | — | — | — | — | — | — | — | X | X | X | — | —
4.7.1 | Protective provisions of substations and posts | X | X | X | X | — | X | X | — | — | X | X | X | — | X | — | — | — | —
4.7.2 | Protective provisions of overhead contact line system | X | X | X | X | — | X | X | — | — | X | X | X | — | X | — | — | — | —
4.7.3 | Protective provisions of current return circuit | X | X | X | X | — | X | X | — | — | X | X | X | X | X | — | — | — | —
4.7.4 | Other general requirements | — | — | — | X | — | X | X | — | — | — | — | — | — | X | X | X | X | X
5.4.1.1 | Overall design | X | X | X | — | — | — | — | — | — | — | — | X | X | — | — | — | — | —
5.4.1.2 | Geometry | X | X | — | X | — | — | — | — | — | X | X | X | X | — | — | — | — | —
5.4.1.3 | Current capacity | X | X | X | X | — | — | — | — | — | — | — | X | X | — | — | — | — | —
5.4.1.4 | Contact wire material | X | X | X | — | — | — | X | — | — | — | — | X | X | — | — | — | — | —
5.4.1.5 | Current at standstill (DC Systems) | X | X | X | X | — | — | — | — | — | — | — | X | X | — | — | — | — | —
5.4.1.6 | Wave propagation speed | — | — | — | — | — | — | — | — | — | X | X | X | X | — | — | — | — | —
5.4.1.7 | Design for Pantograph Spacing | — | X | — | — | — | — | — | — | — | X | — | X | X | — | — | — | — | —
5.4.1.8 | Mean contact force | X | X | X | X | — | — | — | — | — | — | — | X | X | — | — | — | — | —
5.4.1.9 | Dynamic behaviour and quality of current collection | X | X | — | X | — | — | — | — | — | X | X | X | X | — | — | — | — | —
5.4.1.10 | Vertical Movement of the Contact Point | — | — | — | X | — | — | — | — | — | X | — | X | X | — | — | — | — | —
5.4.1.11 | Space for Uplift | X | X | — | X | — | — | — | — | — | X | X | X | X | — | — | — | — | —4. CHARACTERISATION OF THE SUBSYSTEM4.1. IntroductionThe trans-European high-speed rail system, to which Directive 96/48/EC as modified by Directive 2004/50/EC applies and of which the Energy subsystem is a part, is an integrated system whose compatibility shall be verified. This compatibility shall be checked in particular with regard to the specifications of the subsystem, its interfaces vis-à-vis the system in which it is integrated, as well as the operating and maintenance rules.
The functional and technical specifications of the subsystem and its interfaces, described in sections 4.2 and 4.3, do not impose the use of specific technologies or technical solutions, except where this is strictly necessary for the interoperability of the trans-European high speed rail network. But innovative solutions for interoperability may require new specifications and/or new assessment methods. In order to allow technological innovation, these specifications and assessment methods shall be developed by the process described in sections 6.1.2.3 and 6.2.2.2.
Taking account of all the applicable essential requirements, the Energy subsystem is characterised by the specifications set out in clauses 4.2 to 4.8.
For Specific Cases, see chapter 7.4; where reference is made to EN standards, any variations called ‘national deviations’ or ‘special national conditions’ in the EN do not apply. For EN clauses incorporating tables, column headings HS, UP, and Conn shall be taken to mean categories I, II and III respectively.
4.2. Functional and technical specifications of the subsystem4.2.1. General provisionsThe performance to be achieved by the Energy subsystem shall correspond to the relevant performance as specified for each category of line of the trans-European high-speed rail system, with respect to: