Catenary geometry

Plant for transforming and carrying electric power for train haulage: sub-stations, supply cables between sub-stations and contact wires, catenaries and supports;

In the case of high-speed rail systems overhead contact lines with catenary suspension are applied where the contact wire(s) is/are suspended from one or more longitudinal catenaries.

sub-stations, supply cables between sub-stations and contact wires, catenaries and supports;

Safeguarding the catenary:

Maximum power that can be drawn from the catenary

the maximum power that can be drawn from the catenary,

operating time of three hours after catenary supply has failed,

The equipment shall be able remain on standby and function independent of the catenary supply for at least three hours.

in addition, in the event that the supply to the catenary is lost, it shall not prohibit the line voltage dropping to 0 V.

the conductive parts of the antenna must be fully protected from catenary voltages by a protective device immune to impacts,

the maximum power that can be drawn from the catenary (Section 4.1.6.2 of this document) defined in Section 4.2.2.5 of the energy TSI,

The maximum current that can be drawn from the catenary during a stop of long duration is defined in Section 4.2.2.6 of the energy TSI.

Traction systems behaviour under minimum and maximum voltage conditions on the network and when entering a section with earthed catenary

The characteristics that prevent the generation of unacceptable over-voltages in the catenary are defined in Section 4.2.2.7 of the energy TSI.

The general conditions for the return of energy to the catenary from regenerative braking are specified in Section 4.3.6 and in Annex K to the energy TSI.

The rolling stock shall be specified so that the maximum power demand on the catenary shall always be less than the value defined in Section 4.2.2.5 of the energy TSI.

it shall only be permissible to take account of the electric brake in the brake performance if its operation is independent of the presence of voltage in the catenary,

the contribution of electric dynamic brakes can only be included in the calculation of the performances defined above if their operation is independent of the presence of voltage in the catenary,

The interaction between the pantographs and the catenary is of particular importance since their joint operation will ensure an uninterrupted power supply for traction and, if required, regenerative braking.

As national railways are equipped with various electrification systems, electric trains shall be able to use the available voltage and frequency, and have the correct pantograph to handle the catenary geometry.

Rolling stock equipped with a regenerative braking system able to return energy to the catenary shall not, under any circumstances, cause the voltage to exceed the limits given in the Annex previously mentioned.

For electric trains, the supply of electricity from the distribution substation to the trains generates interference of high or low intensity by conduction (through the catenary and rail) and by electromagnetic radiation.

likely to be touched by persons, or possibly by animals, and at risk of becoming a source of excessive contact voltages, as the result of a fault in the vehicles electrical installation or because of parts of the catenary becoming detached, or

except for specific cases described in Point 7.3, the definition of the pantograph clearance, to be increased by the electrical insulation clearances, makes reference to the type of electrification selected for the new line, to the design height of the catenary and to the type of associated pantograph, all as defined in Points 4.1.2.1, 4.1.2.2, 4.1.2.3 and 4.3.2.3, Figure 4.1 and Annexes H and J to the energy TSI.